JP3178337B2 - Hybrid car - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle having a plurality of driving power sources and a transmission connected to any one of the driving power sources.

[0002]

2. Description of the Related Art Conventionally, there is a hybrid vehicle in which a plurality of driving power sources are combined to make use of the advantages of each driving power source, to compensate for a defect, and to improve overall efficiency. One example of such a hybrid vehicle is disclosed in Japanese Patent Application Laid-Open No. Hei 7-186748.

[0003] The hybrid vehicle described in this publication is
An engine and a motor are used as a driving force source,
The driving force of the engine is transmitted to either the front wheel or the rear wheel, and the driving force of the motor is transmitted to the wheels to which the driving force of the engine is not transmitted.

The hybrid vehicle is provided with a controller for controlling a running state. The controller includes an engine speed, a throttle opening, a steering wheel angle, a brake pedal depression amount, an accelerator pedal depression amount, a gear position. Various signals indicating the running state, such as the running state, are input. The controller assists the driving of the engine during acceleration or deceleration in a straight traveling state or a small steering angle traveling state by rotating the motor.

[0005]

However, in the hybrid vehicle described in the above-mentioned publication, the driving of the motor for assisting the driving force of the engine is performed during acceleration or deceleration in a straight traveling state or a small steering angle traveling state. The state of the transmission is not specifically considered, and it can be said that the driving force of the motor is not necessarily fully utilized for improving the traveling characteristics and drivability of the hybrid vehicle. However, there was room for improvement in this respect.

[0006] The present invention has been made in view of the above circumstances, and based on the specific state of the transmission, a hybrid vehicle capable of effectively utilizing the driving force of a driving force source not connected to the transmission. It is intended to provide. This object is achieved by detecting a specific state of the transmission and utilizing the driving force of a driving force source not connected to the transmission based on the detection result.

[0007]

In order to achieve the above object, according to the present invention, a plurality of driving force sources for driving wheels are connected to one of the driving force sources. And a clutch mechanism provided on a power transmission path from a driving force source connected to the transmission to the transmission, and disengaged / engaged to cut off / transmit the driving force. First detecting means for detecting disengagement / engagement of the clutch mechanism during driving of a driving force source connected to the transmission, when the clutch mechanism is switched from disengagement to engagement. in the driving force to the wheel, Ru was compensated by the driving force of the other driving force source
Together with the driving force to be supplemented by this driving force source.
And first control means for controlling the clutch mechanism in accordance with the wear state of the clutch mechanism .

Therefore, according to the first aspect of the present invention, the clutch mechanism is switched from disengagement to engagement while the hybrid vehicle is running by the driving force of the driving force source connected to the transmission, and the driving force is applied to the wheels. When the driving force to be transmitted is insufficient or decreased, the insufficient or decreased driving force can be compensated for by the driving force of another driving force source . Also,
The driving force of another driving force source depends on the wear state of the latch mechanism.
Is controlled.

Therefore, irrespective of the operation state of the clutch pedal or the accelerator pedal, that is, the stepping amount, the stepping-down timing, the returning amount, and the returning timing, ideally, specifically, the driving force without excess or shortage is transmitted to the wheels. In addition, the transmission and responsiveness of the driving force at the time of starting, accelerating, overtaking, and the like of the hybrid vehicle are improved, and the traveling characteristics and drivability are improved.

According to a second aspect of the present invention, there are provided a plurality of driving power sources for driving wheels, a transmission connected to any one of the driving power sources, and a driving power source connected to the transmission. provided in a power transmission path leading to the speed change unit from, and, in the hybrid vehicle and a clutch mechanism is engaged freed-engagement in order to block, transmits the driving force, the transmission
Of the clutch mechanism during driving of the driving force source connected to
First detecting means for detecting disengagement / engagement, and the clutch machine
When the mechanism is switched from release to engagement,
When the driving force to be compensated for by the driving force of another driving force source
Both control the driving force of the driving force source connected to the transmission.
The less the accelerator pedal is depressed, the more
Set a large auxiliary torque to be supplemented by another driving force source.
And a second control means .

Therefore, according to the invention described in claim 2 , the clutch mechanism is switched from disengagement to engagement.
In this case, the driving force for the wheels is changed to the driving force of another driving force source.
As well as the driving force source connected to the transmission.
The amount of depression of the accelerator pedal that controls the driving force is small.
The larger the auxiliary torque that is supplemented by other driving power sources
Is set .

[0012]

Next, the present invention will be described in detail with reference to the accompanying drawings. First, the invention described in claim 1 will be described in detail based on the first embodiment shown in FIGS. This invention, when starting the hybrid car,
Even if the depression timing and the depression amount of the accelerator pedal are inappropriate and the engagement operation of the clutch mechanism cannot be performed smoothly, it is intended to obtain a good startability. A driving force source, for example, an engine 1 is mounted on a front portion of the hybrid vehicle shown in FIG. Specifically, an internal combustion engine such as a gasoline engine, a diesel engine, and an LPG engine is used as the engine 1.

A generator 3 connected to a battery 2 and converting mechanical energy into electric energy is provided at a front portion of the hybrid vehicle. An engine 1 is provided at a rear portion of the hybrid vehicle. Different kinds of driving force sources, for example, a motor 4 for converting electric energy into mechanical energy are provided. A generator 3 is provided beside the engine 1, and a main shaft 8 of the generator 3 is connected to the engine 1.

A clutch mechanism 10 including a wet or dry friction clutch or an electromagnetic clutch is provided via the output shaft 5 on the side of the engine 1 opposite to the generator 3. A transmission 13 having an input shaft 11 and a counter shaft 9 is provided beside the clutch mechanism 10. This transmission 1
Reference numeral 3 denotes a manual transmission having a known structure in which a plurality of gear trains (not shown) meshing with each other on the input shaft 11 and the counter shaft 9 are provided. For example, five forward gears and one reverse gear can be set. Configuration.

Then, the torque of the output shaft 5 is input to the input shaft 11 of the transmission 13 via the clutch mechanism 10, and the torque is reduced, increased, or reversed by the transmission 13 and transmitted to the differential 12. This torque is transmitted to the front wheels 6 via the drive shaft 7.

On the other hand, an output shaft of a motor 4 disposed at the rear of the hybrid vehicle is connected to a reduction mechanism 14 composed of, for example, a planetary gear mechanism and a differential 15, and the output of the motor 4 is reduced. After being decelerated, the power is transmitted to the rear wheels 16 via the left and right drive shafts 17.

FIG. 2 is a block diagram showing a main control circuit of the hybrid vehicle, and an electronic control unit (ECU) 1
8 is a central processing unit (CPU) and a memory (RO)
M, RAM) and a microcomputer having an input / output interface. The electronic control unit 18 includes an on / off switch of an ignition switch 19.
An off signal, a signal of a shift position detection switch 20 for detecting a shift position of the transmission 13, an on / off signal of an assist switch 21, front wheels 6 and rear wheels 1
6, a signal of a vehicle speed sensor 22 for an ABS (anti-lock brake system), a signal of a parking brake switch 23 for detecting an operation state of a parking brake (not shown), and detection of depression of a brake pedal (not shown). From the brake lamp switch 24, an operation for increasing the driving force of the engine 1, specifically, a signal from a throttle opening sensor 25 for detecting the throttle opening θ based on the amount of depression of an accelerator pedal (not shown). ,
A signal of a clutch pedal stroke sensor 26 for detecting the amount of depression of a clutch pedal (not shown), an on / off signal of a hybrid switch (switching means in claim 2) 27, a rotation sensor 28 of the output shaft 5 of the engine 1
, A signal of the wear state detection sensor 29 for detecting the wear state of the clutch mechanism 10, a voltage signal of the battery 2, and the like.

The hybrid vehicle having the above configuration has an engine 1
The first mode in which the vehicle runs only with the driving force of the motor 4, the second mode in which the vehicle runs with the driving force of the engine 1 and the driving force of the motor 4, and the third mode in which the vehicle runs only by the driving force of the motor 4 can be selected.

When traveling in the first mode, the assist switch 21 is turned off, and when traveling in the second mode, the assist switch 21 is turned on. When the assist switch 21 is turned on, the motor 4 is not driven (free).
Control is performed to compensate for the driving force of the engine 1 such that the driving force is increased by increasing the voltage applied to the motor 4 in the driving state.

When the vehicle runs in the third mode, the hybrid switch 27 is turned on, and even when the engine 1 is driven, its driving force is transmitted to the generator 3 to generate power. Control such as not being transmitted is performed.

When the traveling mode is selected, the electronic control unit 21 determines the traveling state of the vehicle based on the various input signals.
Judgment and evaluation of the driving operation contents, the state of the transmission 13, etc.,
A control signal is output to the engine 1, the generator 3, the motor 4, and the like.

For this reason, the electronic control unit 18 stores data for executing the above-mentioned judgment and evaluation, for example, the reference vehicle speed, the reference depression amount of the clutch pedal, the throttle opening, the driving force of the engine 1 and the driving force of the motor 4. The data such as the reference time to be supplemented by is stored in advance.

Next, an example of control for starting the hybrid vehicle will be described with reference to the flowchart of FIG. First, the electronic control unit 18 determines whether or not the ignition switch 19 is on (step 1). If the determination result is "yes", the electronic control unit 18 determines whether or not the assist switch 21 is on. Is determined (step 2).

If the result of the determination in step 2 is "yes", the electronic control unit 18 determines whether or not the brake lamp switch 24 is off (step 3). If the determination result of step 3 is "yes", the electronic control unit 18 determines whether the parking brake switch 23 is off (step 4).

If the result of the determination in step 4 is "yes" and the electronic control unit 18 compares the detected vehicle speed V input from the vehicle speed sensor 22 with a reference vehicle speed stored in advance, the detected vehicle speed V It is determined whether or not is less than or equal to the reference vehicle speed (step 5). This reference vehicle speed is set to an extremely low vehicle speed, for example, about 3 km / h. This is because there is no need to assist the driving force when the vehicle is coasting at a certain speed.

If the result of the determination in step 5 is "YES", the electronic control unit 18 determines whether or not the detected depression amount S of the clutch pedal is equal to or larger than a reference depression amount stored in advance (step S5). 6). The reference stepping amount is set to, for example, about の of the maximum stepping amount. The reason why the reference depression amount is set to about ／ of the maximum depression amount is that the clutch mechanism 10 is half-clutched within this depression amount range, and the output of the engine 1 is gradually transmitted from this state. It is. Step 6 corresponds to the first detecting means of the present invention.

If the result of the determination in step 6 is "yes", the electronic control unit 18 sets the shift position of the transmission 9 to one of the first speed, the second speed, or the reverse speed of the forward gear. Is determined (step 7),
If the determination result of step 7 is "yes", it is determined whether or not the accelerator pedal is depressed (step 8).

If the result of the determination in step 8 is "YES", the motor 4 is driven by the electronic control unit 18 and the driving force of the motor 4 is transmitted to the rear wheels 16 to assist the hybrid vehicle in starting (step 8). 9). Step 9 corresponds to the first control hand stage and the second control means of the present invention.

If the result of the determination in step 2, step 3, step 4, step 5, or step 6 is "NO", the motor 4 is in the non-drive state (non-assist).
(Step 10), and returns to Step 2. If the result of the determination in step 7 is "NO", a warning that the vehicle cannot be started at the current shift position is given by voice or ramp (step 11), and then the process proceeds to step 10
Proceed to. Further, when the result of the determination in step 8 is “NO”, the process returns to step 2.

FIG. 4 is a flow chart showing an example of control contents after step 9 in the flow chart of FIG. After step 9, the electronic control unit 18 determines whether the ignition switch 19 is off (step 10). If the result of the determination in step 10 is "no", the electronic control unit 18 turns off the assist switch 21. It is determined whether or not (step 11). If the determination result of step 11 is "NO", the electronic control unit 18 determines whether the detected vehicle speed V has become equal to or higher than the reference vehicle speed (step 12). The reference vehicle speed is set to, for example, about 10 km / h.

If the result of the determination in step 12 is "NO", the electronic control unit 18 determines whether or not the auxiliary time by the motor 4 has exceeded the reference time (step 13). The reference time is set to, for example, about 5 seconds. The reason why the reference time is set to about 5 seconds is to prevent the battery 2 from being discharged by driving the motor 4 for a long time.

As described above, when the result of the determination in steps 10 to 13 is "NO", the motor 4
Assistance will continue. If the determination result in step 10 to step 13 is “yes”,
The motor 4 is not driven (free) and enters a standby state (step 14). After step 14, when the driver performs a clutch pedal operation such as a shift operation, the same steps are started again from the start.

As described above, according to the control example shown in FIG. 3 or FIG. 4, when the hybrid vehicle is running with the front wheels 6 driven by the driving force of the engine 1, the clutch mechanism 10 is released (driving force). Front wheel 6 which is generated until the state is switched from the disconnected state to the engaged state (the state of transmission of the driving force).
Is reduced by transmitting the driving force of the motor 4 to the rear wheels 16.

Therefore, irrespective of the operation state of the clutch pedal and the accelerator pedal, that is, the depression amount and the depression timing, or the return amount and the return timing,
The ideal driving force of the hybrid vehicle as a whole, specifically, the driving force with no excess or shortage is transmitted to the front wheels 6 and the rear wheels 16, and it is possible to prevent the clutch pedal from being operated incorrectly at the time of starting and the vehicle from rattling. The ability is improved.
Further, in this embodiment, the case where the assist is performed only when the vehicle starts is described. However, the case where the gear stage of the transmission 13 is switched during traveling and the clutch mechanism 10 shifts from the disengaged state to the engaged state. Of the driving force
By assisting with the driving force of the motor 4, good acceleration performance can be obtained.

In the control example shown in FIG. 3 or FIG. 4, control is performed to drive the motor 4 in the non-drive state to compensate for the decrease in the driving force of the front wheels 6. Is driven to transmit the driving force to the rear wheel 16 to travel, and the voltage applied to the motor 4 when the clutch mechanism 10 is switched from the disengaged state to the engaged state is transmitted to the rear wheel 16. It is also possible to supplement the driving force of the front wheels 6 by performing control to increase the driving force.

Since the torque capacity of the clutch mechanism 10 varies depending on the state of its components, for example, a worn state, the driving force of the motor 4 is transmitted to the rear wheels 16 in accordance with the torque capacity of the clutch mechanism 10. Is desirable. Generally, the clutch mechanism 10 includes a diaphragm spring system, a coil spring system, and the like.
When a diaphragm spring system is used as the clutch mechanism 10, it is desirable to set an effective driving force transmission area of the motor 4 corresponding to the amount of depression of the clutch pedal based on, for example, the following conditions. .

FIG. 5 shows a load P of a diaphragm spring generally used as a spring for a clutch mechanism.
FIG. 6 is a characteristic curve diagram showing a relationship between the deflection amount of the diaphragm spring and the amount δ of the diaphragm spring. Q indicates the use area and the half-clutch range of the new, that is, unworn clutch disc product, R indicates the use area of the diaphragm spring of the clutch disc wear product that has been used for a certain period, and Z indicates the release point of the clutch mechanism. , And W indicates a wear allowance in design. It can be seen that the use area R of the clutch disc wear product is wider than the use area Q of the clutch disc wear product, and the clutch disc wear product has a wider use area than the new product.

FIG. 6 is a characteristic curve diagram showing the relationship between the load P applied to the clutch pedal and the depression amount S of the clutch pedal. In the figure, a solid line indicates a clutch disc unworn product, and a dashed line indicates a clutch disc worn product.
B _N indicates the clutch engagement point of the clutch disc unworn product, and A _N indicates the half clutch starting point of the clutch disc unworn product. B _O indicates the clutch engagement point of the clutch disc wear product, and A _O indicates the half clutch start point of the clutch disc wear product.

As described above, the clutch engagement point B _N and the half-clutch start point A _N of the unworn clutch disc product are smaller than the engagement point B _O and the half-clutch start point A _O of the clutch disc wear product. It can be seen that there is an area where the depression amount is small and an area where the load applied to the clutch pedal is low.

Therefore, when the driving force of the front wheel 6 is supplemented by the driving force of the motor 4 as in the present invention, the clutch engagement point B _N of the unworn clutch disc and the half-clutch start of the worn clutch disc are started. If the motor 4 is driven in the clutch pedal depression area including the point A _O , the driving force of the front wheels 6 can be efficiently supplemented by the motor 4 regardless of the state of the clutch disk.

FIG. 7 is a characteristic diagram showing the relationship between the amount of depression of the clutch pedal, that is, the stroke, and the auxiliary torque T _M obtained by the driving force of the motor 4. Note that FIG. 7 is obtained by assuming the time of starting the hybrid vehicle, the clutch engagement point B _N of the clutch disc unworn goods
This is a control example in which the motor 4 is driven in an area where the clutch pedal is depressed, for example, an area D to A, which includes the half-clutch start point A _O of the clutch disk wear product.

In this control example, the auxiliary torque is varied according to the depression amount of the accelerator pedal. That is, the setting is such that the assist torque increases as the depression amount of the accelerator pedal decreases. In this example,
A solid line E indicates the accelerator opening θ = 0%, a solid line F indicates the accelerator opening θ = 3%, and a solid line G indicates the accelerator opening θ = 10%.
%, And the solid line H indicates the accelerator opening θ = 20%. This is because the smaller the accelerator opening is, the smaller the driving force transmitted to the front wheels 6 is, and the more insufficient the driving force required for starting the hybrid vehicle is. When the accelerator opening is large, sudden start is prevented by suppressing the auxiliary torque.

Therefore, when the control example shown in FIG. 3 or FIG. 4 is executed, the wear state and the service period of the components of the clutch mechanism 10, for example, the clutch disk, are detected by the wear state detection sensor 29, and the detection signal is provided. Is input to the electronic control unit 18 and the driving range and applied voltage of the motor 4 are adjusted in the state shown in FIG. , And the driving characteristics and drivability are further improved.

[0044]

[0045]

[0046]

[0047]

[0048]

[0049]

[0050]

[0051]

[0052]

In the present invention, a motor generator having a powering function and a regenerative function is used as the generator 3 or the motor 4, and the driving force of the front wheel 6 is supplemented by the powering function of the generator 3. A configuration in which the battery 2 is charged by the regeneration function of the motor 3 may be employed. Note that a hydraulic motor can be used as the motor. The function of the accelerator pedal is different between the normal running mode and the hybrid running mode. In the hybrid running mode, it is not necessary to adjust the output of the engine. Therefore, it is better not to mechanically connect the accelerator pedal with an electronic throttle or the like.

In the above embodiment, an FF vehicle is used as a base, and an engine and a power train driven by the engine are mounted on a front portion of the vehicle. Another driving force source (motor) and a motor are provided on a rear portion of the vehicle. And the power train driven by the engine is mounted.However, even if a configuration in which the drive train of the engine and the power train of another driving force source are connected in series is adopted, Similar effects can be obtained.

[0055]

As described above, according to the first aspect of the present invention, in the hybrid vehicle, when the clutch mechanism is gradually switched from disengagement to engagement and the driving force transmitted to the wheels decreases. The shortage of the driving force can be compensated for by the driving force of another driving force source. For this reason, the driving force without excess or deficiency is transmitted to the wheels regardless of the operation state of the clutch pedal, that is, the depression timing and the depression amount, or the return timing and the return amount, and the transmission and the response of the driving force are improved. The driving characteristics and drivability are improved . Also, due to the wear of the clutch mechanism,
Even if the clutch capacity fluctuates, the torque capacity of the clutch mechanism
The optimal auxiliary driving force can be obtained according to the excess or
Driving characteristics and drivability are further improved.

According to the second aspect of the present invention, the
When the switch mechanism is switched from release to engagement,
To the driving force of other driving force source
Controls the driving force of the driving force source connected to the transmission
The smaller the amount of depression of the accelerator pedal that
The auxiliary torque to be supplemented by the power source is set large.
This means that the smaller the accelerator opening, the more connected to the transmission
The driving force transmitted to the wheels from the
Is the driving force required for starting the brid car insufficient?
It is. If the accelerator opening is large,
Sudden start can be prevented by suppressing luck. Accordingly
Te, run line characteristics and drivability is improved.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a schematic configuration of a hybrid vehicle according to a first embodiment and a second embodiment of the present invention.

FIG. 2 is a block diagram showing a control circuit of the hybrid vehicle according to the first and second embodiments of the present invention.

FIG. 3 is a flowchart illustrating a control example of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 4 is a flowchart illustrating a control example of the hybrid vehicle according to the first embodiment of the present invention.

FIG. 5 is a characteristic curve diagram showing a relationship between a deflection amount and a load of a diaphragm spring used for a clutch mechanism of a transmission in the first embodiment of the present invention.

FIG. 6 is a characteristic curve diagram showing a relationship between a depression amount of a clutch pedal and a load in the first embodiment of the present invention.

FIG. 7 is a diagram showing a relationship between a depression amount of a clutch pedal and a driving area of a motor in the first embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine (drive power source) 2 Battery 4 Motor (drive power source) 6 Front wheel (wheel) 10 Clutch mechanism 13 Transmission 16 Rear wheel (wheel)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI B60L 11/14 F02D 29/02 D 15/20 B60K 9/00 Z F02D 29/02 (56) References JP-A-6-247166 (JP, A) JP-A-5-8639 (JP, A) JP-A-63-305797 (JP, A) JP-A-8-88905 (JP, A) JP-A-6-22537 (JP, U) Kaihei 7-3203 (JP, U) JP 7-102783 (JP, B2) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 6/02 B60K 9/00 B60K 17/356 B60L 11/00-11/18 F02D 29/00-29/06

Claims (2)

(57) [Claims] 1. A plurality of driving power sources for driving wheels, a transmission connected to any one of the driving power sources, and a power transmission from the driving power source connected to the transmission to the transmission A clutch mechanism provided on a path and disengaged / engaged to interrupt / transmit the driving force, wherein the clutch is being driven by a driving force source connected to the transmission. first detecting means for detecting a release-engagement mechanism, when the clutch mechanism is switched to the engagement from releasing, the driving force to the wheel, not compensated by the driving force of the other driving force source Rutotomoni, Driving force supplemented by this driving force source
In accordance with the state of wear of the clutch mechanism.
A hybrid vehicle comprising control means. 2. A plurality of driving power sources for driving wheels, a transmission connected to any one of the driving power sources, and a power transmission from the driving power source connected to the transmission to the transmission. A clutch mechanism provided on a path and disengaged / engaged for interrupting / transmitting the driving force, wherein the clutch is driven by a driving force source connected to the transmission.
First detecting means for detecting release / engagement of the switch mechanism;
When the clutch mechanism is switched from disengaged to engaged,
The driving force for the wheels is controlled by the driving force of another driving force source.
And a driving force source connected to the transmission.
The amount of depression of the accelerator pedal that controls the driving force is small.
The greater the auxiliary torque that is supplemented by the other driving power source
A hybrid vehicle, comprising: a second control unit for setting the threshold value .