JP2006187158A - Drive device, automobile equipped therewith and method of controlling same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress variation of a damping force to be generated in gear change in a transmission attached on a rotating motor under regenerative control in breaking a vehicle, and to more smoothly perform gear change in the transmission. <P>SOLUTION: When the transmission attached to a motor under regenerative control in damping is in a Hi gear position; a regenerative rate k for regenerating the motor using the kinetic energy of the vehicle as power is set at a value k2 smaller than a value k1 at which the transmission is in a Lo state (S170), and the motor and a hydraulic brake are controlled (S210-S250). Thus, since a torque for replacing the damping torque of the motor with a breaking torque Tb* is reduced in gear change in the transmission, variation in torque (variation in damping force) can be suppressed which may be generated in replacing the damping torque with the breaking torque Tb*, and the gear change in the transmission can be smoothly performed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a drive device, a vehicle equipped with the drive device, and a control method for the drive device, and more particularly, a drive device mounted on a vehicle together with a braking force applying means capable of applying a braking force, a vehicle equipped with such a drive device, and The present invention relates to a control method at the time of braking of a vehicle in a drive device mounted on the vehicle including a braking force applying means capable of applying a braking force.

Conventionally, in this type of automobile, an engine output shaft, a generator rotation shaft and a shaft connected to an axle are connected to three rotating elements of a planetary gear, and a shaft connected to the axle is connected via a transmission. A device that includes a power output device connected to a rotating shaft of an electric motor has been proposed (see, for example, Patent Document 1). In this automobile, structurally, the kinetic energy of the vehicle is converted into electric energy by regenerative control during braking and stored in the battery, and then the electric energy stored in the battery can be used. The energy efficiency can be improved.
JP 2002-225578 A

  In an automobile equipped with an electric motor, in many cases, the electric motor is regeneratively controlled to recover kinetic energy during braking and a brake that is operated by hydraulic pressure is also applied to obtain a braking force. At this time, from the viewpoint of energy recovery, it is desired to increase the ratio of the braking force by the regenerative control of the electric motor in the braking force. In an automobile having a configuration in which the electric motor is connected to the axle side via the transmission, when shifting the transmission during such braking, in order to reduce the shift shock and smoothly perform the shifting, the control by the regeneration control of the electric motor is performed. This is done by replacing some or all of the power with braking force from the brakes. At this time, since the accuracy of the brake control is lower than the accuracy of the regenerative control of the electric motor, the braking force acting on the vehicle may vary before and after the replacement of the braking force. Such fluctuations increase as the ratio of the braking force by the regenerative control of the motor to the braking force increases.

  The drive device of the present invention, an automobile equipped with the drive device, and a control method for the drive device are intended to suppress fluctuations in braking force that may occur during shifting of a transmission that is attached to an electric motor that is being regeneratively controlled during vehicle braking. One of them. Another object of the drive device of the present invention, an automobile equipped with the drive device, and a control method of the drive device is to more smoothly shift the speed of the transmission attached to the motor under regenerative control during braking of the vehicle. To do.

  In order to achieve at least a part of the above-described object, the drive device, the automobile equipped with the drive device, and the drive device control method of the present invention employ the following means.

The first drive device of the present invention comprises:
A driving device mounted on a vehicle together with a braking force applying means capable of applying a braking force,
An electric motor that can input and output power;
Shift transmission means connected to a drive shaft connected to the rotating shaft of the electric motor and the axle, and for changing the transmission gear ratio and transmitting the power between the rotating shaft of the electric motor and the drive shaft;
When a braking force is required for the vehicle, the regenerative braking force by the regenerative control of the electric motor and the applied braking force by the braking force applying unit occupying the requested braking force based on the state of the transmission ratio of the transmission unit. Braking force ratio setting means for setting the ratio of
Braking control means for controlling the electric motor so that the set regenerative braking force is output from the electric motor;
It is a summary to provide.

  In the first drive device of the present invention, when a braking force is required for the vehicle, the shift transmission means for shifting and transmitting the power between the rotating shaft of the electric motor and the drive shaft with a change in the gear ratio. Set the ratio between the regenerative braking force by the regenerative control of the motor and the applied braking force by the braking force applying means that can apply the braking force to the requested braking force based on the state of the gear ratio, and the regenerative system at the set ratio The electric motor is controlled so that power is output from the electric motor. In other words, the ratio of the regenerative braking force by the regenerative control of the electric motor being braked depends on the state of the transmission ratio of the transmission transmission means. As a result, it is possible to suppress fluctuations in the braking force when changing the speed ratio of the speed change transmission means during braking of the vehicle, and to change the speed ratio more smoothly. Here, the shift transmission means may be means for shifting in two stages.

  In the first driving apparatus of the present invention, the braking force ratio setting means uses the speed change ratio of the speed change transmission means as a speed reduction ratio when the power of the rotating shaft of the motor is reduced and transmitted to the drive shaft. In some cases, the ratio may be a means for setting the ratio so that the ratio of the regenerative braking force decreases as the speed reduction ratio decreases. The change of the transmission ratio of the transmission transmission means during braking is a change to increase the reduction ratio because it prepares for the next acceleration. Therefore, the gear ratio is more easily changed as the gear ratio of the transmission means during braking is smaller. When replacing the regenerative braking force by the motor with the applied braking force by the braking force applying means when changing the gear ratio, the smaller the proportion of the regenerative braking force that is required, the less the braking force of the vehicle before and after the replacement. The fluctuation will be smaller. In the first drive device of the present invention, based on these facts, the proportion of the regenerative braking force by the motor decreases as the speed reduction ratio corresponding to the speed ratio of the speed change transmission means decreases. As a result, it is possible to suppress fluctuations in the braking force when changing the speed ratio of the speed change transmission means during braking of the vehicle, and to change the speed ratio more smoothly.

  In the first drive device of the present invention in which the ratio is set so that the ratio of the regenerative braking force becomes smaller as the speed reduction ratio is smaller, the braking force ratio setting means changes the speed ratio of the speed change transmission means. It is also possible to set the ratio so that the ratio of the regenerative braking force decreases as the speed reduction ratio decreases. In this way, when the change of the transmission ratio of the transmission transmission means is not predicted, the ratio of the regenerative braking force of the electric motor can be held, so that more kinetic energy can be converted into electric energy and stored. The energy efficiency of the vehicle can be improved.

  Further, in the first drive device of the present invention in which the ratio is set so that the ratio of the regenerative braking force becomes smaller as the reduction ratio is smaller, the first drive device of the present invention can output power to the axle or an axle different from the axle. Two motors, and when the ratio of the regenerative braking force is set to be small, the braking force ratio setting means occupies the requested braking force according to the amount by which the ratio of the regenerative braking force is decreased. 2 is a means for setting a ratio of the second regenerative braking force by the regenerative control of the two motors, and the braking control means is configured to output the second regenerative braking force of the set ratio from the second motor. It may be a means for controlling the electric motor. In this way, at the time of changing the gear ratio, at least a part of the regenerative braking force by the electric motor can be replaced by the second regenerative braking force by the second electric motor, so that fluctuations in the braking force of the vehicle before and after the replacement are suppressed. be able to.

The second drive device of the present invention is:
A driving device mounted on a vehicle together with a braking force applying means capable of applying a braking force,
A first electric motor capable of inputting and outputting power;
Shift transmission means connected to a rotation shaft of the first electric motor and a drive shaft connected to the axle, and for changing the transmission gear ratio and transmitting the power between the rotation shaft of the electric motor and the drive shaft. ,
A second electric motor capable of outputting power to the axle or an axle different from the axle;
When a braking force is required for the vehicle, the first regenerative braking force by the regenerative control of the first motor and the regeneration of the second motor accounted for the requested braking force based on the state of the transmission ratio of the transmission transmission means. Braking force ratio setting means for setting a ratio between the second regenerative braking force by control and the applied braking force by the braking force applying means;
The first motor and the second motor are configured such that the set ratio of the first regenerative braking force is output from the first motor and the set ratio of the second regenerative braking force is output from the second motor. Braking control means for controlling the electric motor;
It is a summary to provide.

  In the second drive device of the present invention, when a braking force is required for the vehicle, the shift transmission means for shifting and transmitting the power between the rotating shaft of the motor and the drive shaft with a change in the gear ratio. Braking force applying means capable of applying the first regenerative braking force by the regenerative control of the first motor, the second regenerative braking force by the regenerative control of the second motor, and the braking force occupying the required braking force based on the state of the gear ratio. The first electric motor is set so that a ratio of the set regenerative braking force is output from the first motor and a second regenerative braking force of the set ratio is output from the second motor. And the second electric motor. That is, the ratio of the first regenerative braking force by the regenerative control of the first motor during braking and the second regenerative braking force by the regenerative control of the second motor are set in accordance with the state of the speed ratio of the transmission transmission means. As a result, it is possible to suppress fluctuations in the braking force when changing the speed ratio of the speed change transmission means during braking of the vehicle, and to change the speed ratio more smoothly. Here, the shift transmission means may be means for shifting in two stages.

  In such a second driving apparatus of the present invention, the braking force ratio setting means reduces the ratio of the first regenerative braking force when the change of the transmission ratio of the transmission transmission means is predicted, and the second It may be a means for setting the ratio so that the ratio of the regenerative braking force increases. In this way, at the time of changing the gear ratio, at least part of the first regenerative braking force by the first motor can be replaced with the second regenerative braking force by the second motor, so that the braking force of the vehicle before and after the replacement can be changed. Variations can be suppressed. In addition, when the change of the transmission ratio of the transmission transmission means is not predicted, since the ratio of the regenerative braking force of the motor can be maintained, more kinetic energy can be converted into electric energy and stored. Energy efficiency can be improved. In this aspect of the second driving apparatus of the present invention, the braking force ratio setting means increases the ratio of the second regenerative braking force by an amount corresponding to decreasing the ratio of the first regenerative braking force. It may be a means for setting the ratio.

The automobile of the present invention
The first or second driving device of the present invention according to any one of the above-described aspects;
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power;
Second braking control means for controlling the braking force applying means so that the set braking force is applied from the braking force applying means when a braking force is required for the vehicle;
Drive control means for controlling the internal combustion engine, the electric power drive input / output means, and the drive device so that when a drive force is requested from the vehicle, a drive force based on the requested drive force is output;
It is a summary to provide.

  Since the automobile according to the present invention includes the first or second drive device according to the present invention according to any one of the above-described aspects, the effect exerted by the first or second drive device according to the present invention, for example, during braking of the vehicle The effect similar to the effect which can suppress the fluctuation | variation of the braking force at the time of the change of the gear ratio of the transmission transmission means in this, the effect which can change a gear ratio more smoothly, etc. can be show | played.

The control method of the first drive device of the present invention is as follows:
It is mounted on a vehicle equipped with a braking force applying means capable of applying a braking force, and is connected to a motor capable of inputting / outputting power, and a drive shaft connected to a rotating shaft of the motor and an axle. A control method at the time of braking of a vehicle in a drive device, comprising: a transmission device that shifts and transmits power between a rotating shaft of an electric motor and the drive shaft,
(A) setting a ratio between a regenerative braking force by the regenerative control of the electric motor and an applied braking force by the braking force applying means that occupies the requested braking force based on a state of a transmission gear ratio of the transmission transmission means;
(B) The gist is to control the electric motor so that the set regenerative braking force is output from the electric motor.

  In the first drive device control method of the present invention, when braking force is required for the vehicle, a shift is performed in which the power is shifted and transmitted between the rotating shaft and the drive shaft of the motor with a change in the gear ratio. Set the ratio between the regenerative braking force by the regenerative control of the electric motor and the applied braking force by the braking force applying means that can apply the braking force based on the state of the transmission gear ratio of the transmission means, and the set ratio The motor is controlled so that the regenerative braking force is output from the motor. In other words, the ratio of the regenerative braking force by the regenerative control of the electric motor being braked depends on the state of the transmission ratio of the transmission transmission means. As a result, it is possible to suppress fluctuations in the braking force when changing the speed ratio of the speed change transmission means during braking of the vehicle, and to change the speed ratio more smoothly.

The control method of the second drive device of the present invention is as follows:
A gear ratio is changed by being connected to a first motor mounted on a vehicle having braking force applying means capable of applying a braking force and capable of inputting / outputting power, and a driving shaft connected to a rotating shaft and an axle of the first motor. And a second transmission motor capable of outputting power to the axle or an axle different from the axle, and a transmission transmission means for shifting and transmitting the power between the rotating shaft of the motor and the drive shaft. A control method for braking a vehicle in a drive device,
(A) The first regenerative braking force by the regenerative control of the first motor and the second regenerative braking force by the regenerative control of the second motor occupying the required braking force based on the state of the speed ratio of the transmission transmission means. And the ratio of the applied braking force by the braking force applying means,
(B) the first motor so that the set ratio of the first regenerative braking force is output from the first motor and the set ratio of the second regenerative braking force is output from the second motor; The gist is to control the second electric motor.

  In the control method for the second drive device according to the present invention, when braking force is required for the vehicle, a shift is performed in which the power is shifted and transmitted between the rotating shaft and the drive shaft of the motor with a change in the gear ratio. The first regenerative braking force by the regenerative control of the first motor and the second regenerative braking force and the regenerative braking force by the regenerative control of the second motor that occupy the required braking force based on the state of the transmission gear ratio of the transmission means. The ratio of the applied braking force by the power applying means is set so that the set ratio of the first regenerative braking force is output from the first motor and the set ratio of the second regenerative braking force is output from the second motor. The first motor and the second motor are controlled. That is, the ratio of the first regenerative braking force by the regenerative control of the first motor during braking and the second regenerative braking force by the regenerative control of the second motor are set in accordance with the state of the speed ratio of the transmission transmission means. As a result, it is possible to suppress fluctuations in the braking force when changing the speed ratio of the speed change transmission means during braking of the vehicle, and to change the speed ratio more smoothly.

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

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

  The engine 22 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and electronic control for the engine that inputs signals from various sensors that detect the operating state of the engine 22 such as a crank position sensor (not shown). A unit (hereinafter referred to as engine ECU) 24 receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. The power distribution and integration mechanism 30 includes a carrier 34 with a crankshaft 26 of the engine 22, a sun gear 31 with a motor MG 1, and a ring gear 32 with a motor MG 2 via a ring gear shaft 32 a as a drive shaft and a transmission 60. When the motor MG1 functions as a generator, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and the motor MG1 functions as an electric motor. Sometimes, the power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the front wheels 38a and 38b of the vehicle via the gear mechanism 35 and the differential gear 36.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. Both the motors MG1 and MG2 are driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 44 and 45 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 44 and 45. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

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

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

  Hydraulic brakes 90a, 90b, 92a, and 92b that are operated by hydraulic pressure from the brake actuator 94 are attached to the front wheels 38a and 38b and the rear wheels 39a and 39b. The brake actuator 94 is driven and controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 96 that inputs signals from various sensors that detect the operating states of the hydraulic brakes 90a, 90b, 92a, and 92b. The brake ECU 96 communicates with the hybrid electronic control unit 70, controls the drive of the brake actuator 94 by a control signal from the hybrid electronic control unit 70, and operates the hydraulic brakes 90a, 90b, 92a, 92b as necessary. Data relating to the state and the like is output to the hybrid electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. Further, the hybrid electronic control unit 70 outputs drive signals and the like to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 96 via a communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 96, and various control signals. And exchanging data.

  The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening degree Adrv corresponding to the depression amount of the accelerator pedal 83 by the driver and the vehicle speed V. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. Further, the hybrid vehicle 20 according to the embodiment calculates the required braking torque to be output to the ring gear shaft 32a as the drive shaft based on the brake position BP corresponding to the depression amount of the brake pedal 85 by the driver and the vehicle speed V, The motor MG2 and the hydraulic brakes 90a, 90b, 92a, 92b are controlled so that the braking force corresponding to the required braking torque is output to the ring gear, and the engine 22 is controlled to be in an idling operation state or an operation stop state. The motor MG1 is controlled not to output torque.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the control when shifting the transmission 60 when the driver depresses the brake pedal 85 to apply the braking force will be described. FIG. 3 is a flowchart illustrating an example of a braking control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the braking control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly starts the brake position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm2 of the motor MG2, and the battery 50. The process of inputting data necessary for control such as the input restriction Win and the shift state of the transmission 60 is executed (step S100). Here, the rotational speed Nm2 of the motor MG2 is calculated based on the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 45, and is input from the motor ECU 40 by communication. Further, the input limit Win of the battery 50 is set based on the battery temperature of the battery 50 detected by the temperature sensor and the remaining capacity (SOC) of the battery 50, and is input from the battery ECU 52 by communication. Here, the input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. The limiting correction coefficient is set, and the input / output limits Win and Wout can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 4 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 5 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  When the data is input in this way, the required braking torque Tr to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the braking torque required for the vehicle based on the input brake position BP and the vehicle speed V. * Is set (step S110). In the embodiment, the required braking torque Tr * is determined in advance by storing the relationship between the brake position BP, the vehicle speed V, and the required braking torque Tr * in the ROM 74 as a required braking torque setting map. And the corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required braking torque setting map. As shown in the figure, the required braking torque Tr * is also generated by the accelerator opening degree Acc, such as when the accelerator pedal 83 is released even when the brake pedal 85 is not depressed. Needless to say, the torque Tr * may be set using the accelerator opening Acc in addition to the brake position BP and the vehicle speed V.

  Subsequently, it is determined whether or not a shift request for the transmission 60 has been made (step S120). The shift request of the transmission 60 is made as a request from the Hi gear state to the Lo gear state at the time of braking, and the timing of the shift request is made based on the required braking torque Tr * and the vehicle speed V. When the transmission request for the transmission 60 is not made, the state (transmission state) of the transmission 60 is checked (step S130). When the transmission 60 is in the Lo gear state, the kinetic energy of the vehicle is controlled by the regenerative control by the motor MG2. A relatively large value k1 is set for the regeneration rate k that is regenerated as electric power (step S140), and a value 0 is set for the target rotational speed Ne * and the target torque Te * to stop the engine 22 (step S150). ), The gear ratio Glo of the Lo gear state is set to the gear ratio Gr of the transmission 60 (step S160). Here, the value k1 is a value between the value 0 and the value 1, and is set so that as much of the kinetic energy of the vehicle as possible can be recovered.

  Next, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S200), the required braking torque Tr * is multiplied by the set regeneration ratio k, and the provisional motor torque Tm2tmp is divided by the set gear ratio Gr. Calculate (step S210). Then, the input limit Win of the battery 50 is divided by the rotational speed Nm2 of the motor MG2 to calculate the torque limit Tmin of the motor MG2 (step S220), and the temporary motor torque Tm2tmp is limited by the calculated torque limit Tmin to thereby reduce the motor MG2. Torque command Tm2 * is set (step S230). By setting the torque command Tm2 * in this way, it is possible to output the braking torque from the motor MG2 within the range of the input limit Win of the battery 50. When the torque command Tm2 * of the motor MG2 is set, the required braking torque Tr * is subtracted from the ownership (Tm2 * · Gr) of the motor MG2 and multiplied by the conversion coefficient Gb, and output from the hydraulic brakes 90a, 90b, 92a, 92b. The power braking torque Tb * is calculated (step S240). Here, the conversion coefficient Gb is determined as a value for converting the braking torque to be output to the ring gear shaft 32a into torque when being output to the front wheels 38a, 38b and the rear wheels 39a, 39b.

  Then, the set target rotational speed Ne * and target torque Te * of the engine 22 are set in the engine ECU 24, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in the motor ECU 40, and the brake torque Tb * is set in the brake ECU 96. This is transmitted (step S250), and this routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having a value of 0 performs fuel injection control and ignition control so as to stop the operation of the engine 22 when the engine 22 is being operated. When is stopped, the state (stopped state) is maintained. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching of the inverter 41 so that the torque of the torque command Tm1 * (value 0) is output from the motor MG1, and changes the torque command Tm2 * from the motor MG2 to the torque command Tm2 *. Switching control of the switching element of the inverter 42 is performed so that a corresponding torque is output. In addition, the brake ECU 96 that has received the brake torque Tb * causes the brake actuator 94 to act as a torque corresponding to the brake torque Tb * from the hydraulic brakes 90a, 90b, 92a, 92b of the front wheels 38a, 38b and the rear wheels 39a, 39b. Drive control.

  When the transmission request for the transmission 60 is not made and the transmission 60 is in the Hi gear state (steps S120 and S130), the regeneration rate k is set to a value K2 smaller than the value k1 (step S170), and the engine 22 is turned on. A target rotational speed Ne * corresponding to the vehicle speed V and a target torque value 0 are set for independent operation at a rotational speed corresponding to the vehicle speed V (step S180), and the gear ratio Gr of the transmission 60 is set to Hi gear. The gear ratio Ghi in the state is set (step S190). Then, torque commands Tm1 *, Tm2 * and brake torque Tb * of motors MG1 and MG2 are set using the set regeneration rate k and gear ratio Gr (S200 to S240), and the set values are set in engine ECU 24 or motor ECU 40. , Transmitted to the brake ECU 96 (step S250). Here, when the transmission 60 is in the Hi gear state, the regenerative ratio k is set to a value k2 smaller than the value k1 in the Lo gear state because the transmission 60 is changed from the Hi gear state to the Lo state. This is to suppress torque fluctuations when shifting. This will be described when explaining the shift control when a shift request is made. The reason why the engine 22 is autonomously operated at a rotational speed corresponding to the vehicle speed V when the transmission 60 is in the Hi gear state is to output a driving force quickly when the accelerator pedal 83 is depressed.

  If it is determined in step S120 that a shift request has been made, shift control for changing the transmission 60 from the Hi gear state to the Lo state is executed (step S270). FIG. 7 is a flowchart illustrating an example of a shift control routine executed by the hybrid electronic control unit 70 of the embodiment. This shift control routine is repeatedly executed every time the braking time control routine of FIG. 3 is executed and a positive determination is made in step S120. That is, when a shift request is made, it is executed every predetermined time (for example, every 8 msec). Hereinafter, this shift control will be described.

  When the shift control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first checks the states of the flags F1, F2, and F3 (step S300). The flags F1, F2, and F3 indicate the execution stages of the shift control in order, and the value 0 is set as an initial value when a shift request is made. A flag indicating the execution stage of the shift control includes a flag F4 indicating the completion of the shift control. A value 0 is set as an initial value when a shift request is made. Setting the value F1 to the flag F4 means the end of the shift request in the braking control of FIG. 3, and in step S120, a negative determination from a positive determination, that is, “no shift request is made. It will be changed to the determination of "."

  When all of the flags F1, F2 and F3 are 0, the torque command Tm2 * of the motor MG2 set at that time is stored as a stored value Tset at a predetermined address of the RAM 76 (step S310), and the torque command Tm2 * Is increased by a predetermined torque ΔT1 (step S320), a value 1 is set in the flag F1 (step S330), and the shift control routine is terminated. Here, the predetermined torque ΔT1 is determined by the motor MG2 and the hydraulic brakes 90a, 90b, 92a, and 92b at the start interval (several msec in this case) of the braking time control routine of FIG. 3 when the transmission 60 is in the Hi gear state. The torque is set as a torque that can be changed without difficulty, and can be determined by the performance of the motor MG2, the performance of the hydraulic brakes 90a, 90b, 92a, 92b, the brake actuator 94, the performance of the transmission 60, and the like. .

  When the flag F1 is set to 1 and both the flags F2 and F3 remain at 0, the torque command Tm2 * is increased by the predetermined torque ΔT1 (step S340) and the torque command Tm2 * increased by the predetermined torque ΔT1. The upper limit is limited to 0 (step S350). When the limited torque command Tm2 * becomes 0, the flag F2 is set to 1 (steps S360 and S370), and the shift control routine is terminated. Here, in step S240 of FIG. 3, since the brake torque Tb * is set based on the torque command Tm2 *, the predetermined torque ΔT1 is multiplied by the conversion coefficient Gb by increasing the torque command Tm2 * by the predetermined torque ΔT1. The brake torque Tb * decreases with each torque. That is, this operation is to replace the braking torque of the motor MG2 with the braking torque from the hydraulic brakes 90a, 90b, 92a, 92b sequentially. FIG. 8 shows an example of a time change when the torque command Tm2 * and the brake torque Tb * of the motor MG2 are converted into torque acting on the ring gear shaft 32a. In the figure, the solid line indicates an example, and the alternate long and short dash line indicates a value obtained by using a value k1 when the Lo gear is in the regeneration rate k. As shown in the figure, in the embodiment, since a small value k2 is set for the regeneration rate k, the braking torque (torque command Tm2 *) of the motor MG2 is also small, and the torque that is replaced with the brake torque Tb * by this processing is also small. . For this reason, even if fluctuations occur due to the state of the hydraulic brakes 90a, 90b, 92a, 92b and changes over time, and the torque fluctuates before and after the replacement of the braking torque, the replacement torque can be reduced before and after the replacement. The generated torque fluctuation can be reduced.

  When the flags F1 and F2 are both set to 1 and the value of the flag F3 remains 0, the torque command Tm2 * of the motor MG2 is set to 0 and the required braking torque Tr * is set to the hydraulic brakes 90a, 90b, and 92a. , 92b is output to the front wheels 38a, 38b and the rear wheels 39a, 39b, the gear state of the transmission 60 is changed from the Hi gear state to the Lo gear state, that is, the brake B1 is on and the brake B2 is off. From this state, the brake B1 is switched off and the brake B2 is switched on (step S380), a value 1 is set in the flag F3 (step S390), and the shift control routine is terminated. Here, the switching of the gear state is performed through a state where both the brake B1 and the brake B2 that disconnect the motor MG2 are off. Thereby, the transmission 60 can be smoothly shifted. At this time, since the value 0 is set in the torque command Tm2 * of the motor MG2, a torque shock due to the shift of the transmission 60 does not occur. Further, since no friction torque is required for the brake B1 and the brake B2, heat generation of the brake B1 and the brake B2 can be suppressed.

  When all of the flags F1, F2, and F3 are set to the value 1, the torque command Tm2 * is decreased by the predetermined torque ΔT2 (step S400), and the lower limit of the torque command Tm2 * decreased by the predetermined torque ΔT2 is stored as the stored torque Tset. Is multiplied by the conversion coefficient q (step S410), and when the limited torque command Tm2 * becomes a value obtained by multiplying the stored torque Tset by the conversion coefficient q, a value 1 is set in the flag F4 ( Steps S420 and S430) and the shift control routine are terminated. Here, the conversion coefficient q is obtained as the product of the gear ratio when changing the transmission 60 from the Hi gear state to the Lo gear state and the conversion ratio when changing the regeneration rate k from the value k2 to the value k1. Can do. In the embodiment, as described above, in step S240 in FIG. 3, the brake torque Tb * is set based on the torque command Tm2 *. Therefore, by decreasing the torque command Tm2 * by the predetermined torque ΔT2, the predetermined torque ΔT2 is set. The brake torque Tb * is increased by a torque obtained by multiplying by a conversion coefficient Gb. That is, in this operation, when the braking torque from the hydraulic brakes 90a, 90b, 92a, 92b is set to the regeneration rate k of the value k1 after the shift, the braking torque of the motor MG2 is sequentially replaced until the regeneration torque of the motor MG2 is reached. It becomes. FIG. 9 shows an example of a time change when the torque command Tm2 * and the brake torque Tb * of the motor MG1 in this case are converted into torque acting on the ring gear shaft 32a. Thus, the brake torque Tb * to the torque command Tm2 * of the motor MG2 is set so that the brake torque Tb * becomes the braking torque to be applied from the motor MG2 when the transmission request is not made and the transmission 60 is in the Lo gear state. Therefore, the regeneration control in the motor MG2 after the shift can be performed smoothly. The predetermined torque ΔT2 is the torque of the motor MG2 and the hydraulic brakes 90a, 90b, 92a, 92b at the start interval (in this case, several msec) of the braking control routine of FIG. 3 when the transmission 60 is in the Lo gear state. The torque is set as a torque that can be changed without difficulty, and can be determined by the performance of the motor MG2, the performance of the hydraulic brakes 90a, 90b, 92a, 92b, the brake actuator 94, the performance of the transmission 60, and the like. Further, as described above, since the value 1 is set in the flag F4, when the braking time control routine of FIG. 3 is executed next time, it is determined that a shift request is not made in step S120.

  According to the hybrid vehicle 20 of the embodiment described above, when the transmission 60 is in the Hi gear state at the time of braking, the regenerative rate k is regenerated using the kinetic energy of the vehicle as electric power, and the transmission 60 is in the Lo gear state. A value k2 smaller than the value k1 is set to reduce the braking torque of the motor MG2, and the torque to be replaced with the brake torque Tb * is reduced when the transmission 60 is shifted. Therefore, this may occur when the brake torque Tb * is replaced. Torque fluctuation can be suppressed. That is, fluctuations in the braking force when the transmission 60 is shifted can be suppressed. In addition, when the brake torque Tb * is replaced with the braking torque of the motor MG2, the braking torque Tb * is set to the motor MG2 so that the braking torque is applied from the motor MG2 when the transmission 60 is in the Lo gear state. Since the torque command Tm2 * is replaced, the regenerative control in the motor MG2 after the shift can be performed smoothly. As a result, the transmission 60 can be shifted more smoothly.

  In the hybrid vehicle 20 of the embodiment, the regenerative ratio k is set to a small value k2 to reduce the braking torque of the motor MG2 when the transmission 60 is in the Hi gear state during braking. When the change from the gear state to the Lo gear state is performed, it is only necessary that the braking torque of the motor MG2 be small. Therefore, the regenerative ratio k is maintained even when the transmission 60 is in the Hi gear state during braking. Is set to a value k1, and when a shift request of the transmission 60 is predicted during braking in this state, the regenerative ratio k is set to a small value k2 to reduce the braking torque of the motor MG2. It may be a thing.

  In the hybrid vehicle 20 of the embodiment, when shifting the transmission 60 from the Hi gear state to the Lo gear state during braking, the braking torque of the motor MG2 is set to the hydraulic brakes 90a, 90b of the front wheels 38a, 38b and the rear wheels 39a, 39b. , 92a, 92b is replaced with the brake torque Tb * of the motor MG2, but the brake torque of the front wheels 38a, 38b may be replaced with only the brake torque of the rear wheels 39a, 39b. It may be replaced with only the brake torque of the hydraulic brakes 92a and 92b.

  In the hybrid vehicle 20 of the embodiment, the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2 are connected to the front wheels 38a and 38b. However, the braking force is applied to the vehicle by driving and controlling actuators such as hydraulic pressure. As long as the vehicle includes a brake that can be actuated and includes a motor via a transmission, the vehicle may have any configuration.

  Next, a hybrid vehicle 20B according to a second embodiment of the present invention will be described. FIG. 10 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 20B of the second embodiment. As shown in the figure, the hybrid vehicle 20B of the second embodiment includes a motor MG3 capable of outputting power to the rear wheels 39a and 39b, an inverter 43 for driving the motor MG3, and the like. The configuration is the same as that of the automobile 20. Therefore, in the configuration of the hybrid vehicle 20B of the second embodiment, the same components as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  Similarly to the motors MG1 and MG2, the motor MG3 provided in the hybrid vehicle 20B of the second embodiment is configured as a well-known synchronous generator motor that can be driven as a generator and driven as an electric motor. The motor ECU 40 that receives a signal from the rotational position detection sensor 46 that detects the rotational position of the rotor performs switching control of the switching element of the inverter 43 connected to the battery 50 via the power line 54 in the same manner as the inverters 41 and 42. Therefore, the drive is controlled.

  In the hybrid vehicle 20B of the second embodiment, the braking time control routine of FIG. 11 is executed instead of the braking time control routine of FIG. In this routine, instead of the processing in step S200 of the braking time control routine of FIG. 3, the processing (step S200b) of setting the value 0 to the torque command Tm1 * of the motor MG1 and the torque command Tm3 * of the motor MG3 is executed. Similarly, the hydraulic pressure is obtained by multiplying the required braking torque Tr * by subtracting the ownership (Tm2 * · Gr) of the motor MG2 and the ownership (Tm3 * · G3) of the motor MG3 by the conversion coefficient Gb instead of the processing of step S240. The process of calculating the brake torque Tb * to be output from the brakes 90a, 90b, 92a, 92b (step S240b) is executed, and the target rotational speed Ne * and the target torque Te *, which are set in place of the process of step S250, Torque commands Tm1 *, Tm2 *, Tm3 *, and brake torque Tb * are sent to engine ECU 24 and motor ECU. 0 and the process of transmitting to the brake ECU 96 (step S250b) and the process of executing the shift control routine of FIG. 12 (step S270b) instead of the process of executing the shift control routine of FIG. 7 at step S270. This is the same as the braking time control routine of FIG. In consideration of Steps S200b, S240b, and S250b, the braking time control routine of FIG. 11 has the same drive control as that of the hybrid vehicle 20 of the first embodiment only by including the motor MG3 when the shift control of Step S270b is not executed. Will be done. Here, the shift control routine of FIG. 12 adds the process of step S325 between the process of step S320 and the process of step S330 with respect to the shift control routine of FIG. 7, and the process of step S340 and the process of step S350. In addition, the process of step S345 is added between the processes of step S405, the process of step S405 is added between the process of step S400 and the process of step S410, and the process of step S415 is added instead of the process of step S410. The flags F1, F2, F3, F4 used, the predetermined torque ΔT, the conversion coefficient q, and the like are the same. Hereinafter, the shift control executed by the hybrid vehicle 20B of the second embodiment will be described focusing on the additional processing.

  When the shift control routine is executed, the CPU 72 of the hybrid electronic control unit 70 of the second embodiment first checks the states of the flags F1, F2, and F3 (step S300), and all of the flags F1, F2, and F3 are values. When 0, the torque command Tm2 * of the motor MG2 set at that time is stored as a stored value Tset at a predetermined address in the RAM 76 (step S310), and the torque command Tm2 * is increased by a predetermined torque ΔT1 (step S320). ), A value obtained by multiplying the predetermined torque ΔT1 by minus 1 and the conversion coefficient kt is set as a torque command Tm3 * of the motor MG3 (step S325), a value 1 is set in the flag F1 (step S330), and a shift control routine is performed. Exit. Here, the conversion coefficient kt is a conversion coefficient for converting the braking torque of the motor MG2 into the braking torque of the motor MG3. Therefore, the increase in torque command Tm2 * for motor MG2 is replaced as the decrease in torque command Tm3 * for motor MG3. FIG. 13 shows an example of a temporal change when the torque command Tm2 * of the motor MG2, the torque command Tm3 * of the motor MG3, and the brake torque Tb * are converted into torque acting on the ring gear shaft 32a. In the figure, the solid line indicates an example, and the alternate long and short dash line indicates a value obtained by using a value k1 when the Lo gear is in the regeneration rate k. As shown in the figure, the braking torque (torque command Tm2 *) of the motor MG2 is replaced with the braking torque (torque command Tm3 *) of the motor MG3. At this time, the brake torque Tb * does not change.

  When the value 1 is set in the flag F1, the torque command Tm2 * of the motor MG2 is increased by a predetermined torque ΔT1 (step S340), and the torque command Tm3 * of the motor MG3 is multiplied by the conversion factor kt. (Step S345), the upper limit of the torque command Tm2 * increased by the predetermined torque ΔT1 is limited to the value 0 (step S350), and the value of the flag F2 is set when the limited torque command Tm2 * becomes the value 0. 1 is set (steps S360 and S370), and the shift control routine is terminated. By repeating this process, the braking force (torque command Tm2 *) by the motor MG2 can be replaced with the braking force (torque command Tm3 *) of the motor MG3. In general, the motor control is more accurate than the hydraulic brake control, so that the torque can be replaced with high accuracy. Therefore, it is possible to suppress torque fluctuations (braking force fluctuations) that may occur when the torque is replaced.

  When the value 1 is set in the flags F1 and F2, the gear state of the transmission 60 is changed from the Hi gear state to the Lo gear state, that is, the brake B1 is turned on and the brake B2 is turned off to turn the brake B1 off. The brake B2 is switched on (step S380), the flag F3 is set to 1 (step S390), and the shift control routine is terminated. When a value 1 is set in any of the flags F1, F2, and F3, the torque command Tm2 * is decreased by a predetermined torque ΔT2 (step S400), and the torque command Tm3 * of the motor MG3 is converted into a predetermined torque ΔT2. The lower limit of the torque command Tm2 * increased by the value multiplied by the coefficient kt (step S405) and decreased by the predetermined torque ΔT2 is limited to the value obtained by multiplying the stored torque Tset by the conversion coefficient q, and the torque command Tm3 * is set to 0. Limit (step S415), when the limited torque command Tm2 * becomes a value obtained by multiplying the stored torque Tset by the conversion factor q, the flag F4 is set to a value 1 (steps S420 and S430), and the shift control routine Exit. Since the brake torque Tb * is calculated by subtracting the ownership (Tm2 * · Gr) of the motor MG2 and the ownership (Tm3 * · G3) of the motor MG3 from the required braking torque Tr *, the torque command Tm3 * of the motor MG3 is the value. After reaching 0, the torque command Tm2 * is decreased by a predetermined torque ΔT2, and increases by the torque obtained by multiplying the predetermined torque ΔT2 by the conversion coefficient Gb. Therefore, such processing is performed by braking the motor MG2 when the braking force (torque command Tm3 *) by the motor MG3 is returned to the braking force (torque command Tm2 *) by the motor MG2 and when the transmission 60 is in the Lo gear state. The brake torque Tb * is replaced with the torque command Tm2 * of the motor MG2 so that the torque becomes equal. FIG. 14 shows an example of a time change when the torque command Tm2 * of the motor MG2, the torque command Tm3 * of the motor MG3, and the brake torque Tb * are converted into torque acting on the ring gear shaft 32a. As shown in the drawing, after the braking force (torque command Tm3 *) by the motor MG3 is returned to the braking force (torque command Tm2 *) by the motor MG2, the brake torque Tb * is replaced with the torque command Tm2 * of the motor MG2. . By processing in this way, the regeneration control in the motor MG2 after the shift can be smoothly performed.

  According to the hybrid vehicle 20B of the second embodiment described above, when shifting the transmission 60 from the Hi gear state to the Lo gear state during braking, the braking torque of the motor MG2 is replaced with the braking torque of the motor MG3. Torque fluctuations (braking force fluctuations) that can occur when such braking torque is replaced can be suppressed. Of course, when the transmission 60 is in the Hi gear state, a value k2 smaller than the value k1 when the transmission 60 is in the Lo gear state is set as the regeneration rate k for regeneration using the kinetic energy of the vehicle as electric power. Since the braking torque is reduced, it is possible to further suppress the torque fluctuation that may occur when the braking torque of the motor MG2 is replaced with the braking torque of the motor MG3. Further, when the braking torque of the motor MG3 is returned to the braking torque of the motor MG2, the braking torque Tb * is set to the motor MG2 so that the braking torque is applied from the motor MG2 when the transmission 60 is in the Lo gear state after the return. Since the torque command Tm2 * is replaced, the regenerative control in the motor MG2 after the shift can be performed smoothly. As a result, the transmission 60 can be smoothly shifted.

  In the hybrid vehicle 20B of the second embodiment, when shifting the transmission 60 from the Hi gear state to the Lo gear state during braking, the braking torque of the motor MG2 is replaced with the braking torque of the motor MG3. A part of the braking torque may be replaced with the braking torque of the motor MG3 and the remaining torque may be replaced with the braking torque Tb *.

  In the hybrid vehicle 20B of the second embodiment, during braking, the braking force of the regeneration rate k is covered by the braking torque from the motor MG2, and the value 0 is set in the torque command Tm3 * of the motor MG3. This braking force may be covered by the braking force of the motors MG2 and MG3.

  In the hybrid vehicle 20B of the second embodiment, when the transmission 60 is in the Hi gear state, the regeneration rate k is regenerated using the kinetic energy of the vehicle as electric power, and is smaller than the value k1 when the transmission 60 is in the Lo gear state. Although k2 is set, the value k1 when the transmission 60 is in the Lo gear state may be set as the regeneration rate k even when the transmission 60 is in the Hi gear state.

  Even in the hybrid vehicle 20B of the second embodiment, when the transmission 60 is in the Hi gear state during braking, the regenerative ratio k is set to a small value k2 to reduce the braking torque of the motor MG2, but the transmission 60 When the change from the Hi gear state to the Lo gear state is performed, it is only necessary that the braking torque of the motor MG2 be small. Therefore, even when the transmission 60 is in the Hi gear state at the time of braking, the Lo gear is maintained at the regeneration rate k. Is set to a value k1, and when a shift request of the transmission 60 is predicted during braking in this state, the regenerative ratio k is set to a small value k2 to set the braking torque of the motor MG2. It may be made smaller.

  In the hybrid vehicle 20B of the second embodiment, the drive system including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, and the transmission 60 is connected to the front wheels 38a and 38b, and the motor MG3 is connected to the rear wheels 39a and 39b. However, the drive system including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, and the transmission 60 is connected to the rear wheels 39a and 39b, and the motor MG3 is connected to the front wheels 38a and 38b. Also good. In addition, a drive system including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, and the transmission 60 may be connected to the front wheels 38a and 38b, and the motor MG3 may be connected to the front wheels 38a and 38b. 22, the power distribution and integration mechanism 30, the motor MG 1, MG 2, and the transmission 60 may be connected to the rear wheels 39 a and 39 b and the motor MG 3 may be connected to the rear wheels 39 a and 39 b.

  In the hybrid vehicle 20B of the second embodiment, the drive system including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, and the transmission 60 is connected to the front wheels 38a and 38b, and the motor MG3 is connected to the rear wheels 39a and 39b. However, the first electric motor connected to the axle via the transmission and the transmission is not provided, and the brake includes a brake capable of applying a braking force to the vehicle by controlling the driving of an actuator such as a hydraulic pressure. As long as the vehicle includes a second electric motor connected to one of the axles, the vehicle may have any configuration.

  In the first embodiment and the second embodiment described above, the present invention is applied to the hybrid vehicles 20 and 20B. However, the form of the drive device mounted on such a hybrid vehicle and the form of the control method of the drive device are also applicable. Good.

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

  The present invention can be used in the manufacturing industry of driving devices and automobiles.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. 2 is a configuration diagram illustrating an example of a configuration of a transmission 60. FIG. 3 is a flowchart showing an example of a braking control routine executed by a hybrid electronic control unit 70; It is explanatory drawing which shows an example of the relationship between battery temperature Tb and input-output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement braking torque setting. It is a flowchart which shows an example of the shift control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the time change at the time of converting torque command Tm2 * at the time of replacing the braking torque of motor MG2 with brake torque Tb *, and brake torque Tb * into the torque which acts on the ring gear shaft 32a. It is explanatory drawing which shows an example of a time change at the time of converting torque command Tm2 * at the time of returning brake torque Tb * to the braking torque of motor MG1, and brake torque Tb * into the torque which acts on the ring gear shaft 32a. It is a block diagram which shows the outline of a structure of the hybrid vehicle 20B as 2nd Example of this invention. It is a flowchart which shows an example of the control routine at the time of a braking performed by the electronic control unit for hybrid 70 of 2nd Example. It is a flowchart which shows an example of the shift control routine performed by the hybrid electronic control unit 70 of 2nd Example. Description showing an example of a time change when the torque command Tm2 *, the torque command Tm3 *, and the brake torque Tb * when the braking torque of the motor MG2 is replaced with the braking torque of the motor MG3 are converted into torque acting on the ring gear shaft 32a. FIG. Description showing an example of a time change when the torque command Tm2 *, the torque command Tm3 *, and the brake torque Tb * when the braking torque of the motor MG3 is returned to the braking torque of the motor MG2 are converted into torque acting on the ring gear shaft 32a. FIG.

Explanation of symbols

20, 20B Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Gear mechanism, 36, 37 Differential gear, 38a, 38b Front wheel, 39a, 39b Rear wheel, 40 Electronic control unit for motor (motor ECU), 41, 42, 43 Inverter, 44, 45, 46 Rotation position detection sensor, 50 Battery , 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 63a first pinion gear, 6 b Second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90a, 90b, 92a, 92b Hydraulic brake, 94 Brake actuator, 96 Brake electronic control unit (brake ECU), MG1, MG2, MG3 motor.

Claims (11)

A driving device mounted on a vehicle together with braking force applying means capable of applying a braking force,
An electric motor that can input and output power;
Shift transmission means connected to a drive shaft connected to the rotation shaft and the axle of the electric motor, and to shift and transmit power between the rotation shaft of the motor and the drive shaft with a change in gear ratio;
When a braking force is required for the vehicle, the regenerative braking force by the regenerative control of the electric motor and the applied braking force by the braking force applying unit occupying the requested braking force based on the state of the transmission ratio of the transmission unit. Braking force ratio setting means for setting the ratio of
Braking control means for controlling the electric motor so that the set regenerative braking force is output from the electric motor;
A drive device comprising:   The braking force ratio setting means is configured such that when the speed ratio of the speed change transmission means is a speed reduction ratio when the power of the rotating shaft of the electric motor is decelerated and transmitted to the drive shaft, the regenerative braking is reduced as the speed reduction ratio is smaller. 2. The drive unit according to claim 1, wherein the drive unit is a means for setting the ratio so that the ratio of power is reduced.   The braking force ratio setting means is a means for setting the ratio so that the ratio of the regenerative braking force tends to decrease as the speed reduction ratio decreases when a change in the speed ratio of the speed change transmission means is predicted. Item 3. The driving device according to Item 2. The drive device according to claim 2 or 3, wherein
A second electric motor capable of outputting power to the axle or an axle different from the axle;
When the ratio of the regenerative braking force is set to a small value, the braking force ratio setting means is configured to reduce the ratio of the regenerative braking force to reduce the ratio of the regenerative braking force to the regenerative power of the second motor. A means for setting a large ratio of the second regenerative braking force by the control;
The braking control means is means for controlling the second electric motor so that the set ratio of the second regenerative braking force is output from the second electric motor. A driving device mounted on a vehicle together with a braking force applying means capable of applying a braking force,
A first electric motor capable of inputting and outputting power;
Shift transmission means connected to a rotation shaft of the first electric motor and a drive shaft connected to the axle, and for changing the transmission gear ratio and transmitting the power between the rotation shaft of the electric motor and the drive shaft. ,
A second electric motor capable of outputting power to the axle or an axle different from the axle;
When a braking force is required for the vehicle, the first regenerative braking force by the regenerative control of the first motor and the regeneration of the second motor accounted for the requested braking force based on the state of the transmission ratio of the transmission transmission means. Braking force ratio setting means for setting a ratio between the second regenerative braking force by control and the applied braking force by the braking force applying means;
The first motor and the second motor are configured such that the set ratio of the first regenerative braking force is output from the first motor and the set ratio of the second regenerative braking force is output from the second motor. Braking control means for controlling the electric motor;
A drive device comprising:   The braking force ratio setting means has a tendency that the ratio of the first regenerative braking force decreases and the ratio of the second regenerative braking force increases when a change in the speed ratio of the shift transmission means is predicted. 6. The driving apparatus according to claim 5, which is means for setting the ratio.   7. The driving apparatus according to claim 6, wherein the braking force ratio setting means is a means for setting the ratio so that the ratio occupied by the second regenerative braking force is increased by an amount corresponding to decreasing the ratio occupied by the first regenerative braking force. .   8. The driving apparatus according to claim 1, wherein the transmission transmission means is means for shifting in two stages. A driving device according to any one of claims 1 to 8,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power;
Second braking control means for controlling the braking force applying means so that the set braking force is applied from the braking force applying means when a braking force is required for the vehicle;
Drive control means for controlling the internal combustion engine, the electric power drive input / output means, and the drive device so that when a drive force is requested from the vehicle, a drive force based on the requested drive force is output;
Automobile equipped with. It is mounted on a vehicle equipped with a braking force applying means capable of applying a braking force, and is connected to a motor capable of inputting / outputting power, and a drive shaft connected to a rotating shaft of the motor and an axle. A control method at the time of braking of a vehicle in a drive device, comprising: a transmission device that shifts and transmits power between a rotating shaft of an electric motor and the drive shaft,
(A) setting a ratio between a regenerative braking force by the regenerative control of the electric motor and an applied braking force by the braking force applying means that occupies the requested braking force based on a state of a transmission gear ratio of the transmission transmission means;
(B) A control method for controlling the electric motor so that the set regenerative braking force is output from the electric motor. A gear ratio is changed by being connected to a first motor mounted on a vehicle having braking force applying means capable of applying a braking force and capable of inputting / outputting power, and a driving shaft connected to a rotating shaft and an axle of the first motor. And a second transmission motor capable of outputting power to the axle or an axle different from the axle, and a transmission transmission means for shifting and transmitting the power between the rotating shaft of the motor and the drive shaft. A control method for braking a vehicle in a drive device,
(A) The first regenerative braking force by the regenerative control of the first motor and the second regenerative braking force by the regenerative control of the second motor occupying the required braking force based on the state of the speed ratio of the transmission transmission means. And the ratio of the applied braking force by the braking force applying means,
(B) the first motor so that the set ratio of the first regenerative braking force is output from the first motor and the set ratio of the second regenerative braking force is output from the second motor; A control method for controlling the second electric motor.

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