JP2004150507A - Hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an electric motor from being operated with an excessively high rotating speed in slipping caused by idle running of drive wheels. <P>SOLUTION: A transmission 60 is mounted between a rotating shaft 48 of a motor MG2 and a ring gear shaft 32a mechanically connected to the drive wheels 39a, 39b, to connect and disconnect both shafts, and the rotating shaft 48 and the ring gear 32 are disconnected by the transmission 60, and the motor MG2 is separated when the slipping caused by the idle running of the driven wheels 39a, 39b occurs. As a result, the motor MG2 is prevented from being operated with excessively high rotating speed accompanying the slipping. When the slipping ends, the rotating speed 48 and the ring gear shaft 32a are connected with a change gear ratio having the rotating speed of the rotating shaft 48 smaller than that of the ring gear shaft 32a. As a result, the re-slipping can be inhibited in a state that the re-slipping is easily generated immediately after the slipping. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle that can run using power from an internal combustion engine and power from an electric motor.
[0002]
[Prior art]
Heretofore, as a hybrid vehicle of this type, the applicant has proposed a vehicle equipped with an engine connected to a drive shaft via a planetary gear mechanism and an electric motor connected to the drive shaft via a transmission (Patent) Reference 1). In this hybrid vehicle, the form of power output from the motor to the drive shaft can be changed by connecting the motor to the drive shaft via a transmission.
[0003]
[Patent Document 1]
JP-A-2002-225578 (FIG. 1)
[0004]
[Problems to be solved by the invention]
In such a hybrid vehicle, as in a normal vehicle, the process of detecting and suppressing slip due to idling of the drive wheels is one of the problems, and in particular, it may be desirable to perform a process unique to the hybrid vehicle. .
[0005]
An object of the hybrid vehicle of the present invention is to propose a process for protecting an electric motor in the event of a slip caused by idling of a drive wheel. Another object of the hybrid vehicle of the present invention is to prevent the electric motor from being driven at an excessively high rotational speed when the driving wheel slips due to idling.
[0006]
[Means for Solving the Problems and Their Functions and Effects]
The hybrid vehicle of the present invention employs the following means in order to achieve at least a part of the above objects.
[0007]
The first hybrid vehicle of the present invention is:
A hybrid vehicle that can be driven by power from an internal combustion engine and power from an electric motor,
Transmission release means for transmitting and releasing power from the electric motor to a drive shaft connected to an axle;
Slip detection means for detecting the slip of wheels mounted on the axle,
When the slip is detected, slip control means for controlling the transmission cancel means so that power from the electric motor is not transmitted to the drive shaft,
The gist is to provide
[0008]
In the first hybrid vehicle of the present invention, when slippage of a wheel attached to the axle is detected, the transmission canceling means is controlled so that power from the electric motor is not transmitted to the drive shaft connected to the axle. Further, it is possible to prevent the motor from rotating at an excessive number of revolutions due to slippage caused by wheel slip. As a result, the electric motor can be protected.
[0009]
In the first hybrid vehicle of the present invention, the transmission canceling means may be means for transmitting only the power from the electric motor to the drive shaft and canceling the transmission. In this way, power from the internal combustion engine can be output even during slip.
[0010]
In the first hybrid vehicle of the present invention, the transmission canceling means may be a means capable of transmitting power from the electric motor to the drive shaft with a changeable gear ratio. With this configuration, the power ratio can be changed according to the running state of the hybrid vehicle to output the power from the electric motor to the drive shaft, and the energy efficiency of the entire vehicle can be improved.
[0011]
In the first hybrid vehicle according to the present invention, wherein the transmission canceling means is a means capable of shifting the power of the electric motor and transmitting the power to the drive shaft, a slip convergence determining means for determining convergence of the detected slip; Control means for controlling the transmission canceling means such that the power from the electric motor is transmitted to the drive shaft at a predetermined speed ratio when the convergence of the slip is determined. This makes it possible to suppress the re-slip by setting the speed ratio at which the power from the electric motor is gradually transmitted to the drive shaft to a predetermined speed ratio. In the first hybrid vehicle according to the aspect of the present invention, the slip convergence control means may include: a shift at which the rotational speed of the electric motor becomes the smallest relative to the rotational speed of the drive shaft among the gear ratios changeable by the transmission canceling means. It may be a means for controlling a ratio as the predetermined gear ratio. In this way, re-slip can be effectively suppressed.
[0012]
Further, in the first hybrid vehicle according to the aspect of the invention, wherein the transmission canceling means is a means capable of shifting the power of the electric motor and transmitting the power to the drive shaft, the transmission canceling means has a planetary gear mechanism, and can be changed. It may be a means capable of transmitting power from the electric motor to the drive shaft with two different speed ratios.
[0013]
A second hybrid vehicle according to the present invention includes:
A hybrid vehicle that can be driven by power from an internal combustion engine and power from an electric motor,
Transmission means for transmitting power from the electric motor to a drive shaft connected to an axle with a changeable transmission ratio;
Slip detection means for detecting the slip of wheels mounted on the axle,
When the slip is detected, slip control means for controlling the speed change means such that the speed ratio of the speed change means becomes a predetermined speed ratio;
The gist is to provide
[0014]
In the second hybrid vehicle of the present invention, when slippage of a wheel mounted on the axle is detected, the speed ratio of the speed change means for shifting the power from the electric motor and transmitting the power to the drive shaft connected to the axle is predetermined. By controlling the gear ratio so as to achieve the above-mentioned speed ratio, it is possible to prevent the electric motor from rotating at an excessive number of revolutions due to slippage due to idling of the wheels. As a result, the electric motor can be protected.
[0015]
In the second hybrid vehicle according to the present invention, the speed change means may be means for shifting only the power from the electric motor and transmitting the power to the drive shaft. In this case, only power from the electric motor can be output to the drive shaft at a predetermined gear ratio at the time of slip.
[0016]
In the second hybrid vehicle of the present invention, the slip convergence control means sets a speed ratio at which the rotation speed of the electric motor becomes the smallest relative to the rotation speed of the drive shaft among the speed ratios changeable by the speed change unit. It may be a means for controlling the gear ratio as the predetermined gear ratio. This makes it possible to more effectively prevent the motor from rotating at an excessive number of revolutions.
[0017]
Further, in the second hybrid vehicle according to the present invention, the transmission means has a planetary gear mechanism, and transmits power from the electric motor to the axle with a changeable two-stage gear ratio. You can also.
[0018]
Further, in the second hybrid vehicle of the present invention, a slip convergence determining means for determining the convergence of the detected slip, and the electric motor having the predetermined gear ratio until a predetermined time elapses from the determination of the convergence of the slip. And a slip convergence control means for controlling the speed change means so that power from the drive shaft is transmitted to the drive shaft. In this way, re-slip can be suppressed.
[0019]
In the first or second hybrid vehicle according to the present invention, the first or second hybrid vehicle is connected to the output shaft of the internal combustion engine, the drive shaft, and the third shaft, and is driven based on power input to and output from any two of the three shafts. A three-axis power input / output unit for inputting / outputting power to / from the remaining shaft, and a second motor different from the motor capable of inputting / outputting power to / from the third shaft may be provided.
[0020]
Further, in the first or second hybrid vehicle of the present invention, there is provided a first rotor connected to an output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and input / output of electric power. And a pair-rotor motor for transmitting and receiving power between the first rotor and the second rotor.
[0021]
Further, in the first or second hybrid vehicle according to the present invention, the internal combustion engine transmission means for transmitting the power of the output shaft of the internal combustion engine to the axle with a changeable transmission ratio, and the internal combustion engine based on a running state of the vehicle. And a shift control unit for the internal combustion engine that controls a speed ratio of the shift unit for the engine.
[0022]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram schematically showing the configuration of a hybrid vehicle 20 according to one 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 a power distribution integration mechanism. It includes 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 drive system of the vehicle.
[0023]
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 inputs signals from various sensors that detect the operating state of the engine 22. ) 24, operation control such as fuel injection control, ignition control, intake air amount adjustment control, and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 according to a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data on the operating state of the engine 22 to the hybrid electronic control unit. Output to the unit 70.
[0024]
The power distribution and integration mechanism 30 includes a sun gear 31 of an external gear, a ring gear 32 of an internal gear disposed concentrically with the sun gear 31, a plurality of pinion gears 33 meshing with the sun gear 31 and meshing with the ring gear 32, A carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve freely is provided, and is configured as a planetary gear mechanism that performs a differential action by using the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. In the power distribution and integration mechanism 30, the carrier 34 is connected to the crankshaft 26 of the engine 22, the sun gear 31 is connected to the motor MG1, the ring gear 32 is connected to the motor MG2 via the transmission 60, and the motor MG1 generates power. When the motor MG1 functions as an electric motor, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 and the ring gear 32 according to the gear ratio. When the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34 is used. And the power from the motor MG <b> 1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to drive wheels 39a and 39b of the front wheels of the vehicle 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 and the differential gear 38. The three shafts connected to the power distribution and integration mechanism 30 as viewed as a drive system are connected to the crankshaft 26, which is the output shaft of the engine 22 connected to the carrier 34, and the sun gear 31, and are connected to the rotation shaft of the motor MG1. The ring gear shaft 32a as a drive shaft connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.
[0025]
The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can also be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. Power line 54 connecting inverters 41 and 42 to battery 50 is configured as a positive bus and a negative bus shared by each of inverters 41 and 42, and supplies electric power generated by one of motors MG1 and MG2 to another motor. It can be consumed by. Therefore, battery 50 is charged and discharged by the electric power generated from motors MG1 and MG2 or by insufficient electric power. It should be noted that if the electric power balance is to be balanced by motor MG1 and motor MG2, battery 50 will not be charged or discharged. 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 controlling the driving of the motors MG1 and MG2, for example, signals from rotation position detection sensors 43 and 44 for detecting the rotation positions of the rotors of the motors MG1 and MG2 and detection by a current sensor (not shown). The motor ECU 40 outputs a switching control signal to the inverters 41 and 42, for example. The motor ECU 40 calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 based on the signals input from the rotation position detection sensors 43 and 44 by a rotation speed calculation routine (not shown). The motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 according to the control signal from the hybrid electronic control unit 70, and outputs data on the operating state of the motors MG1 and MG2 as necessary. Output to the hybrid electronic control unit 70.
[0026]
The transmission 60 connects and disconnects the rotation shaft 48 of the motor MG2 and the ring gear shaft 32a, and also reduces the speed of rotation of the rotation shaft 48 of the motor MG2 to two stages by connecting the two 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 double pinion planetary gear mechanism 60a includes a sun gear 61 of an external gear, a ring gear 62 of an internal gear disposed concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and a A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and the ring gear 62, and a carrier 64 that connects the plurality of first pinion gears 63a and the plurality of second pinion gears 63b to rotate and revolve freely. The rotation of the sun gear 61 can be freely or stopped by turning on and off the brake B1. The single pinion planetary gear mechanism 60b includes a sun gear 65 of an external gear, a ring gear 66 of an internal gear disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 meshing with the sun gear 65 and meshing with the ring gear 66. And a carrier 68 that holds the plurality of pinion gears 67 so that they can rotate and revolve freely. 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 connected to the brake. The rotation of B2 can be freely or stopped by turning on and off. 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 separate the rotation shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and turn off the brake B1 and turn on the brake B2 to turn the rotation shaft 48 of the motor MG2. Is reduced at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), and the brake B1 is turned on and the brake B2 is turned off to set the rotation shaft 48 of the motor MG2. 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). The state where both brakes B1 and B2 are turned on inhibits the rotation of the rotating shaft 48 and the ring gear shaft 32a.
[0027]
The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. A signal necessary for managing the battery 50, such as a voltage between terminals from a voltage sensor (not shown) provided between terminals of the battery 50, a power line 54 connected to an output terminal of the battery 50, The charging / discharging current from a current sensor (not shown) attached, the battery temperature from a temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control 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 to manage the battery 50.
[0028]
The hybrid electronic control unit 70 is configured as a microprocessor having a CPU 72 as a center. In addition to the CPU 72, a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port (not shown) Port. The hybrid electronic control unit 70 detects an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects an operation position of a shift lever 81, and an accelerator opening corresponding to the amount of depression of an accelerator pedal 83. Of the accelerator pedal from the accelerator pedal position sensor 84, 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 drive wheels 39a, 39b. Wheel speeds Vwa, Vwb, etc. from the wheel speed sensors 89a, 89b are input via input ports. The hybrid electronic control unit 70 outputs drive signals and the like 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 the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Are doing.
[0029]
The hybrid vehicle 20 of the embodiment configured as described above calculates the required torque to be output to the ring gear shaft 32a as a drive shaft based on the accelerator opening and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 are controlled such that the required power corresponding to the required torque is output to the ring gear shaft 32a. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the power distribution integration mechanism 30. And the torque conversion operation mode for driving and controlling the motors MG1 and MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a. The operation of the engine 22 is controlled so that the corresponding power is output from the engine 22, and all or a part of the power output from the engine 22 with the charging and discharging of the battery 50 is partially or completely converted to the power distribution and integration mechanism 30, the motor MG 1, and the motor The required power accompanies the ring gear shaft 32 with torque conversion by the MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are drive-controlled so as to be output to the motor drive 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.
[0030]
Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation of the transmission 60 when the drive wheels 39a and 39b slip will be described. FIG. 3 is a flowchart illustrating an example of a slip handling process routine executed by the hybrid electronic control unit 70 as control of the transmission 60 with respect to slip due to idling of the drive wheels 39a and 39b. This routine is repeatedly executed every predetermined time (for example, every 8 msec). In the following description, a state in which slip occurs due to idling of the drive wheels 39a and 39b from a state where the vehicle is gripping without slipping, and thereafter, a state in which the slip converges will be considered.
[0031]
When the slip handling routine is executed while the vehicle is running without slipping, the CPU 72 of the hybrid electronic control unit 70 first reads the slip determination flag Fs and the slip continuation flag Fc (step S <b> 1). In step S100, the value of the read slip determination flag Fs is checked (step S110). Here, the slip determination flag Fs is set to a value of 1 when a slip occurs due to idling of the drive wheels 39a and 39b by a slip determination processing routine (not shown) and to a value of 0 when the slip converges. It is. As for the slip, any one of the wheel speeds Vwa and Vwb detected by the wheel speed sensors 89a and 89b is set as an allowable range with respect to the wheel speed of the drive wheels 39a and 39b estimated from the vehicle speed V detected by the vehicle speed sensor 88, for example. The determination can be made when the threshold value is larger than the set threshold value, and the convergence of the slip can be determined when both of the wheel speeds Vwa and Vwb detected by the wheel speed sensors 89a and 89b fall within the threshold value. it can. The slip continuation flag Fc is set by this routine. As will be described later, the slip continuation flag Fc is set to a value of 1 when a slip is determined, and is set to a value of 0 when a predetermined time has elapsed after the convergence of the slip. Is done. Since the vehicle is running without slipping, the slip determination flag Fs and the slip continuation flag Fc are both set to zero.
[0032]
When the value of the slip determination flag Fs is 0 in step S110, the value of the slip continuation flag Fc is further checked (step S140). Since the value 0 is set in the slip continuation flag Fc, the value of the slip continuation flag Fc is set to 0 in step S140, that is, when the slip has not occurred or when a predetermined time has elapsed after the slip has converged. It is determined that this is the case, and processing for slip due to idling of the drive wheels 39a and 39b is determined to be unnecessary, and this routine ends. As described above, when the vehicle is traveling without slipping, no drive control is performed on the brakes B1 and B2 of the transmission 60 in the slip handling routine. The shift control of the transmission 60 during the grip traveling, that is, the drive control of the brakes B1 and B2, is performed based on the required power set by the vehicle speed V and the depression amount of the accelerator pedal 83, the vehicle speed V, the shift position SP, and the like. It is. Since this control does not form the core of the present invention, a detailed description thereof will be omitted.
[0033]
When slippage occurs due to idling of the drive wheels 39a and 39b from such grip traveling, the slip determination flag Fs is set to a value of 1 by a slip determination processing routine (not shown) described above. It is determined that there is, and the processing of turning off the brakes B1 and B2 of the transmission 60 in step S120 to disconnect the motor MG2 from the ring gear shaft 32a and the processing of setting the value 1 to the slip continuation flag Fc in step S130 are executed. This routine ends. The reason why the motor MG2 is disconnected from the ring gear shaft 32a when a slip occurs in this way is to prevent the motor MG2 from operating at an excessively high rotational speed due to slippage caused by idling of the drive wheels 39a and 39b. . In this slip handling routine, the brakes B1 and B2 are turned off and the value 1 is set to the slip continuation flag Fc until the slip converges (while the state where the slip determination flag Fs has the value 1 continues). The setting process (steps S120 and S130) is repeated. However, after step S110, the value of the slip continuation flag Fc is checked, and when the slip continuation flag Fc is 1, the processes of steps S120 and S130 are not performed. Of course, you may do so. In the embodiment, when a slip occurs due to idling of the drive wheels 39a and 39b, a slip suppression control routine (not shown) is executed to control the generated slip to converge, but this process is also a core of the present invention. Therefore, the details of the description will be omitted.
[0034]
When the slip caused by the idling of the drive wheels 39a and 39b converges and the value of the slip determination flag Fs is set to 0 by the above-described slip determination processing routine (not shown), it is determined that the slip determination flag Fs is 0 in step S110. Then, the process of checking the value of the slip continuation flag Fc in step S140 is executed. Even when the slip converges and the slip determination flag Fs is set to a value of 0 by the slip determination processing routine, the slip continuation flag Fc continues to be set to the value of 1 in the processing of step S130 when the slip occurs. Therefore, in step S140, the slip continuation flag Fc is determined to be the value 1, and the brake B1 in step S150 is turned on and the brake B2 is turned off to set the transmission 60 in the Hi gear state, that is, the rotating shaft 48 of the motor MG2. The motor MG2 is connected to the ring gear shaft 32a in a state where the rotation of the motor MG2 is transmitted to the ring gear shaft 32a after being reduced at a relatively small reduction ratio. As described above, the connection of the motor MG2 with the transmission 60 in the Hi gear state when the slip has converged is because the motor MG2 is connected when the slip is likely to occur immediately after the slip converges. This is to suppress the occurrence of re-slip due to the torque output from the motor MG2 to the ring gear 32. Also, when re-slip occurs immediately after the slip has converged, the motor MG2 is operated at an excessive rotation speed. This is to prevent
[0035]
When the motor MG2 is connected with the transmission 60 in the Hi gear state in this way, it is determined whether a predetermined time has elapsed since the value 0 was set in the slip determination flag Fs (step S160). Then, this routine ends. Here, the predetermined time can be set, for example, as a time from when the slip is converged by the slip suppression control to when the torque limitation for returning the torque is completely released. On the other hand, when a predetermined time has elapsed after the slip has converged and the value 0 has been set in the slip determination flag Fs, the value 0 is set in the slip continuation flag Fc (step S170), and this routine ends. Setting the value 0 to the slip continuation flag Fc after a predetermined time has elapsed after the slip has converged and the value 0 has been set to the slip determination flag Fs in a state in which slip is likely to occur immediately after the slip has converged. This is because the transmission 60 at this time is held in the state of the Hi gear to suppress re-slip and prevent the motor MG2 from being operated at an excessive rotation speed when re-slip occurs.
[0036]
According to the hybrid vehicle 20 of the embodiment described above, when a slip occurs due to idling of the drive wheels 39a and 39b, both the brakes B1 and B2 of the transmission 60 are turned off to disconnect the motor MG2 from the ring gear shaft 32a. It is possible to prevent the motor MG2 from operating at an excessive number of revolutions due to the occurrence of. As a result, protection of the motor MG2 can be achieved.
[0037]
According to the hybrid vehicle 20 of the embodiment, when the slip caused by the idling of the drive wheels 39a and 39b converges, the transmission 60 is set to the Hi gear state and the motor MG2 is connected to the ring gear shaft 32a. It is possible to suppress the occurrence of the re-slip in the state where the slip is likely to occur immediately, and also to prevent the motor MG2 from being operated at an excessive rotation speed even when the re-slip occurs. Moreover, by maintaining the transmission 60 in the Hi gear state until a predetermined time has elapsed since the convergence of the slip, re-slip is suppressed, and when re-slip occurs, the motor MG2 is operated at an excessive rotation speed. Can be prevented.
[0038]
In the hybrid vehicle 20 of the embodiment, when slippage occurs due to idling of the drive wheels 39a and 39b, both the brakes B1 and B2 of the transmission 60 are turned off to disconnect the motor MG2 from the ring gear shaft 32a. The transmission 60 may be switched to the Hi gear state while the connection to the ring gear shaft 32a is maintained. In this case, the slip handling routine of FIG. 4 may be executed instead of the slip handling routine of FIG. In this routine, when a slip occurs and the value 1 is set in the slip determination flag Fs, the brake B1 of the transmission 60 is turned on, the brake B2 is turned off, the transmission 60 is set to the Hi gear state, and the motor MG2 is turned on. It connects to the ring gear shaft 32a (step S220), sets the value 1 to the slip continuation flag Fc (step S230), and ends this routine. When the slip converges and the value 0 is set in the slip determination flag Fs, the transmission 60 is maintained in the Hi gear state until a predetermined time elapses after the value 0 is set in the slip determination flag Fs (step S260). , S220, S230), and when a predetermined time has elapsed, the value 0 is set to the slip continuation flag Fc (steps S260, S270), and this routine ends. Even in such a process, it is possible to suppress the motor MG2 from operating at an excessively high rotational speed due to the occurrence of the slip, and to suppress the re-slip. The process of switching the transmission 60 to the state of the Hi gear when the slip due to the idling of the drive wheels 39a and 39b occurs instead of the transmission 60 that can shift to two stages and can separate the motor MG2 from the ring gear shaft 32a. The present invention can also be applied to a case where a transmission that can change gears in two stages but cannot separate the motor MG2 from the ring gear shaft 32a is used.
[0039]
In the hybrid vehicle 20 of the embodiment, the transmission 60 that can be shifted in two stages and that can separate the motor MG2 from the ring gear shaft 32a is used. However, if the motor MG2 can be separated from the ring gear shaft 32a, three or more stages can be used. May be used, or a continuously variable transmission may be used. In addition, when the slip response processing routine of the modified example illustrated in FIG. 4 is applied to the configuration using the stepped transmission or the continuously variable transmission having three or more stages, the slip caused by the idling of the drive wheels 39a and 39b may occur. When this occurs, the gear ratio may be controlled such that the rotation speed of the rotation shaft 48 of the motor MG2 with respect to the rotation speed of the ring gear shaft 32a of the transmission becomes the smallest.
[0040]
In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed 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. Is connected to an axle (an axle connected to the wheels 193a, 193b in FIG. 5) different from an axle connected to the ring gear shaft 32a (an axle connected to the drive wheels 39a, 39b) via the transmission 60. Is also good.
[0041]
In the hybrid vehicle 20 according to the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as a drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but a modification 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. May be provided with a pair rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power. Further, as exemplified in the hybrid vehicle 320 in the modified example of FIG. 7, a transmission 330 that shifts the power from the engine 22 and outputs the power to the drive shaft connected to the axles of the drive wheels 39a and 39b may be provided. Good. In this case, the transmission 330 may be a stepped transmission or a continuously variable transmission. In the case where the transmission 330 that changes the power from the engine 22 and outputs the power to the drive shaft connected to the axles of the drive wheels 39a and 39b is provided, as illustrated in the hybrid vehicle 420 of the modified example in FIG. The power output from the motor MG2 via the transmission 60 may be further shifted by the transmission 330 and transmitted to the drive wheels 39a and 39b. In the example of FIG. 8, a clutch may be used instead of the transmission 60.
[0042]
As described above, the embodiments of the present invention have been described using the examples. However, the present invention is not limited to these examples, and may be implemented in various forms without departing from the gist of the present invention. Obviously you can get it.
[Brief description of the drawings]
FIG. 1 is a configuration diagram schematically showing the configuration of a hybrid vehicle 20 equipped with a power output device according to one embodiment of the present invention.
FIG. 2 is a configuration diagram illustrating an example of a configuration of a transmission 60.
FIG. 3 is a flowchart illustrating an example of a slip handling process routine executed by a hybrid electronic control unit 70;
FIG. 4 is a flowchart illustrating an example of a slip handling process routine according to a modified example.
FIG. 5 is a configuration diagram schematically showing a configuration of a hybrid vehicle 120 according to a modified example.
FIG. 6 is a configuration diagram illustrating an outline of a configuration of a hybrid vehicle 220 of a modified example.
FIG. 7 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.
FIG. 8 is a configuration diagram schematically showing a configuration of a hybrid vehicle 420 according to a modified example.
[Explanation of symbols]
20, 120, 220, 320, 420 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU) 24, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b driving wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotation position detection sensor, 50 battery , 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a double pinion planetary gear mechanism, 60b single pinion planetary gear mechanism, 61 sun gear, 62 ring gear, 63a first pini ON gear, 63b Second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 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, 89a, 89b wheel speed sensor, 193a, 193b drive wheel, 230 rotor motor, 232 inner rotor, 234 outer rotor , 330 transmission, MG1, MG2 motor, B1, B2 brake.

Claims (14)

A hybrid vehicle that can be driven by power from an internal combustion engine and power from an electric motor,
Transmission release means for transmitting and releasing power from the electric motor to a drive shaft connected to an axle;
Slip detection means for detecting the slip of wheels mounted on the axle,
When the slip is detected, slip control means for controlling the transmission cancel means so that power from the electric motor is not transmitted to the drive shaft,
Hybrid vehicle equipped with. The hybrid vehicle according to claim 1, wherein the transmission canceling unit is a unit that transmits only the power from the electric motor to the drive shaft and cancels the transmission. The hybrid vehicle according to claim 1, wherein the transmission canceling unit is a unit capable of transmitting power from the electric motor to the drive shaft with a changeable gear ratio. The hybrid vehicle according to claim 3, wherein
Slip convergence determination means for determining the convergence of the detected slip,
When the slip convergence is determined, slip convergence control means for controlling the transmission canceling means so that power from the electric motor is transmitted to the drive shaft with a predetermined gear ratio,
Hybrid vehicle equipped with. The slip convergence control means is means for controlling, as the predetermined speed ratio, a speed ratio at which the rotation speed of the electric motor is the smallest with respect to the rotation speed of the drive shaft among the speed ratios that can be changed by the transmission release means. The hybrid vehicle according to claim 4. The hybrid vehicle according to any one of claims 3 to 5, wherein the transmission canceling means has a planetary gear mechanism and is capable of transmitting power from the electric motor to the drive shaft with a changeable two-stage gear ratio. . A hybrid vehicle that can be driven by power from an internal combustion engine and power from an electric motor,
Transmission means for transmitting power from the electric motor to a drive shaft connected to an axle with a changeable transmission ratio;
Slip detection means for detecting the slip of wheels mounted on the axle,
When the slip is detected, slip control means for controlling the speed change means such that the speed ratio of the speed change means becomes a predetermined speed ratio;
Hybrid vehicle equipped with. 8. The hybrid vehicle according to claim 7, wherein the speed change means is means for shifting only the power from the electric motor and transmitting the power to the drive shaft. The slip convergence control means is a means for controlling, as the predetermined speed ratio, a speed ratio at which the rotation speed of the electric motor becomes the smallest with respect to the rotation speed of the drive shaft among speed ratios changeable by the speed change unit. Item 7. The hybrid vehicle according to item 7 or 8. The hybrid vehicle according to any one of claims 7 to 9, wherein the transmission means has a planetary gear mechanism and transmits power from the electric motor to the axle with two different variable gear ratios that can be changed. The hybrid vehicle according to any one of claims 7 to 10, wherein
Slip convergence determination means for determining the convergence of the detected slip,
Until a predetermined time has elapsed since the convergence of the slip was determined, slip convergence control means for controlling the speed change means so that power from the electric motor is transmitted to the drive shaft at the predetermined speed ratio,
Hybrid vehicle equipped with. The hybrid vehicle according to any one of claims 1 to 11, wherein
Three-axis power connected to an output shaft of the internal combustion engine, the drive shaft, and a third shaft, and for inputting and outputting power to the remaining shafts based on power input to and output from any two of the three shafts Input / output means;
A second motor different from the motor capable of inputting and outputting power to the third shaft;
Hybrid vehicle equipped with. A first rotor connected to an output shaft of the internal combustion engine, and a second rotor connected to the drive shaft, wherein the first rotor and the second rotor The hybrid vehicle according to any one of claims 1 to 11, further comprising a paired rotor motor for transmitting and receiving power in the hybrid vehicle. The hybrid vehicle according to any one of claims 1 to 11, wherein
Transmission means for an internal combustion engine that transmits power of an output shaft of the internal combustion engine to an axle with a changeable transmission ratio,
A shift control unit for the internal combustion engine that controls a speed ratio of the shift unit for the internal combustion engine based on a traveling state of the vehicle;
Hybrid vehicle equipped with.

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