JP2007137267A - Vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the fuel consumption of a vehicle by performing a shift in the shift level of a transmission according to the status of an electricity accumulation device in a vehicle which travels according to a power from an internal combustion engine and a power to be output from a motor through a transmission in two level shift. <P>SOLUTION: When the residual capacity (SOC) of a battery is a threshold Sref or more, a normal speed V1 is set as Lo-Hi shft line Vhi, and a shift in the shift level of a transmission is performed (S190, S210, S230), and when the residual capacity (SOC) of the battery is the threshold Sref or less, a vehicle speed V2 smaller than the vehicle speed V1 is set as a Lo-Hi shift line Vhi, and a shift in the shift level of the transmission is performed (S200, S210, S230). Thus, it is possible to improve the transmission efficiency of a transmission 60 when charging the battery, and to improve the fuel consumption of the vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, this type of vehicle includes an engine, a planetary gear mechanism in which a crankshaft of the engine is connected to a carrier and a ring gear mechanically connected to an axle, and a sun gear of the planetary gear mechanism. 1 motor, a two-speed transmission coupled to the axle, a second motor that inputs and outputs power to the transmission, and a power storage device that exchanges power with the first motor and the second motor. The thing is proposed (for example, refer patent document 1). In this vehicle, when the input / output limit of the power storage device is largely limited, the shift of the transmission is changed to the low load side to prevent a shock associated with the shift.
JP 2004-204957 A

  In a vehicle equipped with a two-speed transmission such as the above-described vehicle, it is possible to suppress a drop in driving force or a torque shock when shifting the transmission, and to travel at a high vehicle speed. Since shifting of the transmission is not performed frequently when not performed, shifting to the speed-up side of the transmission is often performed at a relatively high vehicle speed. In consideration of power performance, it may be better not to perform such a shift. It is also desirable to consider the gear position of the transmission in order to quickly and more appropriately store the amount of power that can be discharged by the power storage device.

  The vehicle of the present invention and the control method thereof according to the state of a power storage device such as a secondary battery in a vehicle traveling with power from an internal combustion engine and power output from a motor via a two-speed transmission. One of the purposes is to shift. Further, the vehicle and the control method thereof according to the present invention do not frequently change the speed of the transmission in a vehicle that travels with the power from the internal combustion engine and the power output from the electric motor through the two-speed transmission. One of the purposes is to improve the fuel consumption of the vehicle. Furthermore, a vehicle and a control method thereof according to the present invention aim to maintain the power characteristics of the vehicle in a vehicle that travels with the power from the internal combustion engine and the power output from the electric motor through the two-speed transmission. One of them.

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

The vehicle of the present invention
An internal combustion engine;
An electric power / power input / output means connected to the output shaft of the internal combustion engine and the first axle, for inputting / outputting power to / from the output shaft and the first axle with input / output of electric power and power;
An electric motor that can input and output power;
Two-speed transmission means connected to a second axle, which is either the first axle or an axle different from the first axle, and a rotating shaft of the motor;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
State detecting means for detecting the state of the power storage means;
Vehicle speed shift relationship setting means for setting a vehicle speed shift relationship that is a relationship between the vehicle speed and the shift speed of the shift means based on the detected state of the power storage means;
Vehicle speed detection means for detecting the vehicle speed;
Shift control means for shifting the shift stage of the shift means based on the detected vehicle speed and the set vehicle speed shift relationship;
Required driving force setting means for setting required driving force required for traveling;
Control means for controlling the internal combustion engine, the electric power drive input / output means and the electric motor so as to run with a driving force based on the set required driving force;
It is a summary to provide.

  In the vehicle according to the present invention, the vehicle speed shift relationship that is the relationship between the vehicle speed and the shift speed of the speed change device is set based on the state of the power storage device, and the speed change of the speed change device is set based on the vehicle speed and the set vehicle speed shift relationship. The speed change means is controlled so that the speed is changed, and the internal combustion engine, the electric power drive input / output means, and the electric motor are controlled to run with a driving force based on the required driving force required for running. Thereby, the gear position of the speed change means can be changed according to the state of the power storage means. Accordingly, the energy efficiency of the vehicle can be improved while maintaining the power characteristics of the vehicle without frequently changing the speed change means, and the fuel efficiency of the vehicle can be improved.

  In such a vehicle of the present invention, the state detecting means is means for detecting the amount of electricity stored in the electric storage means so as to be able to be discharged, and the vehicle speed shift relationship setting means is adapted to reduce the vehicle speed as the detected amount of electricity stored is smaller. Thus, it is possible to use a means for setting the relationship of the speed-up side shift stage as the vehicle speed shift relationship. Further, the state detecting means is means for detecting a storage amount stored in a dischargeable manner from the storage means, and the vehicle speed shift relationship setting means is configured to detect a vehicle speed when the detected storage amount is equal to or greater than a predetermined storage amount. Is set as the vehicle speed shift relationship, and when the detected amount of charge is less than the predetermined amount of charge, the vehicle is on the speed increasing side on the lower vehicle speed side than the first relationship. It may be a means for setting the second relationship as the gear position as the vehicle speed shift relationship. When the speed change means is at the speed increasing side, the motor is driven by low rotation and high torque, and the speed of the speed change means is lower than the speed at the speed reduction side. The efficiency of the electric motor and the transmission efficiency of the speed change means are increased. For this reason, the fuel consumption of the vehicle can be improved by setting the vehicle speed shift relationship as described above.

  Further, in the vehicle of the present invention, the vehicle speed shift relationship setting means is configured such that the low speed increase shift relationship for switching from the speed reduction side shift stage to the speed increase side shift stage with respect to the vehicle speed is from the speed increase side shift stage with respect to the vehicle speed. It may be a means for setting the vehicle speed shift relationship so that the vehicle speed side is higher than the low increase gear shift relationship for switching to the deceleration side gear position. If it carries out like this, the frequent shift of the gear stage of a transmission means can be suppressed.

  Furthermore, in the vehicle of the present invention, the power input / output means is connected to three axes of the first axle, the output shaft of the internal combustion engine, and a rotatable third axis, and any two of the three axes. A three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power input / output to / from the power generator, and a generator capable of inputting / outputting power to / from the third shaft. You can also

The vehicle control method of the present invention includes:
An internal combustion engine and electric power input / output means connected to an output shaft of the internal combustion engine and a first axle for inputting / outputting power to / from the output shaft side and the first axle side with input / output of electric power and power And an electric motor capable of inputting and outputting power, and a two-speed transmission means connected to the second axle, which is either the first axle or an axle different from the first axle, and the rotating shaft of the electric motor; And a power storage means capable of exchanging power with the electric power input / output means and the electric motor, and a vehicle control method comprising:
Based on the state of the power storage means, a vehicle speed shift relationship that is a relationship between the vehicle speed and the shift speed of the speed change means is set,
The internal combustion engine and the electric power / power input / output means so that the speed of the speed change means is changed based on a vehicle speed and the set speed change relation and the vehicle is driven by a driving force based on a required driving force required for driving. Controlling the electric motor and the transmission;
This is the gist.

  In the vehicle control method according to the present invention, a vehicle speed shift relationship that is a relationship between the vehicle speed and the shift speed of the speed change device is set based on the state of the power storage device, and the vehicle speed is changed based on the set vehicle speed shift relationship. The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so as to run with a driving force based on the required driving force required for running as well as the speed of the means is changed. Thereby, the gear position of the speed change means can be changed according to the state of the power storage means. Accordingly, the energy efficiency of the vehicle can be improved while maintaining the power characteristics of the vehicle without frequently changing the speed change means, and the fuel efficiency of the vehicle can be improved.

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

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

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

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

  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. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. 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 rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as 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, an inter-terminal voltage Vb from the voltage sensor 51 a 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 Ib from the attached current sensor 51b, the battery temperature Tb from the temperature sensor 50c attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates a remaining capacity (SOC) that is the amount of power that can be discharged from the battery 50 based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50. .

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

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. 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.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when traveling with the shift of the transmission 60 will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, the remaining capacity (SOC) of the battery 50, the charge / discharge required power Pb *, the input / output restrictions Win and Wout of the battery 50, and the like are input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the remaining capacity (SOC) of the battery 50 is calculated based on the integrated value of the charging / discharging current Ib from the current sensor 51b, and is input from the battery ECU 52 by communication. As the charge / discharge required power Pb *, what is set as the power to charge / discharge the battery 50 based on the remaining capacity (SOC) of the battery 50 or the like is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 are set based on the temperature Tb of the battery 50 from the temperature sensor 51c and the remaining capacity (SOC) of the battery 50, and are input from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the vehicle is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor k, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the transmission 60 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  Next, the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotation speed Nm1 of the motor MG1 is calculated. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotational speed Nm2 of MG2 are calculated by the following equations (3) and (4) (step S140), and the required torque The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by using the Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S150), and the calculated torque limit The torque command Tm of the motor MG2 is obtained by limiting the temporary motor torque Tm2tmp with Tmin and Tmax. * Set To (step S160). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 6 described above.

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

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S170). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  Next, the remaining capacity (SOC) of the battery 50 is compared with the threshold value Sref (step S180). When the remaining capacity (SOC) of the battery 50 is equal to or greater than the threshold value Sref, the transmission 60 is changed from the Lo gear state to the Hi gear state. A normal vehicle speed V1 is set in the Lo-Hi shift line Vhi as the vehicle speed to be shifted (step S190). When the remaining capacity (SOC) of the battery 50 is less than the threshold value Sref, the Lo-Hi shift line Vhi is set from the vehicle speed V1. A small vehicle speed V2 is set (step S200), and the shift of the shift stage of the transmission 60 is determined using the set Lo-Hi shift line Vhi (step S210). FIG. 7 shows an example of a shift map when the transmission 60 is shifted. In the example of FIG. 7, when the transmission 60 is in the Lo gear state and the vehicle speed V increases beyond the Lo-Hi shift line Vhi, the transmission 60 is shifted from the Lo gear state to the Hi gear state. It is determined that the Hi shift is to be performed, and the transmission 60 is shifted from the Hi gear state to the Lo gear state when the transmission 60 is in the Hi gear state and the vehicle speed V decreases beyond the Hi-Lo shift line Vlo. It is determined that the Hi-Lo shift is performed. Since either the vehicle speed V1 or the vehicle speed V2 is set as the Lo-Hi shift line Vhi by the remaining capacity (SOC) of the battery 50, the Lo-Hi when the remaining capacity (SOC) of the battery 50 is equal to or greater than the threshold value Sref. The shift is performed when the vehicle speed V exceeds the vehicle speed V1, and when the remaining capacity (SOC) of the battery 50 is less than the threshold value Sref, the Lo-Hi shift is performed when the vehicle speed V decreases beyond the vehicle speed V2. Will be done. Thus, when the remaining capacity (SOC) of the battery 50 is less than the threshold value Sref, the Lo-Hi shift is performed when the vehicle speed V exceeds the vehicle speed V2, and the transmission 60 is in the Hi gear state. This is because the transmission efficiency is higher than when Lo is in the state of the Lo gear, so that the energy efficiency when charging the battery 50 is increased. Therefore, the threshold value Sref is set as a remaining capacity (SOC) for determining whether or not the battery 50 needs to be charged. For example, 40%, 45%, 50%, or the like can be used. Further, the vehicle speed V2 can be set as a vehicle speed that is higher than the lower limit vehicle speed when the transmission 60 is traveling in the Hi gear state. Further, the vehicle speed V1 can be set as a vehicle speed that is slightly lower than the upper limit vehicle speed when the transmission 60 is traveling in the Lo gear state so as to avoid frequent shifts of the transmission 60.

  Thus, the shift of the transmission 60 is determined, and when the shift of the shift stage of the transmission 60 is determined, a shift process is executed (steps S220 and S230), this routine is terminated, and the shift of the transmission 60 is not determined. In some cases, this routine is terminated without changing the speed of the transmission 60. In the embodiment, the shift process is performed by executing a shift process routine illustrated in FIG. Hereinafter, the shift process will be briefly described.

  In this shift processing routine, first, the shift of the shift stage of the transmission 60 is a Lo-Hi shift for changing from the Lo gear state to the Hi gear state, or a Hi-Lo shift for changing from the Hi gear state to the Lo gear state. Is determined (step S500). In the Lo-Hi shift, Lo-Hi pre-processing is executed when pre-processing is required before the Lo-Hi shift (steps S510 and S520). Here, as Lo-Hi pre-processing, when the torque output from the motor MG2 is large, a shift shock occurs during the Lo-Hi shift, or when the Hi-Lo shift cannot be performed smoothly, the motor MG2 For example, a torque down process for reducing the output torque to a torque that can smoothly perform the Lo-Hi shift can be used. When Lo-Hi pre-processing is not necessary or after Lo-Hi pre-processing is performed, the speed is changed using the following equation (6) based on the current rotational speed Nm2 of the motor MG2 and the gear ratios Glo and Ghi of the transmission 60. The rotation speed Nm2 * of the subsequent motor MG2 is calculated (step S530). Then, in order to turn on the brake B1 of the transmission 60 with friction engagement and to turn off the brake B2, a hydraulic sequence for a hydraulic drive actuator (not shown) of the transmission 60 is started (step S540). An example of an alignment chart of the transmission 60 at the time of Lo-Hi shift and Hi-Lo shift is shown in FIG. 9, and an example of an oil pressure sequence of Lo-Hi shift is shown in FIG. In FIG. 9, the S1 axis indicates the rotation speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotations of the ring gears 62 and 66 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b. The C1 and C2 axes indicate the rotation speed of the carriers 64 and 68 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b, which are the rotation speeds of the ring gear shaft 32a, and the S2 axis indicates the rotation of the motor MG2. The number of rotations of the sun gear 65 of the single pinion planetary gear mechanism 60b is shown. As shown in the figure, in the Lo gear state, the brake B2 is on and the brake B1 is off. When the brake B2 is turned off from this state, the motor MG2 is disconnected from the ring gear shaft 32a, and a positive torque is output from the motor MG2 functioning as an electric motor. Here, when the brake B1 is frictionally engaged, the rotational speed Nm2 of the motor MG2 decreases. Then, when the rotational speed Nm2 of the motor MG2 becomes close to the rotational speed Nm2 * in the Hi gear state, the brake B1 can be switched from the friction engagement to the Hi gear state by completely turning on. In FIG. 10, the hydraulic pressure command for the brake B1 is large immediately after the start of the sequence is a fast fill for filling the cylinder with oil until the engagement force is applied to the brake B1. Then, after waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the rotation speed Nm2 * after the shift (steps S550 and S560), the brake B1 is completely turned on to end the hydraulic sequence (step S570) and drive control The gear ratio Ghi of the Hi gear is set to the gear ratio Gr of the transmission 60 used in (Step S580), and when the Lo-Hi preprocessing is performed, the Lo-Hi returning process is performed as the reverse returning process (Step S580). (S590, S600), the shift process is terminated.

  Nm2 * ＝ Nm2 ・ Ghi / Glo (6)

  If it is determined in step S500 that the Hi-Lo shift is in progress, Hi-Lo pre-processing is executed when pre-processing is required before the Hi-Lo shift (steps S610 and S620). Here, as the Hi-Lo pre-processing, the braking torque output from the motor MG2 and the braking force applied to the vehicle by motoring the engine 22 by the motor MG1 are driven by the brake wheel cylinders 96a to 96d. 39a, 39b and a torque replacement process for replacing the brake torque to be applied to the driven wheel. When the Hi-Lo pre-processing is not necessary or after the Hi-Lo pre-processing, the current rotation speed Nm2 of the motor MG2 and the gear ratio Glo at the state of the Lo gear of the transmission 60 and the state of the Hi gear The target rotational speed Nm2 * as the rotational speed of the motor MG2 when the transmission 60 is changed from the Hi gear state to the Lo gear state by shifting using the current gear ratio Ghi is calculated by the following equation (7). (Step S630), in order to turn off the brake B1 of the transmission 60 and turn on the brake B2, a hydraulic sequence for the hydraulic drive actuator of the transmission 60 is started (Step S640). FIG. 11 shows an example of a hydraulic pressure sequence when the transmission 60 is shifted from the Hi gear state to the Lo gear state. In the drawing, the hydraulic pressure command for the brake B2 is large immediately after the start of the sequence, which is a fast fill for filling the cylinder with oil before the engagement force is applied to the brake B2. Then, after waiting for the rotation speed Nm2 of the motor MG2 to synchronize with the rotation speed after rotation (target rotation speed) Nm2 * (steps S650 and S660), the brake B2 is completely turned on and the hydraulic pressure sequence is ended (step S650). S670), the gear ratio Glo in the Lo gear state is set to the gear ratio Gr of the transmission 60 (step S680), and when the Hi-Lo preprocessing is performed, the Hi-Lo return processing is performed as the reverse return processing. (Steps S690 and S700), the shift process is terminated. In the Hi-Lo shift, after the hydraulic sequence is started, the rotation speed of the motor MG2 is controlled so that the rotation speed Nm2 becomes the rotation speed after rotation (target rotation speed) Nm2 *. The illustration and description are omitted.

  Nm2 * = Nm2 ・ Glo / Ghi (7)

  According to the hybrid vehicle 20 of the embodiment described above, when the remaining capacity (SOC) of the battery 50 is less than the threshold value Sref, the vehicle speed V2 is set to the Lo-Hi shift line Vhi and the shift stage of the transmission 60 is shifted. Thus, the transmission efficiency of the transmission 60 when charging the battery 50 can be improved, and the fuel efficiency of the vehicle can be improved. That is, the fuel efficiency of the vehicle can be improved by shifting the speed of the transmission 60 according to the remaining capacity (SOC) of the battery 50. In addition, since the vehicle speed greater than the lower limit vehicle speed when traveling with the transmission 60 in the Hi gear state is used as the vehicle speed V2, the power characteristics of the vehicle can be maintained. When the remaining capacity (SOC) of the battery 50 is equal to or greater than the threshold value Sref, the vehicle speed V1 is set to the Lo-Hi shift line Vhi to shift the shift stage of the transmission 60. Therefore, the shift of the shift stage of the transmission 60 is changed. It is possible to avoid frequent operations.

  In the hybrid vehicle 20 of the embodiment, when the remaining capacity (SOC) of the battery 50 is equal to or higher than the threshold value Sref, the vehicle speed V1 is set to the Lo-Hi shift line Vhi, and when the remaining capacity (SOC) of the battery 50 is less than the threshold value Sref. The vehicle speed V2 smaller than the vehicle speed V1 is set to the Lo-Hi shift line Vhi to determine the shift of the shift stage of the transmission 60. However, the smaller the remaining capacity (SOC) of the battery 50 is, the smaller the vehicle speed is. It is good also as what determines the shift of the gear stage of the transmission 60 by setting to the Hi shift line Vhi.

  In the hybrid vehicle 20 of the embodiment, when the remaining capacity (SOC) of the battery 50 is equal to or higher than the threshold value Sref, the vehicle speed V1 is set to the Lo-Hi shift line Vhi, and when the remaining capacity (SOC) of the battery 50 is less than the threshold value Sref. The vehicle speed V2 smaller than the vehicle speed V1 is set to the Lo-Hi shift line Vhi to determine the shift of the shift stage of the transmission 60. As illustrated in FIG. 12, the remaining capacity (SOC) of the battery 50 is determined. Is set to the high vehicle speed side shift line (curve A in the figure) as the Lo-Hi shift line Vhi, and when the remaining capacity (SOC) of the battery 50 is less than the threshold Sref, the low vehicle speed side shift line is set. (Curve B in the figure) may be set as the Lo-Hi shift line Vhi to determine the shift of the shift stage of the transmission 60.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. To be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 13) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected). It is good.

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

  The embodiment has been described as a form of the hybrid vehicle 20 including the engine 22, the power distribution and integration mechanism 30, the motors MG1, MG2, the battery 50, the hybrid electronic control unit 70, and the like. Also 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 vehicle manufacturing industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the drive device and motive power output device as one Example of this invention. 4 is an explanatory diagram illustrating an example of a configuration of a transmission 60. FIG. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of a mode of setting an example of the operation line of the engine 22, and target rotational speed Ne * and target torque Te *. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. It is explanatory drawing which shows an example of the shift map. It is a flowchart which shows an example of a shift process routine. It is explanatory drawing which shows an example of the alignment chart of the transmission 60 in the case of Lo-Hi shift and Hi-Lo shift. It is explanatory drawing which shows an example of the hydraulic sequence in the hydraulic circuit which drive-controls brake B1, B2 of the transmission 60 in the case of Lo-Hi speed change. It is explanatory drawing which shows an example of the hydraulic sequence in the hydraulic circuit which drive-controls brake B1, B2 of the transmission 60 in the case of a Hi-Lo shift. It is explanatory drawing which shows an example of the speed change map of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotations Shaft, 50 Battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Transmission, 60a Double pinion planetary gear mechanism, 60b Thing Pinion planetary gear mechanism, 61, 65 sun gear, 62, 66 ring gear, 63a first pinion gear, 63b second pinion gear, 64, 68 carrier, 67 pinion gear, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch 81 shift lever 82 shift position sensor 83 accelerator pedal 84 accelerator pedal position sensor 85 brake pedal 86 brake pedal position sensor 88 speed sensor 230 rotor motor 232 inner rotor 234 outer rotor MG1 , MG2 motor, B1, B2 brake.

Claims (6)

An internal combustion engine;
An electric power / power input / output means connected to the output shaft of the internal combustion engine and the first axle, for inputting / outputting power to / from the output shaft and the first axle with input / output of electric power and power;
An electric motor that can input and output power;
Two-speed transmission means connected to a second axle, which is either the first axle or an axle different from the first axle, and a rotating shaft of the motor;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
State detecting means for detecting the state of the power storage means;
Vehicle speed shift relationship setting means for setting a vehicle speed shift relationship that is a relationship between the vehicle speed and the shift speed of the shift means based on the detected state of the power storage means;
Vehicle speed detection means for detecting the vehicle speed;
Shift control means for controlling the shift means so that the shift stage of the shift means is shifted based on the detected vehicle speed and the set vehicle speed shift relationship;
Required driving force setting means for setting required driving force required for traveling;
Control means for controlling the internal combustion engine, the electric power drive input / output means and the electric motor so as to run with a driving force based on the set required driving force;
A vehicle comprising: The vehicle according to claim 1,
The state detection means is means for detecting an amount of electricity stored so as to be discharged from the electricity storage means,
The vehicle speed shift relationship setting means is a means for setting, as the vehicle speed shift relationship, a relationship in which the lower the detected power storage amount is, the lower the vehicle speed is and the higher gear is set. The vehicle according to claim 1,
The state detection means is means for detecting an amount of electricity stored so as to be discharged from the electricity storage means,
The vehicle speed shift relationship setting means sets, as the vehicle speed shift relationship, a first relationship that becomes a speed-shift side on the vehicle speed side when the detected charged amount is equal to or greater than a predetermined charged amount, and the detected charged amount The vehicle is a means for setting, as the vehicle speed shift relationship, a second relationship in which the speed is increased on the lower vehicle speed side than the first relationship when is less than the predetermined storage amount.   The vehicle speed shift relationship setting means is configured to switch a low increase gear shift relationship from a deceleration side gear to a speed increase gear to a vehicle speed. The vehicle according to any one of claims 1 to 3, which is means for setting the vehicle speed shift relationship so that the vehicle speed side is higher than the speed increase relationship.   The power power input / output means is connected to three shafts of the first axle, the output shaft of the internal combustion engine, and a rotatable third shaft, and is based on power input / output to / from any two of the three shafts. 5. The vehicle according to claim 1, further comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft; and a generator capable of inputting / outputting power to / from the third shaft. An internal combustion engine and electric power input / output means connected to an output shaft of the internal combustion engine and a first axle for inputting / outputting power to / from the output shaft side and the first axle side with input / output of electric power and power And an electric motor capable of inputting and outputting power, and a two-speed transmission means connected to the second axle, which is either the first axle or an axle different from the first axle, and the rotating shaft of the electric motor; And a power storage means capable of exchanging power with the electric power input / output means and the electric motor, and a vehicle control method comprising:
Based on the state of the power storage means, a vehicle speed shift relationship that is a relationship between the vehicle speed and the shift speed of the speed change means is set,
The internal combustion engine and the electric power / power input / output means so that the speed of the speed change means is changed based on a vehicle speed and the set speed change relation and the vehicle is driven by a driving force based on a required driving force required for driving. A vehicle control method for controlling the electric motor and the transmission.

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