JPH1083187A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a power noise caused by the change in drive mode from giving a driver an unnatural feeling in a hybrid vehicle running in plural driving modes in which working states of an engine and an electromotive motor are different. SOLUTION: In a motor running mode (driving mode 1) running by making only an electromotive motor as a driving power source, a pseudo sound similar to an engine sound at the time of running by having an engine for the driving power source and in a regerative braking mode (driving mode 6) in which a braking force similar to an engine braking is acted on a vehicle by using the electromotive motor a generator, a pseoudo sound similar to an engine sound at the time of the engine braking. In a charge running mode (driving mode 3) in which an electricity storage device is charged by using the electromotive motor the generator while running by making the engine the driving power source, the engine sound is muffled by generating a pseoudo sound having a phase opposite to that of the actual engine sound and also a pseoudo sound similar to an engine sound at the time of running by making the engine the driving power source without a charging.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle and, more particularly, to a technique for preventing a power source sound from changing depending on an operation mode to cause a driver to feel uncomfortable.

[0002]

2. Description of the Related Art A hybrid vehicle having an engine that operates by burning fuel and an electric motor that operates by electric energy as a power source when the vehicle runs is described in, for example, Japanese Patent Application Laid-Open No. 7-67208. I have. In such a hybrid vehicle, for example, by using the engine and the electric motor selectively according to the vehicle state and running, it is possible to reduce fuel consumption and exhaust gas while maintaining predetermined running performance, Engine running mode in which only the engine is used as the power source, motor running mode in which only the electric motor is used as the power source, engine + motor running mode in which both the engine and the electric motor are used as the power source, and running in which the engine is the power source Various operation modes in which the operation state of the power source is different, such as a charging traveling mode in which the electric storage device is charged using the electric motor as a generator, are considered. These driving modes include vehicle speed, accelerator operation amount (driver output required amount),
Normally, switching is automatically performed according to the state of the vehicle, such as the amount of power stored in the power storage device.

[0003]

However, in such a conventional hybrid vehicle, the power source sound varies depending on the operation mode, such as the sound being low in the motor drive mode but increasing in the engine drive mode. There is a possibility that the driver may feel uncomfortable.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hybrid vehicle that runs in a plurality of operation modes in which the operating states of an engine and an electric motor are different from each other. An object of the present invention is to prevent a change in sound from causing a sense of discomfort to a driver or another occupant.

[0005]

In order to achieve the above object, the present invention comprises an engine operated by fuel combustion and an electric motor operated by electric energy as a power source for driving a vehicle. A hybrid vehicle running in a plurality of operation modes in which the operation state of the power source is different is provided with a pseudo-sound generating means for generating different pseudo-sounds in accordance with the operation mode.

[0006]

In this manner, different pseudo-sounds are generated according to the operation modes, so that, for example, the same sound can be generated irrespective of the difference in the operation modes. Therefore, it is possible to prevent the occupant from feeling uncomfortable due to the above.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the present invention relates to a switching type in which a power source is switched by connecting / disconnecting power transmission by, for example, a clutch, a combination of a planetary gear device, and the like.
Various types of devices including an engine and an electric motor as a power source when the vehicle is running, such as a mixed type in which the output of the engine and the electric motor are combined and distributed by a distribution mechanism, an electric type or an assist type that uses the engine as an auxiliary. It can be applied to a type of hybrid vehicle. It is also possible to provide an electric motor for each drive wheel.

[0008] The plurality of operating modes in which the operating state of the power source is different include, for example, an engine running mode in which only the engine runs as a power source, a motor running mode in which only an electric motor runs as a power source, and both an engine and an electric motor. Engine + motor running mode running as a power source, charging running mode in which an electric motor is used as a generator while the engine is running as a power source to charge a power storage device, and the engine is stopped and the electric motor is used as a generator. Various modes are conceivable, such as a regenerative braking mode in which the same braking force as the engine brake is applied to the vehicle. These driving modes are, for example, vehicle speed and accelerator operation amount (driver output required amount) by mode switching means,
It is configured to be automatically switched according to the state of the vehicle, such as the amount of power stored in the power storage device.

The pseudo-sound generating means is configured to generate a pseudo-sound when, for example, the electric motor is operated, and is configured to generate a different pseudo-sound for each of the motor running mode, the charging running mode, and the regenerative braking mode. You. The pseudo noise in the motor running mode is, for example, a frequency that increases as the accelerator operation amount increases, or a frequency that increases as the motor rotation speed increases, so as to generate a sound similar to an engine sound, for example. The pseudo-sound in the regenerative braking mode is determined to be higher, for example, so as to generate a sound similar to the engine sound at the time of engine braking, and to be higher in frequency as the motor speed increases. Can be In the charging drive mode in which the electric motor is used as a generator, the engine output is increased by the amount of power generation, so that a pseudo sound having a phase opposite to that of the engine sound is generated and silenced, and a predetermined pseudo sound is generated according to the accelerator operation amount. Is desirable.

The generation and stop timing of the pseudo sound is such that, for example, when switching from the engine running mode to the motor running mode, sound generation is started before stopping the engine, and when switching from the motor running mode to the engine running mode, the engine is started. It is desirable to stop the sound generation later than this.

The above-mentioned pseudo sound is mainly for a driver or other occupant, but it is also possible to make a pseudo sound not only in the vehicle compartment but also outside the vehicle. The false sound to the outside of the vehicle is determined to generate a false sound when the electric motor is operated, for example, in order to notify a pedestrian or the like of the presence of the vehicle, and the sound pressure (d
It is desirable that the frequency is changed in accordance with the vehicle speed while B) is constant, and it is desirable to stop the generation of the pseudo sound during high-speed running.

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 for a hybrid vehicle according to one embodiment of the present invention. The hybrid drive device 10 is for an FR (Front Engine / Rear Drive) vehicle, and includes an engine 12 that operates by burning fuel, a motor generator 14 used as an electric motor and a generator, and a single pinion type planetary gear. A device 16 and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and transmit power from an output shaft 19 to left and right drive wheels (rear wheels) via a propeller shaft, a differential device, or the like (not shown). . Planetary gear 1
6 is a synthetic distributing mechanism for mechanically synthesizing distribute forces constitute an electric torque converter 24 together with the motor-generator 14, the ring gear 16r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is The carrier 16 c is connected to a rotor shaft 14 r of the motor generator 14 and the input shaft 26 of the automatic transmission 18. Further, the sun gear 16s and the carrier 16c is adapted to be connected by the second clutch CE _2. 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 front type overdry
An auxiliary transmission 20 composed of a bup planetary gear unit;
4 forward stages consisting of 3 purely connected planetary gear trains, rear
This is a combination with the first-speed main transmission 22. Ingredient
Physically, the auxiliary transmission 20 is a single pinion type planetary gear.
The vehicle device 32 is frictionally engaged with a hydraulic actuator.
Hydraulic clutch C₀ , Brake B₀ And on the other hand
Direction clutch F₀ It is comprised including. Main transmission 2
2, three sets of single pinion type planetary gear units 34,
36, 38 and frictionally engaged by a hydraulic actuator.
Hydraulic clutch C₁ , C_Two , Brake B₁ ,
B_Two , B_Three , B_Four And one-way clutch F ₁ , F_Two And
It is composed. Then, the sole shown in FIG.
Hydraulic pressure by energizing and de-energizing the solenoid valves SL1 to SL4
The circuit 44 is switched, or as a shift operation means.
A manual shift mechanically connected to the shift lever 40
The hydraulic circuit 44 is mechanically switched by the valve.
The clutch C as the engagement means.₀ , C
₁ , C_Two , Brake B₀ , B₁ , B_Two , B_Three , B_FourBut
The engagement and release are controlled respectively, as shown in FIG.
Neutral (N) and forward 5 steps (1st-5th), rear
The first shift stage (Rev) is established. In addition,
The automatic transmission 18 and the electric torque converter 24 are
It is configured substantially symmetrically with respect to the line, and in FIG.
The lower half is omitted.

In the clutch, brake, and one-way clutch columns of FIG. 3, "○" indicates engagement, and "●" indicates that the shift lever 40 is in the engine brake range, that is, "3", "2", or "L" range. Or "DM (Direct Mode)"
Engage when operated to the range, and the blank indicates non-engagement. In this case, the neutral N, the reverse gear Rev, and the engine brake range are established when the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever 40. When the gear is operated to the D (forward) range, the shifts between 1st to 5th and the presence or absence of the engine brake in the DM range are electrically controlled by the solenoid valves SL1 to SL4. The gear ratio of the forward gear is 5 to 1st (first gear).
As the speed becomes the th (fifth speed), the speed gradually decreases, and the 4th speed ratio i ₄ = 1 (direct connection). The gear ratio shown in FIG. 3 is an example.

As shown in FIG. 8, the shift lever 40 includes "P (parking)", "R (reverse)", "N (neutral)", "D (drive)", "DM (direct mode)", It is possible to operate to a total of nine operation ranges of "4", "3", "2", and "L", and corresponds to six operation positions located in the vertical direction (vehicle front-rear direction) in the figure. The manual shift valve is moved, and its six operating positions are detected by the shift position sensor 46. The "DM" range is a range in which the five forward gears (engine brake operation) can be manually switched, and the operation to the "DM" range is detected by the direct mode switch 41 (see FIG. 2). It has become. In the “DM” range, the shift lever 40 can be operated in the front-rear direction (vertical direction in the drawing), and the forward / backward operation of the shift lever 40 in the “DM” range is detected by the + switch 42 and the − switch 43. At the same time, the automatic transmission 18 is upshifted according to the number of times the + switch 42 is operated, and downshifted according to the number of times the-switch 43 is operated.

The hydraulic circuit 44 has a circuit shown in FIG. In FIG. 4, reference numeral 70 indicates a 1-2 shift valve, reference numeral 71 indicates a 2-3 shift valve, and 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 as shown below each shift valve 70, 71, 72. The numbers indicate the respective gears.

A third brake B ₃ is connected via an oil passage 75 to a brake port 74 communicating with the input port 73 in the first and second shift speeds among the ports of the 2-3 shift valve 71. . An orifice 76 is interposed in this oil passage, and the orifice 76 and the third brake B
₃ , a damper valve 77 is connected. The damper valve 77, the line pressure P in the third brake B ₃
When L is rapidly supplied, a small amount of hydraulic pressure is sucked to perform a buffering action.

The numeral 78 is a B-3 control valve, and controls the third engaging pressure of the brake B _3. That is, the B-3 control valve 78
Is provided with a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79,
The output port 83 to be brought selectively communicating with the input port 82 is connected to the third brake B _3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79. On the other hand, among the ports of the 2-3 shift valve 71, a port 86 that outputs the D range pressure (line pressure PL) at the third or higher speed is included in the port 85 that opens at the position where the spring 81 is disposed. The connection is made through an oil passage 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80 so that the signal pressure P _SLU is applied.
Therefore, the B-3 control valve 78 has a pressure adjustment level set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the higher the signal pressure P _SLU supplied to the control port 88, the higher the spring 81. The elastic force is configured to be large.

Reference numeral 89 in FIG. 4 denotes a 2-3 timing valve.
Are disposed on the opposite side of the first plunger 91 with the spool 90 and the first plunger 91 having a small-diameter land and two large-diameter lands formed therebetween and the spring 92 and the spool 90 disposed therebetween. Second plunger 9
And 3. An oil passage 95 is connected to an intermediate port 94 of the 2-3 timing valve 89, and the oil passage 95 is connected to the brake port 74 at the third or higher speed among the ports of the 2-3 shift valve 71. It is connected to a port 96 to be communicated. The oil passage 95 branches off in the middle and is connected via an orifice to a port 97 opening between the small-diameter land and the large-diameter land, and a port 98 selectively communicated with the port 94 is an oil passage. 99
Through the solenoid relay valve 100. Then, a linear solenoid valve SLU is connected to a port opened at the end of the first plunger 91,
The second brake B ₂ is connected via an orifice to the port which is opened to the end of the second plunger 93.

[0020] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust speed from the second brake B _2. The orifice control valve 105 has a second brake B at a port 107 formed at an intermediate portion so as to be opened and closed by a spool 106. _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure. A port 109 formed above the port 107 to which the second brake B ₂ is connected in the figure is a port selectively communicated with the drain port, and is connected to the port 109 via an oil passage 110. The port 111 of the B-3 control valve 78 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, the orifice control valve 105 is provided with the oil passage 9.
5 is connected to the oil passage 115, and the oil passage 115 is selectively connected to the drain port.

In the 2-3 shift valve 71, a port 116 for outputting a 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.

Reference numeral 121 denotes an accumulator for the second brake B ₂ , and an accumulator control pressure P _ac regulated in accordance with a signal pressure P _SLN output from the linear solenoid valve SLN is supplied to the back pressure chamber. It has become. 2 → 3 when the 2-3 shift valve 71 is switched to the time shift, the second brake B ₂ oil passage 8
7, the D range pressure (line pressure PL) is supplied, and this line pressure PL causes the piston 121p of the accumulator 121 to start rising. This piston 12
While 1p is rising, the hydraulic pressure (engagement pressure) P _B2 supplied to the brake B ₂ balances the downward biasing force of the spring 121s and the accumulator control pressure P _ac which biases the piston 121 p downward. Substantially constant, strictly, the pressure is gradually increased with the compression deformation of the spring 121s, and when the piston 121p reaches the rising end, the line pressure P
It is raised to L. That is, the engagement pressure P _B2 at the time of shift transition in which the piston 121p moves is determined by the accumulator control pressure P _ac .

The accumulator control pressure P _ac is used to control the engagement of the second brake B ₂ when the third shift speed is established.
Although not shown, other than the accumulator 121 for
Gear position established when the clutch C ₁ for the accumulator to be engagement control, the clutch C ₂ is engagement control to the fourth gear position during establishment of the accumulator for the brake B ₀ which is engagement control to the fifth gear position holds, Also supplied to the accumulator,
The transient hydraulic pressure at the time of engagement / disengagement is controlled.

The reference numeral 122 in FIG. 4 shows a C-0 exhaust valve, further numerals 123 denotes an accumulator for the clutch C _0. C-0 exhaust valve 122 is to operate to engage the clutch C ₀ in order to engine brake only at the second gear of the second speed range.

According to such a hydraulic circuit 44, the shift from the second gear to the third gear, that is, the third brake B
In so-called clutch-to-clutch shifting engaging the second brake B ₂ as well as releasing the _3, third disengagement transition pressure and the second brake B ₂ engagement transition of the brake B ₃ and the like based on the input torque of the input shaft 26 By controlling the oil pressure, shift shock can be reduced appropriately. For other shifts, the transient hydraulic pressure of the clutches C ₁ and C ₂ and the brake B ₀ is controlled by adjusting the accumulator control pressure P _ac by the duty control of the linear solenoid valve SLN.

The hybrid drive device 10 includes a hybrid control controller 50 and an automatic transmission control controller 52 as shown in FIG. Each of these controllers 50 and 52 includes a microcomputer having a CPU, a RAM, a ROM, and the like, and includes an accelerator operation amount sensor 62, a vehicle speed sensor 63, an input shaft rotation speed sensor 64, and a pattern select switch 6.
5, the accelerator operation amount θ _AC , the vehicle speed V (corresponding to the rotation speed N _O of the output shaft 19 of the automatic transmission 18), the rotation speed N _I of the input shaft 26 of the automatic transmission 18, and a signal representing a selection pattern are supplied. another is, the engine torque T _E and the motor torque T _M, the engine speed N _E, the motor rotational speed N _M, the electricity storage amount SOC of the power storage device 58, ON the brake, OFF, information such as the operation range of the shift lever 40 is , And performs signal processing in accordance with a preset program. The accelerator operation amount θ _AC is an operation amount of the accelerator operation means 48 operated by the driver according to the output request amount, such as an accelerator pedal. The pattern select switch 65 is a pattern selecting means, and can select any one of a power pattern and a normal pattern for traveling with emphasis on power performance.
The engine torque T _E is determined from a throttle valve opening and the fuel injection amount, the motor torque T _M is determined from a motor current, the electricity storage amount SOC is Ya motor current during charging motor generator 14 functions as a generator Required from charging efficiency.

The output of the engine 12 is controlled in accordance with the operating state such as the accelerator operation amount θ _AC by controlling the throttle valve opening, fuel injection amount, ignition timing, and the like by the hybrid control controller 50. . As shown in FIG. 5, the motor generator 14 is connected to a power storage device 5 such as a battery via an M / G controller (inverter) 56.
8 and a rotational driving state in which electric energy is supplied from the power storage device 58 by the hybrid control controller 50 and is rotationally driven at a predetermined torque, and a regenerative braking (electric braking of the motor generator 14 itself). With the torque, the power storage device 58 is switched between a charging state in which the power storage device 58 is charged with electric energy and 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 switched between the engaged and disengaged states by the hybrid controller 50 switching the hydraulic circuit 44 via an electromagnetic valve or the like. The automatic transmission 18 includes an automatic transmission control controller 5.
2 controls the excitation state of the solenoid valves SL1 to SL4 and the linear solenoid valves SLU, SLT, SLN, and switches the hydraulic circuit 44 or performs hydraulic control, thereby changing the operating state (for example, the accelerator operation amount θ _AC). And the vehicle speed V) is automatically switched according to a preset shift pattern. Two types of shift patterns are prepared corresponding to the power pattern and the normal pattern selected by the pattern select switch 65.

The hybrid control controller 50 includes:
For example, Japanese Patent Application No. 7-29414 filed earlier by the present applicant.
As described in No. 8, one of the nine operation modes shown in FIG. 7 is selected according to the flowchart shown in FIG. 6, and the engine 12 and the electric torque converter 24 are operated in the selected operation mode. In the series of signal processing by the hybrid control controller 50, the part that executes the flowchart of FIG.
It functions as mode switching means for automatically switching the operation mode according to the vehicle state such as C.

Referring to FIG. 6, in step S1, it is determined whether or not an engine start request has been issued, for example, to drive the engine 12 as a power source or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. It is determined whether there is a command to start the engine 12 or the like.
In step 2, operation mode 9 is selected. Operation mode 9, engage the first clutch CE ₁ As apparent from FIG. 7 (ON)
Then, the second clutch CE ₂ is engaged (ON), the engine 12 is rotated by the motor generator 14 via the planetary gear unit 16, and the engine 12 is started by performing engine start control such as fuel injection. Start mode. The operation mode 9 is performed with the automatic transmission 18 in the neutral state when the vehicle is stopped, and when the vehicle is running using only the motor generator 14 in which the first clutch CE ₁ is released as in the operation mode 1, the first clutch This is performed by engaging the CE ₁ and operating the motor generator 14 with an output higher than the required output required for traveling, and rotating the engine 12 with a margin output higher than the required output. In addition, even when the vehicle is running, the automatic transmission 18 is temporarily set to the neutral state and the driving mode 9
It is also possible to execute

If the determination in step S1 is negative, that is, if there is no engine start request, step S3
By executing the above, whether or not there is a request for the braking force,
For example, whether the brake is ON or not, the operation range of the shift lever 40 is an engine brake range such as L or 2 or D.
In M range, and the accelerator operation amount theta _AC is 0 whether, or simply whether the accelerator operation amount theta _AC is 0, it is determined by such. If this determination is affirmed, step S4 is executed. In step S4, the storage amount SO of the power storage device 58
It is determined whether C is equal to or greater than a predetermined maximum charge amount B,
If SOC ≧ B, operation mode 8 is selected in step S5, and if SOC <B, operation mode 6 is selected in step 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.

The operating mode 8 is selected in step S5, the first clutch CE _1, as shown in FIG. 7 engaged (ON), the second clutch CE ₂ engaged (ON), the motor-generator 14 with no load, and the engine 12
In a stopped state, that is, an engine brake mode in which 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 and the pump action, that is, the engine brake is applied to the vehicle, and The braking operation is reduced and the driving operation is facilitated. 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.

Operation mode 6 selected in step S6
Is a first clutch CE ₁ released (OFF) As apparent from FIG. 7, the second clutch CE ₂ engaged (ON),
In the regenerative braking mode in which the engine 12 is stopped and the motor generator 14 is charged, 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 shut off is released the engine 12, since with no energy loss due to rotational resistance of the engine 12, the electricity storage amount SOC is executed when less than the maximum storage amount B, Power storage device 5
8 does not impair the performance such as charge / discharge efficiency due to an excessively large amount of charge SOC.

If the determination in step S3 is denied, that is, if there is no request for the braking force, step S7 is executed to determine whether the engine start is required or not, for example, by operating the engine 12 in the operation mode 3, for example. It is determined whether or not the vehicle is stopped during traveling, that is, whether or not the vehicle speed V ≒ 0. If this determination is affirmative, step S
In step 8, it is determined whether or not the accelerator is ON, that is, whether or not the accelerator operation amount θ _AC is larger than a predetermined value of substantially zero. If the accelerator is ON, the operation mode 5 is selected in step S9, and the accelerator is ON. If not, operation mode 7 is selected in step S10.

The operation mode selected in step S9
5 is the first clutch CE as apparent from FIG.₁ In charge
(ON) and the second clutch CE_Two Release (OFF)
The engine 12 is brought into the operating state, and the motor generator
14 by controlling the regenerative braking torque of
This is the engine start mode for moving forward. Explain concretely
And the gear ratio of the planetary gear set 16 is ρ_EThen
Torque T_E: Output torque of planetary gear set 16: Motor
Torque T_M= 1: (1 + ρ_E): Ρ_EFor example,
Gear ratio ρ_EIs about 0.5, which is a general value,
Engine torque T _EHalf the torque of the motor generator
The engine torque T_EAbout
1.5 times the torque is output from the carrier 16c. You
That is, (1+
ρ_E) / Ρ_ETwice as high torque start
is there. Also, shut off the motor current to
14 is in a no-load state, the rotor shaft 14r rotates in the reverse direction.
The output from the carrier 16c becomes 0,
The vehicle stops. That is, the planetary gear set in this case
Position 16 functions as a starting clutch and torque amplifying device
Motor torque (regenerative braking torque) T_MTo
By increasing the reaction force gradually from 0,
Engine torque T_E(1 + ρ_E) Car with double output torque
Both can be started smoothly.

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 in the number N _E.

Operation mode 7 selected in step S10
Is a first clutch CE ₁ As apparent from FIG. 7 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
In an electric neutral mode in which the motor shaft 14r is in a no-load state and is electrically neutral, the rotor shaft 14r of the motor generator 14 is freely rotated in the reverse direction,
The output of the automatic transmission 18 to the input shaft 26 becomes zero. Thereby, the engine 1 such as the operation mode 3
Engine 1 when the vehicle is running
It is not necessary to stop the operation mode 2 and the operation mode 5
The engine can be started substantially.

If the determination in step S7 is negative, that is, if there is no request for starting the engine, step S1 is executed.
1 to determine whether the required output Pd is equal to or less than a first determination value P1 set in advance. The required output Pd is an output necessary for running the vehicle including the running resistance, and is the accelerator operation amount θ _AC
And the speed of change thereof, the vehicle speed V (the output rotational speed N _O ), the gear position of the automatic transmission 18, and the like, are calculated by a predetermined data map, an arithmetic expression, or the like. The first determination value P1 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the above, it is determined through experiments and the like that the amount of exhaust gas, fuel consumption, and the like are reduced as much 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 operation mode is determined in step S13. 1 while SOC <
If A, operation 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 traveling with motor generator 14 as a power source.
For example, a value of about 70% is set based on the charge / discharge efficiency of No. 8 and the like.

[0041] The operation mode 1, the 7 as apparent first release clutch CE ₁ from to (OFF), the second
The clutch CE ₂ engaged (ON), to stop the engine 12, the motor running mode for rotationally driving the motor generator 14 in required output Pd, drive the vehicle only the motor-generator 14 as a power source. Also in this case, the first
The clutch CE ₁ the engine 12 is released is blocked, the less similarly pulled rubbing losses and operating mode 6, it is possible to be the motor drive control efficiency by appropriately shifting control the automatic transmission 18 . The operation mode 1 is executed when the required output Pd is in a low load region where the required output Pd is equal to or smaller than the first determination value P1 and the state of charge SOC of the power storage device 58 is equal to or larger than the minimum state of charge A. The fuel efficiency and the exhaust gas can be reduced as compared with the case where the vehicle travels as, and the power storage amount SOC of the power storage device 58 does not drop below the minimum power storage amount A, so that the performance such as charge and discharge efficiency is not impaired.

Operation mode 3 selected in step S14
As shown in FIG. 7, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), and the engine 1
2 in an operation state and the motor generator 14 is charged by regenerative braking.
While driving the vehicle with the output of
The power storage device 58 is charged with the electric energy generated by step 4. 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.

If the determination in step S11 is negative,
That is, when the required output Pd is larger than the first determination value P1, in step S15, it is determined whether the required output Pd is larger than the first determination value P1 and smaller than the second determination value P2.
That is, it is determined whether or not P1 <Pd <P2. The second determination value P2 is determined by determining whether the engine 12 and the motor generator 14
Is a boundary value of a high load region in which the vehicle travels using both of the power sources as power sources. In consideration of energy efficiency including charging at the time of the engine 12, the exhaust gas amount, the 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. Stipulated.
If P1 <Pd <P2, step S16 is followed by step S16.
It is determined whether or not OC ≧ A. If SOC ≧ A, operation mode 2 is selected in step S17, and if SOC <A, operation mode 3 is selected in step S14. If Pd ≧ P2, it is determined whether or not SOC ≧ A in step S18. If SOC ≧ A, operation mode 4 is selected in step S19. If SOC <A, operation mode 4 is selected in step S17. Select 2.

[0044] The operation mode 2, the 7 first clutch as is clear from CE ₁ and the second clutch CE ₂
Are engaged (ON), the engine 12 is operated at the required output Pd, and the vehicle is run using only the engine 12 as a power source in an engine running mode in which the motor generator 14 is in a no-load state. In the operation mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON).
Then, the engine 12 is brought into the operating state, and the vehicle is driven at high output by using both the engine 12 and the motor generator 14 as power sources in the engine + motor running mode in which the motor generator 14 is rotationally driven. This operation 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. However, since the engine 12 and the motor generator 14 are used together, only one of the engine 12 and the motor generator 14 is used as a power source. Compared to traveling, energy efficiency is not significantly impaired, and fuel consumption and exhaust gas can be reduced. In addition, since the process is executed when the storage amount SOC is equal to or more than the minimum storage amount A, the storage amount SOC of the power storage device 58 does not decrease below the minimum storage amount A, and the performance such as charging and discharging efficiency is not impaired.

To summarize the operating conditions of the above-mentioned operating modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, in step S13, the operating mode 1 is selected and only the motor generator 14 is powered. Traveling as
In the medium load region of P1 <Pd <P2, the operation mode 2 is selected in step S17 and the vehicle runs using only the engine 12 as the power source. In the high load region of P2 ≦ Pd, the operation mode 4 is selected in step S19 and the engine 12 is selected. And the motor generator 14 as a power source. Also, S
If OC <A, the operation mode 3 of step S14 is performed in the middle and low load region where the required output Pd is smaller than the second determination value P2.
Is executed, the power storage device 58 is charged. In the high load region where the required output Pd is equal to or more than the second determination value P2, the operation mode 2 is selected in step S17, and the engine 12 performs the high output traveling without performing the charging. Done.

In the operation mode 2 of step S17, P1 <
This is executed in the middle load region of Pd <P2 and SOC ≧ A, or in the high load region of Pd ≧ P2 and SOC <A. In the middle load region, however, the engine 12 is generally closer to the engine 12 than the motor generator 14. Are excellent in energy efficiency, so that 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 a high load region, the operation mode 4 in which the motor generator 14 and the engine 12 are used together is desirable. However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, the engine in the operation mode 2 is used. By performing the operation using only 12 as the power source, it is possible to prevent the state of charge SOC of the power storage device 58 from becoming smaller than the minimum state of charge A and impairing the performance such as charge and discharge efficiency.

The hybrid control controller 50 also generates a pseudo sound from the speakers 66 and 67 (see FIG. 5) when the motor generator 14 operates according to a flowchart shown in FIG. 9 separately from the mode switching control.
The speaker 66 is for use outside the vehicle, for example, is disposed in a hood or the like as shown in FIG. 10A, and the speaker 67 is for use indoors, and is disposed in a portion near the engine 12 in the vehicle compartment. A part of the series of signal processing performed by the hybrid control controller 50 that executes each step in FIG. 9 constitutes a pseudo sound generation unit together with the speakers 66 and 67. Note that a manual adjustment switch 68 is connected to the indoor speaker 67 so that the pseudo sound can be turned ON / OFF, and the sound pressure, tone, and frequency can be adjusted according to personal preference. When a manual adjustment switch 68 as shown in FIG. 10B is provided, the sound pressure can be changed by pushing and turning the knob, and the frequency can be changed by pulling out and turning the knob. it can.

In step SA1 of FIG. 9, various signals are read, and in step SA2, the operation mode 1
(Motor running mode) is determined. If the operation mode is 1, the pseudo sound mode A is selected in step SA3 to generate a pseudo sound. The pseudo-sound mode A is set to generate a pseudo-sound having a constant sound pressure level at a medium to low vehicle speed as shown in FIG. 11, for example, as shown in FIG. The frequency is
It is set so as to increase as the vehicle speed V increases. The reason why sound is not emitted at high vehicle speed is that, in many cases, it is basically an expressway, the tire sound is loud enough and there is little need, and by stopping the sounding in the high speed range, The use time of the speaker 66 can be reduced and the life can be extended.

For the room, a sound similar to the engine sound is emitted.
For example, in FIG. 12, a solid line or a dashed line
Motor speed N_MThe higher the frequency, the higher the frequency
And the accelerator operation amount θ_ACAs grows
A pseudo sound with a high sound pressure is generated. Motor rotation
Number N_M, Accelerator operation amount θ_ACOnly one of
You can set both the number and sound pressure levels.
The input shaft speed N _IOther parameters such as vehicle speed V
It can also be used to set the frequency and sound pressure level.

The generation and stop timings of the pseudo sound are as follows.
For example, as shown in FIG. 13, both outside and inside the vehicle are set so that the sound of the power source is slightly crossed to prevent the sound of the power source from being lost even for a moment. Specifically, when switching from the engine traveling mode (driving mode 2) to the motor traveling mode (driving mode 1), sound generation starts (speaker ON) before the engine stops (engine OFF), and the motor traveling mode (speaker ON) starts. When the operation mode is switched from the operation mode 1) to the engine traveling mode (operation mode 2), the sound generation is stopped (speaker OFF) after the engine is started (engine ON).

Returning to FIG. 9, if the determination in step SA2 is NO, that is, if it is not the operation mode 1,
In step SA4, it is determined whether or not the operation mode is the operation mode 3 (charging traveling mode). If the operation mode is 3, the pseudo sound mode B is selected in step SA5 to generate a pseudo sound. In the operation mode 3, while the vehicle is running with the output of the engine 12, the power is generated by the motor generator 14 and
The engine 12 is operated at an output higher than the required output Pd, and is consumed by the motor generator 14 by a marginal power greater than the required output Pd. Also, the engine output increases by the amount of power generation. The pseudo sound mode B is for suppressing the change of the engine sound due to the change of the engine output. For example, as shown in FIG. , (B)
Accelerator operation amount θ _AC or input shaft rotation speed N
Generates a pseudo engine output sound corresponding to _I. A similar pseudo-sound may be generated outside the vehicle, but such pseudo-sound control is not necessarily required if only the presence of the vehicle is to be notified to a pedestrian or the like.

If the determination in step SA4 is NO,
That is, when the operation mode is not the operation mode 3, step SA6
To determine whether or not the operation mode 6 (regenerative braking mode). If the operation mode is 6, the pseudo sound mode C is determined in step SA7.
Select to generate a pseudo sound. Pseudo-sound mode C is to generate a sound similar to the engine noise during engine braking, for example, FIG. 12 pseudo sound frequency increases with to the motor rotational speed N _M increases as (a) Occurs. Generally the accelerator operation amount theta _AC in operation mode 6 is 0, it is desirable to set in accordance with the motor rotational speed N _M also sound pressure. The frequency and the sound pressure level can be set using other parameters such as the input shaft speed N _I and the vehicle speed V. In the pseudo sound mode C, a pseudo sound is generated both inside and outside the vehicle, but the pseudo sound mode A may be used outside the vehicle.

As described above, in the hybrid vehicle according to the present embodiment, different pseudo sounds are generated according to the driving modes.
In the motor driving mode (driving mode 1) and the regenerative braking mode (driving mode 6), a pseudo sound similar to the engine sound in the case of an engine-driven vehicle is generated, and in the charging driving mode (driving mode 3), no charging is performed. Since the pseudo sound similar to the engine sound in the engine running mode (driving mode 2) is generated, it is possible to prevent the occupant from feeling uncomfortable due to the change in the power source sound due to the difference in the driving mode. You.

Further, in this embodiment, since a pseudo sound is emitted outside the vehicle, there is an advantage that even if the power source sound is low such as in the motor running mode, the presence of the vehicle is well known to the pedestrian or the like by the pseudo sound. .

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be embodied in other forms.

For example, in the above-described embodiment, the automatic transmission 18 having one reverse speed and five forward speeds was used. However, as shown in FIG. It is also possible to adopt an automatic transmission 60 consisting only of the transmission 22 and to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

Further, in the above-described embodiment, the pseudo sound of the engine 12 is generated when the motor generator 14 is operated. However, other pseudo sound such as the pseudo sound of the motor generator 14 is generated when the engine 12 is operated. May be generated.

In the above-described embodiment, the pseudo sound is not generated in the operation mode 4 (engine + motor operation mode), but also in this operation mode 4, the pseudo sound for increasing the engine sound by the assist of the motor generator 14 is generated. You may do it.

Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of the drawings]

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

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

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

FIG. 4 is a diagram showing a part of a hydraulic circuit provided in the automatic transmission of FIG. 1;

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

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

FIG. 7 shows each operation mode 1 in the flowchart of FIG.
It is a figure explaining the operation state of No.-9.

FIG. 8 is a diagram illustrating an example of an operation pattern of a shift lever.

FIG. 9 is a flowchart illustrating a main part of a control operation which is a feature of an embodiment to which the present invention is applied.

10 is a diagram illustrating an example of an arrangement of the speaker in FIG. 5 with respect to a vehicle.

FIG. 11 is a diagram illustrating an example of a pseudo sound generated outside the vehicle in a driving mode 1 (motor driving mode).

FIG. 12 is a diagram illustrating an example of a pseudo sound generated indoors in an operation mode 1 (motor running mode).

FIG. 13 is a time chart for explaining an example of generation and stop timings of a pseudo sound.

FIG. 14 is a diagram illustrating an example of a pseudo sound generated indoors in a driving mode 3 (charging driving mode).

FIG. 15 is a skeleton diagram of a hybrid drive device of a hybrid vehicle having a different automatic transmission from that of FIG. 1;

16 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission in FIG.

[Explanation of symbols]

 12: Engine 14: Motor generator (electric motor) 50: Controller for hybrid control 66, 67: Speaker (pseudo sound generation means) Steps SA1 to SA7: Pseudo sound generation means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical indication F02D 29/06 F02D 29/06 D (72) Inventor Yuji Hata 1 Toyota Town, Toyota City, Aichi Prefecture Toyota (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (1)

[Claims] 1. A hybrid that includes an engine that operates by burning fuel and an electric motor that operates with electric energy as a power source when the vehicle is running, and that runs in a plurality of operation modes in which the operating states of the power source are different. A hybrid vehicle, comprising: a pseudo sound generating unit that generates a different pseudo sound according to the driving mode.