JP2009035128A - Energy regeneration device for vehicle - Google Patents

Energy regeneration device for vehicle Download PDF

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Publication number
JP2009035128A
JP2009035128A JP2007201048A JP2007201048A JP2009035128A JP 2009035128 A JP2009035128 A JP 2009035128A JP 2007201048 A JP2007201048 A JP 2007201048A JP 2007201048 A JP2007201048 A JP 2007201048A JP 2009035128 A JP2009035128 A JP 2009035128A
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vehicle
speed
gear stage
vehicle speed
transmission
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JP2007201048A
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JP4682174B2 (en
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Shigeaki Kurita
茂明 栗田
Kiyoshi Takeuchi
清 竹内
Keiji Komachi
圭司 古町
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Isuzu Motors Ltd
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Isuzu Motors Ltd
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Priority to JP2007201048A priority Critical patent/JP4682174B2/en
Priority to PCT/JP2008/063589 priority patent/WO2009017121A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • F16H2061/163—Holding the gear for delaying gear shifts under unfavorable conditions, e.g. during cornering
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an energy regeneration device for vehicle, which smoothly accelerates in reacceleration while efficiently regenerating energy in deceleration. <P>SOLUTION: A motor generator 7 is set in a regeneration state when the hybrid vehicle 1 decelerates. A transmission 5 fixes a gear stage of the transmission 5 when the motor generator 7 is set in the regeneration state, and releases the fixing of the gear stage of the transmission 5 and sets a low gear stage corresponding to a prescribed vehicle speed when a hybrid controller 15 decides that a speed of the hybrid vehicle 1 is the prescribed speed or below. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、車両のエネルギ回生装置に関する。   The present invention relates to an energy regeneration device for a vehicle.

エンジンと有段変速機等とを備え、さらに、走行駆動源であるモータとして機能するモードと発電機として機能するモードとの２つの運転状態をとり得るように構成されたモータジェネレータを備えたハイブリッド電気自動車が知られている。   A hybrid comprising an engine, a stepped transmission, and the like, and further comprising a motor generator configured to be capable of taking two operating states: a mode that functions as a motor that is a travel drive source and a mode that functions as a generator Electric cars are known.

このようなハイブリッド電気自動車は、モータジェネレータを、モータとして機能させることによりプロペラシャフトを駆動するための動力を発生させ、発電機として機能させることによりプロペラシャフトを介して伝達される駆動力を電力に変換している。   Such a hybrid electric vehicle generates power for driving the propeller shaft by causing the motor generator to function as a motor, and converts the driving force transmitted through the propeller shaft into electric power by causing the motor generator to function as a generator. It has been converted.

また、ハイブリッド電気自動車の中には、アクセルペダルを戻してシフトレバ操作によりギア段の設定変更操作をした場合、有段変速機のギア段を実際には設定変更せず、ギア段を設定変更した場合に得られるであろうエンジンブレーキ感をモータジェネレータの回生によって得るものがある。   Also, in some hybrid electric vehicles, when the accelerator pedal is returned and the gear stage setting is changed by the shift lever operation, the gear stage setting is changed without actually changing the gear stage of the stepped transmission. In some cases, the engine brake feeling that would be obtained in some cases is obtained by regeneration of the motor generator.

特開２００５−１０２３６５号公報JP 2005-102365 A

上記構成のハイブリッド電気自動車では、アクセルペダルを戻した状態のエネルギ回生時において、有段変速機のギア段は高ギア段側で固定され、運転者がアクセルペダルを踏み込んだとき、すなわち再加速時にギア段がシフトダウンする。このため、運転者がアクセルペダルを踏み込んでもすぐには加速せず、運転者に違和感を与えてしまう可能性がある。   In the hybrid electric vehicle having the above-described configuration, the gear stage of the stepped transmission is fixed on the high gear side during energy regeneration with the accelerator pedal returned, and when the driver depresses the accelerator pedal, that is, during reacceleration. The gear stage shifts down. For this reason, even if the driver depresses the accelerator pedal, the driver does not accelerate immediately and may give the driver an uncomfortable feeling.

このような不都合は、エネルギ回生時であっても、通常時と同様に、ギア段の設定変更操作に応じて有段変速機のギア段を都度変更することによって回避できる。   Such an inconvenience can be avoided by changing the gear stage of the stepped transmission according to the gear stage setting changing operation, even during the energy regeneration, in the same way as in the normal time.

しかし、ギア段の変更時にはプロペラシャフトとモータジェネレータとが一時的に切断されるため、ギア段の頻繁な変更はエネルギ回生時間の実質的な短縮（エネルギ回生の機会減少）を招き、エネルギ回生を効率良く行うことができない可能性が生じる。   However, since the propeller shaft and the motor generator are temporarily disconnected when the gear stage is changed, frequent changes to the gear stage lead to a substantial reduction in energy regeneration time (reduction of opportunities for energy regeneration) and energy regeneration. There is a possibility that it cannot be performed efficiently.

また、再加速時に有段変速機のギア段を全く変更しない（シフトダウンしない）と、ギア段が高ギア段側に設定されたまま加速しなければならないため、再加速時に車両が円滑に加速せず、走行性能上好ましくない。   In addition, if the gear stage of the stepped transmission is not changed at all during re-acceleration (no downshift), the vehicle must accelerate with the gear stage set to the high gear side, so the vehicle accelerates smoothly during re-acceleration. It is not preferable in terms of running performance.

そこで、本発明は、減速時にエネルギ回生を効率良く行いつつ、再加速時において円滑に加速させることができる車両のエネルギ回生装置の提供を目的とする。   SUMMARY OF THE INVENTION An object of the present invention is to provide an energy regeneration device for a vehicle that can efficiently perform energy regeneration during deceleration and smoothly accelerate during reacceleration.

上記目的を達成すべく、本発明の第１の態様の車両のエネルギ回生装置は、有段変速機と変速制御手段と発電手段と電動手段と二次電池と車速判定手段とを備える。   In order to achieve the above object, a vehicle energy regeneration device according to a first aspect of the present invention includes a stepped transmission, a shift control unit, a power generation unit, an electric unit, a secondary battery, and a vehicle speed determination unit.

有段変速機は、駆動軸とを連結する。変速制御手段は、有段変速機のギア段を設定変更する。発電手段は、駆動軸によって従動回転して発電する回生状態に設定される。電動手段は、駆動軸を駆動回転する駆動状態に設定される。二次電池は、回生状態の発電手段が生起した電力を蓄電するとともに、駆動状態の電動手段に電力を供給する。車速判定手段は、車両の速度が所定速度以下であるか否かを判定する。   The stepped transmission connects the drive shaft. The shift control means changes the setting of the gear stage of the stepped transmission. The power generation means is set to a regenerative state in which power is generated by being driven by the drive shaft. The electric means is set in a driving state in which the driving shaft is driven to rotate. The secondary battery stores electric power generated by the power generation means in the regenerative state and supplies power to the electric means in the driving state. The vehicle speed determination means determines whether or not the vehicle speed is equal to or lower than a predetermined speed.

発電手段は、車両が減速走行しているとき回生状態に設定される。変速制御手段は、発電手段が回生状態に設定されたとき、有段変速機のギア段を固定し、車両の速度が所定速度以下であると車速判定手段が判定したとき、有段変速機のギア段の固定を解除して所定車速に対応した低ギア段側にギア段を設定する。   The power generation means is set to a regenerative state when the vehicle is traveling at a reduced speed. The shift control means fixes the gear stage of the stepped transmission when the power generation means is set to the regenerative state, and when the vehicle speed determination means determines that the vehicle speed is equal to or lower than the predetermined speed, The gear stage is released and the gear stage is set on the low gear stage side corresponding to a predetermined vehicle speed.

上記車両は、エンジンを備えてもよく、上記エネルギ回生装置は、走行状態検出手段とハイブリッド判定手段とハイブリッド制御手段とを備えてもよい。走行状態検出手段は、車両の走行状態を検出する。ハイブリッド判定手段は、走行状態検出手段が検出した走行状態に基づいて、車両が駆動アシスト状態か否か及びエネルギ回生状態か否かを判定する。ハイブリッド制御手段は、駆動アシスト状態であるとハイブリッド判定手段が判定したとき、電動手段を駆動状態に設定し、エネルギ回生状態であるとハイブリッド判定手段が判定したとき、電動手段を回生状態に設定する。この場合、ハイブリッド判定手段は、車両が減速走行しているとき、車両がエネルギ回生状態であると判定する。また、変速制御手段は、エネルギ回生状態であるとハイブリッド判定手段が判定したとき、有段変速機のギア段を固定し、車両の車速が所定速度以下であると車速判定手段が判定したとき、有段変速機のギア段の固定を解除して所定車速に対応した低ギア段側にギア段を設定する。   The vehicle may include an engine, and the energy regeneration device may include a traveling state detection unit, a hybrid determination unit, and a hybrid control unit. The traveling state detection means detects the traveling state of the vehicle. The hybrid determination unit determines whether the vehicle is in a drive assist state and an energy regeneration state based on the travel state detected by the travel state detection unit. The hybrid control means sets the electric means to the drive state when the hybrid determination means determines that it is in the drive assist state, and sets the electric means to the regenerative state when the hybrid determination means determines that it is in the energy regeneration state. . In this case, the hybrid determination means determines that the vehicle is in an energy regeneration state when the vehicle is traveling at a reduced speed. Further, when the hybrid determination means determines that the shift control means is in the energy regeneration state, the gear speed of the stepped transmission is fixed, and when the vehicle speed determination means determines that the vehicle speed is equal to or less than a predetermined speed, The gear stage of the stepped transmission is released and the gear stage is set on the low gear stage side corresponding to a predetermined vehicle speed.

走行状態検出手段は、車両の車速を検出する車速センサとアクセルペダルが操作されているか否かを検出するアクセルペダルセンサとを含んでもよい。この場合、ハイブリッド判定手段は、車両の走行中にアクセルペダルが操作されていないことをアクセルペダルセンサが検出した場合に、車両が減速状態であり、エネルギ回生状態であると判定する。また、車速判定手段は、車速センサが検出した車速が所定車速以下であるか否かを判定する。   The traveling state detection means may include a vehicle speed sensor that detects the vehicle speed of the vehicle and an accelerator pedal sensor that detects whether or not the accelerator pedal is operated. In this case, when the accelerator pedal sensor detects that the accelerator pedal is not operated while the vehicle is running, the hybrid determination means determines that the vehicle is in a deceleration state and is in an energy regeneration state. Further, the vehicle speed determination means determines whether or not the vehicle speed detected by the vehicle speed sensor is equal to or lower than a predetermined vehicle speed.

また、エンジンと有段変速機とをクラッチを介して断接可能に連結してもよい。この場合、変速制御手段は、エネルギ回生状態であるとハイブリッド判定手段が判定したとき、クラッチによるエンジンと有段変速機との連結を解除する。   Further, the engine and the stepped transmission may be connected to each other via a clutch so as to be connected and disconnected. In this case, the shift control means releases the connection between the engine and the stepped transmission by the clutch when the hybrid determination means determines that the state is in the energy regeneration state.

さらに、変速制御手段が設定する低ギア段側のギア段は、予め設定された所定のギア段であってもよく、また、所定車速と他の条件（例えば検出されたエンジン回転数）とに基づいて都度最適と判定したギア段であってもよい。   Further, the gear stage on the low gear stage side set by the speed change control means may be a predetermined gear stage set in advance, and may be set to a predetermined vehicle speed and other conditions (for example, detected engine speed). The gear stage determined to be optimal each time may be used.

上記構成では、車両が加速走行又は定速走行から減速走行に移行すると、発電手段が回生状態に設定され、発電手段が生起した電力が二次電池に蓄電される。   In the above configuration, when the vehicle shifts from acceleration traveling or constant speed traveling to decelerating traveling, the power generation means is set to the regenerative state, and the electric power generated by the power generation means is stored in the secondary battery.

この回生状態のうち、車速が所定速度を超えている間は有段変速機のギア段が固定され、ギア段の設定変更は行われない。また、車両の減速が進行して車速が所定速度以下になると、有段変速機のギア段の固定が解除され、所定車速に対応した低ギア段側へギア段が設定変更される。   In this regenerative state, while the vehicle speed exceeds the predetermined speed, the gear stage of the stepped transmission is fixed and the gear stage setting is not changed. Further, when the vehicle speed decreases and the vehicle speed becomes equal to or lower than the predetermined speed, the gear position of the stepped transmission is released and the gear position is changed to the low gear position side corresponding to the predetermined vehicle speed.

すなわち、車両の減速時においては、所定速度以下に達したときのみギア段が低ギア段側へ設定変更される。このように、車速が所定速度を超えている間はギア段が固定され、駆動軸と発電手段とが常時連結されているので、エネルギ回生を効率良く行うことができる。   That is, at the time of deceleration of the vehicle, the gear stage is set and changed to the low gear stage side only when the speed reaches a predetermined speed or less. Thus, while the vehicle speed exceeds the predetermined speed, the gear stage is fixed and the drive shaft and the power generation means are always connected, so that energy regeneration can be performed efficiently.

また、所定速度以下に達したときに低ギア段側へのギア段の設定変更が行われるため、所定車速以下からの再加速時、すなわち、運転者が所定車速以下でアクセルペダルを踏み込んだときに直ちに加速させることができる。さらに、変更先のギア段を所定車速に対応したギア段に設定しているので、所定車速以下からの再加速を円滑に行うことができる。   In addition, when the speed reaches below the predetermined speed, the setting of the gear position is changed to the low gear position side, so when re-acceleration from below the predetermined vehicle speed, that is, when the driver depresses the accelerator pedal below the predetermined vehicle speed Can be accelerated immediately. Furthermore, since the gear stage to be changed is set to a gear stage corresponding to a predetermined vehicle speed, re-acceleration from a predetermined vehicle speed or lower can be performed smoothly.

本発明の第２の態様のハイブリッド電気自動車のエネルギ回生装置は、上記第１の態様のハイブリッド電気自動車のエネルギ回生装置であって走行状態検出手段と自動変速機能を有する変速制御手段とを備える。   An energy regeneration device for a hybrid electric vehicle according to a second aspect of the present invention is the energy regeneration device for a hybrid electric vehicle according to the first aspect, and includes a traveling state detection means and a speed change control means having an automatic speed change function.

走行状態検出手段は、車両の走行状態を検出する。変速制御手段は、走行状態に基づいてギア段を設定変更する。変速制御手段は、発電手段が回生状態に設定されたとき、自動変速機能を無効とし、車両の速度が所定速度以下であると判定したときに、自動変速機能を有効とする。   The traveling state detection means detects the traveling state of the vehicle. The shift control means changes the setting of the gear stage based on the traveling state. The shift control means disables the automatic shift function when the power generation means is set to the regenerative state, and enables the automatic shift function when it is determined that the vehicle speed is equal to or lower than the predetermined speed.

上記構成では、車両が加速走行又は定速走行から減速走行に移行すると、発電手段が回生状態に設定され、発電手段が生起した電力が二次電池に蓄電される。   In the above configuration, when the vehicle shifts from acceleration traveling or constant speed traveling to decelerating traveling, the power generation means is set to the regenerative state, and the electric power generated by the power generation means is stored in the secondary battery.

この回生状態のうち、車速が所定速度を超えている間は変速制御手段の自動変速機能が無効であり、自動変速機能によるギア段の設定変更が行われず、ギア段が固定される。   In this regenerative state, while the vehicle speed exceeds the predetermined speed, the automatic shift function of the shift control means is invalid, and the gear stage setting is not changed by the automatic shift function, and the gear stage is fixed.

また、車両の減速が進行して車速が所定速度以下になると、変速制御手段の自動変速機能が有効となり、自動変速機能によるギア段の設定変更が行われ、所定車速に対応した低ギア段側へギア段が設定変更される。   In addition, when the vehicle speed decreases and the vehicle speed falls below a predetermined speed, the automatic transmission function of the shift control means becomes effective, the gear stage setting is changed by the automatic transmission function, and the low gear stage side corresponding to the predetermined vehicle speed is changed. The gear position is changed.

このように、本発明の第２の態様のハイブリッド電気自動車のエネルギ回生装置では、変速制御手段の自動変速機能を無効とすることによって実質的にギア段を固定し、自動変速機能を有効とすることによって実質的にギア段の固定を解除する。すなわち、自動変速機能を有効あるいは無効とすることにより、本発明の第１の態様と同様の効果を得ることができ、制御処理の簡略化を図ることができる。   As described above, in the energy regeneration device for a hybrid electric vehicle according to the second aspect of the present invention, the automatic transmission function is substantially fixed by disabling the automatic transmission function of the transmission control means, and the automatic transmission function is enabled. This substantially releases the gear stage. That is, by enabling or disabling the automatic transmission function, the same effect as that of the first aspect of the present invention can be obtained, and the control process can be simplified.

減速時にエネルギ回生を効率良く行いつつ、再加速時において円滑に加速させることができる。   While regenerating energy efficiently during deceleration, it can be smoothly accelerated during re-acceleration.

以下、本発明の一実施形態を図面に基づいて説明する。図１は、本発明のハイブリッド車両を模式的に示すブロック構成図である。   Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram schematically showing a hybrid vehicle of the present invention.

図１に示すように、ハイブリッド車両１は、エンジン３と、トランスミッション（有段変速機）５と、モータジェネレータ（発電手段、電動手段）７と、バッテリ（二次電池）９と、エンジン制御装置（Engine Electric Control Unit）１１と、トランスミッション制御装置（Transmission Electric Control Unit、変速制御手段）１３と、ハイブリッド制御装置（Hybrid Electric Control Unit、車速判定手段、変速制御手段）１５と、モータジェネレータ・インバータ（Ｍ／Ｇインバータ）１７と、表示装置１９とを備える。   As shown in FIG. 1, a hybrid vehicle 1 includes an engine 3, a transmission (stepped transmission) 5, a motor generator (power generation means, electric means) 7, a battery (secondary battery) 9, and an engine control device. (Engine Electric Control Unit) 11, transmission control device (Transmission Electric Control Unit, shift control means) 13, hybrid control device (Hybrid Electric Control Unit, vehicle speed determination means, shift control means) 15, motor generator / inverter ( M / G inverter) 17 and a display device 19 are provided.

エンジン３の出力軸は、湿式多板の第１クラッチ２１を介してトランスミッション５の入力軸に連結され、トランスミッション５の出力軸は、プロペラシャフト２３、差動装置２５及びリヤアクスル２７を介して左右の後輪（駆動輪）２９に連結されている。モータジェネレータ７の回転軸は、ギア３１及び第２クラッチ３３を介してトランスミッション５の出力軸に連結されている。   The output shaft of the engine 3 is connected to the input shaft of the transmission 5 via a wet multi-plate first clutch 21, and the output shaft of the transmission 5 is connected to the left and right sides via a propeller shaft 23, a differential device 25 and a rear axle 27. It is connected to a rear wheel (drive wheel) 29. The rotating shaft of the motor generator 7 is connected to the output shaft of the transmission 5 via the gear 31 and the second clutch 33.

トランスミッション５は、例えば前進５段の多段自動変速機であり、変速要求時にはシフトアクチュエータ４１によりギア段が変更される。   The transmission 5 is, for example, a multi-speed automatic transmission with five forward speeds, and the gear stage is changed by the shift actuator 41 when a shift is requested.

第１クラッチ２１は、エンジン３とトランスミッション５との間を断接可能に連結している。第１クラッチ２１を接続することによりエンジン３で発生する駆動力をトランスミッション５へ伝達でき、第１クラッチ２１を切断することによりエンジン３からの駆動力を絶つことができる。   The first clutch 21 connects the engine 3 and the transmission 5 so that they can be connected and disconnected. By connecting the first clutch 21, the driving force generated by the engine 3 can be transmitted to the transmission 5, and by disconnecting the first clutch 21, the driving force from the engine 3 can be cut off.

モータジェネレータ７は、トランスミッション５の出力軸に連動して従動回転して発電する回生状態と、トランスミッション５の出力軸を駆動回転する駆動状態と、第２クラッチ３３によってトランスミッション５の出力軸から切断された非作動状態とに選択的に設定される。すなわち、モータジェネレータ７は、発電手段及び電動手段の双方として機能する。なお、モータジェネレータ７に代えて、発電機（発電手段）とモータ（電動手段）とを別々に設けてもよい。   The motor generator 7 is disconnected from the output shaft of the transmission 5 by the second clutch 33, in a regenerative state where the motor 5 is driven and rotated in conjunction with the output shaft of the transmission 5, in a driving state where the output shaft of the transmission 5 is driven and rotated. Selectively set to the non-operating state. That is, the motor generator 7 functions as both a power generation unit and an electric unit. Instead of the motor generator 7, a generator (power generation means) and a motor (electric means) may be provided separately.

第２クラッチ３３は、トランスミッション５とモータジェネレータ７との間を断接可能に連結している。第２クラッチ３３を接続すると、トランスミッション５とモータジェネレータ７との間で動力が伝達され、第２クラッチ３３を切断すると、トランスミッション５とモータジェネレータ７との間の動力伝達が遮断される。また、第２クラッチ３３は、ハイブリッド制御装置１５からトランスミッション５のギア段の設定変更を指示する制御信号を受信したとき（トランスミッション５のギア段の設定変更が行われるとき）、一時的に切断される。なお、第２クラッチ３３を接続したままトランスミッション５のギア段を変更可能な場合には、トランスミッション５のギア段を変更する際に第２クラッチ３３を切断しなくてもよい。   The second clutch 33 connects the transmission 5 and the motor generator 7 so that they can be connected and disconnected. When the second clutch 33 is connected, power is transmitted between the transmission 5 and the motor generator 7, and when the second clutch 33 is disconnected, power transmission between the transmission 5 and the motor generator 7 is interrupted. The second clutch 33 is temporarily disconnected when receiving a control signal instructing a change in the gear position of the transmission 5 from the hybrid control device 15 (when a change in the gear position of the transmission 5 is performed). The If the gear stage of the transmission 5 can be changed with the second clutch 33 connected, the second clutch 33 may not be disconnected when the gear stage of the transmission 5 is changed.

バッテリ９は、回生状態のモータジェネレータ７が生起した電力をＭ／Ｇインバータ１７を介して蓄電するとともに、駆動状態のモータジェネレータ７にＭ／Ｇインバータ１７を介して電力を供給する。   The battery 9 stores the electric power generated by the regenerative motor generator 7 via the M / G inverter 17 and supplies the electric power to the driven motor generator 7 via the M / G inverter 17.

表示装置１９は、運転席に着座した運転者から視認可能なインストルメントパネル（図示省略）に配置される画面を有し、ハイブリッド制御装置１５からの表示制御信号を受けて所定の画像を画面に表示する。   The display device 19 has a screen arranged on an instrument panel (not shown) that is visible to the driver seated in the driver's seat, and receives a display control signal from the hybrid control device 15 to display a predetermined image on the screen. indicate.

エンジン制御装置１１には、ハイブリッド車両１の車速Ｖを検出する車速センサ（走行状態検出手段）３５からの車速信号と、アクセルペダルの操作（踏み込み）を検知するアクセルセンサ（走行状態検出手段）３７からのアクセル操作信号とが入力する。エンジン制御装置１１は、車速信号とアクセル操作信号とハイブリッド制御装置１５からの制御信号とに基づいて、エンジン３の燃料噴射装置３９の開度を制御し、エンジン３への燃料の供給量を調整する。また、エンジン制御装置１１は、車速信号とアクセル操作信号とを、ハイブリッド制御装置１５へ送信する。   The engine control device 11 includes a vehicle speed signal from a vehicle speed sensor (running state detection means) 35 that detects the vehicle speed V of the hybrid vehicle 1 and an accelerator sensor (running state detection means) 37 that detects an operation (depression) of an accelerator pedal. The accelerator operation signal from is input. The engine control device 11 controls the opening degree of the fuel injection device 39 of the engine 3 based on the vehicle speed signal, the accelerator operation signal, and the control signal from the hybrid control device 15, and adjusts the amount of fuel supplied to the engine 3. To do. Further, the engine control device 11 transmits a vehicle speed signal and an accelerator operation signal to the hybrid control device 15.

トランスミッション制御装置１３には、トランスミッション５のギア段Ｇを検出するシフトセンサ（走行状態検出手段）５３からのギア段信号と、ハイブリッド車両１の車速センサ３５からの車速信号と、エンジン３の回転速度（エンジン回転速度Ｎ）を検出する回転速度センサ（走行状態検出手段）５５からのエンジン回転速度信号とが入力する。トランスミッション制御装置１３は、車速信号とエンジン回転速度信号とに基づき、予め記憶されたマップ又はテーブルから最適なギア段を選択し、トランスミッション５のシフトアクチュエータ４１と第１クラッチ２１とを制御して、トランスミッション５を最適なギア段に設定してエンジン３と連結する自動変速機能を有している。トランスミッション制御装置１３は、自動変速機能がＯＮ（有効）であるときはシフトアクチュエータ４１へ制御信号を出力し、自動変速機能がＯＦＦ（無効）であるときはシフトアクチュエータ４１へ制御信号を出力しない。また、トランスミッション制御装置１３は上記選択したギア段を示すギア段信号を、ハイブリッド制御装置１５へ送信する。本実施形態では、自動変速機能がＯＦＦの場合、最適なギア段の選択は実行するが、選択の結果を反映したギア段への変更を指示する制御信号はシフトアクチュエータ４１に出力しない。なお、自動変速機能がＯＦＦの場合、最適なギア段の選択を実行しなくてもよい。   The transmission control device 13 includes a gear signal from a shift sensor (running state detection means) 53 that detects the gear G of the transmission 5, a vehicle speed signal from the vehicle speed sensor 35 of the hybrid vehicle 1, and the rotational speed of the engine 3. An engine rotation speed signal from a rotation speed sensor (running state detection means) 55 for detecting (engine rotation speed N) is input. The transmission control device 13 selects an optimal gear stage from a map or table stored in advance based on the vehicle speed signal and the engine rotation speed signal, and controls the shift actuator 41 and the first clutch 21 of the transmission 5, The transmission 5 is set to an optimum gear stage and has an automatic transmission function for coupling with the engine 3. The transmission control device 13 outputs a control signal to the shift actuator 41 when the automatic transmission function is ON (valid), and does not output a control signal to the shift actuator 41 when the automatic transmission function is OFF (invalid). The transmission control device 13 transmits a gear stage signal indicating the selected gear stage to the hybrid control device 15. In the present embodiment, when the automatic speed change function is OFF, the optimum gear stage is selected, but the control signal instructing the change to the gear stage reflecting the selection result is not output to the shift actuator 41. When the automatic transmission function is OFF, it is not necessary to select the optimum gear stage.

ハイブリッド制御装置１５には、上記速度信号やアクセル操作信号の他、モータジェネレータ７の発電量を検知する発電量検知部４３からの発電量情報を含む車両情報が入力する。ハイブリッド制御装置１５は、入力された車両情報に基づいて、エンジン制御装置１１や、エンジン３のスタータ４７や、トランスミッション制御装置１３や、第２クラッチ３３や、Ｍ／Ｇインバータ１７のモータ制御装置（Motor Electric Control Unit、走行状態検出手段）４９や、バッテリ９のバッテリ制御装置（Battery Electric Control Unit、走行状態検出手段）５１に制御信号を出力し、ハイブリッド車両１の走行状態に応じて駆動制御処理を実行し、モータジェネレータ７の状態を適宜切り換える。   In addition to the speed signal and the accelerator operation signal, the hybrid control device 15 receives vehicle information including power generation amount information from the power generation amount detection unit 43 that detects the power generation amount of the motor generator 7. Based on the input vehicle information, the hybrid control device 15 is a motor control device (for the engine control device 11, the starter 47 for the engine 3, the transmission control device 13, the second clutch 33, or the M / G inverter 17). A control signal is output to the motor electric control unit (running state detection means) 49 and the battery control device (Battery Electric Control Unit, running state detection means) 51 of the battery 9, and drive control processing is performed according to the running state of the hybrid vehicle 1. And the state of the motor generator 7 is appropriately switched.

また、ハイブリッド制御装置１５は、トランスミッション制御装置１３へ制御信号を出力し、自動変速機能をＯＮ又はＯＦＦに設定する。   Further, the hybrid control device 15 outputs a control signal to the transmission control device 13 to set the automatic transmission function to ON or OFF.

例えば、ハイブリッド車両１の発進時や加速時や定速走行時には、自動変速機能をＯＮに設定する制御信号を出力する。   For example, when the hybrid vehicle 1 starts, accelerates, or travels at a constant speed, a control signal for setting the automatic transmission function to ON is output.

また、ハイブリッド車両１の減速開始時には、自動変速機能をＯＦＦに設定する制御信号を出力する。自動変速機能をＯＦＦに設定することにより、トランスミッション制御装置１３による最適なギア段への設定変更が行われず、ギア段が固定される。   Further, when the hybrid vehicle 1 starts to decelerate, a control signal for setting the automatic transmission function to OFF is output. By setting the automatic transmission function to OFF, the setting change to the optimum gear stage by the transmission control device 13 is not performed, and the gear stage is fixed.

さらに、ハイブリッド車両１の減速時において、車速Ｖが所定車速以下（本実施形態では２０ｋｍ／ｈ以下（Ｖ≦２０ｋｍ／ｈ））である場合、自動変速機能をＯＮに設定する制御信号を出力する。これにより、トランスミッション制御装置１３による最適なギア段への設定変更が実行され、ギア段の固定が解除される。   Further, when the hybrid vehicle 1 is decelerated, if the vehicle speed V is equal to or lower than a predetermined vehicle speed (in this embodiment, 20 km / h or lower (V ≦ 20 km / h)), a control signal for setting the automatic transmission function to ON is output. . Thereby, the setting change to the optimal gear stage by the transmission control device 13 is executed, and the fixed gear stage is released.

以下、発進時・加速時と、定速走行時と、減速時とのそれぞれにおいて、ハイブリッド制御装置１５が実行する駆動制御処理を説明する。   Hereinafter, the drive control process executed by the hybrid control device 15 at the time of start / acceleration, constant speed travel, and deceleration will be described.

[発進時・加速時]
エンジン３に高負荷がかかるハイブリッド車両１の発進時や加速時には、モータジェネレータ７を駆動状態に設定し、エンジン３とモータジェネレータ７とによって駆動輪２９を回転駆動させる。これにより、エンジン３の負荷が軽減される。モータジェネレータ７によるトルクアシスト量は、排ガスや燃費が最適となるように制御される。このようなトルクアシストによって、トランスミッション５が早期にシフトアップを行うため、燃費が向上する。なお、本実施形態では、車速信号が示す車速の上昇率（ハイブリッド車両１の加速度）が大きく、且つアクセル操作信号がアクセルペダルの操作を示しているとき、ハイブリッド車両１の発進時又は加速時と判定するが、例えば、アクセルペダルの踏み込み方向への変動速度が所定速度よりも速い場合に発進時又は加速時と判定するなど、他の方法によってハイブリッド車両１が発進時又は加速時であるか否かを判定してもよい。さらに、ハイブリッド車両１がＧＰＳ情報の受信機能を有する場合、車速センサ３５を設けず、ハイブリッド車両１の位置情報からハイブリッド車両１の車速を算出してもよい。 [When starting and accelerating]
When the hybrid vehicle 1 with a high load on the engine 3 starts or accelerates, the motor generator 7 is set in a driving state, and the driving wheels 29 are rotated by the engine 3 and the motor generator 7. Thereby, the load of the engine 3 is reduced. The torque assist amount by the motor generator 7 is controlled so that the exhaust gas and the fuel efficiency are optimized. By such torque assist, the transmission 5 shifts up early, so that fuel efficiency is improved. In the present embodiment, when the rate of increase of the vehicle speed indicated by the vehicle speed signal (acceleration of the hybrid vehicle 1) is large and the accelerator operation signal indicates the operation of the accelerator pedal, when the hybrid vehicle 1 starts or accelerates, Whether or not the hybrid vehicle 1 is at the time of starting or accelerating by another method, for example, it is determined at the time of starting or accelerating when the speed of change in the depression direction of the accelerator pedal is faster than a predetermined speed. It may be determined. Furthermore, when the hybrid vehicle 1 has a GPS information reception function, the vehicle speed sensor 35 may not be provided, and the vehicle speed of the hybrid vehicle 1 may be calculated from the position information of the hybrid vehicle 1.

[定速走行時]
ハイブリッド車両１の定速走行時には、モータジェネレータ７を非作動状態に設定し、エンジン３によってのみ駆動輪２９を回転駆動させる。これにより、走行状態に応じた最適なギア段でハイブリッド車両１が走行し、燃費が向上する。また、モータジェネレータ７が駆動系から切り離されているので、モータフリクションや磁界によってエネルギが無駄に消費されてしまうことがない。本実施形態では、車速信号が示す車速がゼロではなく且つその変動率（ハイブリッド車両１の加速度）が所定の範囲内であるとき、ハイブリッド車両１の定速走行時と判定するが、例えば、アクセルペダルの踏み込み方向又は踏み込み解除方向への変動速度が所定速度よりも遅い場合に定速走行時と判定するなど、他の方法によってハイブリッド車両１が定速走行時であるか否かを判定してもよい。 [At constant speed]
When the hybrid vehicle 1 travels at a constant speed, the motor generator 7 is set to a non-operating state, and the drive wheels 29 are rotationally driven only by the engine 3. As a result, the hybrid vehicle 1 travels at an optimum gear stage according to the traveling state, and fuel efficiency is improved. Further, since the motor generator 7 is disconnected from the drive system, energy is not wasted due to motor friction or magnetic field. In the present embodiment, when the vehicle speed indicated by the vehicle speed signal is not zero and the variation rate (acceleration of the hybrid vehicle 1) is within a predetermined range, it is determined that the hybrid vehicle 1 is traveling at a constant speed. It is determined whether the hybrid vehicle 1 is traveling at a constant speed by another method, such as determining that the vehicle is traveling at a constant speed when the speed of change in the pedal depression direction or the depression release direction is slower than a predetermined speed. Also good.

[減速時]
ハイブリッド車両１の減速時には、モータジェネレータ７を回生状態に設定し、トランスミッション５の出力軸の回転を第２クラッチ３３及びギア３１を介してモータジェネレータ７に伝達し、モータジェネレータ７が発電した電力を回生エネルギとしてＭ／Ｇインバータ１７を介してバッテリ９に蓄電する。この減速時には、第１クラッチ２１によってエンジン３とトランスミッション５とを切り離す。これにより、モータジェネレータ７にプロペラシャフト２３の回転が無駄なく伝達され、回生エネルギを効率良く発生さて回収することができる。さらに、停車直前のエンジンアイドル回転以下の車速やエンジンブレーキ相当の緩減速での走行であっても、回生エネルギを得ることができる。本実施形態では、車速信号が示す車速がゼロではなく且つアクセル操作信号がアクセルペダルの非操作（操作解除）を示しているとき、ハイブリッド車両１の減速時と判定するが、例えば、車速信号が示す速度が減少傾向である場合に減速時と判定したり、ハイブリッド車両１がＧＰＳ情報の受信機能を有する場合にハイブリッド車両１の位置情報からハイブリッド車両１の加速度を算出し、この加速度が減速状態である場合に減速時と判定したり、ハイブリッド車両１が前後方向の加速度を検出する加速度センサを有する場合にこの加速度センサが検出する加速度が減速状態である場合に減速時と判定するなど、他の方法によってハイブリッド車両１が減速時であるか否かを判定してもよい。 [When decelerating]
When the hybrid vehicle 1 decelerates, the motor generator 7 is set in a regenerative state, and the rotation of the output shaft of the transmission 5 is transmitted to the motor generator 7 via the second clutch 33 and the gear 31, and the electric power generated by the motor generator 7 is transmitted. The regenerative energy is stored in the battery 9 via the M / G inverter 17. During this deceleration, the engine 3 and the transmission 5 are disconnected by the first clutch 21. As a result, the rotation of the propeller shaft 23 is transmitted to the motor generator 7 without waste, and the regenerative energy can be efficiently generated and recovered. Furthermore, regenerative energy can be obtained even when traveling at a vehicle speed equal to or less than the engine idle rotation immediately before stopping or at a slow deceleration equivalent to engine braking. In the present embodiment, when the vehicle speed indicated by the vehicle speed signal is not zero and the accelerator operation signal indicates that the accelerator pedal is not operated (operation release), it is determined that the hybrid vehicle 1 is decelerating. When the indicated speed is decreasing, it is determined that the vehicle is decelerating, or when the hybrid vehicle 1 has a GPS information reception function, the acceleration of the hybrid vehicle 1 is calculated from the position information of the hybrid vehicle 1, and this acceleration is in a deceleration state. It is determined that the vehicle is decelerating when the hybrid vehicle 1 has an acceleration sensor that detects acceleration in the front-rear direction, and when the acceleration detected by the acceleration sensor is in a deceleration state, it is determined that the vehicle is decelerating. Whether or not the hybrid vehicle 1 is decelerating may be determined by this method.

また、減速開始時時には、トランスミッション制御装置１３の自動変速機能をＯＦＦに設定する。これにより、トランスミッション制御装置１３による最適なギア段への設定変更が行われず、ギア段が固定される。   At the start of deceleration, the automatic transmission function of the transmission control device 13 is set to OFF. Thereby, the setting change to the optimal gear stage by the transmission control device 13 is not performed, and the gear stage is fixed.

減速走行が進行し、車速Ｖが２０ｋｍ／ｈ以下になると、トランスミッション制御装置１３の自動変速機能をＯＮに設定する。これにより、トランスミッション制御装置１３による最適なギア段への設定変更が許容され、車速Ｖが２０ｋｍ／ｈに達したときにギア段が最適なギア段へ変更される（例えば、ギア５段からギア３段）。すなわち、減速時においては、減速開始後に車速Ｖが２０ｋｍ／ｈ以下となったときのみ自動変速機能によるギア段の設定変更が行われる。   When the vehicle travels at a reduced speed and the vehicle speed V becomes 20 km / h or less, the automatic transmission function of the transmission control device 13 is set to ON. Thereby, the setting change to the optimum gear stage by the transmission control device 13 is allowed, and the gear stage is changed to the optimum gear stage when the vehicle speed V reaches 20 km / h (for example, from the fifth gear stage to the gear stage). (3 steps). That is, at the time of deceleration, the gear position setting is changed by the automatic transmission function only when the vehicle speed V becomes 20 km / h or less after the start of deceleration.

次に、トランスミッション制御装置１３が実行するのギア段の変更処理について、図２に基づいて説明する。図２は自動変速機能によるギア段の変更処理のフローチャートである。トランスミッション制御装置１３は、エンジン３の始動によって本処理を開始し、エンジン３が停止するまで本処理を所定時間毎に繰り返して実行する。   Next, the gear position changing process executed by the transmission control device 13 will be described with reference to FIG. FIG. 2 is a flowchart of the gear change process by the automatic transmission function. The transmission control device 13 starts this process by starting the engine 3 and repeats this process every predetermined time until the engine 3 stops.

トランスミッション制御装置１３の記憶部（メモリ）には、車速Ｖを順次記憶する車速記憶領域と、エンジン回転速度Ｎを順次記憶する回転速度記憶領域と、ギア段Ｇを順次記憶するギア段記憶領域とが設けられている。さらに、記憶部には、車速Ｖとエンジン回転速度Ｎと最適なギア段との相関関係を示すテーブル（又はマップ）が予め設定され記憶されている。   The storage unit (memory) of the transmission control device 13 includes a vehicle speed storage area that sequentially stores the vehicle speed V, a rotation speed storage area that sequentially stores the engine rotation speed N, and a gear stage storage area that sequentially stores the gear stage G. Is provided. Further, a table (or map) indicating the correlation among the vehicle speed V, the engine rotational speed N, and the optimum gear stage is set and stored in the storage unit in advance.

本処理を開始すると、まず車速記憶領域から車速Ｖを、回転速度記憶領域からエンジン回転速度Ｎをそれぞれ読み出し（ステップＳ１）、記憶部から読み出したテーブルを参照して、ステップ１において読み出した車速Ｖ及びエンジン回転速度Ｎに対応する最適なギア段を選択する（ステップＳ２）。   When this process is started, first, the vehicle speed V is read from the vehicle speed storage area, and the engine speed N is read from the rotation speed storage area (step S1), and the vehicle speed V read in step 1 is referred to by referring to the table read from the storage unit. And, the optimum gear stage corresponding to the engine speed N is selected (step S2).

次に、ギア段記憶領域から現在のギア段Ｇを読み出し、現在のギア段Ｇが最適なギア段（Ｇ＝最適なギア段）であるか否かを判定する（ステップＳ３）。現在のギア段Ｇが最適なギア段ではない（Ｇ≠最適なギア段）と判定した場合（ステップＳ３：Ｎｏ）、自動変速機能がＯＮであるか否かを判定する（ステップＳ４）。この自動変速機能は、後述するハイブリッド制御装置１５が実行する自動変速機能の設定切換処理により、ハイブリッド車両１が発進時、加速時あるいは定常走行時には、常時ＯＮに設定される。また、減速時には、車速Ｖが２０ｋｍ／ｈ以下になるまでＯＦＦに設定され、車速Ｖが２０ｋｍ／ｈ以下に達したときに再びＯＮに設定される。   Next, the current gear stage G is read from the gear stage storage area, and it is determined whether or not the current gear stage G is the optimum gear stage (G = optimum gear stage) (step S3). When it is determined that the current gear stage G is not the optimum gear stage (G ≠ optimum gear stage) (step S3: No), it is determined whether or not the automatic transmission function is ON (step S4). This automatic speed change function is always set to ON when the hybrid vehicle 1 is started, accelerated, or in a steady running state by an automatic speed change function setting switching process executed by the hybrid control device 15 described later. Further, at the time of deceleration, it is set to OFF until the vehicle speed V becomes 20 km / h or less, and is set to ON again when the vehicle speed V reaches 20 km / h or less.

自動変速機能がＯＮであると判定した場合（ステップＳ４：Ｙｅｓ）、すなわち、ハイブリッド車両１が発進時、加速時、定常走行時あるいは減速時において車速Ｖが２０ｋｍ／ｈ以下に達した場合、第１及び第２クラッチ２１，３３を切断し（ステップＳ５）、トランスミッション５を最適なギア段へ変更し（ステップＳ６）、第１及び第２クラッチ２１，３３を再度接続し（ステップＳ７）、本制御を終了する。   When it is determined that the automatic speed change function is ON (step S4: Yes), that is, when the vehicle speed V reaches 20 km / h or less when the hybrid vehicle 1 is starting, accelerating, steady running or decelerating. The first and second clutches 21 and 33 are disconnected (step S5), the transmission 5 is changed to an optimum gear position (step S6), the first and second clutches 21 and 33 are reconnected (step S7), End control.

また。ステップＳ３において現在のギア段Ｇが最適なギア段であると判定した場合（ステップＳ３：Ｙｅｓ）や、ステップＳ４において自動変速機能の設定がＯＦＦであると判定した場合（ステップＳ４：Ｙｅｓ）、すなわち、減速時おいて車速Ｖが２０ｋｍ／ｈを超えている場合には、ステップＳ４〜ステップＳ７の処理を実行せずに本処理を終了する。   Also. When it is determined in step S3 that the current gear stage G is the optimum gear stage (step S3: Yes), or when it is determined in step S4 that the automatic transmission function setting is OFF (step S4: Yes), That is, when the vehicle speed V exceeds 20 km / h at the time of deceleration, this process is terminated without executing the processes of steps S4 to S7.

次に、ハイブリッド制御装置１５が実行する自動変速機能の設定切換処理について、図３に基づいて説明する。図３は自動変速機能の設定切換処理のフローチャートである。ハイブリッド制御装置１５は、エンジン３の始動によって本処理を開始し、エンジン３が停止するまで所定時間毎に繰り返して実行する。   Next, the automatic transmission function setting switching process executed by the hybrid control device 15 will be described with reference to FIG. FIG. 3 is a flowchart of the automatic transmission function setting switching process. The hybrid control device 15 starts this process when the engine 3 is started, and repeatedly executes the process every predetermined time until the engine 3 stops.

ハイブリッド制御装置１５の記憶部には、車両情報（車速Ｖ及びアクセルペダルの操作／非操作）を順次記憶する車両情報記憶領域が設けられている。   The storage unit of the hybrid control device 15 is provided with a vehicle information storage area for sequentially storing vehicle information (vehicle speed V and accelerator pedal operation / non-operation).

本処理を開始すると、まずハイブリッド車両１が減速時であるか否かを判定する（ステップＳ１１）。具体的には、車両情報記憶領域から最新の車速Ｖとアクセルペダルの操作／非操作を読み出し、読み出した車速Ｖがゼロではなく且つアクセルペダルが非操作の場合に減速時と判定する。   When this process is started, it is first determined whether or not the hybrid vehicle 1 is decelerating (step S11). Specifically, the latest vehicle speed V and the operation / non-operation of the accelerator pedal are read from the vehicle information storage area. When the read vehicle speed V is not zero and the accelerator pedal is not operated, it is determined that the vehicle is decelerating.

減速時であると判定すると（ステップＳ１１：Ｙｅｓ）、車両情報記憶領域から最新の車速Ｖを読み出し、読み出した車速Ｖが２０ｋｍ／ｈ以下（Ｖ≦２０ｋｍ／ｈ）であるか否かを判定をする（ステップＳ１２）。なお、この判定に用いる車速Ｖは、ステップＳ１１で読み出した車速Ｖであってもよい。   When it is determined that the vehicle is decelerating (step S11: Yes), the latest vehicle speed V is read from the vehicle information storage area, and it is determined whether the read vehicle speed V is 20 km / h or less (V ≦ 20 km / h). (Step S12). The vehicle speed V used for this determination may be the vehicle speed V read in step S11.

車速Ｖが２０ｋｍ／ｈ以下であると判定すると（ステップＳ１２：Ｙｅｓ）、自動変速機能をＯＮに設定し（ステップＳ１３）、本制御を終了する。   If it determines with the vehicle speed V being 20 km / h or less (step S12: Yes), an automatic transmission function will be set to ON (step S13), and this control will be complete | finished.

一方、車速Ｖが２０ｋｍ／ｈを超えていると判定すると（ステップＳ１２：Ｎｏ）、自動変速機能をＯＦＦに設定し（ステップＳ１４）、本制御を終了する。   On the other hand, when it is determined that the vehicle speed V exceeds 20 km / h (step S12: No), the automatic transmission function is set to OFF (step S14), and this control is terminated.

また、ステップＳ１１において減速時ではないと判定した場合（ステップＳ１１：Ｎｏ）には、自動変速機能をＯＮに設定し（ステップＳ１３）、本制御を終了する。   If it is determined in step S11 that the vehicle is not decelerating (step S11: No), the automatic transmission function is set to ON (step S13), and this control is terminated.

このように、本実施形態では、ハイブリッド車両１が加速走行又は定常走行から減速走行に移行すると、モータジェネレータ７が回生状態に設定され、モータジェネレータ７が生起した電力がバッテリ９に蓄電される。   As described above, in the present embodiment, when the hybrid vehicle 1 shifts from acceleration traveling or steady traveling to decelerating traveling, the motor generator 7 is set to the regenerative state, and the electric power generated by the motor generator 7 is stored in the battery 9.

この減速開始時において、車速Ｖが２０ｋｍ／ｈを超えていると、ハイブリッド制御装置１５が自動変速機能をＯＦＦに設定するので、ギア段の設定変更が行われなくなり、ギア段が固定される。   If the vehicle speed V exceeds 20 km / h at the start of deceleration, the hybrid control device 15 sets the automatic transmission function to OFF, so that the gear stage setting is not changed and the gear stage is fixed.

また、減速が進行して車速Ｖが２０ｋｍ／ｈ以下になると、ハイブリッド制御装置１５が自動変速機能をＯＮに設定する。自動変速機能がＯＮに設定されると、トランスミッション制御装置１３による最適なギア段への設定変更が行われ、トランスミッション５においてギア段の固定が解除される。すなわち、減速時において、車速Ｖが２０ｋｍ／ｈ以下となったときのみ自動変速機能によるギア段の設定変更が行われ、車速Ｖが２０ｋｍ／ｈを超えている間は、ギア段が固定されてプロペラシャフト２３とモータジェネレータ７とが常時連結される。従って、エネルギ回生を効率良く行うことができる。また、車速Ｖが２０ｋｍ／ｈ以下となったとき、すなわち運転者が再度アクセルペダルを踏み込んで加速する前に、ギア段の設定変更が行われるため、運転者が、２０ｋｍ／ｈ以下の低速走行状態から再加速を行ったとき（アクセルペダルを踏み込んだとき）に、ハイブリッド車両１を直ちに加速させることができる。さらに、ギア段を単に低ギア段側へ設定変更しているのではなく２０ｋｍ／ｈでの走行に最適なギア段へと設定変更しているため、再加速を円滑に行うことができる。   Further, when the deceleration progresses and the vehicle speed V becomes 20 km / h or less, the hybrid control device 15 sets the automatic transmission function to ON. When the automatic transmission function is set to ON, the transmission control device 13 changes the setting to the optimum gear stage, and the gear stage is released from being fixed in the transmission 5. That is, at the time of deceleration, only when the vehicle speed V becomes 20 km / h or less, the gear stage setting is changed by the automatic transmission function, and the gear stage is fixed while the vehicle speed V exceeds 20 km / h. Propeller shaft 23 and motor generator 7 are always connected. Therefore, energy regeneration can be performed efficiently. Further, when the vehicle speed V becomes 20 km / h or less, that is, before the driver depresses the accelerator pedal again and accelerates, the gear stage setting is changed, so that the driver can travel at a low speed of 20 km / h or less. When re-acceleration is performed from the state (when the accelerator pedal is depressed), the hybrid vehicle 1 can be accelerated immediately. Further, since the gear stage is not simply changed to the low gear stage side, but is changed to the gear stage that is optimal for traveling at 20 km / h, re-acceleration can be performed smoothly.

また、本実施形態では、自動変速機能をＯＦＦとすることによって実質的にギア段を固定し、自動変速機能をＯＮとすることによって実質的にギア段の固定を解除している。すなわち、自動変速機能を利用することによって、制御処理の簡略化を図ることができる。   In the present embodiment, the gear position is substantially fixed by turning off the automatic transmission function, and the gear stage is substantially unlocked by turning on the automatic transmission function. In other words, the control process can be simplified by using the automatic transmission function.

なお、本実施形態では、車速Ｖが２０ｋｍ／ｈ以下であるか否かの判定を行うものとしたが、車速Ｖが２０ｋｍ／ｈ以下である場合に限られず、例えば、３０ｋｍ／ｈ以下等であってもよい。   In the present embodiment, it is determined whether or not the vehicle speed V is 20 km / h or less. However, the present invention is not limited to the case where the vehicle speed V is 20 km / h or less. For example, the vehicle speed V is 30 km / h or less. There may be.

また、本実施形態では、自動変速機能をＯＮすることにより最適なギア段へ設定変更しているが、例えば、自動変速機能をＯＦＦにしたまま、予め設定されたギア段へ設定変更してもよい。   In this embodiment, the setting is changed to the optimum gear stage by turning on the automatic transmission function. For example, even if the setting is changed to a preset gear stage while the automatic transmission function is turned off. Good.

また、本実施形態では、トランスミッション５が自動変速機である場合を説明したが、自動変速機である場合に限られず、例えば、マニュアルで操作を行うトランスミッションなどであってもよい。このようなトランスミッションを搭載した車両においては、モータジェネレータ７が回生状態であるときに、例えば、シフトレバ等を低ギア段側へ操作した場合であっても、車速Ｖが２０ｋｍ／ｈ以下になるまではトランスミッション５のギア段を変更せず、２０ｋｍ／ｈ以下となったときに低ギア段側へギア段を変更すればよい。また、モータジェネレータ７が回生状態であるときにシフトレバ等の操作を行わない場合であっても、車速Ｖが２０ｋｍ／ｈとなったときには、トランスミッション５のギア段を予め定められた低ギア段側へ強制的に変更してもよい。   In the present embodiment, the case where the transmission 5 is an automatic transmission has been described. However, the present invention is not limited to the case where it is an automatic transmission. For example, a transmission that is manually operated may be used. In a vehicle equipped with such a transmission, when the motor generator 7 is in a regenerative state, for example, even when a shift lever or the like is operated to the low gear stage, the vehicle speed V is 20 km / h or less. Does not change the gear stage of the transmission 5, and when it becomes 20 km / h or less, the gear stage may be changed to the low gear stage side. Even if the operation such as the shift lever is not performed when the motor generator 7 is in the regenerative state, when the vehicle speed V becomes 20 km / h, the gear stage of the transmission 5 is set to a predetermined low gear stage side. You may be forced to change.

また、本実施例では、ハイブリッド車両１について説明したが、バッテリが駆動源として搭載された電気自動車に上記ギア段の変更処理及び自動変速機能の設定切換処理を適用してもよい。   In the present embodiment, the hybrid vehicle 1 has been described. However, the gear stage changing process and the automatic gear shifting function setting switching process may be applied to an electric vehicle equipped with a battery as a drive source.

以上、本発明者によってなされた発明を適用した実施形態について説明したが、この実施形態による本発明の開示の一部をなす論述及び図面により本発明は限定されることはない。すなわち、この実施形態に基づいて当業者等によりなされる他の実施形態、実施例及び運用技術等は全て本発明の範疇に含まれることは勿論であることを付け加えておく。   As mentioned above, although the embodiment to which the invention made by the present inventor is applied has been described, the present invention is not limited by the discussion and the drawings that form part of the disclosure of the present invention according to this embodiment. That is, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

エネルギ回生装置を有する車両に適用可能である。   It can be applied to a vehicle having an energy regeneration device.

ハイブリッド車両を模式的に示すブロック構成図である。It is a block block diagram which shows a hybrid vehicle typically. 自動変速機能によるギア段の変更処理のフローチャートである。It is a flowchart of the gear stage change process by an automatic transmission function. 自動変速機能の設定切換処理のフローチャートである。It is a flowchart of a setting switching process of an automatic transmission function.

符号の説明Explanation of symbols

１ ハイブリッド車両
３ エンジン
５ トランスミッション（有段変速機）
７ モータジェネレータ（発電手段、電動手段）
９ バッテリ（二次電池）
１１ エンジン制御装置
１３ トランスミッション制御装置（変速制御手段）
１５ ハイブリッド制御装置（車速判定手段、変速制御手段）
１７ モータジェネレータ・インバータ
１９ 表示装置
２１ 第１クラッチ
２３ プロペラシャフト（駆動軸）
２５ 差動装置
２７ リヤアクスル
２９ 後輪（駆動輪）
３１ ギア
３３ 第２クラッチ
３５ 車速センサ（走行状態検出手段）
３７ アクセルセンサ（走行状態検出手段）
３９ 燃料噴射装置
４１ シフトアクチュエータ
４３ 発電量検知部
４７ スタータ
４９ モータ制御装置
５１ バッテリ制御装置
５３ シフトセンサ（走行状態検出手段）
５５ 回転速度センサ（走行状態検出手段） 1 Hybrid vehicle 3 Engine 5 Transmission (stepped transmission)
7 Motor generator (power generation means, electric means)
9 Battery (secondary battery)
11 Engine control device 13 Transmission control device (shift control means)
15 Hybrid control device (vehicle speed determination means, shift control means)
17 Motor generator / inverter 19 Display device 21 First clutch 23 Propeller shaft (drive shaft)
25 Differential 27 Rear axle 29 Rear wheel (drive wheel)
31 gear 33 second clutch 35 vehicle speed sensor (traveling state detecting means)
37 Accelerator sensor (running state detection means)
39 Fuel Injector 41 Shift Actuator 43 Power Generation Detection Unit 47 Starter 49 Motor Controller 51 Battery Controller 53 Shift Sensor (Driving State Detector)
55 Rotational speed sensor (traveling state detection means)

Claims (2)

駆動軸とを連結する有段変速機と、
前記有段変速機のギア段を設定変更する変速制御手段と、
前記駆動軸によって従動回転して発電する回生状態に設定可能な発電手段と、
前記駆動軸を駆動回転する駆動状態に設定可能な電動手段と、
前記発電手段が生起した電力を蓄電するとともに、前記電動手段に電力を供給する二次電池と、
車両の速度が所定速度以下であるか否かを判定する車速判定手段と、を備え、
前記発電手段は、前記車両が減速走行しているとき前記回生状態に設定され、
前記変速制御手段は、前記発電手段が前記回生状態に設定されたとき、前記有段変速機のギア段を固定し、前記車両の速度が所定速度以下であると前記車速判定手段が判定したとき、前記有段変速機のギア段の固定を解除して前記所定車速に対応した低ギア段側に前記ギア段を設定する
ことを特徴とする車両のエネルギ回生装置。 A stepped transmission that connects the drive shaft;
Shift control means for changing the setting of the gear of the stepped transmission;
Power generation means that can be set in a regenerative state in which the drive shaft is driven to rotate and generate power;
Electric means that can be set in a driving state for driving and rotating the driving shaft;
A secondary battery that stores electric power generated by the power generation means and supplies electric power to the electric means;
Vehicle speed determining means for determining whether or not the speed of the vehicle is equal to or lower than a predetermined speed,
The power generation means is set to the regenerative state when the vehicle is traveling at a reduced speed,
When the power generation means is set to the regenerative state, the shift control means fixes the gear stage of the stepped transmission, and the vehicle speed determination means determines that the speed of the vehicle is equal to or lower than a predetermined speed. An energy regeneration device for a vehicle, wherein the gear stage of the stepped transmission is released and the gear stage is set on the low gear stage side corresponding to the predetermined vehicle speed. 請求項１に記載の車両のエネルギ回生装置であって、
前記車両の走行状態を検出する走行状態検出手段を備え、
前記変速制御手段は、前記走行状態検出手段が検出した走行状態に基づいて前記ギア段を設定変更する自動変速機能を有し、前記発電手段が前記回生状態に設定されたとき、前記自動変速機能を無効とし、前記車両の速度が所定速度以下であると前記車速判定手段が判定したとき、前記自動変速機能を有効とする
ことを特徴とする車両のエネルギ回生装置。 The vehicle energy regeneration device according to claim 1,
A driving state detecting means for detecting a driving state of the vehicle;
The speed change control means has an automatic speed change function for changing the setting of the gear based on the running state detected by the running state detection means, and the automatic speed change function when the power generation means is set to the regenerative state. And the automatic speed change function is enabled when the vehicle speed determining means determines that the vehicle speed is equal to or lower than a predetermined speed.
JP2007201048A 2007-08-01 2007-08-01 Vehicle energy regeneration device Expired - Fee Related JP4682174B2 (en)

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