JP4597043B2 - Vehicle, drive device, and vehicle control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more surely achieve backward traveling when a shift position is changed from a drive position to a reverse position during the down-shift of a transmission in a vehicle traveling by using a power for forward traveling from an engine and a power to be output from a motor through a transmission. <P>SOLUTION: When the shift position is changed to the reverse position during downshift (S170, S180), an engine is independently operated until the downshift is completed, and a motor is controlled by a torque command Tm2* based on a request torque Tr* (S190, S240). Thus, when the shift position has been changed to the reverse position during the downshift, the torque for forward traveling to be output from an engine to an axle can be suppressed from being larger than a torque for backward traveling to be output from the motor through the transmission to the axle, and that the backward traveling can be much more accurately achieved. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a vehicle, a drive device, and a vehicle control method.

Conventionally, in this type of vehicle, a sun motor, a carrier, and a ring gear of a planetary gear mechanism are connected to a first motor generator, an internal combustion engine, and a wheel drive shaft, respectively, and a second drive device is connected to the wheel drive shaft via a transmission. The thing to which the motor generator was connected is proposed (for example, refer patent document 1). In this vehicle, the axle torque is output from the internal combustion engine and the second motor generator by changing the gear position of the transmission having a plurality of clutches according to the axle torque.
Japanese Patent Laid-Open No. 15-127681 (FIG. 6)

  In some of these vehicles, when the vehicle speed decreases, the gear stage of the transmission is downshifted to the low vehicle speed stage side in preparation for the next start or acceleration. In this case, when the vehicle speed rapidly decreases, the vehicle may stop or become a low vehicle speed before the downshift is completed, and the shift position may be changed from the drive position for forward travel to the reverse position for reverse travel. When downshifting by changing the clutch connection state, a portion of the torque output from the second motor generator may not be transmitted to the wheel drive shaft by the transmission before the downshift is completed. When the shift position is changed from the drive position to the reverse position, the forward running torque output from the internal combustion engine to the wheel drive shaft via the planetary gear mechanism is driven from the second motor generator via the transmission. The reverse running torque output to the shaft becomes larger, and there is a case where the reverse running is impossible even though the shift position is in the reverse position.

  According to the vehicle, the drive device, and the vehicle control method of the present invention, the shift position is changed from the forward travel position to the reverse travel position while the transmission connected to the rotating shaft and the axle side of the electric motor is being shifted. When the vehicle is changed to, it aims to travel more reliably.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention
An internal combustion engine device that has an internal combustion engine and outputs a driving force for forward traveling to the axle side when the internal combustion engine is operated;
An electric motor that can input and output power;
Transmission means connected to the rotating shaft of the electric motor and the axle side, and transmitting power between the rotating shaft and the axle side with a change in gear position;
Required driving force setting means for setting required driving force required for traveling;
When the shift position is changed from the forward travel position to the reverse travel position while the predetermined speed change of the speed change means is being performed, the predetermined change of the speed change speed of the speed change means is continued. In this state, the internal combustion engine device, the electric motor, and the transmission means are driven so that the driving force output from the internal combustion engine device to the axle side is limited and the vehicle is driven by the driving force based on the set required driving force. Control means for controlling;
It is a summary to provide.

  In the vehicle of the present invention, when the shift position is changed from the forward travel position to the reverse travel position while the predetermined shift stage of the transmission means is being changed, the predetermined shift stage of the transmission means is changed. When the change is continued and the internal combustion engine is operated and the internal combustion engine is operated, the driving force output to the axle side from the internal combustion engine device that outputs the driving force for forward traveling to the axle side is limited and travels. The internal combustion engine device, the electric motor, and the speed change means are controlled so as to travel with the driving force based on the required driving force required for the operation. Thus, when the shift position is changed from the forward travel position to the reverse travel position while the predetermined speed change of the speed change means is being performed, the forward travel output from the internal combustion engine device to the axle side is performed. It can be suppressed that the driving force for traveling becomes larger than the driving force for backward traveling output from the electric motor to the axle side via the transmission, and the traveling backward can be performed more reliably. Here, the predetermined change may be a change in the gear position of the transmission means performed with a decrease in the vehicle speed.

  In such a vehicle of the present invention, the control means may be a means for limiting the driving force output from the internal combustion engine device to the axle side by operating the internal combustion engine independently. By so doing, it is possible to further limit the forward driving force output from the internal combustion engine device to the axle side.

  In the vehicle of the present invention, the speed change means may be a means for changing a gear position by changing a connection state of a plurality of clutches. In this case, when changing the connection state of the plurality of clutches and changing the shift stage of the transmission unit, the axle may not be able to transmit part of the power output from the electric motor by the transmission unit. By limiting the driving force that is output from the internal combustion engine device to the axle side, the forward traveling drive force that is output from the internal combustion engine device to the axle side is output from the electric motor to the axle side via the transmission. It can suppress becoming larger than the driving force for use. Here, the “clutch” includes a normal clutch that connects two rotating systems, and also includes a brake that fixes one rotating system to a non-rotating system such as a case.

  Furthermore, in the vehicle of the present invention, the internal combustion engine device is connected to the output shaft of the internal combustion engine and the axle side, and can output power to the output shaft and the axle side with input and output of electric power and power. It can also be a device having power power input / output means. In this case, the power motive power input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the axle shaft, and the rotating shaft, and is based on the power input / output to any two of the three shafts. It can also be a means provided with a three-axis power input / output means for inputting / outputting power to / from the shaft and a generator capable of inputting / outputting power to / from the rotating shaft.

The drive device of the present invention is
A drive device mounted on a vehicle including an internal combustion engine device that has an internal combustion engine and outputs a driving force for forward traveling to the axle side when the internal combustion engine is operated,
An electric motor that can input and output power;
Transmission means connected to the rotating shaft of the electric motor and the axle side, and transmitting power between the rotating shaft and the axle side with a change in gear position;
Required driving force setting means for setting required driving force required for traveling;
When the shift position is changed from the forward travel position to the reverse travel position while the predetermined speed change of the speed change means is being performed, the predetermined change of the speed change speed of the speed change means is continued. In this state, the internal combustion engine device, the electric motor, and the transmission means are driven so that the driving force output from the internal combustion engine device to the axle side is limited and the vehicle is driven by the driving force based on the set required driving force. Control means for controlling;
It is a summary to provide.

  In the drive device according to the present invention, when the shift position is changed from the forward travel position to the reverse travel position while the predetermined speed change of the speed change means is being performed, the speed change speed of the speed change means is predetermined. When the internal combustion engine is operated with the internal combustion engine being operated, the driving force output to the axle side from the internal combustion engine device that outputs the driving force for forward traveling to the axle side is limited. The internal combustion engine device, the electric motor, and the transmission means are controlled so as to travel with a driving force based on a required driving force required for traveling. Thus, when the shift position is changed from the forward travel position to the reverse travel position while the predetermined speed change of the speed change means is being performed, the forward travel output from the internal combustion engine device to the axle side is performed. It can be suppressed that the driving force for traveling becomes larger than the driving force for backward traveling output from the electric motor to the axle side via the transmission, and the traveling backward can be performed more reliably.

The vehicle control method of the present invention includes:
An internal combustion engine device that has an internal combustion engine and outputs a driving force for forward travel to the axle side when the internal combustion engine is operated, an electric motor capable of inputting and outputting power, a rotating shaft of the electric motor, and the axle side A speed change means for transmitting power between the rotary shaft and the axle side with a change in gear position, and a vehicle control method comprising:
When the shift position is changed from the forward travel position to the reverse travel position while the predetermined speed change of the speed change means is being performed, the predetermined change of the speed change speed of the speed change means is continued. The internal combustion engine device, the electric motor, and the speed change means are configured to travel with a driving force based on a required driving force required for traveling with the driving force output from the internal combustion engine device to the axle side being limited. It is characterized by controlling.

  In the vehicle control method of the present invention, when the shift position is changed from the forward travel position to the reverse travel position while the predetermined speed change of the speed change means is being performed, the speed change speed of the speed change means is changed. In the state where the predetermined change is continued, when the internal combustion engine is operated and the internal combustion engine is operated, the driving force output to the axle side from the internal combustion engine device that outputs the driving force for forward traveling to the axle side is limited. Then, the internal combustion engine device, the electric motor, and the transmission means are controlled so as to travel with the driving force based on the required driving force required for traveling. Thus, when the shift position is changed from the forward travel position to the reverse travel position while the predetermined speed change of the speed change means is being performed, the forward travel output from the internal combustion engine device to the axle side is performed. It can be suppressed that the driving force for traveling becomes larger than the driving force for backward traveling output from the electric motor to the axle side via the transmission, and the traveling backward can be performed more reliably.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. For example, a signal from a crank position sensor 23 attached to the crankshaft 26 is input to the engine ECU 24. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The ring gear 32 is mechanically coupled to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37, the differential gear 38, and the axle 36.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of the double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor 51 attached to the battery 50, and the like are input, and the data on the state of the battery 50 is electronically controlled by communication as necessary. Output to unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  In the hybrid vehicle 20 of the embodiment, the positions of the shift lever 81 detected by the shift position sensor 82 are the parking position (P position), neutral position (N position), drive position (D position), reverse position (R Position).

  The hybrid vehicle 20 of the embodiment thus configured includes a ring gear connected to the drive wheels 63a and 63b via the axle 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The required torque to be output to the shaft 32a is calculated, and the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of hybrid vehicle 20 configured in this way, particularly the operation when shift position SP is changed from the D position to the R position while downshifting transmission 60 will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first shifts the shift position SP from the shift position sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84, and the brake pedal position sensor 86. Processing for inputting data necessary for control such as the brake pedal position BP, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50 is executed (step S100). . Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is input in this way, the torque required for the vehicle is output to the ring gear shaft 32a connected to the drive wheels 39a, 39b based on the input shift position SP, accelerator opening Acc, brake pedal position BP, and vehicle speed V. The power demand torque Tr * and the power demand Pe * required for the engine 22 are set (step S110). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr *. When Acc, brake pedal position BP, and vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. Here, the rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k.

  Subsequently, it is determined whether or not a shift request for the transmission 60 has been made (step S120). In the embodiment, the shift request is made at a predetermined timing based on the required torque Tr * and the vehicle speed V when the shift position SP is in the D position, and is not made when the shift position SP is in the R position. It was supposed to be. Therefore, when the shift position SP is the R position, the transmission 60 travels in the Lo gear state. When the transmission request for the transmission 60 is not made, the target rotational speed Ne * of the engine 22 is set so that the engine 22 is operated at an efficient operating point consisting of the rotational speed and the torque based on the set required power Pe *. A target torque Te * is set (step S130).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (= V · k) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed of the motor MG1 is given by the following equation (1). Nm1 * is calculated, and a torque command Tm1 * of the motor MG1 is calculated by the equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S140). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 4 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. A torque in the vehicle forward direction (hereinafter, this torque is referred to as a direct torque Ter) and a torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35 are shown. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-V ・ k / ρ (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). And the current gear ratio Gr of the transmission 60 is calculated by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr (= V · k) of the ring gear shaft 32a (step S210). (Step S220), the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the transmission 6 Is used to calculate the temporary motor torque Tm2tmp as a torque to be output from the motor MG2 using the equation (5) (step S230), and the temporary motor torque Tm2tmp is limited by the calculated torque limits Tmin and Tmax. The torque command Tm2 * of the motor MG2 is set as the obtained value (step S240). Thus, by setting the torque command Tm2 * of the motor MG2, the required torque Tr * output to the ring gear shaft 32a can be set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. . Equation (5) can be easily derived from the collinear diagram of FIG. 4 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S250), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  When a shift request for the transmission 60 is made in step S120, it is determined whether or not a shift is in progress (step 150), and when the shift is not in progress, an instruction to start a shift process is given (step SS160). When the start of the shift process is instructed, the hybrid electronic control unit 70 starts executing the shift process routine illustrated in FIG. 5 in parallel with the drive control routine of FIG. 3. Here, the description of the drive control routine of FIG. 3 is temporarily interrupted, and the shift process routine of FIG. 5 is described.

  In the shift process routine, the CPU 72 of the hybrid electronic control unit 70 first determines the direction in which the gear position of the transmission 60 is changed (step S300). During an upshift to change from the Lo gear state to the Hi gear state, the brake B2 is turned off (step S310), the brake B1 is frictionally engaged (step S320), and the rotational speed Nr of the ring gear shaft 32a is set. The rotation speed Nm2 of the motor MG2 is in the vicinity of the rotation speed Nm2 * (= Nr · Ghi) of the motor MG2 after the shift calculated by multiplying (= V · k) by the gear ratio Ghi of the Hi gear state of the transmission 60. (Steps S330 to S350), the brake B1 is completely turned on (step S360), and the shift processing routine is terminated. On the other hand, at the time of downshift to change from the Hi gear state to the Lo gear state, the brake B1 is turned off (step S370), and the gear ratio Glo in the Lo gear state of the transmission 60 is set to the rotational speed Nr of the ring gear shaft 32a. The motor MG2 torque is output to the positive side until the rotational speed Nm2 of the motor MG2 reaches the vicinity of the rotational speed Nm2 * (= Nr · Glo) of the motor MG2 after shifting calculated by multiplication (steps S380 to S400), and the brake B2 Is turned on (step S410), and the shift process routine is terminated. Thus, the brake B1 is turned off and the brake B2 is turned on during the upshift, and the brake B1 is turned on and the brake B2 is turned off. When the downshift is performed, the brake B1 is turned on and the brake B2 is turned off. Therefore, the brake B1 is turned off and the brake B2 is turned on. When the shift process is completed in this way, the next time the drive control routine of FIG. 3 is executed, it is determined in step S120 that a shift request for the transmission 60 has not been made.

  Returning to the description of the drive control routine of FIG. Next, it is determined whether the shift request of the transmission 60 is a request for an upshift or a request for a downshift (step S170), and when it is determined that the shift request is a request for a downshift, the shift position SP. Is in the R position (step S180). As described above, since the shift request of the transmission 60 is not performed when the shift position is in the R position, the determination in step S180 is whether the shift position SP has been changed from the D position to the R position before the shift process is completed. This is a process for determining whether or not. The shift lever 81 is not changed to the R position even when the shift request of the transmission 60 is determined to be an upshift request or when the shift request of the transmission 60 is determined to be a downshift request. If it is determined, the processes of steps S130, S140, S210 to S250 described above are executed, and the drive control routine is terminated. In this case, the gear stage of the transmission 60 is changed while controlling the engine 22 and the motors MG1, MG2 so that torque based on the required torque Tr * is output to the ring gear shaft 32a. On the other hand, when it is determined in steps S170 and S180 that the shift request of the transmission 60 is a downshift request and it is determined that the shift position SP has been changed to the R position, it was set when this routine was executed last time. A self-sustained operation command is transmitted to the engine ECU 24 so that the engine 22 operates independently at the target rotational speed Ne * (step S190), and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S200). The process of S250 is executed and the drive control routine is terminated. Now, when the shift position SP is changed from the D position to the R position while the transmission 60 is being downshifted as the vehicle speed decreases, for example, the transmission is accompanied by sudden deceleration from a certain vehicle speed V. Consider a case in which the shift position SP is changed from the D position to the R position before the downshift is completed while the vehicle stops or the vehicle speed becomes low while the 60 is downshifted. When downshifting the transmission 60, as described above, since the brake B1 is turned on and the brake B2 is turned off, the brake B1 is turned off and the brake B2 is turned on. In some cases, a portion of the torque output from the motor cannot be transmitted to the ring gear shaft 32a by the transmission 60. Further, the direct torque Ter from the engine 22 is output as a torque in the vehicle forward direction, as shown in the alignment chart of FIG. Therefore, when the shift position SP is changed from the D position to the R position before the downshift is completed, the torque based on the required torque Tr * is output to the ring gear shaft 32a without limiting the output torque from the engine 22. When the target torque Te * of the engine 22 and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the direct torque Tor in the vehicle forward direction from the engine 22 is transmitted from the motor MG2 via the transmission 60 to the ring gear shaft. There is a case where the torque in the backward direction of the vehicle output to 32a becomes larger, and in this case, the vehicle cannot travel backwards even though the shift position SP is in the R position. On the other hand, when the shift position SP is changed from the D position to the R position before the downshift is completed, the engine 22 is operated independently and the torque command Tm1 * of the motor MG1 is set to 0 until the downshift is completed. When the torque command Tm2 * of the motor MG2 is set so that the torque based on the requested torque Tr * is set and output to the ring gear shaft 32a, the direct torque Tor in the vehicle forward direction from the engine 22 is reduced from the motor MG2 during the downshift. It can be suppressed that the torque in the reverse direction of the vehicle output to the ring gear shaft 32a via the transmission 60 is increased, and the vehicle can travel more reliably. When the downshift of the transmission 60 is completed in this way, it is determined in step S120 that the transmission request for the transmission 60 has not been made, and the processing from step S130 is executed. In this case, the operating state of the engine 22 shifts from a state where the engine 22 is operating independently to a state where torque is output. Note that the target torque Te * of the engine 22 after the downshift is completed is immediately set to a value based on the required power Pe * in the embodiment for ease of explanation, but rate processing or the like is performed. Thus, it may be set so as to gradually increase toward a value based on the required power Pe *.

  According to the hybrid vehicle 20 of the embodiment described above, when the shift position SP is changed from the drive position (D position) to the reverse position (R position) while the transmission 60 is downshifted, Since the motor MG2 is controlled by the torque command Tm2 * based on the required torque Tr * while the engine 22 is autonomously operated, the forward traveling torque output from the engine 22 to the ring gear shaft 32a via the power distribution integration mechanism 30 is the motor. It is possible to suppress the reverse traveling torque output from the MG 2 via the transmission 60 to the ring gear shaft 32a from being increased, so that the reverse traveling can be performed more reliably.

  In the hybrid vehicle 20 of the embodiment, when the shift position SP is changed from the D position to the R position while the transmission 60 is being downshifted, the engine 22 is independently operated regardless of the vehicle speed V. The motor MG2 is controlled by the torque command Tm2 * based on the required torque Tr *, but the condition that the shift position SP is changed from the D position to the R position while the transmission 60 is downshifted. In addition to this, when the condition that the vehicle speed V is less than a predetermined vehicle speed Vref (for example, 10 km / h) is satisfied, the engine 22 is operated independently and the motor MG2 is controlled by the torque command Tm2 * based on the required torque Tr *. It is good. In this case, when the condition that the vehicle speed V is less than the predetermined vehicle speed Vref is not satisfied even when the condition that the shift position SP is changed from the D position to the R position is satisfied, for example, the shift position SP is changed to the N position. The same control as that at a certain time may be performed. Here, as the control when the shift position SP is at the N position, for example, the engine 22 can be independently operated at the idle rotation speed Nidl and the inverters 41 and 42 of the motors MG1 and MG2 can be gated off.

  In the hybrid vehicle 20 of the embodiment, when the shift position SP is changed from the D position to the R position while the transmission 60 is being downshifted, the engine 22 is set to the previously set target rotational speed (previous Ne). *), But the target speed Ne * when the engine 22 is operated independently is not limited to the previously set target speed (previous Ne *). For example, the idling speed Nidl is It may be used.

  In the hybrid vehicle 20 of the embodiment, when the shift position SP is changed from the D position to the R position while the transmission 60 is being downshifted, the engine 22 is operated independently and a torque command Tm1 having a value of 0 is set. Although the motor MG1 is controlled by *, the motor MG1 is not limited to the one that operates the engine 22 independently, and may be any one that limits the direct torque Ter from the engine 22. FIG. 6 shows a part of an example of a modified drive control routine. The drive control routine of FIG. 6 is the same as the drive control routine of FIG. 3 except that the processes of steps S500 to S520 are performed instead of the processes of steps S190 and S200 of the drive control routine of FIG. Therefore, the same process is given the same step number, and detailed description thereof is omitted. In this drive control routine, when the shift position SP is changed from the D position to the R position during downshifting (steps S170 and S180), the required power Pe * set in step S110 is used as the engine. The required power Pe * is reset by limiting with the predetermined power P1 set as the power that does not blow up 22 (step S500), and the target rotational speed Ne * of the engine 22 based on the reset required power Pe *. And the target torque Te * are set (step S510), a value 0 is set to the torque command Tm1 * of the motor MG1 (step S520), and the processes after step S210 are executed. Even in this case, when the shift position SP is changed to the R position, the forward travel torque Ter from the engine 22 is output from the motor MG2 to the ring gear shaft 32a via the transmission 60. Can be suppressed, and the vehicle can travel more reliably. In the embodiment and the modification, when the shift position SP is changed from the D position to the R position while the transmission 60 is being downshifted, the direct torque Tor from the engine 22 is controlled to be 0. However, in consideration of the range of torque that can be transmitted from the motor MG2 to the ring gear shaft 32a by the transmission 60 during the downshift, the direct travel torque Ter from the engine 22 is transmitted from the motor MG2 to the transmission 60. As long as the torque is within a range smaller than the reverse travel torque output to the ring gear shaft 32a via the shaft, the forward travel torque from the engine 22 may be slightly output as the direct travel torque Ter. .

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can change the gear ratio with two gear stages of the Hi gear and the Lo gear is used. However, the transmission is not limited to the two gear stages, and the three gear stages. It is good also as what is set as the above gear stage.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle 36b connected to the wheels 39c, 39d in FIG. 7) different from the axle (the axle 36 to which the drive wheels 39a, 39b are connected) to which the ring gear shaft 32a is connected.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, an electronic control unit that includes an engine 22 as an internal combustion engine device, a power distribution and integration mechanism 30, a motor MG1, a motor MG2, and a transmission 60, and controls the internal combustion engine device, the motor MG2, and the transmission 60. Although the hybrid vehicle 20 including 70 has been described, the internal combustion engine apparatus may include only the engine 22. Moreover, it is good also as what is mounted on the vehicle provided with such an internal combustion engine apparatus, and uses as a form of a drive device provided with an electric motor, a transmission, and an electronic control unit.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is a flowchart which shows an example of a shift process routine. It is a flowchart which shows an example of the drive control routine of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 36, 36b Axle, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotations Shaft, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 6 1,65 Sun gear, 62, 66 Ring gear, 63a First pinion gear, 63b Second pinion gear, 64, 68 Carrier, 67 pinion gear, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 shift Lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor, B1, B2 Brake.

Claims (8)

An internal combustion engine device that has an internal combustion engine and outputs a driving force for forward traveling to the axle side when the internal combustion engine is operated;
An electric motor that can input and output power;
Transmission means connected to the rotating shaft of the electric motor and the axle side, and transmitting power between the rotating shaft and the axle side with a change in gear position;
Required driving force setting means for setting required driving force required for traveling;
When the shift position is changed from the forward travel position to the reverse travel position while a predetermined change of the gear position of the transmission means is being performed while driving force is being output from the internal combustion engine device to the axle side. In a state in which the predetermined change of the shift stage of the transmission means is continued, the operation of the internal combustion engine is being performed, and the predetermined change of the shift stage of the transmission means is not performed. Control means for controlling the internal combustion engine apparatus, the electric motor, and the speed change means so that the driving force output from the internal combustion engine apparatus to the axle side is limited and travels backward by the driving force based on the set required driving force. When,
A vehicle comprising:   The vehicle according to claim 1, wherein the predetermined change is a change in a gear position of the transmission means that is performed in accordance with a decrease in vehicle speed.   The vehicle according to claim 1 or 2, wherein the control means is means for limiting a driving force output from the internal combustion engine device to the axle side by operating the internal combustion engine independently.   The vehicle according to any one of claims 1 to 3, wherein the speed change means is means for changing a gear position by changing a connection state of a plurality of clutches.   The internal combustion engine device includes an electric power / power input / output means connected to an output shaft of the internal combustion engine and the axle side and capable of outputting power to the output shaft and the axle side with input / output of electric power and power. The vehicle according to any one of claims 1 to 4.   The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the axle shaft, and the rotation shaft, and power is supplied to the remaining shaft based on power input / output to any two of the three shafts. The vehicle according to claim 5, comprising: a three-axis power input / output unit that inputs / outputs power; and a generator that can input / output power to the rotary shaft. A drive device mounted on a vehicle including an internal combustion engine device that has an internal combustion engine and outputs a driving force for forward traveling to the axle side when the internal combustion engine is operated,
An electric motor that can input and output power;
Transmission means connected to the rotating shaft of the electric motor and the axle side, and transmitting power between the rotating shaft and the axle side with a change in gear position;
Required driving force setting means for setting required driving force required for traveling;
When the shift position is changed from the forward travel position to the reverse travel position while a predetermined change of the gear position of the transmission means is being performed while driving force is being output from the internal combustion engine device to the axle side. In a state in which the predetermined change of the shift stage of the transmission means is continued, the operation of the internal combustion engine is being performed, and the predetermined change of the shift stage of the transmission means is not performed. Control means for controlling the internal combustion engine apparatus, the electric motor, and the speed change means so that the driving force output from the internal combustion engine apparatus to the axle side is limited and travels backward by the driving force based on the set required driving force. When,
A drive device comprising: An internal combustion engine device that has an internal combustion engine and outputs a driving force for forward travel to the axle side when the internal combustion engine is operated, an electric motor capable of inputting and outputting power, a rotating shaft of the electric motor, and the axle side A speed change means for transmitting power between the rotary shaft and the axle side with a change in gear position, and a vehicle control method comprising:
When the shift position is changed from the forward travel position to the reverse travel position while a predetermined change of the gear position of the transmission means is being performed while driving force is being output from the internal combustion engine device to the axle side. In a state in which the predetermined change of the shift stage of the transmission means is continued, the operation of the internal combustion engine is being performed, and the predetermined change of the shift stage of the transmission means is not performed. Controlling the internal combustion engine device, the electric motor, and the speed change means so as to travel backward by a driving force based on a required driving force required for traveling with a driving force output from the internal combustion engine device to the axle side being limited. A method for controlling a vehicle.

Images