JP3571609B2 - Parallel hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To start a vehicle with only a motor generator, and also, to start the rotation of an engine in stop, and suppress and prevent the change in drive power at that time. SOLUTION: The first clutch 36 is interposed between a pinion carrier C rotated by a motor/a generator 2 at start of a vehicle and an engine, and a second clutch 37 is interposed between the engine 1 and a ring gear R, and to start the rotation of the engine 1 in idling stop, only the first clutch 36 is coupled to reduce the rotational torque of the ring gear 4 thereby suppressing the reduction of drive force, and after the engine 1 starts its explosive rotation, the second clutch 37 is coupled, and the torque of the engine 1 is distributed to the rotation of the ring gear R to suppress the sharp increase in drive force.

Description

α：遊星歯車機構の歯数比
前記ステップＳ９では、同ステップ内で行われる個別の演算処理に従って、例えば前記エンジン用コントローラＥＣからのエンジン信号ＥＳから、エンジン１の最初の爆発（以下、初爆とも記す）を確認したか否かを判定し、エンジン１の初爆が確認されているときはステップＳ１２に移行し、そうでない場合にはステップＳ１３に移行する。
【００３２】
前記ステップＳ１３では、後述する図１１の演算処理に従って、モータ／発電機トルク増加制御を行ってから前記ステップＳ１２に移行する。
前記ステップＳ１２では、同ステップ内で行われる個別の演算処理に従って、例えば前記第２クラッチ３７へのクラッチ圧が所定値に達したか否かなどを用いて当該第２クラッチ３７の締結が完了したか否かを判定し、第２クラッチ３７の締結が完了している場合はステップＳ１４に移行し、そうでない場合はステップＳ１５に移行する。
【００３３】
前記ステップＳ１５では、後述する図１２の演算処理に従って、第１クラッチ３６の締結制御を行ってからステップＳ１６に移行する。
また、前記ステップＳ１４では、同ステップ内で行われる個別の演算処理に従って、アイドルストップ後の発進が完了したと判定してから前記ステップＳ１６に移行する。
【００３４】
前記ステップＳ１６では、同ステップ内で行われる個別の演算処理に従って、前記ステップＳ１で読込んだ変速装置４内の変速比（変速段）が２速以上であるか否かを判定し、当該変速比（変速段）が２速以上である場合にはステップＳ１７に移行し、そうでない場合にはステップＳ１８に移行する。
前記ステップＳ１８では、同ステップ内で行われる個別の演算処理に従って、前記変速装置用コントローラＴＣに向けて、１速から２速への変速指令を出力してから前記ステップＳ１７に移行する。
【００３５】
前記ステップＳ１７では、同ステップ内で行われる個別の演算処理に従って、例えば前記エンジン用コントローラＥＣからのエンジン信号ＥＳから、エンジン１の初爆を確認したか否かを判定し、エンジン１の初爆が確認されているときはステップＳ１９に復帰し、そうでない場合にはステップＳ２０に移行する。
前記ステップＳ２０では、前記ステップＳ２で読込んだエンジン回転数Ｎ_Ｅ が比較的小さな回転数に設定された所定エンジン回転数Ｎ_Ｅ０以上であるか否かを判定し、当該エンジン回転数Ｎ_Ｅ が所定エンジン回転数Ｎ_Ｅ０以上である場合にはステップＳ２１に移行し、そうでない場合にはメインプログラムに復帰する。
【００３６】
前記ステップＳ２１では、同ステップ内で行われる個別の演算処理に従って、前記変速装置用コントローラＴＣからの変速装置信号ＴＳから、１速から２速への変速が完了しているか否かを判定し、１速から２速への変速が完了している場合にはステップＳ２２に移行し、そうでない場合にはメインプログラムに復帰する。
【００３７】
前記ステップＳ２２では、同ステップ内で行われる個別の演算処理に従って、前記エンジン用コントローラＥＣに向けて、エンジン回転始動指令を出力してから前記ステップＳ１９に移行する。
前記ステップＳ１９では、同ステップ内で行われる個別の演算処理に従って、前記ステップＳ１３で行われているモータ／発電機トルク増加制御を解除してからステップＳ２３に移行する。
【００３８】
前記ステップＳ２３では、後述する図１３の演算処理に従って、前記第２クラッチ締結制御を行ってからメインプログラムに復帰する。
一方、前記ステップＳ５では、同ステップ内で行われる個別の演算処理に従って、前記ステップＳ１２と同様に、前記第２クラッチ３７の締結が完了したか否かを判定し、当該第２クラッチ３７の締結が完了している場合はステップＳ２４に移行し、そうでない場合はステップＳ２５に移行する。
【００３９】
前記ステップＳ２５では、前記ステップＳ２３と同様に、後述する図１３の演算処理に従って、第２クラッチ３７の締結制御を行ってから前記ステップＳ２４に移行する。
前記ステップＳ２４では、同ステップ内で行われる個別の演算処理に従って、例えば前記第１クラッチ３６へのクラッチ圧が所定値に達したか否かなどを用いて当該第１クラッチ３６の締結が完了したか否かを判定し、当該第１クラッチ３６の締結が完了している場合はステップＳ２６に移行し、そうでない場合はステップＳ２７に移行する。
【００４０】
前記ステップＳ２７では、前記ステップＳ１５と同様に、後述する図１２の演算処理に従って、第１クラッチ３６の締結制御を行ってから前記ステップＳ２６に移行する。
前記ステップＳ２６では、前記ステップＳ１で読込んだ車速Ｖ_ＳＰが、本来、１速から２速への変速を行う所定１−２変速車速Ｖ_{ＳＰ１−２} 以上であるか否かを判定し、当該車速Ｖ_ＳＰが所定１−２変速車速Ｖ_{ＳＰ１−２} 以上である場合にはステップＳ２８に移行し、そうでない場合にはメインプログラムに復帰する。
【００４１】
前記ステップＳ２８では、同ステップ内で行われる個別の演算処理に従って、前記ステップＳ１６と同様に、前記変速装置４内の変速比（変速段）が２速以上であるか否かを判定し、当該変速比（変速段）が２速以上である場合にはメインプログラムに復帰し、そうでない場合にはステップＳ２９に移行する。
前記ステップＳ２９では、同ステップ内で行われる個別の演算処理に従って、前記ステップＳ１８と同様に、前記変速装置用コントローラＴＣに向けて、１速から２速への変速指令を出力してからメインプログラムに復帰する。
【００４２】
次に、前記図１０の演算処理のステップＳ１３で行われるモータ／発電機トルク増加制御について、図１１のフローチャートを用いて説明する。
この演算処理では、まずステップＳ１３１で、前記図１０の演算処理のステップＳ２で読込まれた現在の車両加速度Ｇ_Ｘ が前記ステップＳ１０で設定された目標車両加速度Ｇ_Ｘ０以上であるか否かを判定し、当該車両加速度Ｇ_Ｘ が目標車両加速度Ｇ_Ｘ０以上である場合にはステップＳ１３２に移行し、そうでない場合にはステップＳ１３３に移行する。
【００４３】
前記ステップＳ１３２では、同ステップ内で行われる個別の演算処理に従って、前記ステップＳ８と同様に、スロットル開度ＴＨに応じたモータ／発電機トルク制御を行ってから前記ステップＳ１２に移行する。
一方、前記ステップＳ１３３では、同ステップ内で行われる個別の演算処理に従って、運転者の要求出力トルクをモータ／発電機２で出力するように、例えばチョッパ７ａへのデューティ制御信号ＤＳのデューティ比を最大にするなどして、モータ／発電機トルクの増加制御を行ってから前記ステップＳ１２に移行する。
【００４４】
次に、前記図１０の演算処理のステップＳ１５，ステップＳ２７で行われる第１クラッチ締結制御について、図１２のフローチャートを用いて説明する。このマイナプログラムでは、まずステップＳ１５１で、前記第１クラッチ３６のシリンダ室２６に供給されている第１クラッチ圧Ｐ_ＣＬ１ を図示されない圧力センサから読込む。
【００４５】
次にステップＳ１５２に移行して、前記ステップＳ１５１で読込んだ第１クラッチ圧Ｐ_ＣＬ１ が、第１クラッチ３６の完全締結を意味する完全締結圧Ｐ_ＣＬ０ 以上であるか否かを判定し、当該第１クラッチ圧Ｐ_ＣＬ１ が締結圧Ｐ_ＣＬ０ 以上である場合にはステップＳ１５３に移行し、そうでない場合にはステップＳ１５４に移行する。
【００４６】
前記ステップＳ１５３では、同ステップ内で行われる個別の演算処理に従って、前記第１クラッチ圧Ｐ_ＣＬ１ が前記完全締結圧Ｐ_ＣＬ０ となる第１クラッチ制御信号ＣＳ_１ を創成出力してから、前記図１０の演算処理のステップＳ１６又はステップＳ２６に移行する。
また、前記ステップＳ１５４では、同ステップ内で行われる個別の演算処理に従って、前記ステップＳ１５１で読込んだ第１クラッチ圧Ｐ_ＣＬ１ に所定増加圧ΔＰ_ＣＬを加えた値が新たな第１クラッチ圧Ｐ_ＣＬ１ となる第１クラッチ制御信号ＣＳ_１ を創成出力してから、前記図１０の演算処理のステップＳ１６又はステップＳ２６に移行する。
【００４７】
次に、前記図１０の演算処理のステップＳ２３，ステップＳ２５で行われる第２クラッチ締結制御について、図１３のフローチャートを用いて説明する。このマイナプログラムでは、まずステップＳ２３１で、前記第２クラッチ３７のシリンダ室３０に供給されている第２クラッチ圧Ｐ_ＣＬ２ を図示されない圧力センサから読込む。
【００４８】
次にステップＳ２３２に移行して、前記ステップＳ２３１で読込んだ第２クラッチ圧Ｐ_ＣＬ２ が、第２クラッチ３７の完全締結を意味する完全締結圧Ｐ_ＣＬ０ 以上であるか否かを判定し、当該第２クラッチ圧Ｐ_ＣＬ２ が締結圧Ｐ_ＣＬ０ 以上である場合にはステップＳ２３３に移行し、そうでない場合にはステップＳ２３４に移行する。
【００４９】
前記ステップＳ２３３では、同ステップ内で行われる個別の演算処理に従って、前記第２クラッチ圧Ｐ_ＣＬ２ が前記完全締結圧Ｐ_ＣＬ０ となる第２クラッチ制御信号ＣＳ_２ を創成出力してから、メインプログラムに復帰するか又は前記図１０の演算処理のステップＳ２４に移行する。
また、前記ステップＳ２３４では、同ステップ内で行われる個別の演算処理に従って、前記ステップＳ２３１で読込んだ第２クラッチ圧Ｐ_ＣＬ２ に所定増加圧ΔＰ_ＣＬを加えた値が新たな第２クラッチ圧Ｐ_ＣＬ２ となる第２クラッチ制御信号ＣＳ_２ を創成出力してから、メインプログラムに復帰するか又は前記図１０の演算処理のステップＳ２４に移行する。
【００５０】
前記図１０の演算処理によれば、前述のようにエンジン１がアイドルストップしている車両の停車状態から、アクセルペダルを踏み込み、スロットル開度ＴＨが大きくなると、前記ステップＳ１、ステップＳ２を経てステップＳ３に移行し、現在はアイドルストップ後の発進制御が必要であるからステップＳ４に移行し、更に現在はアイドルストップ後の発進が完了していないためにステップＳ６に移行する。そして、少なくともこの段階では、モータ／発電機トルクの増加制御を行わないからステップＳ８に移行し、前記スロットル開度ＴＨに応じたモータ／発電機トルクが得られるように前記チョッパ７ａへのデューティ制御信号ＤＳを出力し、その結果、モータ／発電機２は正方向のトルクを出力し続けて、モータ／発電機回転数Ｎ_Ｍ／Ｇ は主として増加方向に制御され、このモータ／発電機２の駆動トルクだけで車両が発進する。なお、これと同時に前記フライホイール１６が回転駆動されるので、当該フライホイール１６には慣性トルクが蓄積される。また、通常の発進同様、変速装置４内の変速比は、所謂１速の状態で発進している。
【００５１】
これに続いてステップＳ７に移行し、未だ第１クラッチ３６の締結制御は開始されていないのでステップＳ１０に移行し、ここで最も新しい車両加速度Ｇ_Ｘ を目標車両加速度Ｇ_Ｘ に設定し、次にステップＳ１１に移行するが、車両の発進直後ではモータ／発電機回転数Ｎ_Ｍ／Ｇ は前記所定モータ／発電機回転数Ｎ_Ｍ／Ｇ０に到達していないので、そのまま、メインプログラムに復帰する。
【００５２】
このフローを繰り返し、モータ／発電機回転数Ｎ_Ｍ／Ｇ が増加を続け、やがて前記所定モータ／発電機回転数Ｎ_Ｍ／Ｇ０になると、ステップＳ１１からステップＳ９に移行し、この時点ではエンジン１は未だアイドルストップ状態（既に回転はし始めているものの爆発は起こっていない）であり、初爆も確認されていないのでステップＳ１３に移行する。このステップＳ１３では、前記図１１の演算処理のステップＳ１３１で現在の車両加速度Ｇ_Ｘ が前記目標車両加速度Ｇ_Ｘ 以上であるか否かの判定が行われるが、スロットル開度ＴＨが変化していない限り、前記ステップＳ８で出力されるモータ／発電機トルクも同等であり、車両の駆動力は一定であることから、車両加速度Ｇ_Ｘ は変化していないはずである。そのため、図１１の演算処理のステップＳ１３２に移行し、引き続き、スロットル開度ＴＨに応じたモータ／発電機トルクの制御が行われ、図１０の演算処理のステップＳ１２に移行する。
【００５３】
この時点では、第２クラッチ３７は非締結状態であるからステップ１５に移行し、前記図１２の演算処理のステップＳ１５２からステップＳ１５４で第１クラッチ圧Ｐ_ＣＬ１ を次第に増圧し、第１クラッチ３６を締結してゆく。また、これと平行して、現在の変速比は１速であるから、前記図１０の演算処理のステップＳ１６からステップＳ１８に移行して、変速装置４に対し、１速から２速への変速指令を出力する。従って、前記第１クラッチ３６の締結制御と平行して、変速装置４内では、１速から２速への変速制御が実行される。
【００５４】
続いて、エンジン１が未だ回転始動していないため、初爆が確認されておらず、図１０の演算処理のステップＳ１７からステップ２０に移行するが、少なくともこの時点ではエンジン回転数Ｎ_Ｅ が比較的小さな回転数に設定された所定エンジン回転数Ｎ_Ｅ０以上ではないので、そのままメインプログラムに復帰する。なお、これ以後は、前記第１クラッチ締結制御が開始されているため、図１０の演算処理のステップＳ７からステップＳ９にジャンプして、同ステップ１０での車両加速度Ｇ_Ｘ の目標車両加速度Ｇ_Ｘ０への更新、ステップＳ１１でのモータ／発電機回転数Ｎ_Ｍ／Ｇ の判定は行わない。
【００５５】
前述したように、凡そ第１クラッチ３６が完全に締結する以前、即ちエンジン１と変速装置４の入力軸とが互いにスリップしている状態で、エンジン１の回転数Ｎ_Ｅ は前記比較的小さな回転数に設定された所定エンジン回転数Ｎ_Ｅ０以上となるのであるが、更にそれより以前にクラッチ３６が締結し始めると、モータ／発電機２の出力トルクが、エンジン１のフリクションに抗して当該エンジン１を回転させるのに消費されるため、車両の駆動力が減少し、その結果、車両加速度Ｇ_Ｘ が小さくなる。そこで、このように車両加速度Ｇ_Ｘ がそれ以前の車両加速度Ｇ_Ｘ 、つまり前記図１０の演算処理のステップＳ１０で記憶されている目標車両加速度Ｇ_Ｘ０より小さくなると、図１１の演算処理のステップＳ１３１からステップＳ１３３に移行し、ここでモータ／発電機２を駆動するためのチョッパ７ａに対し、デューティ制御信号ＤＳを最大デューティ比とするなどして、モータ／発電機トルクの増加制御を行う。これにより、車両の駆動力が補われ、車両加速度Ｇ_Ｘ の減少を抑制防止することができる。
【００５６】
そして、この後、凡そ第１クラッチ３６が完全に締結する以前、即ちエンジン１と変速装置４の入力軸とが互いにスリップしている状態で、エンジン１の回転数Ｎ_Ｅ は前記比較的小さな回転数に設定された所定エンジン回転数Ｎ_Ｅ０以上になる。また、それより以前に、前記変速装置４内での１速〜２速への変速制御は完了する。そのため、図１０の演算処理では、ステップＳ７からステップＳ９，ステップＳ１３，ステップＳ１２，ステップＳ１５，ステップＳ１６，ステップＳ１７の順に移行し、未だエンジン１の初爆は確認されていないからステップＳ２０に移行する。この時点で、エンジン回転数Ｎ_Ｅ が所定エンジン回転数Ｎ_Ｅ０以上であることからステップＳ２１に移行し、更に変速装置４内での１速から２速への変速制御が完了しているためにステップＳ２２に移行し、ここで、エンジン用コントローラＥＣに向けてエンジン回転始動指令を出力する。これにより、一般的には、エンジン用コントローラＥＣが燃料を噴射してエンジン１内で爆発し、初爆が確認され、これによりエンジン１からのトルクが駆動トルクに合成されるので、次のステップＳ１９で、前記モータ／発電機トルク増加制御が解除され、次のステップＳ２３で、前記図１３の演算処理のステップＳ２３２からステップＳ２３４で第２クラッチ圧Ｐ_ＣＬ２ を次第に増圧し、第２クラッチ３７を締結してゆく。万が一、初爆が確認されない場合には、同様のフローを経て、次の制御タイミングで再びエンジンの回転始動指令が出力される。従って、これ以後は、図１０の演算処理のステップＳ４７からステップＳ４９、ステップＳ２３を経てメインプログラムに復帰するフローになる。
【００５７】
やがて、前記第２クラッチ３７の締結が完了すると、図１０の演算処理のステップＳ１２からステップＳ１４に移行してアイドルストップ後の発進制御が完了したと判定される。なお、アイドルストップ後の発進でない場合、つまり例えば車両が停車したばかりで、エンジン１がアイドルストップされていない状態での再発進とか、何らかの応答遅れで第１、第２クラッチ３６、３７の締結が完了していなかったり、変速装置４内での１速から２速への変速が終了していない場合には、ステップ５以後に移行して、第２クラッチ３７の締結制御（ステップＳ２５）及び第１クラッチ３６の締結制御（ステップＳ２７）及び１速から２速への変速制御（ステップＳ２９）を行う。
【００５８】
図１４は、この演算処理によるエンジンアイドルストップ後の車両発進時のタイミングチャートである。同図の時刻ｔ_００でアクセルペダルを踏み込み、スロットル開度ＴＨが大きくなると、前記図１０の演算処理のステップＳ８で、当該スロットル開度ＴＨに応じた正方向のモータ／発電機トルクＴ_Ｍ／Ｇ が立ち上がる。このときはスロットル開度ＴＨが一定であるため、この後もモータ／発電機トルクＴ_Ｍ／Ｇ は一定値に維持され、その結果、モータ／発電機回転数Ｎ_Ｍ／Ｇ は一様の傾きで増速する。このとき、前述のように遊星歯車機構２１のリングギヤＲの逆回転が前記ワンウエイクラッチＯＷＣによって阻止されているので、モータ／発電機２の駆動トルクがピニオンキャリヤＣを正回転させ、車両が発進する。 このとき、車両に発生する車両加速度Ｇ_Ｘ は一定であり、車速Ｖ_ＳＰも傾き一様で増速する。なお、図中の変速装置出力軸回転数は、実質的に車速Ｖ_ＳＰと同等である。
【００５９】
その後、時刻ｔ_０１でモータ／発電機回転数Ｎ_Ｍ／Ｇ が前記所定モータ／発電機回転数Ｎ_Ｍ／Ｇ０以上となったので、図１０の演算処理のステップＳ１１からステップＳ９を経てステップＳ１３に移行する。このステップＳ１３で行われる図１１の演算処理では、この時刻ｔ_０１以後も車両加速度Ｇ_Ｘ の減少はないので、ステップＳ１３１からステップＳ１３２に移行し、前記スロットル開度ＴＨに応じたモータ／発電機トルク制御が継続される。また、これに続いて、前記図１０の演算処理ではステップＳ１２を経てステップＳ１５に移行し、第１クラッチ３６の締結制御が行われる。ちなみに、第１クラッチトルクＴ_ＣＬ１ は、前記フリクションプレート２８がスリップしている間、増幅される。
【００６０】
前記第１クラッチ３６の締結が開始され、モータ／発電機２の出力トルクＴ_Ｍ／Ｇ の一部がエンジン１側に分岐され、その分岐分がエンジン１のフリクション（トルク）を上回ると、当該エンジン１のフリクションに抗してエンジン１が回転され始める。つまり、第１クラッチ３６がスリップしている間に、モータ／発電機２の出力トルクＴ_Ｍ／Ｇ の一部が、エンジン１のフリクションに抗して当該エンジン１を回転させるために消費され、その結果、車両加速度Ｇ_Ｘ が減少し始める。すると、前記図１０の演算処理のステップＳ１３で行われる図１１の演算処理では、ステップＳ１３１からステップＳ１３３に移行し、モータ／発電機トルクＴ_Ｍ／Ｇ の増加制御が開始される。従って、モータ／発電機トルクＴ_Ｍ／Ｇ の消費による車両加速度Ｇ_Ｘ の減少を小さく抑制することができる。また、このときには前記第２クラッチ３７が非締結状態にあるので、エンジン１と遊星歯車機構２１のリングギヤＲとは結合されていない。従って、モータ／発電機トルクＴ_Ｍ／Ｇ から消費されるトルクは、純粋にエンジン１のフリクション（トルク）分だけであり、従来のようにエンジンと遊星歯車機構のリングギヤとが直結状態にあるパラレルハイブリッド車両に比較して、駆動力の低減代、即ち車両加速度Ｇ_Ｘ の減少を抑制することができる。また、本実施形態では、前記第１クラッチ３６の締結制御以前に、前記フライホイール１６に慣性トルクが蓄積されており、この慣性トルクの一部もエンジン１のフリクションに抗して当該エンジン１を回転させるために使用されているため、車両加速度Ｇ_Ｘ の減少をより一層小さく抑えることができている。
【００６１】
更に、本実施形態では、前記第１クラッチ３６の締結制御開始と同時に、図１０の演算処理のステップＳ１８の指令により、変速装置４内で１速から２速への変速制御が行われる。自動変速装置４内でアップシフトが行われると、一時的に駆動力、即ち車両加速度が減少するので、乗員は、変速装置４のアップシフトであるとして、前記モータ／発電機２の出力トルクＴ_Ｍ／Ｇ の一部が、エンジン１のフリクションに抗して当該エンジン１を回転させるために消費される駆動力、即ち車両加速度の減少に対してはさほど違和感を感じない。
【００６２】
このようにして、エンジン１のフリクションに抗してエンジン１が回転され始め、やがて時刻ｔ_０２でエンジン回転数Ｎ_Ｅ が前記所定エンジン回転数Ｎ_Ｅ０以上になると、前記図１０の演算処理のステップＳ２２の指令により、エンジン１の回転始動が行われ、エンジン１の初爆以後、エンジントルクＴ_Ｅ が立ち上がる。このエンジン１の初爆と同時に、前記図１０の演算処理では、ステップＳ４９で前記モータ／発電機トルクＴ_Ｍ／Ｇ の増加制御を解除するが、モータ／発電機トルクＴ_Ｍ／Ｇ と合わせて駆動トルクが一時的に増大し、車両加速度Ｇ_Ｘ が増大する。但し、本実施形態では、エンジン１が初爆した後、前記図１０の演算処理のステップＳ２３で第２クラッチ３７の締結制御が開始されるため、これにより前記遊星歯車機構２１のリングギヤＲが回転され始め、エンジントルクＴ_Ｅ の一部（或いは合成されるべきモータ／発電機２のトルクＴ_Ｍ／Ｇ の一部）が当該リングギヤＲの回転数を増加させるのに消費されるため、車両加速度Ｇ_Ｘ は、それほど急激に増加するものではない。
【００６３】
図１４では、エンジン１と遊星歯車機構２１のリングギヤＲとが直結されている場合の車両加速度Ｇ_Ｘ を二点鎖線で表す。これから明らかなように、エンジン１と遊星歯車機構２１のリングギヤＲとが直結されている場合には、前記第１クラッチ３６のみでエンジン１とモータ／発電機２との直結を行うため、当該第１クラッチ３６が締結し始めてからの駆動力の低減量、即ち車両加速度Ｇ_Ｘ の減少代が大きく、また、エンジン１が爆発回転始動してからの駆動力の増大、即ち車両加速度Ｇ_Ｘ の増大が急激である。
【００６４】
エンジン１内での爆発回数は、この後、加速度的に増加するが、時刻ｔ_０４で前記第２クラッチ３７が完全締結し、これによりモータ／発電機２とエンジン１とが直結してからは、エンジントルクＴ_Ｅ は次第に減少に転じ、一方のモータ／発電機２は時刻ｔ_００以後、ほぼ一定のトルクＴ_Ｍ／Ｇ を出力し続けているので、車両加速度Ｇ_Ｘ も時刻ｔ_０４以後、次第に減少に転じ、エンジントルクｔ_Ｅ が一定となる時刻ｔ_０５以後は、車両加速度Ｇ_Ｘ も比較的小さな一定値に維持される。
【００６５】
このように、本実施形態では、まず第１クラッチ３６を締結してエンジン１のみを回転始動させるため、遊星歯車機構２１のリングギヤＲの慣性トルク分だけ、モータ／発電機２の回転駆動トルクから消費されるトルク分が小さく、駆動力の減少を抑制することができる。また、エンジン１が自身の爆発により回転始動してから、前記第２クラッチ３７を締結し、エンジン１の出力トルクの一部を加えて、遊星歯車機構２１のリングギヤＲを回転させるため、エンジン１の初爆後の駆動力の増大を緩和することができる。
【００６６】
また、前記第１クラッチ３６を締結してピニオンキャリヤＣ、即ちモータ／発電機２とエンジン１とを結合している間、特に車両加速度が減少するときに、当該第１クラッチ３６が締結される以前の車両加速度Ｇ_Ｘ が、当該第１クラッチ３６の締結中も継続されるようにモータ／発電機２のトルクＴ_Ｍ／Ｇ を一時的に増加する制御を行うこととしたため、モータ／発電機２の出力トルクＴ_Ｍ／Ｇ がエンジン１のフリクションに消費されるのを適切に補い、駆動力の低下を適切に抑制防止し、違和感を払拭することができる。
【００６７】
また、遊星歯車機構２１のリングホイールＲの逆回転をワンウエイクラッチＯＷＣで阻止することにより、モータ／発電機２だけで車両を発進させることができる。しかも、第２クラッチ３７を締結することにより、ワンウエイクラッチＯＷＣの締結が解除されるため、第２クラッチ３７締結の際、複雑な制御を必要としない。ちなみに、エンジン１の特性として、低回転でトルクが安定しないのに対して、モータ／発電機２をモータとして使用する場合は、低回転ほど大きなトルクが得られるという利点があり、このモータ／発電機２でのみ発進を行えることは、燃費の面で非常に有利である。
【００６８】
また、モータ／発電機２にフライホイール１６を付加したことにより、モータ／発電機２だけで車両を発進させながら、フライホイール１６に慣性トルクを蓄積し、その慣性トルクでエンジン１を回転させて始動させることが可能となるので、モータ／発電機２の出力トルクからエンジン１のフリクションに消費される分を抑制させることができ、これにより駆動力の低下を抑制して違和感を低減することができ、モータ／発電機２の容量を不必要に大きくする必要がない。
【００６９】
また、第１クラッチ３６の締結時に、変速装置４内の変速比を１速から２速にアップシフトさせる指令を出力することとしたため、前記モータ／発電機２の出力トルクがエンジン１のフリクションに消費される駆動力の低下を、アップシフト時の駆動力の低下に一致させて、乗員への違和感を低減することができる。
また、この実施形態では、少なくとも前記第１クラッチ３６を締結しておけば、例えば車両を押して、路面反力トルクでエンジンを回転させることができるので、所謂エンジンの押しがけが可能である。
【００７０】
なお、前記各実施形態では、コントローラにマイクロコンピュータを用いた場合について説明したが、これに代えて各種の演算回路を使用することも可能である。
また、前記各実施形態では、係止手段としてワンウエイクラッチを用いた場合について説明したが、これに代えて、油圧式多板ブレーキや電磁式ツーウエイクラッチを用いてもよい。
【００７１】
また、前記各実施形態では、モータ／発電機と接続する遊星歯車機構の第３要素がサンギヤ、エンジンと接続する第１要素がリングギヤである場合についてのみ詳述したが、これに代えて例えばモータ／発電機と接続する遊星歯車機構の第３要素をリングギヤ、エンジンと接続する第１要素をサンギヤとしてもよい。
また、前記各実施形態では、エンジンを一時的に停止するアイドルストップ中の車両の発進時についてのみ詳述したが、エンジンが停止しているときの車両の発進時にも同様に適用することができる。
【００７２】
【発明の効果】
以上説明したように、本発明のパラレルハイブリッド車両によれば、トルク合成機構の遊星歯車機構の第１要素を前記エンジンに接続し、第２要素を前記変速装置に接続し、第３要素を前記電動発電機に接続するように構成すると共に、前記遊星歯車機構の回転を係止可能な係止手段と、前記遊星歯車機構の第２要素とエンジンとの間に介装される第１のクラッチと、前記遊星歯車機構の第１要素とエンジンとの間に介装される第２のクラッチとを直列に配置したことにより、停止状態にあるエンジンを回転始動する際に、遊星歯車機構の第１要素を回転させることなく、電動発電機でエンジンだけを回転始動させることができるので、従来のようにエンジンに接続される遊星歯車機構のその他の要素を回転させるための駆動力の低減を回避することができ、電動発電機の容量を不必要の大きくする必要がない。
【００７４】
また、係止手段によって遊星歯車機構の第１要素が係止している状態で、電動発電機による車両発進時に二つのクラッチを解放して、電動発電機のトルクを増幅することにより、エンジンを回転させることなく、電動発電機のみで車両を発進させることができ、燃費の大幅な向上を図ることができる。
また、車両の発進後に、第２のクラッチを解放したまま、第１のクラッチを締結して遊星歯車機構の第２要素とエンジンとを直結することにより、電動発電機の出力トルクの一部でエンジンを回転させることができ、エンジン停止中、例えばアイドルストップ中のエンジンを回転始動させることも可能となる。
【００７５】
また、第１クラッチの締結後に、エンジンの回転数が所定値以上となったとき、当該エンジンの回転始動指令を出力することにより、第２クラッチが締結していない状態、即ちエンジンと遊星歯車機構の第１要素とが接続されていない状態で、停止中のエンジンを回転始動することができる。
【００７６】
また、エンジンの回転始動後に、第２のクラッチを締結して、第１のクラッチ及び第２のクラッチで遊星歯車機構の第１要素と第２要素とを直結することにより、当該遊星歯車機構の第１要素は、エンジンの出力トルクの一部と電動発電機の出力トルクの一部とで回転駆動されるため、その分だけ、車両駆動力の急激な増大を抑えることもできる。
【図面の簡単な説明】
【図１】本発明のパラレルハイブリッド車両の一実施形態を示す概略構成図である。
【図２】図１のパラレルハイブリッド車両に用いられる差動装置の一例を示す構造図である。
【図３】図１のパラレルハイブリッド車両の模式図である。
【図４】図１のパラレルハイブリッド車両でエンジンを回転始動するときの模式図と共線図である。
【図５】図１のパラレルハイブリッド車両でエンジンを回転始動するときの模式図と共線図である。
【図６】図１のパラレルハイブリッド車両でエンジンを回転始動するときの模式図と共線図である。
【図７】図１のパラレルハイブリッド車両でエンジンを回転始動したあとの模式図と共線図である。
【図８】図１のパラレルハイブリッド車両でエンジンを回転始動したあとの模式図と共線図である。
【図９】図１のパラレルハイブリッド車両で蓄電装置に蓄電を行うときの共線図である。
【図１０】本発明のパラレルハイブリッド車両の第１実施形態を示すコントローラ内で行われる演算処理のフローチャートである。
【図１１】図１０の演算処理で行われるマイナプログラムのフローチャートである。
【図１２】図１０の演算処理で行われるマイナプログラムのフローチャートである。
【図１３】図１０の演算処理で行われるマイナプログラムのフローチャートである。
【図１４】図１０の演算処理によりパラレルハイブリッド車両を発進加速するときのタイミングチャートである。
【符号の説明】
１はエンジン
２はモータ／発電機（電動発電機）
３は差動装置
４は変速装置
５は駆動輪
６は蓄電装置
７はモータ／発電機駆動回路
８はエンジン回転数センサ
９はモータ／発電機回転数センサ
１０はインヒビタスイッチ
１１はスロットル開度センサ
１２はモータ／発電機用コントローラ
１３はオイルポンプ
１５は加速度センサ
１６はフライホイール
１７はダンパー
２１は遊星歯車機構
３６は第１クラッチ
３７は第２クラッチ
ＯＷＣはワンウエイクラッチ（係止手段）
Ｓはサンギヤ（第３要素）
Ｐはピニオン
Ｒはリングギヤ（第１要素）
Ｃはピニオンキャリヤ（第２要素）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention has an engine and an electric motor that also serves as a generator, and transmits these output torques to a transmission via a torque combining mechanism including a planetary gear mechanism, whereby either one of the engine and the electric motor or The present invention relates to a parallel hybrid vehicle in which a driving force is obtained by both.
[0002]
[Prior art]
As a conventional parallel hybrid vehicle, there is one described in, for example, Japanese Patent Application Laid-Open No. 10-58335. In this conventional example, an output torque of an engine and an output torque of a motor generator are combined by a torque combining mechanism including a planetary gear mechanism, and the combined torque is transmitted to drive wheels via a transmission. In this parallel hybrid vehicle, a so-called idle stop in which the rotation of the engine is stopped while the vehicle is stopped is performed. When the vehicle starts during the idle stop, the direct coupling clutch is engaged while the vehicle is started by, for example, a motor generator. Then, the engine and the motor generator are directly connected to each other, and the engine is rotated with a part of the output torque of the motor generator. After the rotation of the engine is started, the output torque of the engine and the output torque of the motor generator are combined and used as described above. Of course, the vehicle may be driven only by the output torque of the engine.
[0003]
[Problems to be solved by the invention]
In general, if the output torque of the motor generator is constant and an attempt is made to start rotation of the engine while starting the vehicle, during so-called cranking of the engine, torque corresponding to the friction of the engine is consumed, and the torque on the output side, that is, The driving force is reduced and there is a sense of incongruity. In the conventional example, an output torque equal to or more than the driving force necessary for traveling of the vehicle is output to the motor generator so as to suppress the reduction of the driving force. It has not been considered whether to increase the torque.For example, if it is assumed that the accelerator opening is large and the required torque for the motor generator is large, the motor is driven so that sufficient output torque can be obtained even in such a situation. It is necessary to set the output capacity of the generator to be large. As a result, the capacity of the motor generator and the power storage device for supplying electric power to the generator increases, resulting in an increase in weight and cost.
[0004]
The present invention has been made by focusing on the unsolved problems of the above-described conventional example, and it is not necessary to increase the capacity of the motor generator or to suppress a large decrease in driving force when the direct coupling clutch is engaged. It is an object of the present invention to provide a parallel hybrid vehicle capable of suppressing a sudden increase in driving force when the engine starts explosively rotating.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, the present invention No pa A larel hybrid vehicle has an engine, a motor generator having both functions of a generator and a motor, a transmission, and a torque combining mechanism that combines and outputs an output torque of the engine and an output torque of the motor generator. While starting the vehicle with the motor generator, the engine is driven by the driving force of the motor generator. The Control means for starting, wherein the torque combining mechanism is , Connect one element to the engine and Connecting the second element to the transmission, and Connect a third element to the motor generator A planetary gear mechanism, Locking means for locking the rotation of the first element of the planetary gear mechanism; and a second element of the planetary gear mechanism. Said A first clutch interposed between the engine and a second clutch interposed between a first element of the planetary gear mechanism and the engine; In the parallel hybrid vehicle provided with, the control means releases the two clutches in a state where the first element of the planetary gear mechanism is locked by the locking means when the vehicle is started only by the motor generator. Means for amplifying the torque of the motor generator by the planetary gear mechanism, and after starting the vehicle, the second clutch is disengaged while the second clutch is disengaged, and the second element of the planetary gear mechanism and the engine are engaged. Means for directly connecting the second clutch to the first clutch, means for outputting a command to start the rotation of the engine when the number of revolutions of the engine becomes equal to or higher than a predetermined value after the engagement of the first clutch, Means for directly coupling the first element and the second element of the planetary gear mechanism with the first clutch and the second clutch. It is characterized by the following.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of a parallel hybrid vehicle drive device of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing one embodiment of the present invention, and is an AC motor constituted by an engine 1, a three-phase induction motor / generator as an electric rotary drive source acting as a generator and a motor. / The output side of the generator (motor generator) 2 is connected to the input side of the differential device 3 which is a torque combining mechanism, and the output side of the differential device 3 does not have a starting device such as a torque converter. The output side of the transmission 4 is connected to the input side of the transmission 4, and the output side of the transmission 4 is connected to the drive wheels 5 via a final reduction gear (not shown). Incidentally, in this embodiment, an oil pump 13 is provided between the differential device 3 and the transmission 4, and the fluid pressure generated by the oil pump 13 controls the transmission 4 and the differential pressure. It is used for engaging and releasing the clutch of the device 3. Note that the oil pump 13 may be connected to a power generation source other than the differential device 3 that is a torque combining mechanism of the engine 1 and the motor / generator 2.
[0011]
Here, the engine 1 is controlled by an engine controller EC, and the motor / generator 2 has, for example, a power storage device 6 having a stator 2S and a rotor 2R shown in FIG. The drive is controlled by the connected motor / generator drive circuit 7.
The motor / generator drive circuit 7 includes a chopper 7a connected to the power storage device 6, and, for example, six thyristors connected between the chopper 7a and the motor / generator 2, and converts DC into three-phase AC. When a duty control signal DS from a motor / generator controller 12 described later is input to the chopper 7a, a chopper signal having a duty ratio corresponding to the duty control signal DS is sent to the inverter 7b. Output. The inverter 7b acts as an electric motor when the motor / generator 2 rotates forward, and operates as a generator when the motor / generator 2 rotates reversely, based on a rotation position detection signal of a position sensor that detects the rotation position of the rotor of the motor / generator 2 (not shown). For example, a gate control signal of each of the thyristors is formed so as to form a three-phase alternating current driven at a frequency synchronized with the rotation of the thyristor. Incidentally, since the motor / generator 2 is also used to drive the vehicle as in the case of the engine 1, the direction of rotation toward the side driving the vehicle is defined as forward rotation, and the direction of rotation in the opposite direction is defined as reverse rotation. .
[0012]
2 and 3, the differential device 3 includes a planetary gear mechanism 21 as a torque combining mechanism. The planetary gear mechanism 21 serves as a torque combining mechanism while exhibiting a differential function between the engine 1 and the motor / generator. The planetary gear mechanism includes a sun gear S, a plurality of pinions P meshing on the outer peripheral side at equiangular intervals, a pinion carrier C connecting the pinions P, and a ring gear R meshing outside the pinions P. 21 is connected to the engine 1 (ENG in the figure) via the drive shaft 20, the sun gear S of the planetary gear mechanism 21 is also connected to the rotor 2R of the motor / generator 2, and the pinion of the planetary gear mechanism 21 is also The carrier C is connected to the input side of the transmission 4 (T / M in the figure) via the drums 23, 24 and the input shaft 22. Incidentally, the drums 23 and 24 are connected and fixed.
[0013]
Further, between the ring gear R of the planetary gear mechanism 21, that is, between the engine 1 and the case 14, the rotation direction of the ring gear R, that is, the engine 1 connected by first and second clutches 36 and 37, which will be described later, is positive. A one-way clutch OWC that regulates only rotation and engages in reverse rotation and does not allow reverse rotation is provided. Between the engine 1 and the pinion carrier C of the planetary gear mechanism 21, that is, the input side of the transmission 4, a first clutch 36 that controls the connection between the two is interposed. Between the ring gear R of the planetary gear mechanism 21 and the ring gear R, a second clutch 37 for controlling the connection between them is interposed. The two clutches 36 and 37 are arranged in series.
[0014]
As shown in FIG. 2, the first clutch 36 is formed of, for example, a wet multi-plate clutch, and is relocated to the outside of the flange 27 protruding on the outer periphery of the drive shaft 20 and to the inside of the drum 23. The plurality of friction plates 28 are pressed by the piston 25 by the supply pressure to the cylinder chamber 26, and the drive shaft 20, ie, the engine, and the drum 23, ie, the pinion carrier C, are directly connected to the input side of the transmission 4. I do. The second clutch 37 is also formed of, for example, a wet multi-plate clutch, and transfers a number of friction plates 29 disposed outside the ring gear R of the planetary gear mechanism 21 and inside the drum 24 to the cylinder chamber 30. The ring gear R and the drum 24, that is, the engine 1, are directly connected to each other by being pressed by the piston 31 by the supply pressure of the piston 31. The first and second clutch pressures P generated from a part of the line pressure by a solenoid valve (not shown) are applied to the cylinder portions 26 and 30 of the first and second clutches 36 and 37, respectively. _CL1 , P _CL2 Are supplied and discharged respectively. The first and second clutch control signals CS supplied to the electromagnetic solenoids 36a and 37a (see FIG. 1) of the solenoid valve. ₁ , CS ₂ Is low, the pinion carrier C of the planetary gear mechanism 21 and the engine 1 or the engine 1 and the ring gear R of the planetary gear mechanism 21 are disconnected and the first and second clutch control signals CS are disconnected. ₁ , CS ₂ Is high level, each is controlled to a connected state connecting the two. Incidentally, the first clutch control signal CS to the electromagnetic solenoid 36a of the first clutch 36 is provided. ₁ And a second clutch control signal CS to the electromagnetic solenoid 37a of the second clutch 37 ₂ Are at a high level and the motor / generator 2 is rotating forward, the motor / generator 2 and the engine 1 are directly connected. Further, the first and second clutch control signals CS ₁ , CS ₂ Are the first and second clutch pressures P _CL1 , P _CL2 Is steplessly adjustable (essentially digitized) between the low and high levels, depending on
[0015]
A flywheel 16 equivalent to that conventionally added to the engine 1 is added to the rotor 2R of the motor / generator 2. Therefore, when the engine and the motor / generator 2 are directly connected to each other by the first clutch 36 and the second clutch 37 as described above, the flywheel 16 performs the same function as the original engine flywheel. In this embodiment, no flywheel is attached to the engine 1. As will be described later, the engine 1 starts rotating by the driving force of the motor / generator 2, but a small flywheel may be added to the engine 1 in order to suppress the vibration of the explosion at that time. Good. In this embodiment, a damper 17 is provided on the output side of the engine 1 in order to suppress explosion vibration in the engine 1.
[0016]
Further, the transmission 4 controls the transmission ratio to, for example, the first to fourth speed determined by the transmission controller TC with reference to a predetermined shift control map based on the vehicle speed and the throttle opening. Is done. Incidentally, the transmission 4 communicates with a motor / generator controller 12 to be described later.
Further, the engine 1 and the motor / generator 2 are provided with an engine speed sensor 8 and a motor / generator speed sensor 9 for detecting the number of revolutions of the output shaft, and are selected by a select lever (not shown). Inhibitor switch 10 that outputs a range signal corresponding to the depressed range, a throttle opening sensor 11 that detects a throttle opening according to depression of an accelerator pedal, an acceleration sensor 15 that detects vehicle acceleration, and a depression state of a driver brake pedal. And a vehicle speed sensor 40 for detecting the speed of the vehicle. The rotation speed detection values N of these rotation speed sensors 8 and 9 are provided. _E And N _{M / G} And the range signal RS of the inhibitor switch 10, the throttle opening detection value TH of the throttle opening sensor 11, and the vehicle acceleration G of the acceleration sensor 15. _X And the brake pedal depressed state detected by the brake sensor 41 and the vehicle speed V of the vehicle speed sensor 40 _SP Are supplied to the motor / generator controller 12 for controlling the motor / generator 2 and the clutch 36. The motor / generator controller 12 communicates with the transmission controller TC, and inputs information such as the gear ratio (gear) of the transmission 4 as a transmission signal TS. Have been. The motor / generator controller 12 also communicates with the engine controller EC, and is configured to input information such as an explosion of the engine 1 as an engine signal ES. The motor / generator rotation speed sensor 9 can also detect normal rotation and reverse rotation of the motor / generator 2.
[0017]
The motor / generator controller 12 includes a microcomputer 12e having at least an input interface circuit 12a, an arithmetic processing unit 12b, a storage device 12c, and an output interface circuit 12d.
The input side interface circuit 12a includes an engine speed detection value N of the engine speed sensor 8 _E , Motor / generator rotation speed detection value N of motor / generator rotation speed sensor 9 _{M / G} , The range signal RS of the inhibitor switch 10, the throttle opening detection value TH of the throttle opening sensor 11, and the vehicle acceleration detection value G of the acceleration sensor 15. _X , An engine signal ES of the engine controller EC and a transmission signal TS of the transmission controller TC.
[0018]
The arithmetic processing unit 12b is activated when, for example, a key switch (not shown) is turned on and a predetermined power is turned on, the operation is performed, first, initialization is performed, and drive duty control for the motor / generator 2 is performed. The signal MS and the power generation duty control signal GS are turned off, and the clutch control signal CS to the first and second clutches 36 and 37 is turned off. ₁ , CS ₂ Is also in the off state, and thereafter, at least at the time of starting, the engine speed detection value N _E , Motor / generator rotation speed detection value N _{M / G} , The motor / generator 2 and the first and second clutches 36 and 37 are controlled based on the range signal RS and the detected throttle opening TH. Incidentally, in this embodiment, the brake pedal is depressed by the driver and the vehicle speed V _SP The engine 1 is configured to perform a so-called idle stop in which the rotation of the engine 1 is stopped when the vehicle stops at a predetermined vehicle speed or less.
[0019]
The storage device 12c stores in advance a processing program necessary for the arithmetic processing of the arithmetic processing device 12b, and also stores various data necessary for the arithmetic process of the arithmetic processing device 12b.
The output-side interface circuit 12d includes a drive duty control signal MS, a power generation duty control signal GS, and a clutch control signal CS, which are calculation results of the processing unit 12b. ₁ , CS ₂ Are supplied to the motor / generator drive circuit 7 and the electromagnetic solenoids 36a and 37a. Incidentally, the motor / generator 2 can apply a braking force to the vehicle by using the back electromotive force. The control for increasing the braking torque of the motor / generator 2 increases the duty ratio of the duty control signal DS supplied to the chopper 7a of the motor / generator drive circuit 7 when the motor / generator 2 is acting as a generator. The braking torque is increased by increasing the back electromotive voltage generated. When the motor / generator 2 is operating as a motor, the braking torque is increased by reducing the duty ratio of the duty control signal DS to reduce the driving torque. On the contrary, in the braking torque reduction control of the motor / generator 2, when the motor / generator 2 is acting as a generator, the counter electromotive force generated by reducing the duty ratio of the duty control signal DS is used. The braking torque is reduced by reducing the electric power, and when the motor / generator 2 is operating as an electric motor, the braking torque is reduced by increasing the duty ratio of the duty control signal DS to increase the driving torque.
[0020]
Next, an outline of the vehicle start control from the state where the engine is idling stopped as described above will be described.
As described above, in the present embodiment, the rotation of the engine 1 is stopped while the vehicle is stopped by the idle stop. Therefore, when the select lever has selected a drive range including the drive range D and the throttle opening TH has exceeded "0", as shown in FIG. When the motor / generator 2 is rotated forward and the torque in the forward direction is output while both the clutches 36 and 37 are kept in the disengaged state, the sun gear S of the planetary gear mechanism 21 is rotated. Since R is prevented from rotating in the reverse direction by the one-way clutch OWC, the pinion carrier C rotates forward, and its rotational drive torque is transmitted from the transmission 4 to the drive wheels 5 to start the vehicle. At this time, the flywheel 16 added to the motor / generator 2 is also rotated, and the inertia torque is accumulated. Since the rotational drive torque of the motor / generator 2 is amplified by the planetary gear mechanism 21, for example, if the gear ratio (sun gear / ring gear) of the planetary gear mechanism is about 0.5, the input of the transmission 4 A torque equivalent to three times the rotational drive torque of the motor / generator 2 is input to the side, indicating that the capacity of the motor / generator 2 may be small. Although the torque equivalent to three times is obtained, the number of rotations is also tripled, but a sufficient inertia torque is accumulated in the flywheel 16 rotated as described above. In addition, the oil pump is driven accordingly.
[0021]
When this state is continued and only the first clutch 36 is engaged when the rotation speed of the motor / generator 2 becomes equal to or higher than the predetermined rotation speed, the rotation speed of the motor / generator 2 is increased as shown in FIG. A part of the driving torque and a part of the inertia torque of the flywheel 16 are branched to the engine 1 side, and the engine 1 starts to rotate forward against the friction of the engine 1. When the rotation speed of the engine 1 becomes equal to or higher than a predetermined rotation speed, for example, an explosion starts by injecting fuel into the engine 1, for example, and the engine 1 starts. At this time, the rotation of the ring gear R of the planetary gear mechanism 21 is locked by the one-way clutch OWC.
[0022]
In this way, when the engine 1 starts exploding and starts rotating and starts engaging the second clutch 37 before engaging the first clutch 36, as shown in FIG. 6, the rotational drive of the motor / generator 2 is started. A part of the torque, a part of the inertia torque of the flywheel 16 and a part of the output torque of the engine 1 cause the ring gear R of the planetary gear mechanism 21 to rotate forward, thereby increasing the rotation speed of the ring gear R. At the time when the speed is increased with the number and the rotation speed of the motor / generator 2 matches, the engagement of the second clutch is completed, and particularly, the motor / generator 2 and the engine 1 are directly connected. The engagement of the first clutch 36 is completed before the engagement of the second clutch is completed, that is, before the motor / generator 2 and the engine 1 are directly connected.
[0023]
In this state, assuming that the motor / generator 2 still functions as a motor, that is, outputs a torque in the positive direction, the vehicle determines the rotational driving torque of the motor / generator 2 and the rotational driving torque of the engine 1. It is driven by resultant force. On the other hand, as shown in FIG. 8, when the motor / generator 2 is used as a generator, the motor / generator 2 regenerates with a positive torque (in the figure, a black arrow indicates a positive torque). , The white arrow indicates the torque in the negative direction), so that the vehicle is driven by a value obtained by subtracting the power generation torque of the motor / generator 2, that is, the regenerative torque, from the rotational drive torque of the engine 1. Therefore, as described above, by using the motor / generator 2 as a generator, a braking force can be applied to the vehicle.
[0024]
Such control of the motor / generator 2 should be performed mainly in accordance with the acceleration requested by the driver. In this embodiment, the target is determined based on the throttle opening indicating the driver's intention and the actual engine speed. And the rotational state and torque of the motor / generator 2 are controlled so as to obtain the torque. Incidentally, when the power storage device 6 is charged in this embodiment, for example, when the vehicle is stopped, the first clutch 36 is set to the disengaged state and the second clutch 37 is set to the engaged state as shown in FIG. 9A. The motor / generator 2 is rotated in reverse by the output torque of the engine 1, and power is generated by the positive torque at that time. Further, when the back torque is acting while the vehicle is running, the first clutch 36 is disengaged and the second clutch 37 is engaged, as shown in FIG. Then, power is generated with the positive torque at that time. Similarly, when the back torque is acting while the vehicle is running, the first and second clutches 36 and 37 are engaged and the motor / generator 2 is rotated forward as shown in FIG. Electric power is generated by the positive torque at that time.
[0025]
Next, the arithmetic processing performed in the motor / generator controller 12 when the vehicle starts with the engine 1 idling stopped will be described with reference to the flowchart of FIG. This arithmetic processing is performed by the arithmetic processing unit 12b in the motor / generator controller 12 by a timer interrupt every predetermined control time ΔT. Although no particular communication step is provided in this flowchart, necessary information and programs are read from the outside or the storage device 12c via the input interface 12a as needed, and information during arithmetic processing is stored in the storage device 12c as needed. You.
[0026]
In this arithmetic processing, first, in step S1, the current gear ratio (gear position) is read from the transmission controller TC according to the individual arithmetic processing performed in the step.
Next, the process proceeds to step S2, where the vehicle acceleration G detected by the acceleration sensor 15 is calculated. _X The throttle opening TH detected by the throttle opening sensor 11, the engine speed N detected by the engine speed sensor 8, _E , Motor / generator rotation speed N detected by motor / generator rotation speed sensor 9 _{M / G} The brake pedal depression state detected by the brake sensor 41, the vehicle speed V detected by the vehicle speed sensor 40, _SP Read.
[0027]
Next, the process proceeds to step S3, where it is determined whether or not the current control is the start control after the idle stop according to the individual arithmetic processing performed in the step, and the start control after the idle stop is performed. If so, the process proceeds to step S4; otherwise, the process proceeds to step S5.
In step S4, it is determined whether or not the start control after the idle stop that is currently being performed has been completed according to the individual arithmetic processing performed in the step, and if the start after the idle stop has been completed, The process proceeds to step S5, and if not, the process proceeds to step S6.
[0028]
In step S6, it is determined whether or not the motor / generator torque increase control is being performed in step S13, which will be described later, according to the individual calculation processing performed in the step. If so, the process proceeds to step S7; otherwise, the process proceeds to step S8.
In step S8, the motor / generator rotation speed N is obtained in accordance with the individual arithmetic processing performed in step S8 so as to obtain the motor / generator torque corresponding to the throttle opening TH read in step S2. _{M / G} Is controlled in the increasing direction, and then the process proceeds to step S7.
[0029]
In step S7, it is determined whether or not the engagement control of the first clutch 36 has been started, according to the individual calculation processing performed in the step, and if the engagement control of the first clutch 36 has been started, Shifts to step S9, and if not, shifts to step S10.
In step S9, the vehicle acceleration G read in step S2 is read. _X Is the target vehicle acceleration G _X Then, the process proceeds to step S11.
[0030]
In the step S11, for example, the vehicle speed V _SP Is equivalent to about 20 km / h ± 4 km / h. _{M / G} Motor / generator rotation speed N set to about _{M / G0} With respect to the motor / generator rotation speed N read in step S2. _{M / G} Is the predetermined motor / generator rotation speed N _{M / G0} It is determined whether the above is true or not, and the motor / generator rotation speed N _{M / G} Is the predetermined motor / generator speed N _{M / G0} If so, the process proceeds to step S9; otherwise, the process returns to the main program. This determination is made, for example, by the motor / generator rotation speed N. _{M / G} Is expressed in times / minute (rpm), it can also be determined whether or not the following formula is satisfied.
[0031]

α: Gear ratio of planetary gear mechanism
In step S9, whether or not the first explosion of the engine 1 (hereinafter, also referred to as the first explosion) is confirmed based on, for example, the engine signal ES from the engine controller EC according to the individual arithmetic processing performed in the step. Is determined, and if the first explosion of the engine 1 has been confirmed, the process proceeds to step S12; otherwise, the process proceeds to step S13.
[0032]
In step S13, the motor / generator torque increase control is performed in accordance with the calculation process of FIG. 11 described later, and then the process proceeds to step S12.
In the step S12, the engagement of the second clutch 37 is completed by using, for example, whether or not the clutch pressure to the second clutch 37 has reached a predetermined value, according to the individual calculation processing performed in the step. It is determined whether or not the engagement of the second clutch 37 has been completed, and the process proceeds to step S14; otherwise, the process proceeds to step S15.
[0033]
In step S15, the engagement control of the first clutch 36 is performed according to the calculation process of FIG. 12 described later, and then the process proceeds to step S16.
In step S14, it is determined that the start after the idle stop has been completed according to the individual arithmetic processing performed in step S14, and then the process proceeds to step S16.
[0034]
In step S16, it is determined whether or not the speed ratio (gear) in the transmission 4 read in step S1 is equal to or higher than the second speed in accordance with the individual calculation processing performed in step S1. If the ratio (gear) is equal to or higher than the second speed, the process proceeds to step S17; otherwise, the process proceeds to step S18.
In step S18, a shift command from the first speed to the second speed is output to the transmission controller TC in accordance with the individual arithmetic processing performed in step S18, and then the process proceeds to step S17.
[0035]
In step S17, it is determined whether or not the first explosion of the engine 1 has been confirmed based on, for example, the engine signal ES from the engine controller EC according to the individual arithmetic processing performed in the step. Is confirmed, the process returns to step S19; otherwise, the process proceeds to step S20.
In step S20, the engine speed N read in step S2 is used. _E Is a predetermined engine speed N set to a relatively small speed. _E0 The engine speed N _E Is the predetermined engine speed N _E0 If so, the process moves to step S21; otherwise, the process returns to the main program.
[0036]
In the step S21, it is determined from the transmission signal TS from the transmission controller TC whether or not the shift from the first speed to the second speed has been completed, according to the individual arithmetic processing performed in the step. If the shift from the first speed to the second speed has been completed, the process proceeds to step S22; otherwise, the process returns to the main program.
[0037]
In step S22, an engine rotation start command is output to the engine controller EC in accordance with the individual arithmetic processing performed in step S22, and the process proceeds to step S19.
In step S19, the motor / generator torque increase control performed in step S13 is canceled in accordance with the individual arithmetic processing performed in step S19, and the process proceeds to step S23.
[0038]
In step S23, the second clutch engagement control is performed according to the calculation process of FIG. 13 described later, and then the process returns to the main program.
On the other hand, in step S5, it is determined whether or not the engagement of the second clutch 37 has been completed, in the same manner as in step S12, according to the individual calculation processing performed in the step. Is completed, the process proceeds to step S24, otherwise, the process proceeds to step S25.
[0039]
In step S25, as in step S23, the engagement control of the second clutch 37 is performed according to the calculation process of FIG. 13 described later, and then the process proceeds to step S24.
In step S24, the engagement of the first clutch 36 is completed by using, for example, whether or not the clutch pressure to the first clutch 36 has reached a predetermined value, according to the individual calculation processing performed in the step. It is determined whether or not the engagement of the first clutch 36 has been completed, and the process proceeds to step S26; otherwise, the process proceeds to step S27.
[0040]
In step S27, similar to step S15, the engagement control of the first clutch 36 is performed according to the calculation process of FIG. 12 described later, and then the process proceeds to step S26.
In step S26, the vehicle speed V read in step S1 is used. _SP However, originally, a predetermined 1-2 shift vehicle speed V that shifts from the first gear to the second gear _SP1-2 It is determined whether or not the vehicle speed is above _SP Is the predetermined 1-2 shift vehicle speed V _SP1-2 If so, the process moves to step S28; otherwise, the process returns to the main program.
[0041]
In step S28, it is determined whether or not the speed ratio (gear) in the transmission 4 is the second speed or higher, in accordance with the individual calculation processing performed in step S16, as in step S16. If the speed ratio (gear) is equal to or higher than the second speed, the process returns to the main program; otherwise, the process proceeds to step S29.
In step S29, according to the individual calculation process performed in step S29, similarly to step S18, a shift command from first gear to second gear is output to the transmission controller TC, and then the main program is executed. Return to.
[0042]
Next, the motor / generator torque increase control performed in step S13 of the arithmetic processing of FIG. 10 will be described with reference to the flowchart of FIG.
In this calculation process, first, in step S131, the current vehicle acceleration G read in step S2 of the calculation process in FIG. _X Is the target vehicle acceleration G set in step S10. _X0 It is determined whether or not the above is true, and the vehicle acceleration G is determined. _X Is the target vehicle acceleration G _X0 If so, the process moves to step S132; otherwise, the process moves to step S133.
[0043]
In step S132, the motor / generator torque control according to the throttle opening TH is performed in accordance with the individual calculation process performed in step S8, similarly to step S8, and then the process proceeds to step S12.
On the other hand, in step S133, for example, the duty ratio of the duty control signal DS to the chopper 7a is changed so that the output torque required by the driver is output by the motor / generator 2 according to the individual calculation processing performed in the step. After performing control to increase the motor / generator torque by, for example, maximizing, the process proceeds to step S12.
[0044]
Next, the first clutch engagement control performed in steps S15 and S27 of the calculation processing in FIG. 10 will be described with reference to the flowchart in FIG. In this minor program, first, in step S151, the first clutch pressure P supplied to the cylinder chamber 26 of the first clutch 36 is set. _CL1 Is read from a pressure sensor (not shown).
[0045]
Next, the routine proceeds to step S152, where the first clutch pressure P read in step S151 is read. _CL1 Is the full engagement pressure P, which means the first clutch 36 is fully engaged. _CL0 It is determined whether or not the first clutch pressure P _CL1 Is the fastening pressure P _CL0 If so, the process moves to step S153; otherwise, the process moves to step S154.
[0046]
In step S153, the first clutch pressure P is set in accordance with the individual calculation process performed in step S153. _CL1 Is the full fastening pressure P _CL0 First clutch control signal CS ₁ Then, the process proceeds to step S16 or step S26 of the arithmetic processing in FIG.
Further, in the step S154, the first clutch pressure P _CL1 To the predetermined increase pressure ΔP _CL Is the new first clutch pressure P _CL1 First clutch control signal CS ₁ Then, the process proceeds to step S16 or step S26 of the arithmetic processing in FIG.
[0047]
Next, the second clutch engagement control performed in steps S23 and S25 of the calculation processing in FIG. 10 will be described with reference to the flowchart in FIG. In this minor program, first, in step S231, the second clutch pressure P supplied to the cylinder chamber 30 of the second clutch 37 is set. _CL2 Is read from a pressure sensor (not shown).
[0048]
Next, the flow shifts to step S232, where the second clutch pressure P read in step S231 is read. _CL2 Is the full engagement pressure P, which means the second clutch 37 is fully engaged. _CL0 It is determined whether or not the second clutch pressure P _CL2 Is the fastening pressure P _CL0 If so, the process moves to step S233; otherwise, the process moves to step S234.
[0049]
In step S233, the second clutch pressure P is set in accordance with the individual calculation process performed in step S233. _CL2 Is the full fastening pressure P _CL0 Second clutch control signal CS ₂ And then returns to the main program or proceeds to step S24 of the arithmetic processing in FIG.
In step S234, the second clutch pressure P read in step S231 is read in accordance with the individual calculation process performed in step S234. _CL2 To the predetermined increase pressure ΔP _CL Is the new second clutch pressure P _CL2 Second clutch control signal CS ₂ And then returns to the main program or proceeds to step S24 of the arithmetic processing in FIG.
[0050]
According to the calculation processing of FIG. 10, when the accelerator pedal is depressed and the throttle opening TH increases from the stopped state of the vehicle in which the engine 1 is idle-stopped as described above, the process proceeds through steps S1 and S2. The process proceeds to S3, and the process proceeds to step S4 because the start control after the idle stop is currently required, and further proceeds to step S6 because the start after the idle stop is not completed at present. At least at this stage, since the control for increasing the motor / generator torque is not performed, the process proceeds to step S8, and the duty control for the chopper 7a is performed so that the motor / generator torque corresponding to the throttle opening TH is obtained. The motor / generator 2 outputs a signal DS, and as a result, the motor / generator 2 continues to output the torque in the positive direction, and the motor / generator speed N _{M / G} Is controlled mainly in the increasing direction, and the vehicle starts with only the driving torque of the motor / generator 2. At the same time, the flywheel 16 is driven to rotate, so that inertial torque is accumulated in the flywheel 16. Further, as in the normal start, the transmission in the transmission 4 starts at a so-called first speed.
[0051]
Subsequently, the process proceeds to step S7. Since the engagement control of the first clutch 36 has not been started yet, the process proceeds to step S10, where the newest vehicle acceleration G _X Is the target vehicle acceleration G _X And then the process proceeds to step S11. Immediately after the vehicle starts moving, the motor / generator rotation speed N is set. _{M / G} Is the predetermined motor / generator rotation speed N _{M / G0} , The program returns to the main program.
[0052]
By repeating this flow, the motor / generator rotation speed N _{M / G} Continues to increase, and eventually the predetermined motor / generator rotation speed N _{M / G0} Then, the process proceeds from step S11 to step S9. At this point, the engine 1 is still in the idle stop state (although it has already started to rotate, but has not exploded), and the first explosion has not been confirmed. Transition. In this step S13, the current vehicle acceleration G in step S131 of the calculation processing of FIG. _X Is the target vehicle acceleration G _X It is determined whether or not the above is true. However, as long as the throttle opening TH does not change, the motor / generator torque output in step S8 is the same, and the driving force of the vehicle is constant. From the vehicle acceleration G _X Should not have changed. Therefore, the process proceeds to step S132 of the calculation process of FIG. 11, and subsequently, the control of the motor / generator torque according to the throttle opening TH is performed, and then the process proceeds to step S12 of the calculation process of FIG.
[0053]
At this point, since the second clutch 37 is in the non-engaged state, the process proceeds to step 15, and in steps S152 to S154 of the calculation processing of FIG. _CL1 Is gradually increased, and the first clutch 36 is engaged. In parallel with this, since the current gear ratio is the first gear, the process shifts from the step S16 to the step S18 of the calculation processing of FIG. Output command. Therefore, in parallel with the engagement control of the first clutch 36, the speed change control from the first speed to the second speed is executed in the transmission 4.
[0054]
Subsequently, since the engine 1 has not yet started rotating, the initial explosion has not been confirmed, and the process proceeds from step S17 to step 20 of the calculation processing in FIG. 10, but at least at this time the engine speed N _E Is a predetermined engine speed N set to a relatively small speed. _E0 Since this is not the case, the program returns to the main program. After that, since the first clutch engagement control has been started, the process jumps from step S7 to step S9 of the calculation processing in FIG. _X Target vehicle acceleration G _X0 , The motor / generator rotation speed N in step S11 _{M / G} Is not determined.
[0055]
As described above, before the first clutch 36 is completely engaged, that is, in a state where the engine 1 and the input shaft of the transmission 4 are slipping with each other, the rotation speed N _E Is a predetermined engine speed N set to the relatively low speed. _E0 However, if the clutch 36 starts to be engaged earlier than that, the output torque of the motor / generator 2 is consumed to rotate the engine 1 against the friction of the engine 1. , The driving force of the vehicle decreases, and as a result, the vehicle acceleration G _X Becomes smaller. Therefore, the vehicle acceleration G _X Is the previous vehicle acceleration G _X That is, the target vehicle acceleration G stored in step S10 of the calculation processing of FIG. _X0 When it becomes smaller, the process proceeds from step S131 of the calculation processing in FIG. 11 to step S133, where the chopper 7a for driving the motor / generator 2 is set to the maximum duty ratio by setting the duty control signal DS to the maximum duty ratio. The motor / generator torque increase control is performed. As a result, the driving force of the vehicle is supplemented, and the vehicle acceleration G _X Can be prevented from decreasing.
[0056]
After that, before the first clutch 36 is completely engaged, that is, in a state where the engine 1 and the input shaft of the transmission 4 are slipping with each other, the rotation speed N _E Is a predetermined engine speed N set to the relatively low speed. _E0 That is all. Before that, the speed change control in the transmission 4 to the first speed to the second speed is completed. Therefore, in the calculation processing of FIG. 10, the process proceeds from step S7 to step S9, step S13, step S12, step S15, step S16, and step S17. Since the first explosion of the engine 1 has not yet been confirmed, the process proceeds to step S20. I do. At this point, the engine speed N _E Is the predetermined engine speed N _E0 From the above, the process proceeds to step S21. Further, since the shift control from the first speed to the second speed in the transmission 4 has been completed, the process proceeds to step S22, where the control is performed toward the engine controller EC. Outputs an engine rotation start command. As a result, generally, the engine controller EC injects fuel to explode in the engine 1 and confirms the first explosion, whereby the torque from the engine 1 is combined with the driving torque. In S19, the motor / generator torque increase control is released, and in the next step S23, the second clutch pressure P _CL2 Is gradually increased, and the second clutch 37 is engaged. If the first explosion is not confirmed, an engine rotation start command is output again at the next control timing through a similar flow. Therefore, after that, the flow returns to the main program via steps S47 to S49 and step S23 of the calculation processing in FIG.
[0057]
Eventually, when the engagement of the second clutch 37 is completed, the process shifts from step S12 to step S14 of the calculation processing in FIG. 10 and it is determined that the start control after the idle stop is completed. If the vehicle does not start after the idle stop, that is, for example, the vehicle has just stopped and the engine 1 is not idling stopped, the vehicle is restarted, or the first and second clutches 36 and 37 are engaged due to some response delay. If the shift has not been completed or the shift from the first speed to the second speed in the transmission 4 has not been completed, the process proceeds to step 5 and thereafter, the engagement control of the second clutch 37 (step S25) and the The engagement control of one clutch 36 (step S27) and the shift control from the first speed to the second speed (step S29) are performed.
[0058]
FIG. 14 is a timing chart at the time of starting the vehicle after the engine idling stop by this calculation process. Time t in FIG. ₀₀ When the accelerator pedal is depressed to increase the throttle opening TH, the motor / generator torque T in the forward direction corresponding to the throttle opening TH is determined in step S8 of the calculation processing in FIG. _{M / G} Stand up. At this time, since the throttle opening TH is constant, the motor / generator torque T _{M / G} Is maintained at a constant value, so that the motor / generator speed N _{M / G} Increases at a uniform slope. At this time, since the reverse rotation of the ring gear R of the planetary gear mechanism 21 is prevented by the one-way clutch OWC as described above, the driving torque of the motor / generator 2 causes the pinion carrier C to rotate forward and the vehicle starts. . At this time, the vehicle acceleration G generated in the vehicle _X Is constant and the vehicle speed V _SP Also increase in speed with uniform inclination. Note that the transmission output shaft rotation speed in the figure is substantially equal to the vehicle speed V. _SP Is equivalent to
[0059]
Then, at time t ₀₁ Motor / generator rotation speed N _{M / G} Is the predetermined motor / generator rotation speed N _{M / G0} As described above, the processing shifts from step S11 to step S13 in FIG. 10 via step S9. In the calculation processing of FIG. 11 performed in step S13, the time t ₀₁ After that, the vehicle acceleration G _X Does not decrease, the process proceeds from step S131 to step S132, and the motor / generator torque control according to the throttle opening TH is continued. Subsequently, in the arithmetic processing of FIG. 10, the process proceeds to step S15 via step S12, and the engagement control of the first clutch 36 is performed. By the way, the first clutch torque T _CL1 Is amplified while the friction plate 28 is slipping.
[0060]
The engagement of the first clutch 36 is started, and the output torque T of the motor / generator 2 is increased. _{M / G} Is branched to the engine 1 side, and when the branch exceeds the friction (torque) of the engine 1, the engine 1 starts rotating against the friction of the engine 1. That is, while the first clutch 36 is slipping, the output torque T of the motor / generator 2 _{M / G} Is consumed to rotate the engine 1 against the friction of the engine 1, and as a result, the vehicle acceleration G _X Begins to decrease. Then, in the calculation process of FIG. 11 performed in step S13 of the calculation process of FIG. 10, the process proceeds from step S131 to step S133, and the motor / generator torque T _{M / G} Control is started. Therefore, the motor / generator torque T _{M / G} Acceleration G due to consumption of vehicle _X Can be reduced to a small extent. At this time, since the second clutch 37 is not engaged, the engine 1 and the ring gear R of the planetary gear mechanism 21 are not connected. Therefore, the motor / generator torque T _{M / G} Is only the friction (torque) of the engine 1, and the driving force is reduced as compared with a conventional parallel hybrid vehicle in which the engine and the ring gear of the planetary gear mechanism are directly connected. , Ie, vehicle acceleration G _X Can be reduced. Further, in the present embodiment, before the engagement control of the first clutch 36, an inertia torque is accumulated in the flywheel 16, and a part of the inertia torque is applied to the engine 1 against the friction of the engine 1. Because it is used to rotate, the vehicle acceleration G _X Can be further reduced.
[0061]
Further, in the present embodiment, at the same time as the start of the engagement control of the first clutch 36, the shift control from the first speed to the second speed is performed in the transmission 4 according to the instruction in step S18 of the arithmetic processing in FIG. When an upshift is performed in the automatic transmission 4, the driving force, that is, the vehicle acceleration temporarily decreases, so that the occupant regards the output torque T of the motor / generator 2 as an upshift of the transmission 4. _{M / G} Are not so uncomfortable with the decrease in the driving force consumed to rotate the engine 1 against the friction of the engine 1, that is, the decrease in the vehicle acceleration.
[0062]
In this way, the engine 1 starts rotating against the friction of the engine 1, and eventually the time t ₀₂ And the engine speed N _E Is the predetermined engine speed N _E0 As described above, the rotation of the engine 1 is started in accordance with the command in step S22 of the calculation processing in FIG. _E Stand up. Simultaneously with the initial explosion of the engine 1, in the calculation processing of FIG. 10, the motor / generator torque T _{M / G} Is released, but the motor / generator torque T _{M / G} And the driving torque temporarily increases, and the vehicle acceleration G _X Increase. However, in the present embodiment, after the first explosion of the engine 1, the engagement control of the second clutch 37 is started in step S <b> 23 of the arithmetic processing of FIG. 10, whereby the ring gear R of the planetary gear mechanism 21 rotates. And the engine torque T _E (Or the torque T of the motor / generator 2 to be synthesized) _{M / G} Is consumed to increase the rotation speed of the ring gear R, and therefore the vehicle acceleration G _X Does not increase very rapidly.
[0063]
In FIG. 14, the vehicle acceleration G when the engine 1 is directly connected to the ring gear R of the planetary gear mechanism 21 is shown. _X Is represented by a two-dot chain line. As is clear from this, when the engine 1 and the ring gear R of the planetary gear mechanism 21 are directly connected, the engine 1 and the motor / generator 2 are directly connected only by the first clutch 36. The amount of reduction of the driving force after one clutch 36 starts to be engaged, that is, the vehicle acceleration G _X Is large, and the driving force has increased since the engine 1 started the explosion rotation, that is, the vehicle acceleration G _X Is rapidly increasing.
[0064]
The number of explosions in the engine 1 thereafter increases at an accelerated rate, but at time t ₀₄ After the second clutch 37 is completely engaged and the motor / generator 2 is directly connected to the engine 1, the engine torque T _E Gradually begins to decrease, and one motor / generator 2 is turned on at time t. ₀₀ Thereafter, a substantially constant torque T _{M / G} , The vehicle acceleration G _X Also time t ₀₄ Thereafter, it gradually decreases and the engine torque t _E Time t at which is constant ₀₅ Thereafter, the vehicle acceleration G _X Is also maintained at a relatively small constant value.
[0065]
As described above, in the present embodiment, since the first clutch 36 is first engaged and only the engine 1 is started to rotate, the rotational drive torque of the motor / generator 2 is reduced by the inertia torque of the ring gear R of the planetary gear mechanism 21. The consumed torque is small, and a decrease in driving force can be suppressed. Further, after the engine 1 starts rotating due to its own explosion, the second clutch 37 is engaged, a part of the output torque of the engine 1 is applied, and the ring gear R of the planetary gear mechanism 21 is rotated. Of the driving force after the first explosion can be mitigated.
[0066]
Further, the first clutch 36 is engaged while the first clutch 36 is engaged and the pinion carrier C, that is, the motor / generator 2 and the engine 1 are connected, especially when the vehicle acceleration decreases. Previous vehicle acceleration G _X However, the torque T of the motor / generator 2 is maintained so that the torque T is maintained even during the engagement of the first clutch 36. _{M / G} Is controlled to temporarily increase the output torque T of the motor / generator 2. _{M / G} Can be appropriately compensated for being consumed by the friction of the engine 1, can appropriately prevent and prevent a decrease in driving force, and can dispel uncomfortable feeling.
[0067]
Further, the reverse rotation of the ring wheel R of the planetary gear mechanism 21 is prevented by the one-way clutch OWC, so that the vehicle can be started only by the motor / generator 2. In addition, since the engagement of the one-way clutch OWC is released by engaging the second clutch 37, complicated control is not required when the second clutch 37 is engaged. Incidentally, as a characteristic of the engine 1, when the motor / generator 2 is used as a motor, the torque is not stable at a low rotation speed. Being able to start only with the aircraft 2 is very advantageous in terms of fuel efficiency.
[0068]
Further, by adding the flywheel 16 to the motor / generator 2, the inertia torque is accumulated in the flywheel 16 while the vehicle is started only by the motor / generator 2, and the engine 1 is rotated by the inertia torque. Since the engine can be started, the amount of the output torque of the motor / generator 2 that is consumed by the friction of the engine 1 can be suppressed, thereby suppressing a decrease in the driving force and reducing the sense of discomfort. It is not necessary to increase the capacity of the motor / generator 2 unnecessarily.
[0069]
In addition, when the first clutch 36 is engaged, a command to upshift the speed ratio in the transmission 4 from the first speed to the second speed is output, so that the output torque of the motor / generator 2 causes the friction of the engine 1 to be increased. The decrease in the consumed driving force is made to coincide with the decrease in the driving force at the time of the upshift, so that the uncomfortable feeling for the occupant can be reduced.
Further, in this embodiment, if at least the first clutch 36 is engaged, for example, the vehicle can be pushed and the engine can be rotated by the road surface reaction torque, so that the so-called pushing of the engine is possible.
[0070]
In the above embodiments, the case where the microcomputer is used as the controller has been described. However, various arithmetic circuits can be used instead.
Further, in each of the above embodiments, the case where a one-way clutch is used as the locking means has been described. However, instead of this, a hydraulic multi-plate brake or an electromagnetic two-way clutch may be used.
[0071]
In each of the above embodiments, the planetary gear mechanism connected to the motor / generator has the 3 Although only the case where the element is a sun gear and the first element connected to the engine is a ring gear has been described in detail, instead of this, for example, the first element of a planetary gear mechanism connected to a motor / generator may be used. 3 The element may be a ring gear, and the first element connected to the engine may be a sun gear.
Further, in each of the above embodiments, only the start of the vehicle during the idle stop in which the engine is temporarily stopped has been described in detail, but the present invention can be similarly applied to the start of the vehicle when the engine is stopped. .
[0072]
【The invention's effect】
As described above, the present invention No pa According to the parallel hybrid vehicle, the first element of the planetary gear mechanism of the torque combining mechanism is connected to the engine, the second element is connected to the transmission, and the third element is connected to the motor generator. Locking means capable of locking the rotation of the planetary gear mechanism, a first clutch interposed between a second element of the planetary gear mechanism and an engine, and a first clutch of the planetary gear mechanism. By arranging the second clutch interposed between the element and the engine in series, the electric power can be supplied without rotating the first element of the planetary gear mechanism when rotating and starting the stopped engine. Since only the engine can be rotationally started by the generator, it is possible to avoid a reduction in driving force for rotating other elements of the planetary gear mechanism connected to the engine as in the conventional case, and to reduce the motor generator. Content The there is no need to increase unnecessary.
[0074]
Also, In a state where the first element of the planetary gear mechanism is locked by the locking means, Two clutches released when the vehicle is started by the motor generator To amplify the torque of the motor generator By doing so, the vehicle can be started only by the motor generator without rotating the engine, and the fuel efficiency can be significantly improved.
Also, after the vehicle starts, With the second clutch released, By engaging the first clutch and directly connecting the second element of the planetary gear mechanism to the engine, the engine can be rotated with a part of the output torque of the motor generator. It is also possible to start rotation of the engine.
[0075]
Also , When the number of rotations of the engine becomes equal to or more than a predetermined value after the engagement of one clutch, a rotation start command of the engine is output to output a command to start the second clutch in an unengaged state. When the engine is not connected, the stopped engine can be rotationally started.
[0076]
Also , D After starting the engine rotation, engage the second clutch , With the first clutch and the second clutch By directly connecting the first element and the second element of the planetary gear mechanism, the first element of the planetary gear mechanism is rotationally driven by a part of the output torque of the engine and a part of the output torque of the motor generator. Therefore, a sharp increase in vehicle driving force can be suppressed accordingly.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing one embodiment of a parallel hybrid vehicle of the present invention.
FIG. 2 is a structural diagram showing an example of a differential device used in the parallel hybrid vehicle of FIG.
FIG. 3 is a schematic view of the parallel hybrid vehicle of FIG. 1;
FIG. 4 is a schematic diagram and a collinear diagram when the engine is rotationally started in the parallel hybrid vehicle of FIG. 1;
FIG. 5 is a schematic diagram and a collinear diagram when the engine is rotationally started in the parallel hybrid vehicle of FIG. 1;
FIG. 6 is a schematic diagram and a collinear diagram when the engine is rotationally started in the parallel hybrid vehicle of FIG. 1;
FIG. 7 is a schematic diagram and a collinear diagram after the engine is rotationally started in the parallel hybrid vehicle of FIG. 1;
FIG. 8 is a schematic diagram and a collinear diagram after the engine is rotationally started in the parallel hybrid vehicle of FIG. 1;
9 is an alignment chart when power is stored in the power storage device in the parallel hybrid vehicle of FIG. 1. FIG.
FIG. 10 is a flowchart of a calculation process performed in a controller according to the first embodiment of the parallel hybrid vehicle of the present invention.
FIG. 11 is a flowchart of a minor program performed in the calculation processing of FIG. 10;
FIG. 12 is a flowchart of a minor program executed in the calculation processing of FIG. 10;
FIG. 13 is a flowchart of a minor program performed in the calculation processing of FIG. 10;
FIG. 14 is a timing chart when the parallel hybrid vehicle is started and accelerated by the arithmetic processing of FIG. 10;
[Explanation of symbols]
1 is the engine
2 is a motor / generator (motor generator)
3 is a differential
4 is a transmission
5 is the drive wheel
6 is a power storage device
7 is a motor / generator drive circuit
8 is an engine speed sensor
9 is a motor / generator speed sensor
10 is an inhibitor switch
11 is a throttle opening sensor
12 is a motor / generator controller
13 is an oil pump
15 is an acceleration sensor
16 is a flywheel
17 is a damper
21 is a planetary gear mechanism
36 is the first clutch
37 is the second clutch
OWC is a one-way clutch (locking means)
S is sun gear (No. 3 element)
P is a pinion
R is a ring gear (first element)
C is a pinion carrier (No. 2 element)

Claims (1)

An engine, a motor generator having both functions of a generator and a motor, a transmission, a torque combining mechanism that combines and outputs the output torque of the engine and the output torque of the motor generator, and the motor generator. while starting the vehicle, and control means for starting the engine by the driving force of the motor generator, the torque combining mechanism, connect and second element connecting the first element to the engine to the transmission a planetary gear mechanism was and third elements connected to the electric generator, and lockable locking means rotation of the first element of the planetary gear mechanism, and the second element of the planetary gear mechanism and the engine And a second clutch interposed between the first element of the planetary gear mechanism and the engine , wherein the control means includes: Electric power generation Means for amplifying the torque of the motor generator by the planetary gear mechanism by releasing the two clutches in a state where the first element of the planetary gear mechanism is locked by the locking means when the vehicle is started only by the locking means. Means for directly connecting the engine to the second element of the planetary gear mechanism by engaging the first clutch while releasing the second clutch after the vehicle starts moving, and setting the engine after the engagement of the first clutch. Means for outputting a rotation start command for the engine when the rotation speed of the engine becomes equal to or more than a predetermined value, and engaging the second clutch after the rotation of the engine is started, so that the first clutch and the second clutch A means for directly connecting the first element and the second element of the planetary gear mechanism with the clutch .

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