JP2005024071A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the control device of a vehicle capable of avoiding problem that is accompanied with switching in variable-speed modes of a transmission. <P>SOLUTION: The transmission to which engine power is transmitted is included. The transmission is provided with input and output elements. The control device of the vehicle is capable of selectively switching first variable-speed mode incapable of changing transmission ratio between an engine and the output element, and second variable-speed mode capable of changing the transmission ratio as variable-speed mode of the transmission. The device includes a rotating fluctuation judgement means (step S2 and step S3) which judges condition of vibration or heavy sound which is produced by rotating fluctuation in the engine, and a mode selector means (step S6 and step S7) which selects either the first variable-speed mode or the second variable-speed mode based on judgement result of the rotating fluctuation judgement means (step S2 and step S3). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle control device in which engine power is transmitted to a transmission and gear shifting can be executed between the engine and an output element of the transmission.

  Conventionally, an engine and a generator are connected to a transmission having a planetary gear, engine torque is input to the transmission, the generator functions as a reaction force element, and the number of revolutions of the engine is controlled by controlling the number of revolutions of the generator. 2. Description of the Related Art A vehicle control device configured to perform control and drive an engine at a driving point with good fuel efficiency is known. An example of such a vehicle control device is described in Patent Document 1 below.

  The hybrid vehicle described in Patent Document 1 includes an engine, a planetary gear, a generator, a motor, and a differential gear. First, a planetary gear and a generator are arranged on the output shaft of the engine. The planetary gear has a sun gear, a ring gear, and a carrier, the carrier is connected to the output shaft of the engine, the sun gear is connected to the input shaft of the generator, and the ring gear is connected to the differential gear via the counter drive gear and the counter driven gear. It is connected to. A brake is connected to the input shaft of the generator, and the rotation of the generator and the rotation of the sun gear are fixed by engaging the brake. The output shaft of the motor is connected to a counter driven gear.

In Patent Document 1, the planetary gear functions as a differential gear, and the rotation speed of the sun gear determines the output rotation speed of the ring gear with respect to the input rotation speed of the carrier. That is, it is possible to control the rotation speed of the sun gear by controlling the load torque of the generator. For example, when the sun gear is freely rotated, the rotation of the carrier is absorbed by the sun gear, the ring gear stops and no output rotation occurs. In the planetary gear, the input torque of the carrier is a combined torque of the reaction force torque of the generator and the output shaft torque. That is, the output from the engine is input to the carrier, and the generator is input to the sun gear. The output torque of the engine is output from the ring gear and transmitted to the drive wheels via the counter gear at a gear ratio set based on the engine efficiency. An example of a vehicle having a planetary gear as a transmission is also described in Patent Document 2 and Patent Document 3 below.
JP-A-8-322108 (paragraph number 0007 and paragraph number 0008, FIG. 1, abstract) JP 2001-16101 A Japanese Patent Laid-Open No. 9-156387

  In the vehicle control device described in Patent Document 1 described above, the planetary gear shift mode is achieved by controlling the load torque of the generator or controlling the engagement / release of the brake. Here, in any speed change mode achieved by any control, the reaction force element for the engine torque is the same sun gear. That is, it is a single shift mode in which the gear ratio is the same regardless of which control is selected. However, in a vehicle that allows switching between a transmission mode in which the transmission ratio between the engine and the output element can be changed and a transmission mode in which the transmission ratio between the engine and the output element cannot be changed, There was a risk that a problem would occur as a result of switching.

  The present invention has been made paying attention to the technical problem described above, and provides a vehicle control apparatus capable of avoiding problems that occur when switching a shift mode in a transmission coupled to an engine. It is intended to provide.

  In order to achieve the above object, an invention according to claim 1 includes a transmission to which engine power is transmitted, and the transmission includes an input element and an output element. A vehicle control apparatus capable of selectively switching between a first speed change mode in which a speed change ratio between the engine and the output element cannot be changed and a second speed change mode in which the speed change ratio can be changed. And a rotation fluctuation determining means for determining a state of vibration or a booming noise caused by the rotation fluctuation of the engine, and on the basis of the determination result of the rotation fluctuation determining means, either the first shift mode or the second shift mode. And a mode selection means for selecting the above. Here, “the state of vibration or booming noise” means at least one state of vibration or booming noise.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the rotation variation determining means further has a function of determining the state of the vibration or a booming noise based on the rotational speed of the engine. It is characterized by this.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, the rotation fluctuation determining means has a function of determining that the vibration or the booming noise increases when the rotational speed of the engine is equal to or lower than a predetermined rotational speed. Further, the mode selection means further has a function of selecting the second shift mode when the vibration or booming noise increases.

  According to a fourth aspect of the present invention, there is provided a transmission to which the power of the engine is transmitted. The transmission includes an input element and an output element. As a transmission mode of the transmission, the engine and the output element are In a vehicle control device capable of selectively switching between a first shift mode in which the gear ratio cannot be changed between and a second shift mode in which the gear ratio can be changed, the fuel consumption in the engine is reduced. The fuel consumption amount judging means for judging based on the driving state of the vehicle and distinguishing between the first speed change mode and the second speed change mode, and based on the judgment result of the fuel consumption amount judging means, Mode selection means for selecting one shift mode or the second shift mode.

  According to a fifth aspect of the present invention, there is provided a transmission to which engine power is transmitted. The transmission includes an input element and an output element. As a transmission mode of the transmission, the engine and the output element are The first speed change mode in which the speed ratio cannot be changed between the first speed change mode and the second speed change mode in which the speed change ratio can be changed can be selectively switched, and the first speed change mode and the second speed change mode can be changed. In a vehicle control apparatus provided with a motor / generator that suppresses a change in driving force caused by switching to a shift mode, a suppression degree determination unit that determines a degree of change in driving force that can be suppressed by the motor / generator, And mode switching control means for permitting or prohibiting switching between the first shift mode and the second shift mode based on the determination result of the suppression degree determining means. The one in which the features.

  According to a sixth aspect of the invention, in addition to the configuration of the fifth aspect, the suppression degree determining means can be suppressed by the motor / generator based on a power transfer state between the motor / generator and the power storage device. It further has a function of judging the degree of change in driving force.

  According to a seventh aspect of the invention, in addition to the configuration of any of the first to sixth aspects, the transmission includes the output element and a reaction force element to which power transmitted from the engine is distributed. The reaction force element includes a first reaction force element and a second reaction force element. A first motor / generator is coupled to the second reaction force element, and the first speed change mode and A switching mechanism is provided that allows the torque input from the engine to be received by either the first reaction force element or the second reaction force element in accordance with the switching to the second speed change mode. It is a feature.

  The invention according to claim 8 includes a transmission to which engine power is transmitted, and the transmission includes an input element, a reaction force element, and an output element. The transmission mode of the transmission includes the engine and the engine. It is possible to selectively switch between the first speed change mode in which the speed ratio with the output element cannot be changed and the second speed change mode in which the speed ratio can be changed, and the reaction force element is the first speed mode. When the first speed change mode is selected when the first motor / generator is connected to the second reaction force element, the engine is provided with the first reaction force element and the second reaction force element. The switching mechanism for receiving the torque input from the engine by the first reaction force element while receiving the torque input from the engine by the second reaction force element when the second mode is selected. Car with In the control device, wherein the functions of the first motor generator is reduced is characterized in that it has a mode selecting means for selecting the first shift mode.

  The invention of claim 9 is characterized in that, in addition to the configuration of claim 8, the mode selection means determines the function of the first motor / generator based on a physical quantity related to temperature. is there.

  According to a tenth aspect of the present invention, in addition to the structure of any one of the first to fourth aspects or the seventh to ninth aspects, the second drive having a power generation principle different from that of the engine. A force source is provided. The invention according to claim 10 includes a case where the wheel to which the power of the engine is transmitted and a wheel to which the power of the second driving force source is transmitted are the same as or different from each other.

  According to an eleventh aspect of the invention, in addition to the configuration of the tenth aspect, the second driving force source is connected to a power transmission path from the output element to the wheel.

  The inventions according to claims 1, 2, 3, 4, 5, 7, 8, 9, 10, and 11 are inventions that avoid problems that occur after switching from a predetermined shift mode to another shift mode. The invention according to claim 6 is an invention that avoids a problem that occurs in the middle of switching of the shift mode (switching process).

  The invention according to claim 12 includes a transmission to which engine power is transmitted, and the transmission includes an input element, an output element, and a reaction force element. The first speed change mode in which the speed ratio with the output element cannot be changed and the second speed change mode in which the speed ratio can be changed can be selectively switched, and the reaction force element When the first mode is selected in a vehicle control device having a connected first motor / generator and a second motor / generator connected to a power transmission path from the output element to a wheel. In addition, the first motor generator or the second motor generator is arranged so that the efficiency of at least one of the first motor generator or the second motor generator is increased. And it is characterized in that it comprises an efficient control means for controlling at least one of Nereta.

  According to a thirteenth aspect of the present invention, there is provided a transmission to which the power of the engine is transmitted. The transmission includes an input element, an output element, and a reaction force element. The first speed change mode in which the speed ratio with the output element cannot be changed and the second speed change mode in which the speed ratio can be changed can be selectively switched, and the reaction force element In a control apparatus for a vehicle having a connected first motor / generator and a second motor / generator connected to a power transmission path from the output element to a wheel, based on a required driving force in the vehicle, Motor control means for controlling at least one of the first motor generator and the second motor generator is provided.

  According to a fourteenth aspect of the present invention, in addition to the configuration of the thirteenth aspect, the motor control means is configured such that the first shift mode is selected and the required driving force in the vehicle is equal to or greater than a predetermined value. It further has a function of increasing the torque of at least one of the one motor generator or the second motor generator.

  As described above, according to the first aspect of the present invention, the state of the vibration or the booming noise caused by the engine fluctuation is determined, and the first shift mode or the second shift mode is determined based on the determination result. Can be selected. Therefore, it is possible to suppress drive train vibrations and noise caused by switching of the transmission mode.

  According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, it is possible to more reliably determine the state of vibration or booming noise.

  According to the invention of claim 3, in addition to obtaining the same effect as that of the invention of claim 2, it is determined that the vibration or booming noise increases when the engine speed is equal to or lower than the predetermined speed. The second speed change mode is selected. Therefore, it is possible to more reliably suppress the vibration of the drive train accompanying the change of the transmission mode and the booming noise.

  According to the invention of claim 4, it is possible to determine the fuel consumption amount in the engine, and to select the first shift mode or the second shift mode based on the determination result. Therefore, it is possible to suppress an increase in fuel consumption accompanying switching of the transmission mode.

  According to the fifth aspect of the present invention, the degree of change in the driving force that can be suppressed by the motor / generator is determined, and switching between the first shift mode and the second shift mode is permitted or prohibited based on the determination result. can do. Therefore, it is possible to avoid changes in driving force and shocks associated with switching between the first shift mode and the second shift mode.

  According to the sixth aspect of the invention, in addition to obtaining the same effect as the fifth aspect of the invention, it is possible to more reliably determine the degree of change in the driving force that can be suppressed by the motor / generator. .

  According to the seventh aspect of the invention, in addition to obtaining the same effect as that of any of the first to sixth aspects of the invention, the engine shifts between the first speed change mode and the second speed change mode. It is possible to switch the reaction force element that receives the input torque.

  According to the eighth aspect of the present invention, when the reaction torque against the engine torque cannot be secured by the first motor / generator, the reaction torque can be secured by the first reaction force element. Therefore, a problem caused by switching of the shift mode, specifically, “a decrease in driving force of the vehicle that occurs during the shift mode switching process” can be prevented in advance.

  According to the ninth aspect of the invention, the same effect as that of the eighth aspect of the invention can be obtained. In addition, since the function of the first motor / generator is determined by the physical quantity related to the temperature, the first motor -The function of the generator can be judged more reliably.

  According to the invention of claim 10, the second driving force can be obtained in addition to the same effects as those of any one of claims 1 to 4 or inventions of claims 7 to 9. It is possible to transmit the power of the source to the wheels.

  According to the eleventh aspect of the invention, the same effect as that of the tenth aspect of the invention can be obtained, and the power of the engine and the power of the second driving force source are both transmitted to the same wheel.

  According to the twelfth aspect of the present invention, when the first mode is selected, it is possible to suppress a decrease in efficiency of at least one of the first motor generator and the second motor generator.

  According to the invention of claim 13, in the selected shift mode, the actual driving force of the vehicle is controlled by controlling at least one of the first motor generator and the second motor generator. It becomes possible to approach the request, the frequency of switching from the selected shift mode to another shift mode can be reduced, and drivability is improved.

  On the other hand, when the selected shift mode is switched to another mode, the actual driving force of the vehicle is controlled by controlling at least one of the first motor generator and the second motor generator. It becomes possible to approach the driving force demand, and “deterioration of vehicle power performance caused by switching of the shift mode” can be suppressed.

  According to the invention of claim 14, in addition to obtaining the same effect as that of the invention of claim 13, when the required driving force is a predetermined value or more, the first motor generator or the second motor The torque of at least one of the generators can be increased. Therefore, the power performance of the vehicle can be further improved.

  Next, the present invention will be described based on specific examples. First, a schematic configuration of the power train of the vehicle Ve shown in FIG. 2 will be described. The vehicle Ve is an FR (front engine / rear drive) type vehicle. In FIG. 2, an engine 1 and a first motor / generator 2 are connected to a power distribution device 3, and a final gear 5 is connected to the power distribution device 3 via an output shaft 4. A wheel (rear wheel) 7 is connected via a drive shaft 6. Further, a second motor / generator 9 is connected to the output shaft 4 via a transmission 8.

  First, the engine 1 is a power device that converts heat energy into kinetic energy, and an internal combustion engine such as a gasoline engine, a diesel engine, or an LPG engine can be used. On the other hand, the first motor generator 2 and the second motor generator 9 have a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy. A power storage device 24 is connected to the first motor / generator 2 and the second motor / generator 9 via an inverter (not shown). As the power storage device 24, a secondary battery such as a battery or a capacitor can be used. The electric power is supplied from the power storage device 24 to at least one of the first motor / generator 2 or the second motor / generator 9 while being generated by the first motor / generator 2 or the second motor / generator 9. It is also possible to charge the power storage device 24 with the remaining power. Note that the electric power of the power storage device 24 is also supplied to an auxiliary device (not shown). Examples of auxiliary equipment include lighting devices and wipers.

  The power distribution device 3 is disposed between the first motor / generator 2 and the second motor / generator 9 in the longitudinal direction of the vehicle. The power distribution device 3 includes a stepped pinion type planetary gear mechanism. That is, the power distribution device 3 includes a large-diameter sun gear 10 and a small-diameter sun gear 11, a small-diameter pinion gear 12 that meshes with the large-diameter sun gear 10, a large-diameter pinion gear 13 that meshes with the small-diameter sun gear 11, and a small-diameter pinion gear 12 and a large-diameter pinion gear 13. The carrier 14 that can rotate integrally and revolveably, and the ring gear 15 that meshes with the large-diameter pinion gear 13. Here, the large-diameter sun gear 10, the small-diameter sun gear 11, and the ring gear 15 are arranged concentrically. The ring gear 15 and the output shaft 4 are coupled so as to rotate integrally. Further, the number of teeth of the large-diameter sun gear 10 is set to be larger than the number of teeth of the small-diameter sun gear 11. Further, the number of teeth of the small diameter pinion gear 12 is set to be smaller than the number of teeth of the large diameter pinion gear 13.

  On the other hand, the first motor / generator 2 includes a stator 16 and a rotor 17, and the stator 16 is fixed to a casing 18. The rotor 17 and the small-diameter sun gear 11 are coupled so as to be integrally rotatable. Further, a brake 19 that prevents and allows the rotation of the large-diameter sun gear 10 is provided. As the brake 19, for example, a hydraulically controlled friction engagement device can be used.

  Further, an input shaft 20 that rotates integrally with the carrier 14 is provided, and the input shaft 20 is connected to the engine 1. The input shaft 20 and the output shaft 4 are supported so as to be rotatable about a rotation axis (not shown) arranged in the front-rear direction of the vehicle. Furthermore, the second motor / generator 9 has a stator 21 and a rotor 22, and the stator 21 is fixed to the casing 18. The rotor 22 is connected to the transmission 8.

  Next, the control system of the vehicle Ve will be described. An electronic control device 23 that controls the entire vehicle Ve is provided. The electronic control device 23 includes a vehicle speed, an acceleration request (for example, accelerator opening), braking. Detection signals such as a request, a charge amount of the power storage device 24, a temperature of oil supplied to the inside of the casing 18, a temperature of the first motor / generator 2 and the second motor / generator 9, and an engine speed are input. From the electronic control unit 23, a signal for controlling the engine output, a signal for controlling the first motor / generator 2 and the second motor / generator 9, a signal for controlling the braking force of the brake 19, a gear ratio of the transmission 8 A signal for controlling the output is output.

  In the power train shown in FIG. 2, the engine mode, the electric vehicle mode, the hybrid mode, and the like are selectively switched based on a signal input to the electronic control device 23 and data stored in the electronic control device 23. Is possible. By switching between these modes, at least one of the powers of the engine 1 or the second motor / generator 9 is transmitted to the wheels 7. First, when the engine 1 is operated, the power of the engine 1 is transmitted to the wheels 7 via the power distribution device 3, the differential 5, and the drive shaft 6.

  Here, when the engine torque is transmitted to the power distribution device 3, the first motor / generator 2 can be activated as a generator. Further, when the engine torque is transmitted to the output shaft 4, the second motor / generator 9 can be started as a generator by the torque.

  On the other hand, when the second motor / generator 9 is activated as an electric motor, the power of the second motor / generator 9 is transmitted to the wheels 7. Further, a part of the power of the engine 1 is transmitted to the first motor / generator 2 via the power distribution device 3, and the first motor / generator 2 is activated as a generator to store the generated power. It is also possible to charge the device 24. Thus, the vehicle Ve is a hybrid vehicle that can use at least one of the engine 1 or the second motor / generator 9 as a driving force source.

  Furthermore, when the vehicle Ve is repulsive, the kinetic energy of the vehicle Ve is transmitted to at least one of the first motor / generator 2 or the second motor / generator 9 via the differential 5, and the first It is also possible to start at least one of the motor generator 2 or the second motor generator 9 as a generator.

  Next, the control when the engine 1 is operated and the state of each rotating element will be described based on the alignment chart (speed diagram) of FIG. In FIG. 3, “positive” means that the rotating element rotates in the forward direction, “reverse” means that the rotating element rotates in the reverse direction, and “zero” means that the rotational speed of the rotating element is zero. That means that the rotating element stops. When the engine 1 is operated, the normal mode or the overdrive mode can be selectively switched as a mode for controlling the power distribution device 3. For example, when the required driving force is greater than or equal to a predetermined value, or when the acceleration request is greater than or equal to a predetermined value, the normal mode is selected.

  When the normal mode is selected, the power of the engine 1 is transmitted to the wheels 7 via the power distribution device 3, and the brake 19 is released to reduce the braking force. Further, part of the power transmitted from the engine 1 to the power distribution device 3 is transmitted to the first motor / generator 2, and the small-diameter sun gear 11 and the first motor / generator 2 function as reaction force elements. . A part of the power transmitted from the engine 1 to the power distribution device 3 is transmitted to the wheel 7 via the ring gear 15 and the output shaft 4.

  For this reason, by controlling the rotation speed and rotation direction of the first motor / generator 2, the speed ratio of the power distribution device 3, specifically, the ratio between the engine rotation speed and the output shaft rotation speed is stepless. (Continuously) controlled. This is a continuously variable transmission state, and the number of revolutions of the first motor / generator 2 can be controlled in the range of line segment A1 to line segment A2, for example. That is, the speed ratio (overdrive state) in which the output shaft speed is higher than the engine speed, the speed ratio in which the output shaft speed is lower than the engine speed, the engine speed and the output shaft speed The speed ratio with the same number can be arbitrarily selected. Basically, the gear ratio of the power distribution device 3 is controlled so that the operating state of the engine 1 approaches the optimal fuel consumption operating state.

  On the other hand, the overdrive mode is selected when the required driving force is less than a predetermined value, or when the acceleration request is less than a predetermined value. When this overdrive mode is selected, the engine 1 is driven, the braking force of the brake 19 is increased, and the rotational speed of the large-diameter sun gear 10 becomes zero. In other words, the large-diameter sun gear 10 functions as a reaction force element, and the power transmitted from the engine 1 to the power distribution device 3 is transmitted to the wheels 7 via the ring gear 15 and the output shaft 4. The number of rotations of each rotation element corresponding to this overdrive mode is shown by a straight line B1 in FIG. That is, when the engine speed exceeds zero, the speed of the output shaft 4 is always higher than the engine speed. Assuming that the output shaft speed is constant, the change in the output shaft speed (speed increase ratio) relative to the change in the engine speed when the overdrive mode is selected is related to the engine speed. It is constant (fixed).

  This is a so-called overdrive state where the speed ratio, which is the ratio between the engine speed and the output shaft speed, is less than 1. In this overdrive state, it is possible for the first motor / generator 2 not to function as either a generator or an electric motor, that is, to place the first motor / generator 2 in the idling state. Note that the change in engine speed when the overdrive mode is selected is greater than the change in the output shaft speed (speed increase ratio) relative to the change in the engine speed in the overdrive state that can be selected in the normal mode. The degree of change in the output shaft rotation speed (speed increase ratio) with respect to the degree is larger.

  Note that the configuration for switching between the normal mode and the overdrive mode is performed automatically based on parameters that can be used for control different from mode switching, such as vehicle speed, acceleration request, and required driving force. 1 and a second configuration in which a mode switching device (for example, a switch or a lever) dedicated to mode switching is provided, and the mode is switched by the passenger operating the mode switching device.

  Next, a control example including selection of a normal mode or an overdrive mode (hereinafter sometimes referred to as “fixed mode”) will be described based on the flowchart of FIG. The first embodiment corresponds to the invention of claims 1 to 10. First, “whether or not a condition prohibiting selection of the normal mode is satisfied” is determined (step S1). Details of the processing in step S1 will be described later. If a negative determination is made in step S1, it is determined whether or not the normal mode is selected at the time of execution of this control routine (step S2).

  If the determination in step S2 is affirmative, it is determined whether or not a condition for switching from the normal mode to the fixed mode is satisfied (step S3). A specific example of the “condition for switching from the normal mode to the fixed mode” will be described.

(Switching condition example 1)
In this switching condition example 1, it is determined whether or not the operating state of the engine 1 is an operating state that generates vibration of the power transmission system or a room-humming noise. It is determined whether or not the “condition for switching to the fixed mode” is satisfied. For example, when the engine speed is equal to or lower than a predetermined speed, the combustion state of the engine 1 becomes unstable, the degree of fluctuation in the rotation of the engine 1 exceeds a predetermined value, vibration of the power transmission system and indoor noise ( Noise) may occur. Therefore, the engine speed is obtained from the vehicle speed and the gear ratio of the power distribution device 3, and based on the engine speed, the vibration of the power transmission system or the state of the indoor noise is determined. When the engine speed exceeds the predetermined speed, in other words, when no vibration or a booming noise is generated in the power transmission system, it is determined that “the condition for switching from the normal mode to the fixed mode is satisfied”. On the other hand, when the engine speed is equal to or lower than the predetermined speed, in other words, when vibration or a booming noise occurs in the power transmission system, it is determined that “the condition for switching from the normal mode to the fixed mode is not satisfied”. .

(Switching condition example 2)
In this switching condition example 2, the fuel consumption of the engine 1 is determined, and “whether or not the condition for switching from the normal mode to the fixed mode is satisfied” is determined based on the determination result. The fuel consumption can be determined based on, for example, engine efficiency and system efficiency. Specifically, the required driving force and the required power to be generated in the vehicle Ve are calculated based on the vehicle speed and the accelerator opening, and the shared power of the engine 1 and the second motor / generator 9 is calculated based on the required power. Are calculated respectively. The engine efficiency can be determined based on the shared power of the engine 1, and the system efficiency can be determined based on the shared power of the second motor / generator 9.

  Here, if the fuel consumption when the fixed mode is selected is superior to the fuel consumption when the normal mode is selected, it is determined that “the condition for switching from the normal mode to the fixed mode is satisfied”. On the other hand, if the fuel efficiency when the normal mode is selected is better than the fuel efficiency when the fixed mode is selected, it is determined that the condition for switching from the normal mode to the fixed mode is not satisfied. The

(Switching condition example 3)
In this switching condition example 3, the required driving force that should be generated in the vehicle Ve is calculated based on the vehicle speed and the accelerator opening, and it is determined whether the required driving force can be output, assuming that the fixed mode is selected. To do. Incidentally, the maximum driving force that can be output in the fixed mode is lower than the maximum driving force that can be output in the normal mode. This is because, in the fixed mode, the speed change mode of the power distribution device 3 is fixed at an increased speed, and in the normal mode, deceleration can be set as the speed change mode of the power distribution device 3. Then, when it is possible to ensure the power performance corresponding to the required driving force in the fixed mode, it is determined that “the condition for switching from the normal mode to the fixed mode is satisfied”.

  On the other hand, when it is impossible to secure the power performance corresponding to the required driving force in the fixed mode, it is determined that “the condition for switching from the normal mode to the fixed mode is not satisfied”. The data used for the processing of the switching condition examples 1 to 3 is mapped and stored in the electronic control unit 23, and the map is used in the processing of step S3.

  If the determination in step S3 is affirmative, assuming the case of switching from the normal mode to the fixed mode, the required values of the charge amount and the discharge amount of the power storage device 24 when switching from the normal mode to the fixed mode ( (Necessary power) is calculated, and regulation values (limit values) of the charge amount and the discharge amount in the power storage device 24 are determined based on the temperature of the power storage device 24 (step S4). That is, when switching from the normal mode to the fixed mode, control for suppressing torque fluctuation of the output shaft 4 is executed by the control of the second motor / generator 9 for the purpose of avoiding a shock due to a change in driving force. The second motor / generator 9 is regenerated or powered, and the power storage device 24 is charged or discharged.

  Following the above step S4, it is determined whether the required power calculated in step S3 is less than the limit value determined in step S3 (step S5). The positive determination in step S5 means that the second motor / generator 9 can avoid a shock when switching from the normal mode to the fixed mode. Therefore, if a positive determination is made in step S5, a control routine for switching from the normal mode to the fixed mode is executed (step S6), and the control of FIG.

  On the other hand, the negative determination in step S5 means that it is difficult for the second motor / generator 9 to avoid a shock when switching from the normal mode to the fixed mode. Therefore, if a negative determination is made in step S5, the control in the normal mode is continued (step S7), and this control routine is terminated. That is, the occurrence of a shock associated with switching from the normal mode to the fixed mode can be avoided in advance, and drivability is improved. If a negative determination is made in step S3, the process proceeds to step S7. Further, if a negative determination is made in step S2, a routine for determining whether or not a condition for switching from the fixed mode to the normal mode is established is executed (step S8), and the control of FIG.

  Next, the “condition for prohibiting selection of the normal mode” in the process of step S1 will be described. The “conditions for prohibiting selection of the normal mode” are different from the conditions described in the processing in steps S3 to S5. When the normal mode is selected, the engine speed is controlled by controlling the speed of the first motor / generator 2. Therefore, when the function of the first motor / generator 2 deteriorates, it may not be appropriate to select the normal mode. When the normal mode is selected, there is a possibility that the torque transmitted to the rear wheel 7 is assisted by the second motor / generator 9. Therefore, when the function of the second motor / generator 9 is deteriorated, it may not be appropriate to select the normal mode.

  In order to avoid such inconvenience, the process of step S1 is executed. Specifically, it is determined whether or not the condition for prohibiting the selection of the normal mode is satisfied depending on whether the function of the motor / generator is deteriorated, specifically, whether a failure, failure or abnormality has occurred. .

  For example, lubricating oil is stored in the casing 18, and the lubricating oil is supplied to the first motor / generator 2 and the second motor / generator 9, so that the first motor / generator 2 and the second motor are supplied. -The generator 9 is cooled. When the temperature of the coil of the first motor / generator 2 or the second motor / generator 9 increases to a predetermined temperature or more, the function may be deteriorated (failure / abnormality, etc.). Even when the temperature of the lubricating oil rises, the functions of the first motor / generator 2 and the second motor / generator 9 may be lowered.

  Therefore, when the temperature of the coil of the first motor / generator 2 or the second motor / generator 9 increases to a predetermined temperature or higher, or when the temperature of the lubricating oil in the casing 18 increases to a predetermined value or higher, It is determined that “a condition for prohibiting the selection of the normal mode is satisfied”, an affirmative determination is made in step S1, and the process proceeds to step S6. On the other hand, when the temperature of the coil of the first motor / generator 2 or the second motor / generator 9 is lower than a predetermined temperature, or when the temperature of the lubricating oil in the casing 18 is lower than a predetermined value, That is, when the function of the first motor / generator 2 or the second motor / generator 9 is normal, it is determined that “the condition for prohibiting the selection of the normal mode is not satisfied”.

  When the fixed mode is selected, the reaction force of the engine torque is borne by the brake 19 and the first motor / generator 2 can be prevented from functioning as either an electric motor or a generator. Accordingly, a series of electric power distribution amounts (electrical paths) of “converting kinetic energy into electric energy by the first motor / generator 2 and charging the electric energy to the power storage device 24” is reduced. The amount of heat generated by the generator 2 can be reduced, and the protection function of the system can be improved. Further, the amount of heat generated by the second motor / generator 9 can be reduced, and the protection function of the system can be improved.

  In step S1, it is also possible to determine “whether or not a condition for prohibiting selection of the normal mode is satisfied” based on whether or not the first motor / generator 2 is malfunctioning. Specifically, when the first motor / generator 2 is malfunctioning, it is determined that “the condition for prohibiting the selection of the normal mode is satisfied”, and the operation of the first motor / generator 2 is good. In this case, it is determined that “the condition for prohibiting selection of the normal mode is not satisfied”. As described above, when the determination in step S1 is affirmative and the process proceeds to step S6 and the fixed mode is selected, the engine 1 is transmitted without transmitting the torque of the second motor / generator 9 to the wheels 7. This torque can be transmitted to the wheel 7 to generate a driving force. In particular, when the vehicle Ve is traveling at a high vehicle speed, the retreat traveling (limpform traveling) performance is improved.

  Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. Steps S2 and S3 are converted into the rotational fluctuation determining means and the fuel consumption determining means of the present invention. Step S6 and step S7 correspond to the mode selection means of the present invention, step S4 and step S5 correspond to the suppression degree determination means of the present invention, and step S1 and step S6 correspond to the mode switching of the present invention. It corresponds to the control means.

  The power distribution device 3 corresponds to the transmission of the present invention, the carrier 14 corresponds to the input element of the present invention, the ring gear 15 corresponds to the output element of the present invention, and the large-diameter sun gear 10 corresponds to this The small-diameter sun gear 11 corresponds to the second reaction force element of the present invention, and the first motor / generator 2 and the brake 19 correspond to the switching mechanism of the present invention. . The overdrive mode (fixed mode) corresponds to the first shift mode of the present invention, and the normal mode corresponds to the second shift mode of the present invention. The vehicle speed, the accelerator opening, the requested driving force, the requested Parameters such as power correspond to the “vehicle operating state” of the present invention, and the charge amount and discharge amount of the power storage device 24 correspond to the “power transfer state between the motor / generator and the power storage device” of the present invention. Equivalent to. Further, the “function of the first motor / generator” of the present invention is determined based on “the temperature of the first motor / generator 2 and the temperature of the lubricating oil in the casing 18”. Further, the brake 19 may be an electromagnetically controlled brake instead of the hydraulically controlled brake.

  Next, a second embodiment that can be executed by the vehicle Ve shown in FIG. 2 will be described based on the flowchart of FIG. This second embodiment corresponds to the invention of claim 11. First, it is determined whether or not the normal mode is switched to the fixed mode (step S11). If an affirmative determination is made in step S11, efficiency improvement control is executed (step S12), and the control in FIG. 4 is terminated. On the other hand, if a negative determination is made in step S11, the control in FIG. 4 is terminated. Next, an example of the process executed in step S12 will be described.

(Processing example 1)
This processing example 1 is executed when the vehicle Ve travels by transmitting the engine torque to the wheels 7. When the fixed mode is selected, it is possible to start both the first motor / generator 2 and the second motor / generator 9 as generators by the engine torque. Therefore, in the electric circuit including the first motor / generator 2, the second motor / generator 9, and the power storage device 24, the first motor / generator 2 and the second motor / Controlling the generator 9 corresponds to this processing example 1. Here, the amount of electricity flowing in the electric circuit can be controlled by the operating point of the first motor / generator 2 and the second motor / generator 9 during power generation, that is, the rotational speed, regenerative torque, and the like.

  For example, it is determined whether the first motor / generator 2 or the second motor / generator 9 generates power, and which one is idled to minimize the amount of power flow, and based on the determination result Execute control. Here, the “idling state” means “an operating state in which the motor / generator does not function as either a generator or an electric motor”, in other words, a zero torque operating state. Whether or not one of the motor / generator can be idled can be determined based on the electric power supplied from the power storage device 24 to the auxiliary device. Thus, by executing the control that minimizes the amount of power flow in the electric circuit, the efficiency of the first motor / generator 2 and the second motor / generator 9 can be reduced. 1 fuel efficiency can be improved.

(Processing example 2)
This processing example 2 is executed when the vehicle Ve is repulsive, for example, when the vehicle is decelerating. When the vehicle Ve is repulsive, the kinetic energy of the vehicle Ve is transmitted to the first motor / generator 2 and the second motor / generator 9 via the wheels 7, and the first motor / generator 2 and the second motor / generator 9 are also transmitted. It is possible to perform regenerative power generation with the two motor generators 9 together. Therefore, power generation is executed by the motor generator having the higher power generation efficiency of the first motor generator 2 or the second motor generator 9. Here, the power generation efficiency can be determined from the operating points of the first motor / generator 2 and the second motor / generator 9 during power generation, that is, the rotational speed, the regenerative torque, and the like. By executing the processing example 2, when the kinetic energy is converted into electric energy and the electric power is charged in the power storage device 24, the recovery efficiency of the electric energy is improved.

(Processing example 3)
In this processing example 3, when the vehicle Ve travels by repulsive force and the first motor / generator 2 and the second motor / generator 9 generate power, the electric energy recovery efficiency is increased as much as possible. It is processing of. Specifically, both the first motor / generator 2 and the second motor / generator 9 generate power. The following three examples are given as cases where the first motor / generator 2 and the second motor / generator 9 generate power together. The first example is a case where the residual power amount of the power storage device 24 is a predetermined value or less. The second example is a case where the braking request for the vehicle Ve is greater than or equal to a predetermined value (requiring rapid deceleration). A third example is a case where the efficiency of collecting electric energy is higher when both the first motor / generator 2 and the second motor / generator 9 generate power. In this processing example 3, regenerative power generation is performed within the maximum charge amount of the power storage device 24. By executing the processing example 3, the efficiency of collecting electric energy is improved, and consequently the fuel consumption of the engine 1 is improved.

  As described above, according to the second embodiment, the efficiency at the time of power generation of at least one of the first motor generator 2 and the second motor generator 9 decreases as the normal mode is switched to the fixed mode. Can be suppressed. Here, the correspondence between the functional means shown in FIG. 4 and the invention of claim 11 will be described. Steps S11 and S12 correspond to the efficiency control means of the present invention. Further, parameters such as power generation efficiency, electric energy recovery efficiency, and power distribution amount in the electric circuit correspond to “the efficiency of at least one of the first motor / generator and the second motor / generator” of the present invention.

  The third embodiment will be described based on the flowchart of FIG. First, when the fixed mode is selected as the speed change mode (step S21), it is determined whether or not the required driving force is a predetermined value or more (step S22). Here, the predetermined value means the driving force obtained from the maximum engine torque, the gear ratio of the power distribution device 3, and the like. If the determination in step S22 is affirmative, control is performed to increase the power running torque of the first motor / generator 2 or the second motor / generator 9 to suppress a decrease in driving force (step S23). ), The control of FIG. If the determination in step S22 is negative, the control in FIG. 5 is terminated.

  According to such control, when the fixed mode is selected, even if the required driving force increases and the operation state to be switched to the normal mode is reached, the engine torque deficiency relative to the required torque is reduced to the first. The torque of the motor generator 2 or the second motor generator 9 can be supplemented. Therefore, the power performance of the vehicle Ve can be improved, the frequency of switching from the fixed mode to the normal mode can be reduced, and drivability is improved.

  In step S23, torque assist is performed by at least one of the motor / generators so that the efficiency of the first motor / generator 2 or the second motor / generator 9 is improved. By performing this process, the discharge amount of the power storage device 24 can be reduced, and torque assist by the motor / generator can be performed for a long time.

  Furthermore, in step S21, the target value in the fixed mode can be set higher (larger) than the target value in the normal mode as the target value of the remaining amount of the power storage device 24. As a result, it becomes easy to secure electric power for executing torque assist in step S23, and torque assist by the motor / generator can be performed for a long time.

  Furthermore, when the process from step S21 to step S23 is executed when the normal mode is switched to the fixed mode, the “decrease in the driving force of the vehicle Ve due to the switch from the normal mode to the fixed mode” is suppressed. It is also possible.

  On the other hand, it is also possible to set the number of teeth of each gear constituting the power distribution device 3 on the assumption that the torque assist process of step S23 is executed. When the number of gear teeth of the power distribution device 3 is set in this way, it is possible to obtain the power distribution device 3 in which the gear ratio corresponding to the fixed mode is made as small as possible (high gear). A setting method of the power distribution device 3 will be described based on the diagram of FIG. In the diagram of FIG. 6, the vehicle speed is the horizontal axis, the driving force is the vertical axis, the driving force line F1 corresponding only to the engine torque, and the driving force line F2 obtained by adding the torque assist of step S23 to the driving force line F1. And a running resistance Rr when the vehicle travels on an uphill road.

  For example, in the fixed mode of the power distribution device 3 such that the driving force F corresponding to the driving force line F1 is obtained at a predetermined vehicle speed V1 corresponding to the driving force line F1 at the intersection of the running resistance Rr and the driving force line F2. Set the gear ratio. More specifically, the speed ratio in the fixed mode of the power distribution device 3 is made as small as possible so that the target cruise performance, that is, it is possible to travel on an uphill road with a predetermined inclination at a predetermined vehicle speed ( Set to high gear). Thus, by setting the gear ratio in the fixed mode of the power distribution device 3, drivability is improved, and when the vehicle Ve travels at a high vehicle speed, the engine speed is made as low as possible. It becomes possible to control, and fuel consumption improves.

  Furthermore, a second control routine for executing processing different from the above processing in each step of FIG. 5 will be described. First, when the normal mode is selected in step S21, it is determined whether or not the braking request is a predetermined value or more in step S22. If the determination in step S22 is affirmative, the process proceeds to step S23. This is a routine in which regenerative braking is executed by the first motor / generator 2 or the second motor / generator 9 and the control of FIG. 5 is terminated. If the determination in step S22 is negative, the control in FIG. 5 is terminated. By executing the second control routine, the frequency of switching from the normal mode to the fixed mode can be reduced, and drivability is improved.

  Here, the correspondence between the functional means shown in FIG. 5 and the inventions of claims 12 and 13 will be described. Steps S21 to S23 correspond to the motor control means of the present invention. According to the second control routine, “braking request” corresponds to “required driving force” of the present invention.

  The “engine” described in each of the claims is changed to “first driving force source”, and the motor generator and the second motor generator are changed to “second driving force source”. It is also possible to change it to “source”. In this embodiment, the power generation principle is different between the first driving force source and the second driving force source. In addition, the “rotational fluctuation determination means” described in each claim of the claims is changed to “rotational fluctuation determination device” or “rotational fluctuation determination controller”, and “mode selection means” is changed to “mode selection”. It is also possible to change the “fuel consumption determination means” to “fuel consumption determination device” or “fuel consumption determination controller”.

  Furthermore, the “suppression degree judgment means” is changed to “suppression degree judgment device” or “suppression degree judgment controller”, and the “mode switching control means” is changed to “mode switching controller” or “mode switching control controller”. It is also possible to change "efficiency control means" to "efficiency controller" or "efficiency control controller" and to change "motor control means" to "motor controller" or "motor control controller". is there. Thus, a part of the structure of each claim is changed to another structure, a new claim is described in the claims, or an existing claim is replaced with the claims. It is also possible to describe.

  Here, the electronic control unit 23 is the above-described rotation variation determination device, rotation variation determination controller, mode selector, mode selection controller, fuel consumption determination device, fuel consumption determination controller, suppression degree determination device, suppression It corresponds to a degree determination controller, a mode switching controller, a mode switching control controller, an efficiency controller, an efficiency control controller, a motor controller, and a motor control controller.

  Furthermore, “rotation variation determination means” described in each claim of the claims is read as “rotation variation determination step”, “mode selection means” is changed to “mode selection step”, and “fuel consumption” The “quantity judging means” is changed to “fuel consumption judging step”, the “suppression degree judging means” is changed to “suppression degree judging step”, the “mode switching control means” is changed to “mode switching control step”, “Vehicle control device” can be changed to “vehicle control method”, “efficiency control means” can be changed to “efficiency control step”, and “motor control means” can be changed to “motor control step”. is there. Furthermore, the “vehicle” described in the claims can be changed to a “hybrid vehicle”. Furthermore, “the gear ratio cannot be changed” described in each claim of the claims can be changed to “the gear ratio is fixed”. Thus, a part of the structure of each claim is changed to another structure, a new claim is described in the claims, or an existing claim is replaced with the claims. It is also possible to describe.

It is a flowchart which shows the example of control of this invention. It is a conceptual diagram which shows the structure of the vehicle which can perform the example of control shown in FIG. FIG. 3 is a collinear diagram for the power distribution device shown in FIG. 2. It is a flowchart which shows the other example of control of this invention. It is a flowchart which shows the other example of control of this invention. FIG. 6 is a diagram used in the control example of FIG. 5.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... 1st motor generator, 3 ... Power distribution device, 7 ... Wheel, 9 ... 2nd motor generator, 10 ... 1st sun gear, 11 ... 2nd sun gear, 14 ... Carrier, DESCRIPTION OF SYMBOLS 15 ... Ring gear, 19 ... Brake, 23 ... Electronic control unit, 24 ... Power storage device, Ve ... Vehicle.

Claims (14)

A transmission to which engine power is transmitted has an input element and an output element. As a transmission mode of the transmission, a transmission ratio between the engine and the output element is not changed. In a vehicle control device capable of selectively switching between a possible first shift mode and a second shift mode capable of changing the gear ratio,
Rotation fluctuation determining means for determining a state of vibration or a booming noise caused by the rotation fluctuation of the engine;
A vehicle control apparatus comprising: mode selection means for selecting either the first shift mode or the second shift mode based on a determination result of the rotation variation determination means.   2. The vehicle control apparatus according to claim 1, wherein the rotation variation determination unit further has a function of determining the state of the vibration or the booming noise based on the number of rotations of the engine.   The rotation variation determining means further has a function of determining that the vibration or the booming noise increases when the engine speed is equal to or lower than a predetermined speed, and the mode selection means is configured to detect the vibration or the booming noise. The vehicle control device according to claim 2, further comprising a function of selecting the second speed change mode when a sound increases. A transmission to which engine power is transmitted has an input element and an output element. As a transmission mode of the transmission, a transmission ratio between the engine and the output element is not changed. In a vehicle control device capable of selectively switching between a possible first shift mode and a second shift mode capable of changing the gear ratio,
Fuel consumption determining means for determining the fuel consumption in the engine based on the driving state of the vehicle and distinguishing between the first shift mode and the second shift mode;
A vehicle control apparatus comprising: mode selection means for selecting the first shift mode or the second shift mode based on a determination result of the fuel consumption determination means. A transmission to which engine power is transmitted has an input element and an output element. As a transmission mode of the transmission, a transmission ratio between the engine and the output element is not changed. It is possible to selectively switch between a first shift mode that can be changed and a second shift mode in which the gear ratio can be changed, and according to switching between the first shift mode and the second shift mode. In a vehicle control device provided with a motor / generator for suppressing changes in driving force,
A degree-of-suppression determining means for determining a degree of change in driving force that can be suppressed by the motor generator;
Vehicle control characterized by having mode switching control means for permitting or prohibiting switching between the first shift mode and the second shift mode based on the determination result of the suppression degree determining means. apparatus.   The suppression degree determination means further has a function of determining the degree of change in driving force that can be suppressed by the motor / generator based on the state of power transfer between the motor / generator and the power storage device. The vehicle control device according to claim 5. The transmission has the output element and reaction force element to which power transmitted from the engine is distributed, and the reaction force element includes a first reaction force element and a second reaction force element. A first motor / generator is coupled to the second reaction force element;
A switching mechanism that receives the torque input from the engine by one of the first reaction force element and the second reaction force element in accordance with the switching between the first shift mode and the second shift mode. The vehicle control device according to claim 1, wherein the vehicle control device is provided. A transmission to which engine power is transmitted is provided. The transmission includes an input element, a reaction force element, and an output element. As a transmission mode of the transmission, a shift between the engine and the output element is performed. The first speed change mode in which the ratio cannot be changed and the second speed change mode in which the speed change ratio can be changed can be selectively switched, and the reaction force element is the first reaction force element and the first change force element. 2 is provided, and when the first motor / generator is connected to the second reaction force element and the first shift mode is selected, the torque input from the engine is In a vehicle control apparatus having a switching mechanism for receiving torque by the second reaction force element when the second reaction mode is selected while the second reaction force element is received by the first reaction force element. ,
A vehicle control apparatus comprising mode selection means for selecting the first shift mode when the function of the first motor / generator is degraded.   9. The vehicle control device according to claim 8, wherein the mode selection unit determines a function of the first motor / generator based on a physical quantity related to temperature.   A second driving force source having a different power generation principle from that of the engine is provided, or any one of claims 1 to 4, or any one of claims 7 to 9. The vehicle control device described.   The vehicle control device according to claim 10, wherein the second driving force source is connected to a power transmission path from the output element to a wheel. The transmission includes a transmission to which engine power is transmitted, and the transmission includes an input element, an output element, and a reaction force element. As a transmission mode of the transmission, a shift between the engine and the output element is performed. A first speed change mode in which the ratio cannot be changed and a second speed change mode in which the speed change ratio can be changed, and a first motor connected to the reaction force element; In a vehicle control device having a generator and a second motor / generator coupled to a power transmission path from the output element to a wheel,
When the first mode is selected, the first motor generator or the second motor generator is set so that the efficiency of at least one of the first motor generator or the second motor generator is increased. An apparatus for controlling a vehicle, comprising: efficiency control means for controlling at least one of the above. The transmission includes a transmission to which engine power is transmitted, and the transmission includes an input element, an output element, and a reaction force element. As a transmission mode of the transmission, a shift between the engine and the output element is performed. A first speed change mode in which the ratio cannot be changed and a second speed change mode in which the speed change ratio can be changed, and a first motor connected to the reaction force element; In a vehicle control device having a generator and a second motor / generator coupled to a power transmission path from the output element to a wheel,
A vehicle control apparatus comprising motor control means for controlling at least one of the first motor / generator and the second motor / generator based on a required driving force in the vehicle.   The motor control means is configured to select at least one of the first motor generator and the second motor generator when the first speed change mode is selected and the required driving force in the vehicle is a predetermined value or more. The vehicle control device according to claim 13, further comprising a function of increasing the torque of the vehicle.

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