JPH10129298A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To correctly alarm the information desired by a driver such as the working condition of a power source and the traveling condition by indicating at least one of the total power and torque usable for the traveling of a vehicle. SOLUTION: Various kinds of signals are read first to judge which operation mode is selected now, and 'motor traveling', 'engine traveling', etc., are indicated on a mode display part (SA1-2). Then, it is determined (SA3) at which part the number of revolution and the torque are indicated according to the operation mode, and when the determined number of revolution to be indicated with the number of revolution of a input shaft, the number of revolution of the input shaft is indicated on a number of revolution indicating part of an indicator based on the read signal, and when the determined number of revolution is the engine speed, the engine speed is indicated (SA4). The determined torque to be indicated is calculated by the predetermined operation formula, and either the input shaft torque or the engine torque is indicated (SA5) on the torque indicating part of the indicator.

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 notifying a driver of an operating state of a power source and the like.

[0002]

2. Description of the Related Art An engine operated by the combustion energy of fuel and an electric motor operated by electric energy are provided as power sources for driving a vehicle, and an automatic transmission is provided between the power source and driving wheels. The provided hybrid vehicle is described in, for example, JP-A-7-67208. In such a hybrid vehicle,
For example, by running the engine and the electric motor selectively according to the driving state, it is possible to reduce fuel consumption and exhaust gas while maintaining predetermined running performance. In particular,
The operation of the engine and the electric motor, such as an engine running mode in which only the engine is used as the power source, a motor running mode in which only the electric motor is used as the power source, and an engine + motor running mode in which both the engine and the electric motor are used as the power source. A plurality of operation modes having different states are provided, and the operation mode is automatically switched according to a predetermined mode switching condition such as a power source map using the operating state such as the vehicle speed (or the power source rotation speed) and the accelerator operation amount as parameters. It is normal that it is.

[0003]

By the way, in such a hybrid vehicle, merely displaying the vehicle speed and the engine speed as in a conventional engine-driven vehicle using only an engine as a power source, for example, in a motor drive mode. It is meaningless even if the engine speed is displayed (usually 0). There is not enough information to know the operating state and running state of the power source, and it does not always fully satisfy the driver's requirements.

[0004] 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 having an engine and an electric motor as power sources, the power source relating to power, torque and rotation speed. An object of the present invention is to make it possible to accurately inform a driver of information that the driver wants to know, such as an operating state and a running state.

[0005]

According to a first aspect of the present invention, there is provided an engine which is operated by combustion energy of fuel and an electric motor which is operated by electric energy as a power source when the vehicle is running. A hybrid vehicle having a display means for displaying at least one of a total power and a torque usable for traveling of the vehicle. In addition, the fact that power or torque is actually applied to the vehicle while the vehicle is running is, of course, the case where the power transmission is interrupted by a clutch or the like and the vehicle is not currently used for the running. This includes cases where they are used.

A second aspect of the present invention relates to a hybrid vehicle including an engine operated by fuel combustion energy and an electric motor operated by electric energy as a power source for driving the vehicle, wherein the engine, the electric motor, and driving wheels are provided. And a display means for displaying at least one of the power and the torque on the output side of the power transmission device disposed between the power transmission device and the power transmission device.

According to a third aspect of the present invention, there is provided a hybrid vehicle including an engine operated by fuel combustion energy and an electric motor operated by electric energy as a power source for driving the vehicle, wherein the engine, the electric motor and driving wheels are provided. And at least one of the power, torque, and rotation speed on the input side of the power transmission device disposed between
It is characterized by having display means for displaying one.

According to a fourth aspect of the present invention, there is provided a power source for driving a vehicle including an engine operated by combustion energy of fuel and an electric motor operated by electric energy. In a hybrid vehicle running in an operation mode, (a) display means for displaying at least one of power, torque, and rotation speed of a power source or a predetermined portion of a power transmission path;
(b) changing means for changing the predetermined portion of power, torque, or rotation speed displayed on the display means according to the plurality of operation modes.

[0009]

In the hybrid vehicle according to the first aspect of the invention, at least one of the total power and torque usable (including when actually used) for traveling of the vehicle is displayed, so that the engine and the electric motor are displayed. As compared with the case where the power and torque of the vehicle are separately displayed, the current operating state and running state of the power source of the vehicle can be grasped easily and accurately. In particular, since the power and torque that can be used for running the vehicle are displayed, if a part of the engine output is consumed for charge control or the like, the power or torque excluding that part is displayed. This is significant as information when the vehicle is running or racing (when the accelerator is operated in a neutral state).

In the second invention, at least one of the power and the torque on the output side of the power transmission device is displayed.
The total power and torque used for the actual running of the vehicle are displayed, which is meaningful in grasping the current running state of the vehicle. The rotation speed on the output side of the power transmission device substantially means the vehicle speed, and is usually already provided in the vehicle as a speedometer, so that the traveling state of the vehicle can be further enhanced in accordance with the vehicle speed. It is possible to make a detailed judgment.

In the third aspect, at least one of the power, the torque, and the number of revolutions on the input side of the power transmission device is displayed. Therefore, even if power transmission is interrupted by the power transmission device or torque conversion is performed. In addition, the operating state of the power source can be easily and accurately grasped. In particular, as viewed from the input side of the power transmission device, the total power and torque that can be used for vehicle running and the number of revolutions based on the torque are displayed as in the first invention, and the engine and the electric motor are displayed. Compared to displaying power and torque separately, it is easier to recognize the operating state of the power source when driving, and if part of the engine output is consumed for charging control etc. The power, torque, and rotation speed excluding are displayed, which is meaningful as information when the vehicle is running or when racing.

In the fourth invention, at least one of the power, torque, and rotation speed of a power source or a predetermined portion of a power transmission path is displayed on the display means, and the power displayed on the display means according to the operation mode. Since a predetermined portion (detection portion, etc.) of torque, torque, or rotation speed is changed, meaningful information can be notified to the driver for each operation mode. Also, since power and torque of different parts are displayed on a common display means, a large number of dedicated display means for displaying information of each part are provided, compared with a case where the display is always displayed regardless of the operation mode, Significant information can be easily and quickly recognized.

[0013]

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.
The present invention can be applied to various types of hybrid vehicles including an engine and an electric motor as power sources for driving the vehicle, such as a mixed type in which outputs of an engine and an electric motor are combined or distributed by a distribution mechanism.

The power transmission devices of the second and third inventions include, for example, a transmission device for changing the gear ratio steplessly or steplessly, a forward / reverse switching device for switching between forward and reverse, and a clutch for interrupting power transmission. It is meaningful when the torque can be changed (including interruption) instead of a simple reduction gear.
It is of course possible to provide the display means of the second invention and the display means of the third invention, respectively.

The fourth invention is configured to run in a plurality of operation modes in which the operating states of the engine and the electric motor are different. However, in other embodiments, it is not necessary to run in a plurality of operation modes. For example, the vehicle may run when both the engine and the electric motor are constantly operated. Further, the hybrid vehicle according to the fourth aspect of the present invention automatically switches a plurality of operation modes according to a predetermined mode switching condition such as a power source map using driving conditions such as a vehicle speed (or a power source rotation speed) and an accelerator operation amount as parameters. It is configured to include an operation mode switching means for selectively switching.

The driving modes include, for example, an engine driving mode in which the vehicle runs using only the engine as the power source, a motor driving mode in which the vehicle runs using only the electric motor as the power source,
There are various modes such as an engine + motor running mode in which both the engine and the electric motor run as a power source, and an engine running + charging running mode in which the generator is rotated and the power storage device is charged while running with the engine as the power source. Conceivable. The generator for charging the power storage device may be provided separately from the electric motor, or a common motor generator may be used.

In the case of the fourth invention, at least one of the power, the torque and the number of revolutions may be displayed, but two or three of them may be displayed. When two or more are displayed, it is desirable to display the power, torque, and rotation speed of the same part, but the power, torque, and rotation parts may be different from each other. In addition, it is desirable to display the current operation mode and the power, torque, and rotation speed together, and the driver can arbitrarily select (change) what power, torque, and rotation speed to display. ) Is possible. These are the same for other inventions.

The number of revolutions may be determined by detecting the actual number of revolutions using a revolution number sensor or the like. For the power and torque, a predetermined arithmetic expression, data map, or the like is determined based on the operating state of the engine or electric motor. What is necessary is just to calculate using it. It is also possible to detect the actual torque using a torque detecting means such as a torque sensor. In addition, power P
(KW), the torque T (Nm), and the number of revolutions n (rpm) have the relationship of the following equation (1), so if any two are known, the remaining one can be calculated. P = 2πnT / (60 × 1000) (1)

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 a front-engine / rear-drive (FR) vehicle, and includes an engine 12 that operates on the combustion energy of fuel, a motor generator 14 that operates as an electric motor and a generator that operates on electric energy, and a single motor. A pinion-type planetary gear device 16 and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and left and right drive wheels (rear wheels) are output from an output shaft 19 via a propeller shaft or a differential device (not shown). To transmit power. The planetary gear unit 16 is a composite distribution mechanism for mechanically distributing and distributing force. The planetary gear unit 16 constitutes an electric torque converter 24 together with the motor generator 14.
r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is connected to the rotor shaft 14r of the motor generator 14, the carrier 16c automatic transmission 18
Is connected to the input shaft 26. The sun gear 16s and the carrier 16c are connected to the second clutch CE.
_They are connected by _two . The output of the engine 12 is supplied to the first clutch CE ₁ via a flywheel 28 for suppressing rotation fluctuation and torque fluctuation and a damper device 30 made of an elastic member such as a spring or rubber.
Is transmitted to 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 corresponds to a power transmission device.
The front-mounted overdrive planetary gear unit
Transmission 20 consisting of gears and a simple connection 3 planetary gear
A main transmission 22 having four forward speeds and one reverse speed consisting of a train;
Are combined. Specifically, the auxiliary transmission 20
Is a single pinion type planetary gear set 32 and a hydraulic
A hydraulic clutch that is frictionally engaged by a tutor
Chi C₀ , Brake B₀And one-way clutch F₀ With
It is configured. The main transmission 22 has three sets of single gears.
Nion type planetary gear units 34, 36, 38
A hydraulic clutch that is frictionally engaged by a tutor
Chi C₁ , C_Two , Brake B₁ , B_Two , B _Three , B_Four And one
Direction clutch F₁ , F_Two It is comprised including. So
Then, the solenoid valves SL1-S shown in FIG.
The hydraulic circuit 44 is switched by excitation and non-excitation of L4.
The shift lever 40 as a shift operating means
Hydraulic shift by a manually connected manual shift valve
When the path 44 is mechanically switched,
Clutch C which is the means₀ , C₁ , C_Two , Brake B
₀ , B₁ , B_Two , B_Three , B_Four Are respectively engaged and disengaged
And neutral (N) as shown in FIG.
5 forward steps (1st-5th), 1 reverse step (Rev)
The gear stage is established. The automatic transmission 18 and the
The electric torque converter 24 is substantially symmetric with respect to a center line.
In FIG. 1, the lower half of the center line is omitted.
I have.

In the clutch, brake, and one-way clutch columns of FIG. 3, "O" 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 the 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.

[0027] 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 that presses 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 the D-range pressure at a speed lower than the second speed is opened at a portion of the 2-3 timing valve 89 where a spring 92 is disposed. The port 117 is connected via an oil passage 118. A port 119 of the 3-4 shift valve 72 which is communicated with the oil passage 87 at a speed lower than the third speed is connected to the solenoid relay valve 100 via an oil passage 120.

Reference numeral 121 denotes an accumulator for the second brake B ₂ , and an accumulator control pressure P _ac regulated according to a signal pressure P _SLN output from the linear solenoid valve SLN is supplied to a back pressure chamber thereof. 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 controlled by the second brake B ₂ to be engaged 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.

As shown in FIG. 2, the hybrid drive device 10 includes a controller 50 for hybrid control and a controller 52 for automatic shift control. 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 speed sensor 64, an engine speed sensor 65,
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), and the rotation speed N of the input shaft 26 of the automatic transmission 18 are respectively obtained from the shift position sensor 46.
_I , the engine speed N _E , and a signal indicating the operating range of the shift lever 40 are supplied. In addition, the engine torque _TE , the motor torque T _M , the motor speed N _M , and the power storage amount of the power storage device 58 (see FIG. 5). Information regarding the SOC, brake ON / OFF, and the like is supplied from various detection means and the like, and performs signal processing according to 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 engine torque _TE is obtained from the throttle valve opening, the fuel injection amount, and the like, and the motor torque _TM is obtained from the motor current and the like.
The state of charge SOC is determined from the motor current and charging efficiency during charging when the motor generator 14 functions as a generator.

The output of the engine 12 is controlled in accordance with the operating state 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.

The hybrid control controller 50
For example, Japanese Patent Application No. 7-294 filed earlier by the applicant of the present application
As described in No. 148, one of the nine operation modes shown in FIG. 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 mode. The part of the signal processing by the hybrid control controller 50 that executes each step in FIG. 6 functions as an operation mode switching unit that automatically switches a plurality of operation modes according to a predetermined mode switching condition.

In FIG. 6, it is determined in step S1 whether or not an engine start request has been issued, for example, to run the vehicle using the engine 12 as a power source or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. It is determined whether there is a command to start the engine 12 or the like.
In mode 2, mode 9 is selected. Mode 9, the first clutch CE ₁ As apparent from FIG. 7 engaged (ON), the second clutch CE ₂ engaged (ON), the motor-generator 1
4, the engine 12 is rotated via the planetary gear unit 16, and the engine 12 is started by performing engine start control such as fuel injection. This mode 9, at the time of vehicle stop is performed by the automatic transmission 18 in neutral, only the motor-generator 14 first releases the clutch CE ₁ as mode 1 during running of the power source,
By engaging the first clutch CE ₁ and operating the motor generator 14 with an output higher than the required output required for traveling,
This is performed by rotationally driving the engine 12 with a margin output equal to or larger than the required output. Further, even when the vehicle is running, it is possible to temporarily execute the mode 9 with the automatic transmission 18 in the neutral state.

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, mode 8 is selected in step S5,
If SOC <B, 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.
For example, a value of about 80% is set based on the charge / discharge efficiency of No. 8 and the like.

Mode 8 selected in step S5
As shown in FIG. 7, the first clutch CE ₁ is engaged (ON), the second clutch CE ₂ is engaged (ON), the motor generator 14 is in a no-load state, and the engine 12
Is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12 and the pump action, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is performed. And the driving operation becomes easier. 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.

The mode 6 is selected in step S6, disengaging the first clutch CE ₁ As apparent from FIG. 7 (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated. Further, since the first clutch CE ₁ is 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 amount SOC of power storage device 58
Does not become excessive, thereby impairing performance such as charge and discharge efficiency.

If the determination in step S3 is denied, that is, if there is no request for braking force, step S7 is executed to determine whether engine start is requested, for example, by using the engine 12 as a power source in mode 3, for example. The determination is made based on whether or not the vehicle is stopped during running, that is, whether or not the vehicle speed V ≒ 0. If this determination is affirmed, it is determined in step S8 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. Mode 5 is selected, and if the accelerator is not ON, mode 7 is selected in step S10.

Mode 5 selected in step S9
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
The vehicle is started by controlling the regenerative braking torque of the vehicle. Specifically, the planetary gear device 1
_Assuming that the gear ratio of No. 6 is ρ _E , engine torque T _E : output torque of the planetary gear set 16: motor torque T _M = 1:
(1 + ρ _E ): Since it is ρ _E , for example, if the gear ratio ρ _E is about 0.5 which is a general value, the engine torque T
By half the torque of the _E motor generator 14 is shared, approximately 1.5 times the torque of the engine torque T _E is outputted from the carrier 16c. That is, a high torque start of (1 + ρ _E ) / ρ _E times the torque of motor generator 14 can be performed. Further, if the motor current is cut off and the motor generator 14 is put in a no-load state, the output from the carrier 16c becomes 0 just by rotating the rotor shaft 14r in the reverse direction, and the vehicle stops.
That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force, the engine torque T _The vehicle can be started smoothly with an output torque of (1 + ρ _E ) times _E.

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 securing 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.

Mode 7 selected in step S10 includes:
As can be appreciated the first clutch CE ₁ engages from FIG 7 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 , The output to the input shaft 26 of the automatic transmission 18 becomes zero. This allows
It is not necessary to stop the engine 12 one by one at the time of stopping the running vehicle using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

If the determination in step S7 is negative, that is, if there is no request to start 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 mode 1 is determined in step S13. On the other hand, if SOC <A, mode 3 is selected in step S14. The minimum power storage amount A is a minimum power storage amount that is allowed to take out electric energy from power storage device 58 when traveling using motor generator 14 as a power source, and is, for example, 70% based on charge / discharge efficiency of power storage device 58 and the like. The value of degree is set.

[0048] The mode 1, the 7 released as apparent the first clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source. In this case, since the engine 12 first clutch CE ₁ is released is interrupted, the mode 6 less similarly pulled rubbing losses, efficient motor drive by appropriate shift control of the automatic transmission 18 Control is possible. Further, this mode 1 is executed when the required output Pd is in the low load region where the first determination value P1 or less and the state of charge SOC of the power storage device 58 is equal to or more 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 is traveling, and the state of charge SOC of the power storage device 58 is reduced to the minimum state of charge A.
The performance such as charge / discharge efficiency is not impaired.

The mode 3 selected in step S14 is
As is clear from FIG. 7, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

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, mode 2 is selected in step S17. If SOC <A, mode 3 is selected in step S14. Also, Pd ≧
If P2, it is determined in step S18 whether SOC ≧ A. If SOC ≧ A, mode 4 is selected in step S19, and if SOC <A, mode 2 is selected in step S17.

In the mode 2, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated at the required output Pd, and the motor generator 14 is operated, as is apparent from FIG. Under no load condition, the vehicle is run using only the engine 12 as a power source. In addition, mode 4 includes the first clutch CE ₁ and the second clutch CE ₁ .
Clutch CE ₂ and together engaging (ON), the engine 12 and the operating state, in which to rotate the motor generator 14 to the high output running of the vehicle both engine 12 and motor-generator 14 as a power source. This mode 4 is executed in a high load region where the required output Pd is equal to or more 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. Compared to running as a power source, 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 modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, mode 1 is selected in step S13 and the vehicle runs using only motor generator 14 as the power source. And P1 <P
In the medium load region of d <P2, mode 2 is selected in step S17, and the vehicle travels using only the engine 12 as a power source.
In the high load region of ≤Pd, mode 4 is selected in step S19, and the vehicle travels using both the engine 12 and the motor generator 14 as power sources. When SOC <A, the power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where the required output Pd is smaller than the second determination value P2. In the high load region equal to or greater than the determination value P2, mode 2 is selected in step S17, and high-power running is performed by the engine 12 without performing charging.

In the mode 2 of step S17, P1 <Pd
<P2 in the middle load range and SOC ≧ A, or P
This is executed in the high load region where d ≧ P2 and when SOC <A.
Since the energy efficiency of the engine 12 is superior to that of the engine 12, the fuel consumption and exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source. In a high load region, it is desirable to use Mode 4 in which the vehicle runs using both the motor generator 14 and the engine 12. However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, only the engine 12 in Mode 2 is used. Is performed, the power storage amount S of the power storage device 58 is stored.
It is avoided that the OC becomes smaller than the minimum charge amount A and the performance such as charge / discharge efficiency is impaired.

As shown in FIG. 5, an indicator 66 is connected to the hybrid control controller 50. For example, according to a flowchart shown in FIG. Is displayed. FIG. 10 shows an example of the indicator 66.
The mode display section 66a for displaying the operation mode includes a rotation speed (×
10 ⁴ rpm) and a torque display 66c for displaying torque (× 100 Nm).
And is provided on an instrument panel or the like in front of a driver's seat, which can be easily recognized by the driver. The indicator 66 corresponds to display means.

In step SA1 of FIG. 9, various signals are read, and in step SA2, which operation mode is currently selected is determined according to the flowchart of FIG. 6, and the display of the operation mode, that is, FIG.
"Motor running", "engine running", etc. described in the column of "unit operating state" in the mode display section 66a.
To be displayed. The operation mode can be determined from the operating states of the clutches CE ₁ and CE ₂ and the control states of the engine 12 and the motor generator 14.

In step SA3, it is determined which part of the rotational speed and torque should be displayed in accordance with the operation mode. This corresponds to, for example, the “indicator 66” in FIG.
Are predetermined. In FIG. 7, N _I is N _E at a rotational speed of the input shaft 26 is an engine rotational speed, the T _I T _E a torque of the input shaft 26 is an engine torque.

Then, in Step SA4, Step S
If the display rotation speed determined by A3 is N _I, on the basis of the read signal from the input shaft rotational speed sensor 64, displays the input shaft rotational speed N _I to the rotation speed display portion 66b of the indicator 66, step If the display rotation speed determined in SA3 is N _E, based on the read signal from the engine speed sensor 65, the indicator 66
The rotation speed display portion 66b displays the engine rotational speed N _E.

At Step SA5, Step SA
If display torque determined by 3 is T _I, based on the engine torque T _E and the motor torque T _M, and calculates an input shaft torque T _I in accordance with a predetermined arithmetic expression, the input shaft torque T _I was displayed on the torque display portion 66c of the indicator 66, displaying the torque determined in step SA3 is the case of T _E, and displays the torque display portion 66c of the intact indicator 66 of the engine torque T _E.
The engine torque _TE is obtained from a throttle valve opening, a fuel injection amount, and the like, and the motor torque _TM is obtained from a motor current and the like. The calculation formula for calculating the input shaft torque T _I is determined for each operation mode, for example, as shown in the following formulas (2) to (7). Motor torque T for modes 3, 5 and 6
_M is a negative value in the regenerative braking torque, the engine torque T _E mode 8 is obtained the rotational speed or the like as parameters in rotational resistance (a negative value). Ρ _{E in} equation (5) is the gear ratio of the planetary gear set 16. Mode 1: T _I = T _M (2) Mode 3: T _I = T _E + T _M (3) Mode 4: T _I = T _E + T _M (4) Mode 5: T _I = −T _M · (1 + ρ _E ) / ρ _E (5) Mode 6: T _I = T _M (6) Mode 8: T _I = T _E (7)

The hybrid drive device of this embodiment as described above
In the device 10, the rotation of different parts according to the operation mode is performed.
Number of turns (N in the embodiment_I, N_E) And torque (in the embodiment)
Is T _I, T_E) Is displayed on the indicator 66,
Notifying the driver of meaningful information for each driving mode
it can. In addition, the rotation speed and torque of different parts are common
Information on each part is displayed on the indicator 66
There are a number of dedicated display means for displaying
Meaningful compared to always showing
Information can be easily and quickly recognized. This embodiment claims
Hybrid control corresponds to an embodiment of the invention described in Item 4.
Of the signal processing by the controller 50 for
The part for executing the step is used as a changing means of claim 4.
Working. Note that the displayed rotation speed and torque
In this case, that is, in this embodiment, the input shaft 26
Is displayed together with the indicator 66.
It is also possible to make it.

In modes 1, 3, 4, 6, and 8, the input-side rotational speed N _I of the automatic transmission 18 serving as a power transmission device.
Display, for displaying the input side of the torque T _I of the automatic transmission 18 as the mode 1,3～6,8 In the power transmission device, or an automatic transmission 18 power transmission is interrupted at the neutral N, D Even if the shift speed is automatically switched in the range, the operating state of the power source can be easily and accurately grasped. Thus, for example, to whether a power source even when the vehicle stops is moving is known, or the like can be easily judged faulty handling overrun and shift lever 40 of the engine 12 from the rotational speed N _I. Also, the input shaft torque T
_{Since I} is the total torque that can be used or is currently used for running the vehicle, it is easier to drive compared to when the torque of the engine 12 and the torque of the motor generator 14 are separately displayed in mode 4, for example. It is easy to recognize the operation state of the power source, and when a part of the engine output is consumed in the charging control in mode 3, the torque excluding the power is displayed, so that when the vehicle is running, It is meaningful as information when racing. In this sense, this embodiment also corresponds to one embodiment of the invention described in claims 1 and 3.

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 number of rotations and the torque to be displayed are set for each operation mode.
Second clutch CE ₂ release to modes 5 and 7 except all the input shaft rotational speed N _I, may be displayed input shaft torque T _I, all operating modes, including modes 5 and 7 _{May be used} to display the input shaft speed N _I and the input shaft torque T _I. Input shaft torque T _I of the mode 2,7,9 may be calculated according to the following equation (8) to (10), mode 9
The engine torque T _E is a negative value in the rotation resistance. Mode 2: T _I = T _E (8) Mode 7: T _I = 0 (9) Mode 9: T _I = T _E + T _M (10)

Further, an output torque meter 68 shown in FIG. 11 is provided as a display means in addition to or instead of the indicator 66 of the embodiment, and the output shaft 19 of the automatic transmission 18 as a power transmission device is provided.
The torque T _O is always displayed regardless of the operation mode,
It may be displayed in a predetermined operation mode.
The output shaft torque T _O is the total torque used in actual running of the vehicle, and the current running state of the vehicle can be grasped more minutely together with the vehicle speed displayed on the speedometer. This corresponds to an embodiment of the invention as set forth in claim 2, the output shaft torque T _O is the automatic transmission 18
The speed ratio may be calculated in consideration of the gear ratio, or may be detected by a torque detecting means such as a torque sensor.

FIG. 12 shows an example of a torque indicator for displaying the torque of the output torque meter 68 and the like. As the torque increases, the lighting width of the liquid crystal, LED and the like increases, and the + side is displayed in red. The negative side is displayed in blue.

In the above-described embodiment, the torque and the number of revolutions are displayed. However, power may be displayed in addition to or instead of them.

In FIG. 7, the number of revolutions N _I and torque T _{I of} the input shaft 26 or the number of revolutions N _E and torque T _E of the engine 12 are displayed. it may be displayed the rotational speed N _M and torque T _M of the motor generator 14 in like 6,9.

In the above-described embodiment, the automatic transmission 18 having one reverse speed and five forward speeds is used. However, as shown in FIG. An automatic transmission 60 consisting of only the S.22
As shown in FIG. 4, the shift control can be performed at four forward speeds and one reverse speed. However, the present invention is applicable to a hybrid vehicle that does not include such a transmission.

Although not specifically exemplified, the present invention can be embodied with various modifications and improvements 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 or the like.

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

FIG. 7 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

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

FIG. 9 is a diagram illustrating an example of a flowchart for switching a display rotation speed and a torque according to an operation mode.

FIG. 10 is a diagram illustrating an example of the indicator in FIG. 5;

FIG. 11 is a block diagram showing an example in which an output torque meter is provided.

FIG. 12 is a diagram showing a specific example of a torque indicator such as an output torque meter.

FIG. 13 is a skeleton diagram illustrating another example of a hybrid drive device of a hybrid vehicle to which the present invention is suitably applied.

14 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) 18, 60: automatic transmission (power transmission device) 19: output shaft 26: input shaft 50: hybrid control controller 66: indicator (display means) 68: output torque meter (Display Means) Steps SA1 to SA5: Change Means

────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. ⁶ Identification code FI F16H 59/14 F16H 59/14 59/74 59/74 63/40 63/40 (72) Inventor Yuji Hata Toyota Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (4)

[Claims] 1. A hybrid vehicle equipped with an engine operated by fuel combustion energy and an electric motor operated by electric energy as a power source when the vehicle is running, the total power and torque usable for running the vehicle. A hybrid vehicle having display means for displaying at least one of the following. 2. A hybrid vehicle comprising, as a power source for driving a vehicle, an engine operated by combustion energy of fuel and an electric motor operated by electric energy, wherein the engine and the electric motor are connected to driving wheels. A hybrid vehicle having display means for displaying at least one of power and torque on the output side of a power transmission device arranged to transmit power. 3. A hybrid vehicle comprising an engine operated by combustion energy of fuel and an electric motor operated by electric energy as a power source when the vehicle is running, wherein the engine, the electric motor, and driving wheels A hybrid vehicle having display means for displaying at least one of power, torque, and rotation speed on the input side of a power transmission device arranged to transmit power. 4. An engine operated by combustion energy of fuel and an electric motor operated by electric energy are provided as power sources for driving a vehicle, and the operation states of the engine and the electric motor are different in a plurality of operation modes. In a traveling hybrid vehicle, display means for displaying at least one of the power, torque, and rotation speed of the power source or a predetermined portion of the power transmission path; and power to be displayed on the display means according to the plurality of operation modes. Changing means for changing the predetermined portion of torque, torque, or rotation speed.