JP2004343934A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent occurrence of energy loss when a vehicle stops. <P>SOLUTION: Driving of a motor MG2 is stopped by stopping switching of a switching element on an inverter 42 corresponding to the motor MG2 while making a braking force corresponding to the step-on amount of a brake pedal 85 act on drive wheels 63a and 63b through mechanical brakes 94a and 94b if the brake pedal 85 is stepped on to such amount as to cancel the transmission torque directly transmitted to a ring gear shaft 32a from an engine 22 through a power distribution integrated mechanism 30 when an electric power is generated with a motor MG1 using the power from the engine 22, which is supplied to a battery 50 while a vehicle is stopped. Thus, while a vehicle remains stopped, the energy loss of the motor MG2 and the inverter 42 is suppressed. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle, and more particularly, to a vehicle that outputs power to a drive shaft connected to drive wheels.
[0002]
2. Description of the Related Art
Conventionally, as this type of vehicle, there has been proposed a vehicle in which, when the vehicle is stopped, power from an engine directly transmitted to a drive shaft via a planetary gear is canceled by a motor connected to the drive shaft (for example, Patent Document 1). reference). In this hybrid vehicle, the torque transmitted directly to the drive shaft via the planetary gear is canceled by using the torque from the motor, thereby preventing the driver from outputting unexpected torque to the drive shaft.
[0003]
In such a vehicle, since the cancel torque is output from the motor connected to the drive shaft in the rotation stopped state, energy loss occurs in the motor and the inverter circuit that supplies power to the motor. On the other hand, when the brake pedal is depressed when the vehicle is stopped, the braking force of the mechanical brake acts on the drive shaft. Therefore, depending on the degree of depression of the brake pedal, the mechanical brake alone is directly transmitted to the drive shaft via the planetary gear. In some cases, the torque can be canceled.
[0004]
An object of the present invention is to solve such a problem and to suppress energy loss when the vehicle stops.
[0005]
[Patent Document 1]
JP-A-2000-87777 (FIG. 6)
[0006]
[Means for Solving the Problems and Their Functions and Effects]
The vehicle of the present invention employs the following means to achieve the above object.
[0007]
The first vehicle of the present invention is:
A vehicle that outputs power to a drive shaft connected to drive wheels,
An internal combustion engine,
Power conversion power transmission means capable of converting part of the power from the internal combustion engine to electric power and transmitting the remaining power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft,
Mechanical braking means capable of mechanically braking the vehicle,
When a braking force that can cancel transmission power transmitted to the drive shaft via the power conversion power transmission unit is requested to the vehicle when the vehicle is substantially stopped, the requested braking force is A braking control means for controlling the mechanical braking means and the electric motor so as to prevent the input and output of power from the electric motor while outputting a corresponding braking force from the mechanical braking means. Make a summary.
[0008]
In the first vehicle of the present invention, when the vehicle is required to have a braking force capable of canceling the transmission power transmitted to the drive shaft via the power conversion power transmission means when the vehicle is almost stopped, Since the braking force corresponding to the requested braking force is output by the mechanical braking means and the mechanical braking means and the electric motor are controlled so that power is not input / output from the electric motor connected to the drive shaft, the vehicle is controlled. It is possible to suppress power loss due to the electric motor when the vehicle stops.
[0009]
In such a first vehicle of the present invention, the braking control means includes: when a braking force greater than a threshold value set according to the transmission power is requested to the vehicle, It may be a means for performing control during braking. In this case, the transmission power to the drive shaft can be more reliably canceled by the mechanical braking means while suppressing the power loss by the electric motor. In the vehicle according to the aspect of the present invention, the threshold value may be a value obtained by adding a predetermined margin to the transmission power.
[0010]
In the first vehicle of the present invention, the braking control means may be a means for stopping a drive circuit for driving the electric motor as the braking control. In this case, the power loss consumed by the drive circuit can be suppressed.
[0011]
Further, in the first vehicle of the present invention, the braking control means may be configured to perform the mechanical control when the vehicle is required to stop the transmission power when the vehicle is substantially stopped. The control means may be a means for controlling the mechanical braking means and the electric motor such that the transmission power is canceled by the braking force output from the braking means and the power input and output from the electric motor. With this configuration, the transmission power can be canceled even when the vehicle is not required to have a braking force capable of canceling the transmission power transmitted to the drive shaft via the power conversion power transmission means. It is possible to more reliably prevent the output of torque.
[0012]
Further, in the first vehicle of the present invention, the braking control means, based on the transmission power, when a braking force of a predetermined value or less is requested to the vehicle when the vehicle is substantially stopped. The electric motor may be a means for controlling the electric motor so that the creep torque is output to the drive shaft. With this configuration, when a braking force equal to or less than the predetermined value is required of the vehicle, the creep torque can be output to the drive shaft using the power from the electric motor.
[0013]
Alternatively, in the first vehicle of the present invention, the requested braking force may be a braking force corresponding to a depressed state of a brake pedal.
[0014]
The second vehicle of the present invention is:
A vehicle that outputs power to a drive shaft connected to drive wheels,
An internal combustion engine,
Power conversion power transmission means capable of converting part of the power from the internal combustion engine to electric power and transmitting the remaining power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft,
Vehicle movement lock means for locking the movement of the vehicle so that transmission power transmitted to the drive shaft via the power conversion power transmission means can be canceled when a predetermined shift operation is performed by a driver;
When the movement of the vehicle is locked by the vehicle movement lock means, a vehicle movement lock control means for controlling the electric motor so that power is not input / output from the electric motor is provided.
[0015]
In the second vehicle of the present invention, the vehicle is locked so that the transmission power transmitted to the drive shaft via the power conversion power transmission means can be canceled when a predetermined shift operation is performed by the driver. When the movement of the motor is locked, the motor is controlled so that power from the motor connected to the drive shaft is not input / output, so that power loss due to the motor can be suppressed.
[0016]
In the second vehicle of the present invention, the vehicle movement lock control means may be a means for stopping a drive circuit for driving the electric motor. In this case, the power loss consumed by the drive circuit can be suppressed.
[0017]
Further, in the first or second vehicle of the present invention, the power conversion power transmission means has three shafts connected to an output shaft of the internal combustion engine, the drive shaft, and a rotation shaft. A power input / output mechanism for determining the power input / output to or from the remaining two axes; and a power generation / revolution mechanism connected to the rotary shaft. The power conversion power transmission means may be a means provided with a shaft electric motor, or in the first or second vehicle of the present invention, the power conversion power transmission means may be connected to an output shaft of the internal combustion engine. A first rotor connected to the drive shaft and a second rotor rotatable relative to the first rotor, wherein an electromagnetic action between the first rotor and the second rotor is provided. Means equipped with a paired rotor motor capable of inputting and outputting power. It is also possible.
[0018]
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 equipped with a power output device 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. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35; It includes mechanical brakes 94a, 94b mounted on the drive wheels 63a, 63b and operated by hydraulic pressure, and a hybrid electronic control unit 70 for controlling the entire power output device.
[0019]
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.
[0020]
The power distribution and integration mechanism 30 includes a sun gear 31 of an external gear, a ring gear 32 of an internal gear arranged 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, and the ring gear 32 is connected to the reduction gear 35 via a ring gear shaft 32a. When functioning as a generator, 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 input from the carrier 34 is used. The power from the motor 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.
[0021]
The motors MG1 and MG2 are configured as, for example, synchronous generator motors capable of generating electricity including a rotor having a permanent magnet attached to an outer surface thereof and a stator having a three-phase coil wound thereon. The power is exchanged with the battery 50 through the battery. Each of the inverters 41 and 42 is composed of six switching elements (for example, power MOS and IGBT). The six switching elements are arranged in pairs each of which is on the source side and the sink side with respect to the positive and negative buses, and the three-phase motors MG1 and MG2 are connected to the connection points between the switching elements in each pair. Each of the coils is connected. Therefore, by controlling the ratio of the ON time of each pair of switching elements, a rotating magnetic field can be formed in the three-phase coils of the motors MG1 and MG2, and the motors MG1 and MG2 can be driven to rotate. Power line 54 connecting inverters 41 and 42 and battery 50 is configured as a positive bus and a negative bus shared by inverters 41 and 42, and supplies power generated by one of motors MG 1 and MG 2 to another. It can be consumed by a motor. Therefore, battery 50 is charged and discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If it is assumed that the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is not 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 a switching element included in the inverters 41 and 42, for example. 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.
[0022]
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, A charge / discharge current from a mounted current sensor (not shown), a battery temperature from a temperature sensor 51 mounted on the battery 50, and the like are input, and data on the state of the battery 50 is electronically controlled for communication by the hybrid as needed. Output to the 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.
[0023]
A hydraulic circuit 90 connected to the mechanical brakes 94a and 94b is provided with a hydraulic adjusting device 92 for adjusting the hydraulic pressure applied to the mechanical brakes 94a and 94b. By controlling the hydraulic adjusting device 92, the mechanical brake 94a is controlled. , 94b can be adjusted.
[0024]
Further, the gear mechanism 60 is provided with a lock member 61 that meshes with the gear mechanism 60 and locks the movement of the vehicle by driving the vehicle movement locking actuator 89.
[0025]
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 includes 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 pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83. , The brake pedal position from a brake pedal position sensor 86 for detecting the amount of depression of a brake pedal 85, the brake oil pressure from a hydraulic pressure sensor 87a attached to the brake master cylinder 87, and the vehicle speed V from a vehicle speed sensor 88. Are input through the input port, and a control signal to the hydraulic adjustment device 92 and a control signal to the vehicle movement lock actuator 89 are output from the hybrid electronic control unit 70 to the output port. To have been output. 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.
[0026]
In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the drive shaft is calculated based on the accelerator opening AP and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. Then, the operation of engine 22, motor MG1, and motor MG2 is controlled such that the required power corresponding to the required torque is output to 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.
[0027]
Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation of the hybrid vehicle 20 when the brake pedal 85 is depressed will be described. FIG. 2 is a flowchart illustrating an example of a braking control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec) when the brake pedal 85 is depressed.
[0028]
When the braking control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines whether the brake pedal 85 is in the depressed state BS of the brake pedal 85 from the brake pedal position sensor 86 or the hydraulic pressure sensor 87a or the vehicle speed from the vehicle speed sensor 88. V, necessary data for controlling the remaining capacity SOC of the battery 50 calculated by the battery ECU 52 are input (step S100), and whether or not the input vehicle speed V is substantially equal to 0, that is, the vehicle is substantially stopped It is determined whether or not there is (step S102). If it is determined that the vehicle is not stopped, another control (step S104) different from the control when the vehicle is stopped, for example, energy regeneration control by regenerative control by the motor MG2 is performed, and this routine ends.
[0029]
On the other hand, if it is determined that the vehicle is stopped, the required braking torque Tb * to be applied to the ring gear shaft 32a as the drive shaft is set based on the brake depression state BS and the vehicle speed V input in step S100 ( Step S106). In the embodiment, the setting of the required braking torque Tb * is determined in advance in the embodiment by determining the relationship between the brake depression state BS, the vehicle speed V, and the required braking torque Tb * and storing the relationship in the ROM 74 as a braking torque setting map. When the vehicle speed V is given, the corresponding required braking torque Tb * is derived from the braking torque setting map. FIG. 3 shows an example of the required torque setting map.
[0030]
Subsequently, a battery charge amount Pch * to be charged in the battery 50 is set based on the remaining capacity SOC or the like input in step S100 (step S108). The battery charge amount Pch * is basically set such that the remaining capacity SOC of the battery 50 is in an appropriate range (for example, 50% to 60%). In the embodiment, the remaining capacity SOC is lower than the appropriate range. Sometimes, a predetermined charge amount is set.
[0031]
When the battery charge amount Pch * is set, the battery charge amount Pch * is converted into power and set as a target power Pe * to be output by the engine 22 (step S110), and the set target power Pe * can be output. Of the various operating points (points determined by the torque and the rotation speed), the operation point at which the efficiency at the time of generating power with the motor MG1 by the torque from the engine 22 is the highest is defined as the target torque Te * and the target rotation speed Ne * of the engine 22. It is set (step S112). In the embodiment, the target torque Te * and the target rotational speed Ne * of the engine 22 are set to the operation point at which the efficiency when the motor MG1 generates electric power by the torque from the engine 22 becomes the highest. Any point may be set as long as the power Pe * can be output.
[0032]
Subsequently, the target torque Tm1 * of the motor MG1 is set using the following equation (1) so that the regenerative control is performed by the motor MG1 using the torque output from the engine 22 (step S114). Here, “KP” in Equation (1) is a proportional control coefficient, and “KI” is an integral control coefficient. “Ne” is the current rotational speed of the engine 22, the rotational speed of the sun gear 31 calculated based on the rotational position detected by the rotational position detection sensor 43, and the rotational position detected by the rotational position detection sensor 44. The rotation speed of the carrier 34 can be calculated from the rotation speed of the ring gear 32 calculated based on the gear ratio of the reduction gear 35 and the gear ratio ρ of the power distribution and integration mechanism 30, and can be used as “Ne”. Of course, a device that directly detects the number of revolutions of the crankshaft 26 of the engine 22 may be used.
[0033]
Tm1 * = KP (Ne−Ne *) + KI∫ (Ne−Ne *) dt (1)
[0034]
Then, the transmission torque Ter directly transmitted from the engine 22 to the ring gear shaft 32a is calculated using the following equation (2) (step S116).
[0035]
Ter = Te * 1 / (1 + ρ) =-Tm1 * / ρ (2)
[0036]
Thereafter, it is determined whether or not the absolute value of the required braking torque Tb * set in step S106 is larger than the threshold TL (step S118). Here, the threshold value TL is set in advance as a threshold value for determining whether or not the driver intends to keep the vehicle stopped. When it is determined that the absolute value of the required braking torque Tb * is equal to or smaller than the threshold value TL, the target torque Tm2 * of the motor MG2 is set using the following equation (3) so that the creep torque Tcr acts on the ring gear shaft 32a (step). S120). Here, the creep torque Tcr is set as a torque necessary for running the vehicle at a low speed when the brake pedal 85 is turned off from the vehicle stopped state. Gr in the equation (3) is the gear ratio of the reduction gear 35 (the same applies hereinafter).
[0037]
Tm2 * = (| Tcr |-| Ter |) / Gr (3)
[0038]
As can be understood from equation (3), the target torque Tm2 * of the motor MG2 is set by the difference between the transmission torque Ter directly transmitted from the engine 22 to the ring gear shaft 32a and the creep torque Tcr to be applied to the ring gear shaft 32a. Is output to the ring gear shaft 32a.
[0039]
If it is determined in step S118 that the absolute value of the required braking torque Tb * is greater than the threshold value TL, the absolute value of the required braking torque Tb * is further determined by the transmission torque Ter directly transmitted from the engine 22 to the ring gear shaft 32a. It is determined whether or not the required braking torque Tb * is greater than the added value with the margin value (step S122). If it is determined that the required braking torque Tb * is greater than the added value, the mechanical brakes 94a, It is determined that the stop of the vehicle can be maintained only by the hydraulic brake torque of 94b, the target torque Tm2 * of the motor MG2 is set to a value of 0, and the stop of the switching of the switching element of the inverter 42 is set (steps S124 and S126). If it is determined that the required braking torque Tb * is equal to or smaller than the added value, the mechanical shake corresponding to the required braking torque Tb * is determined. It is determined that the vehicle stop cannot be maintained only by the hydraulic brake torques of the keys 94a and 94b, and the target torque Tm2 * required to maintain the vehicle stop in addition to the hydraulic brake torque of the mechanical brakes 94a and 94b is calculated by the equation (4). ) Is set (step S128).
[0040]
Tm2 * = ((| Ter | + α) − | Tb * |) / Gr (4)
[0041]
When the target torque Tm2 * of the motor MG2 is set, the required braking torque Tb * is set as the hydraulic brake torque To to be applied to the mechanical brakes 94a, 94b (step S130).
[0042]
In this way, when the target torque Te * of the engine 22, the target torque Tm1 * of the motor MG1, the target torque Tm2 * of the motor MG2 *, and the hydraulic brake torque To of the mechanical brakes 94a and 94b are set, the engine 22 is driven by the target torque Te *. Is controlled, the motor MG1 is controlled by the target torque Tm1 *, the motor MG2 is controlled by the target torque Tm2 *, and the hydraulic adjustment device 92 is controlled by the hydraulic brake torque To (step S132), and this routine ends. Specifically, the engine control unit 70 controls the operation of the engine 22 (ignition control) so that the hybrid electronic control unit 70 outputs the target torque Te * to the engine ECU 24 so that the engine 22 outputs a torque corresponding to the target torque Te *. And the fuel injection control), and the hybrid electronic control unit 70 outputs the target torque Tm1 *, the target rotation speed Nm1 *, and the target torque Tm2 * to the motor ECU 40, so that the motor MG1 outputs a torque corresponding to the target torque Tm1 *. At the same time, the motor ECU 40 controls the operation of the motors MG1 and MG2 (switches the switching elements of the inverters 41 and 42) so that the motor MG2 outputs a torque corresponding to the target torque Tm2 *, and the hydraulic brakes from the mechanical brakes 94a and 94b. Torque T There outputs a control signal to the hydraulic adjusting device 92 hybrid electronic control unit 70 to act on the drive shaft is attached to a hydraulic circuit 90 of the mechanical brake 94a, 94b. When stopping the switching of the switching element of the inverter 42 is set in step S126 when controlling the motor MG2, the switching of the switching element is also stopped. Thereby, the switching loss of the inverter 42 can be eliminated.
[0043]
According to the hybrid vehicle 20 of the embodiment described above, the driver has requested the braking force (required braking torque Tb *) that can cancel the transmission torque transmitted directly from the engine 22 to the ring gear shaft 32a when the vehicle is stopped. Sometimes, only the mechanical brakes 94a and 94b receive the torque corresponding to the required braking torque Tb *, and the switching of the switching element of the inverter 42 is stopped to stop the driving of the motor MG2. The occurrence of energy loss of the inverter 42 can be prevented, and the energy efficiency can be further improved. If the hydraulic brake torque of the mechanical brakes 94a and 94b corresponding to the required braking torque Tb * cannot cancel the transmission torque transmitted directly from the engine 22 to the ring gear shaft 32a, the torque corresponding to the required braking torque Tb * is changed to the mechanical brake. Since the shortage torque is output from the motor MG2 while being output from the motors 94a and 94b, the vehicle can be more reliably prevented from starting by the transmission torque transmitted directly from the engine 22 to the ring gear shaft 32a.
[0044]
In the hybrid vehicle 20 of the embodiment, the reduction gear 35 is provided between the ring gear shaft 32a and the rotation shaft of the motor MG2, but may not be provided.
[0045]
In the hybrid vehicle 20 of the embodiment, when the brake pedal 85 is depressed to such an extent that the torque transmitted directly from the engine 22 to the ring gear shaft 32a can be canceled by the mechanical brakes 94a, 94b, the switching element of the inverter 42 is depressed. Although the switching is stopped to stop the drive of the motor MG2, as shown in the braking control routine of FIG. 4, the switching of the switching element of the inverter 42 is stopped when the shift lever 81 is operated to the P range. Then, the drive of the motor MG2 can be stopped. In the braking control routine of FIG. 4, the CPU 72 of the hybrid electronic control unit 70 first inputs the shift position SP from the shift position sensor 82 (step S150), and determines whether the input shift position SP is in the P range. Is determined (step S150). If it is determined that the shift position SP is not in the P range, the routine ends without performing any operation. On the other hand, if it is determined that shift position SP is in the P range, a control signal is output to vehicle movement locking actuator 89 to lock the movement of the vehicle (step S154), and target torque Tm2 * of motor MG2 is set to a value. An instruction to stop the switching of the switching element of the inverter 43 corresponding to the motor MG2 is set to 0 (steps S156 and S158), and this routine ends. Thus, the torque transmitted directly from the engine 22 to the ring gear shaft 32a is canceled by the locking of the gear mechanism 60 accompanying the driving of the vehicle movement locking actuator 89, and the switching of the switching element of the inverter 42 is stopped to drive the motor MG2. Is stopped, the energy loss of the motor MG2 and the inverter 42 can be suppressed while the vehicle stops, and the overall energy efficiency can be further improved.
[0046]
In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The axle to which the shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected) may be connected to a different axle (the axle connected to the wheels 64a and 64b in FIG. 5).
[0047]
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 63a and 63b via the power distribution and integration mechanism 30, but the modification shown in 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 63a and 63b. May be provided with a paired rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power.
[0048]
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 a configuration of a hybrid vehicle 20 according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a braking control routine executed by a hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment.
FIG. 3 is a map showing a relationship between a brake depression state BS, a vehicle speed V, and a required braking torque Tb *.
FIG. 4 is a flowchart illustrating another example of a braking control routine executed by the hybrid electronic control unit 70;
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.
[Explanation of symbols]
20, 120, 220 Hybrid vehicle, 22 engine, 24 Engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35,135 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotation position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 Power line, 60 gear mechanism, 61 lock member, 62 differential gear, 63a, 63b, 64a, 64b drive wheels, 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, 87 brake master cylinder, 87a hydraulic sensor, 88 vehicle speed sensor, 90 hydraulic circuit, 92 hydraulic adjustment Equipment, 94a, 94b Mechanical brake, 230 Pair rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (11)

A vehicle that outputs power to a drive shaft connected to drive wheels,
An internal combustion engine,
Power conversion power transmission means capable of converting part of the power from the internal combustion engine to electric power and transmitting the remaining power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft,
Mechanical braking means capable of mechanically braking the vehicle,
When the vehicle is substantially stopped, and when a braking force capable of canceling the transmission power transmitted to the drive shaft via the power conversion power transmission unit is required of the vehicle, the braking force is reduced to the required braking force. A vehicle comprising: a braking control means for performing a braking control for controlling the mechanical braking means and the electric motor so that a corresponding braking force is output from the mechanical braking means and power is not input / output from the electric motor. The vehicle according to claim 1, wherein the braking control unit is configured to perform the braking control when a braking force greater than a threshold value set according to the transmission power is requested to the vehicle. The vehicle according to claim 2, wherein the threshold value is a value obtained by adding a predetermined margin to the transmission power. The vehicle according to any one of claims 1 to 3, wherein the braking control means is means for stopping a drive circuit that drives the electric motor as the braking control. When a braking force that cannot cancel out the transmission power is required of the vehicle when the vehicle is substantially stopped, the braking control means is configured to control the braking force output from the mechanical braking means and the electric motor. The vehicle according to any one of claims 1 to 4, wherein the vehicle controls the mechanical braking unit and the electric motor such that the transmission power is canceled by power input and output from the vehicle. The braking control means is configured to output a creep torque to the drive shaft based on the transmitted power when a braking force of a predetermined value or less is requested to the vehicle when the vehicle is substantially stopped. The vehicle according to any one of claims 1 to 5, which is means for controlling an electric motor. 7. The vehicle according to claim 1, wherein the requested braking force is a braking force corresponding to a depressed state of a brake pedal. A vehicle that outputs power to a drive shaft connected to drive wheels,
An internal combustion engine,
Power conversion power transmission means capable of converting part of the power from the internal combustion engine to electric power and transmitting the remaining power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft,
Vehicle movement lock means for locking the movement of the vehicle so that transmission power transmitted to the drive shaft via the power conversion power transmission means can be canceled when a predetermined shift operation is performed by a driver;
A vehicle movement lock control means for controlling the electric motor so that power is not input / output from the electric motor when the movement of the vehicle is locked by the vehicle movement lock means. 9. The vehicle according to claim 8, wherein the vehicle movement lock control means is means for stopping a drive circuit for driving the electric motor. The power conversion power transmission means has three shafts connected to the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine, and the power input / output to any two of the three shafts is determined. 10. A means comprising a three-axis power input / output mechanism for determining the power input to and output from the remaining one shaft, and an electric motor for a rotating shaft capable of generating electric power connected to the rotating shaft. Vehicle according to any of the above. The power conversion power transmission means has a first rotor connected to an output shaft of the internal combustion engine, and a second rotor connected to the drive shaft and rotatable relative to the first rotor. The vehicle according to any one of claims 1 to 9, further comprising a pair rotor motor capable of inputting and outputting electric power by an electromagnetic action between the first rotor and the second rotor.

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