JP2009274487A - Hybrid vehicle control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle control unit suppressing the occurrence of noise in case of deceleration at the regeneration by motor. <P>SOLUTION: The hybrid vehicle control unit includes a wheel brake HB for generating a brake force on wheels 18, 46, a brake control unit 50 for controlling the brake force of the wheel brake HB according to a stepping operation of a brake pedal 26, a second motor MG2 capable of generating a regeneration brake force on the wheels 18, 46, and an automatic transmission 20. During of vehicle deceleration with the regeneration operation of the second motor MG2, when a vehicle running state is within a predetermined noise generation range, it is controlled to reduce a negative torque of the above second motor MG2, and to cause the wheel brake HB to generate a complementary torque ΔST corresponding to the reduced torque ΔDT. Thus, by suppressing the regeneration brake torque of the second motor MG2 low, it is possible to suppress the noise generation caused by the automatic transmission 20. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle including an electric motor that can generate a regenerative braking force on wheels by regenerative operation, and more particularly to an improvement for suppressing noise generation during deceleration during electric motor regeneration.

  2. Description of the Related Art Hybrid vehicles that include an electric motor in a power transmission path between a main power source and wheels and control driving by performing power running or regeneration by the electric motor are generally known. As an example of such a hybrid vehicle, a configuration in which a gear device such as a stepped transmission is provided in a power transmission path between a wheel and an electric motor is known. In such a configuration, there has been proposed a technique for suppressing the generation of noise caused by the gear device or the like generated according to the running state of the vehicle. For example, this is the power output device described in Patent Document 1. According to this technology, when coasting the vehicle, the required charging power is set so that the battery is not charged when the vehicle speed that switches from the state in which the deceleration torque is output to the state in which the creep torque is output is the threshold timing. By setting, noise such as rattling noise generated when the gear state of the transmission is switched during coast down traveling can be suppressed.

Japanese Utility Model Publication No. 2005-212595

  However, in the conventional technology as described above, noise generated due to the gear device or the like cannot be sufficiently suppressed when the electric motor is regeneratively operated during vehicle deceleration. For this reason, development of the control apparatus of the hybrid vehicle which suppresses generation | occurrence | production of a noise at the time of the deceleration at the time of motor regeneration was calculated | required.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for a hybrid vehicle that suppresses the generation of noise during deceleration during motor regeneration.

  In order to achieve such an object, the gist of the present invention is to provide a wheel brake that is provided on a wheel and generates a braking force on the wheel, and a braking force of the wheel brake according to a depression operation of the brake pedal. Control device for hybrid vehicle comprising: braking control device for controlling; electric motor capable of generating regenerative braking force on wheel by regenerative operation; and gear device provided in power transmission path between wheel and electric motor. When the vehicle is decelerating and the regenerative operation of the electric motor is in a predetermined noise generation range, the motor torque is reduced and a complementary torque corresponding to the reduced torque is reduced. The braking control device is controlled to be generated by the wheel brake.

  In this case, a wheel brake that is provided on the wheel and generates a braking force on the wheel, a braking control device that controls the braking force of the wheel brake in response to a depression operation of the brake pedal, and the wheel by regenerative operation. A control device for a hybrid vehicle comprising: an electric motor capable of generating a regenerative braking force; and a gear device provided in a power transmission path between the wheels and the electric motor, wherein the electric motor is at the time of vehicle deceleration and the electric motor When the vehicle running state is within a predetermined noise generation range during the regenerative operation, the braking control device is configured to reduce the torque of the electric motor and generate a complementary torque corresponding to the reduced torque by the wheel brake. Therefore, the generation of noise due to the gear device can be reduced by keeping the regenerative braking torque of the motor low. It is possible to win. That is, it is possible to provide a control device for a hybrid vehicle that suppresses the generation of noise during deceleration during motor regeneration.

  Here, preferably, the noise generation range is determined based on an output rotation speed of the gear device from a predetermined relationship. In this way, the noise generation range can be determined in a practical manner.

  Preferably, the gear device is a stepped transmission in which a gear ratio can be changed in a stepwise manner, and the noise generation range is individually determined corresponding to each gear ratio. In this way, in a hybrid vehicle provided with a stepped transmission in the power transmission path, it is possible to suitably suppress the occurrence of noise during deceleration due to the stepped transmission.

  Preferably, a reduction torque of the electric motor and a complementary torque by the wheel brake are individually determined corresponding to each gear ratio in the gear device. In this way, in a hybrid vehicle provided with a stepped transmission in the power transmission path, it is possible to suitably suppress the occurrence of noise during deceleration due to the stepped transmission.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a hybrid vehicle drive device 8 to which the present invention is preferably applied. The drive device 8 shown in FIG. 1 is suitably used for an FR (front engine / rear drive) vehicle or the like, and uses the first electric motor MG1 and the transmission member for the power output from the engine 12 as the main power source. And a second electric motor MG2 connected to a power transmission path between the transmission member 16 and the drive wheels 18 via a stepped automatic transmission 20. The torque output from the engine 12, the second electric motor MG2, etc. is transmitted to the output shaft 14, and from the output shaft 14 via the differential gear device 17 is configured. Thus, torque is transmitted to the pair of left and right rear wheels (drive wheels) 18. In addition, since the said power transmission device 10 is comprised symmetrically with respect to the centerline, those half are abbreviate | omitted and shown in FIG.

In the power transmission device 10, the torque capacity transmitted from the second electric motor MG2 to the output shaft 14 is the speed ratio γ _s (= rotational speed of MG2 / rotational speed of the output shaft 14) set in the automatic transmission unit 20. It is designed to increase or decrease depending on. The gear ratio γ _s of the automatic transmission unit 20 is configured to be set to a plurality of stages equal to or greater than “1”. During power running that outputs torque from the second electric motor MG2, the torque is increased to increase the output shaft. 14, the second electric motor MG2 can be further reduced in capacity or size. Thus, for example, when the rotational speed of the output shaft 14 increases with a high vehicle speed, the gear ratio γ _{s of the} automatic transmission unit 20 is maintained in order to maintain the operating efficiency of the second electric motor MG2 in a good state. Is reduced, the rotation speed of the second electric motor MG2 is reduced. Further, when the rotational speed of the output shaft 14 decreases, the speed ratio γ _s of the automatic transmission unit 20 is appropriately increased.

  The engine 12 is a main power source of the drive device 8, and is a known internal combustion engine that outputs power by burning predetermined fuel, such as a gasoline engine or a diesel engine. The drive unit 8 is provided with an engine control electronic control unit (E-ECU) 22 mainly composed of a microcomputer. The engine 12 is throttled by the engine control electronic control unit 22. The operation state such as the opening degree, the intake air amount, the fuel supply amount, and the ignition timing is electrically controlled. The electronic control unit 22 is supplied with detection signals from an accelerator opening sensor AS for detecting the operation amount of the accelerator pedal 24, a brake sensor BS for detecting the operation of the brake pedal 26, and the like. ing.

  The first electric motor MG1 and the second electric motor MG2 are, for example, synchronous motors having at least one of a function as a motor (motor) for generating driving torque and a function as a generator (generator), and preferably Is a motor generator that is selectively operated as a motor or generator. The first electric motor MG1 and the second electric motor MG2 are connected to a power storage device 32 such as a battery or a capacitor via inverters 28 and 30, and an electronic control device (MG-) for controlling a motor generator mainly composed of a microcomputer. The ECU) 34 controls the inverters 28 and 30 so that the output torque or the regenerative torque of the first electric motor MG1 and the second electric motor MG2 is adjusted or set. The electronic control unit 34 includes an operation position sensor SS that detects the operation position of the shift lever 36, an output rotation speed sensor NS that detects the rotation speed of the output shaft 14 of the automatic transmission unit 20 corresponding to the vehicle speed, and the like. The detection signal is supplied.

  The power distribution device 16 includes a sun gear S0, a ring gear R0 disposed concentrically with the sun gear S0, and a carrier CA0 that supports the sun gear S0 and the pinion gear P0 engaged with the ring gear R0 so as to rotate and revolve freely. Are configured as a single pinion type planetary gear device that generates a known differential action. The planetary gear device is provided concentrically with the engine 12 and the automatic transmission unit 20. In the power transmission device 10, the crankshaft 38 of the engine 12 is connected to the carrier CA <b> 0 of the power distribution device 16 via a damper 40. On the other hand, the first electric motor MG1 is connected to the sun gear S0, and the output shaft 14 is connected to the ring gear R0. In the power distribution device 16, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The relative relationship between the rotational speeds of the rotating elements in the power distribution device 16 is shown by the alignment chart of FIG. In this alignment chart, the vertical axis S, the vertical axis C, and the vertical axis R are axes respectively representing the rotational speed of the sun gear S0, the rotational speed of the carrier CA0, and the rotational speed of the ring gear R0. The distance between the axis C and the vertical axis R is 1 when the distance between the vertical axis S and the vertical axis C is 1. The distance between the vertical axis C and the vertical axis R is ρ (the number of teeth Z _s / The number of teeth of the ring gear R0 is set to be _Zr ). In such a power distribution device 16, when the reaction torque generated by the first electric motor MG1 is input to the sun gear S0 with respect to the output torque of the engine 12 input to the carrier CA0, the ring gear R0 serving as an output element is output. Since a torque larger than the torque input from the engine 12 appears, the first electric motor MG1 functions as a generator. Further, when the rotational speed (output shaft rotational speed) N _{OUT of} the ring gear R0 is constant, the rotational speed NE of the engine 12 is continuously (steplessly) changed by changing the rotational speed of the first electric motor MG1 up and down. Can be changed). The broken line in FIG. 2 shows a state where the rotational speed NE of the engine 12 decreases when the rotational speed of the first electric motor MG1 is lowered from the value shown by the solid line. That is, control for setting the rotational speed NE of the engine 12 to, for example, the rotational speed with the best fuel efficiency can be executed by controlling the first electric motor MG1. This type of hybrid type is called mechanical distribution type or split type.

  Returning to FIG. 1, the automatic transmission 20 is constituted by a set of Ravigneaux type planetary gear mechanisms. That is, the first sun gear S1 and the second sun gear S2 are provided, and the short pinion P1 meshes with the first sun gear S1, and the short pinion P1 meshes with the long pinion P2 having a longer axial length, The long pinion P2 meshes with a ring gear R1 arranged concentrically with the sun gears S1 and S2. Each of the pinions P1 and P2 is held by a common carrier CA1 so as to rotate and revolve. Further, the second sun gear S2 meshes with the long pinion P2. The second sun gear S2 is connected to the second electric motor MG2, and the carrier CA1 is connected to the output shaft 14. The first sun gear S1 and the ring gear R1 together with the pinions P1 and P2 constitute a mechanism corresponding to a tuple pinion type planetary gear device. The second sun gear S2 and the ring gear R1 together with the long pinion P2 are single pinion type planets. A mechanism corresponding to the gear device is configured.

  The automatic transmission unit 20 includes a first brake B1 provided between the first sun gear S1 and a housing 42, which is a non-rotating member, in order to selectively fix the first sun gear S1. In order to selectively fix the ring gear R1, a second brake B2 provided between the ring gear R1 and the housing 42 is provided. These brakes B1 and B2 are preferably a frictional engagement element that generates a braking force by a frictional force, and more preferably a multi-plate or band-type hydraulic frictional engagement that generates an engagement force by the hydraulic pressure of hydraulic oil. The torque capacity is continuously changed according to the engagement pressure generated by a hydraulic actuator or the like.

In the automatic transmission 20 configured as described above, the second sun gear S2 functions as an input element, the carrier CA1 functions as an output element, and is greater than “1” when the first brake B1 is engaged. A high speed stage H with a gear ratio γ _sh is achieved. Further, when the second brake B2 is engaged instead of the first brake B1, the low speed stage L having a speed ratio γ _sl larger than the speed ratio γ _sh of the high speed stage H is set. . The shift between these shift speeds H and L is executed based on the running state such as the vehicle speed and the required driving force related value (target driving force related value). More specifically, the gear range determined experimentally in advance is stored in advance as a map (shift diagram), and control is performed so as to set one of the gears according to the detected driving state. Do. The drive unit 8 is provided with an electronic control unit (T-ECU) 44 for speed change control, mainly a microcomputer for performing the control. The electronic control unit 44 includes an oil temperature sensor TS for detecting the temperature of hydraulic oil, a hydraulic switch SW1 for detecting the engagement hydraulic pressure of the first brake B1, and an engagement hydraulic pressure of the second brake B2. Detection signals are supplied from the hydraulic switch SW2 for detection, the hydraulic switch SW3 for detecting the line pressure PL, the output rotation speed sensor NS, and the like.

FIG. 3 shows four vertical axes S1, vertical axes R1, vertical axes CA1, and vertical axes S2 in order to show the mutual relationship between the rotating elements of the Ravigneaux type planetary gear mechanism constituting the automatic transmission unit 20. The collinear diagram which has is shown. The vertical axis S1, the vertical axis R1, the vertical axis CA1, and the vertical axis S2 respectively represent the rotational speed of the first sun gear S1, the rotational speed of the ring gear R1, the rotational speed of the carrier CA1, and the rotational speed of the second sun gear S2. It is shown. In the automatic transmission unit 20, when the ring gear R1 is fixed by the second brake B2, the low speed stage L is set, and the assist torque output from the second electric motor MG2 is amplified according to the gear ratio γ _sl at that time. And added to the output shaft 14. Instead, when the first sun gear S1 is fixed by the first brake B1, the high speed stage H having a speed ratio γ _sh smaller than the speed ratio γ _sl of the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the assist torque output from the second electric motor MG2 is increased according to the gear ratio γ _sh and added to the output shaft 14. In the state where the gears L and H are constantly set, the torque applied to the output shaft 14 is a torque obtained by increasing the output torque of the second electric motor MG2 in accordance with each gear ratio. However, in the shift transition state of the automatic transmission unit 20, the torque is affected by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. The torque applied to the output shaft 14 is positive torque (drive torque) when the second electric motor MG2 is driven, and is negative torque (brake torque) when the second motor MG2 is driven. That is, in the driven state of the second electric motor MG2, a regenerative braking force is generated on the wheels 18 and 46 by the regenerative operation.

  FIG. 4 is a chart for explaining the operation of the hydraulic control circuit for switching the gear position in the automatic transmission unit 20. In FIG. 4, SLB1 is a first linear solenoid valve for controlling the first brake B1, and SLB2 is a first linear solenoid valve for controlling the second brake B2. The engagement state of the brake is indicated by a cross × indicating a non-excited state or a released state. As shown in FIG. 4, when the first linear solenoid valve SLB1 and the second linear solenoid valve SLB2 are both excited, the first brake B1 is released and the second brake B2 is engaged. The low speed stage L of the automatic transmission unit 20 is achieved. The first linear solenoid valve SLB1 and the second linear solenoid valve SLB2 are both de-energized, whereby the first brake B1 is engaged and the second brake B2 is released, The high speed stage H of the automatic transmission unit 20 is achieved.

Returning to FIG. 1, the pair of rear wheels 18 and the pair of left and right front wheels 46 provided in the driving device 8 include wheel brakes HB _FR , HB _FL , HB _RR , HB _RL (hereinafter simply referred to as a wheel brake HB unless otherwise distinguished) is provided. The wheel brake HB is a known foot brake device such as a disc brake or a drum brake that generates a frictional force corresponding to the hydraulic pressure output according to the depression amount of the brake pedal 26. In order to control the braking of the wheel brake HB, the drive device 8 is provided with a hydraulic control circuit 48 for controlling the hydraulic pressure supplied to each wheel brake HB. The hydraulic pressure supplied to each wheel brake HB is controlled by controlling the electromagnetic control valve provided in the hydraulic control circuit 48 according to the depression amount and depression acceleration of the brake pedal 26 or the turning state of the vehicle. A braking control device 50 for controlling those braking forces is provided. The braking control device 50 controls, for example, the well-known ABS (anti-lock braking system), ESC (electric stability control), and the like. Detection signals are supplied from a brake sensor BS for detecting the depression operation (depression amount) of the pedal 26, an output rotation speed sensor NS for detecting the rotation speed of the output shaft 14, and the like.

  FIG. 5 is a functional block diagram illustrating a main part of control functions provided in the electronic control devices 34 and 44 and the braking control device 50 in order to control the driving device 8. Preferably, the hybrid drive control means 52 shown in FIG. 5 is in the electronic control device 34, the shift control means 54 is in the electronic control device 44, deceleration torque control means 56, vehicle deceleration determination means 58, and noise generation. The range determination means 60 is functionally provided in the braking control device 50. For example, the vehicle deceleration determination means 58 and the noise generation range determination means 60 are provided in the electronic control devices 34 to 44. There may be. In addition, the drive device 8 is provided with a storage device 62 for storing a relationship used for control by such a control function.

  For example, when the hybrid drive control means 52 is activated by operating a power switch while the brake pedal 26 is operated after a key is inserted into a key slot (not shown), the accelerator operation amount The driver's required output is calculated based on the above, and the required output is generated from the engine 12 and / or the second electric motor MG2 so as to achieve a low fuel consumption and low exhaust gas operation. For example, a motor travel mode in which the engine 12 is stopped and the second electric motor MG2 is exclusively used as a drive source, a travel mode in which power is generated by the power of the engine 12 and travel is performed using the second electric motor MG2 as a drive source, An engine travel mode in which power is mechanically transmitted to the rear wheels 18 to travel is selectively established according to the travel state.

  Further, even when the engine 12 is driven, the hybrid drive control means 52 controls the rotational speed of the engine 12 so as to operate on the optimum fuel consumption curve by the first electric motor MG1. Further, when torque assist is performed by driving the second electric motor MG2, when the vehicle speed is relatively slow, the automatic transmission unit 20 is set to the low speed stage L, the torque applied to the output shaft 14 is increased, and the vehicle speed is increased. In a relatively increased state, the automatic transmission unit 20 is set to the high speed stage H, the rotational speed of the second electric motor MG2 is relatively lowered to reduce loss, and efficient torque assist is executed. Further, during coasting, the first electric motor MG1 or the second electric motor MG2 is rotationally driven by the inertial energy of the vehicle to regenerate the electric power, and the electric power is stored in the power storage device 32. More specifically, the control in the engine travel mode is described as an example. The hybrid drive control means 52 operates the engine 12 in an efficient operating range in order to improve power performance and fuel consumption. Control is performed so as to optimize the distribution of driving force between the engine 12 and the second electric motor MG2 and the reaction force generated by the power generation of the first electric motor MG1.

Further, the hybrid drive control means 52 preferably has a required output shaft torque T based on the accelerator opening or the vehicle speed as the driver's required output amount from the driving force map stored in advance in the storage device 62 or the like. _R is determined, and the required output shaft power is calculated from the required output shaft torque T _R in consideration of the charge required value, and the transmission loss, auxiliary load, and second motor MG2 are obtained so that the required output shaft power can be obtained. The target engine power is calculated in consideration of the assist torque of the engine, the gear position of the automatic transmission unit 20, and the like, for example, as shown in FIG. The target engine is operated while the engine 12 is operated in accordance with an engine optimum fuel consumption rate curve (fuel consumption map, relationship) that is experimentally obtained and stored in advance so as to achieve both the engine performance and the fuel efficiency. The engine 12 is controlled so that the engine rotation speed and engine torque at which gin power can be obtained are obtained, and the power generation amount of the first electric motor MG1 is controlled.

  The optimum fuel consumption rate curve of the engine indicated by a broken line in FIG. 6 is an optimum fuel consumption rate obtained experimentally in advance so as to pass through the lowest fuel consumption region of the equal fuel consumption rate curve as the engine speed increases. A curve connecting points. This optimum fuel efficiency rate curve is also a series of points that are experimentally set in advance so as to achieve both drivability and fuel efficiency and represent the minimum fuel efficiency operating point of the engine 12. Moreover, the solid lines a, b, and c in FIG. 6 are examples representing the target engine power, and are also a series of points representing the operating points of the engine 12 having the same engine power, and in the order of the solid lines a, b, and c. The target engine power is increased.

  The hybrid drive control means 52 controls to supply the electric energy generated by the first electric motor MG1 to the power storage device 32 and the second electric motor MG2 via the inverters 28 and 30. The main part of the motive power of the engine 12 is mechanically transmitted to the output shaft 14, but a part of the motive power of the engine 12 is consumed for power generation of the first electric motor MG1 and is converted into electric energy there. The electric energy is supplied to the second electric motor MG2 via the inverters 28 and 30, and the second electric motor MG2 is driven as the electric motor by the electric energy, and is output from the second electric motor MG2. Power is transmitted to the output shaft 14 via the automatic transmission 20. Electrical path from conversion of part of the power of the engine 12 into electrical energy and conversion of the electrical energy into mechanical energy by related equipment from the generation of the electrical energy to consumption by the second electric motor MG2. Is configured. The hybrid drive control means 52 supplies electric energy directly from the power storage device 32 via the inverter 30 to the second electric motor MG2 in addition to the electric energy by the electric path to drive the second electric motor MG2. Is possible.

  Further, the hybrid drive control means 52 controls the first electric motor MG1 by the differential action of the power distribution device 16 regardless of whether the vehicle is stopped or traveling, thereby maintaining the engine speed substantially constant. Or can be controlled to an arbitrary rotational speed. In other words, the hybrid drive control means 52 can control the rotation of the first electric motor MG1 to an arbitrary rotation speed while maintaining the engine rotation speed substantially constant or controlling the rotation speed to an arbitrary rotation speed.

  The hybrid drive control means 52 controls the opening and closing of an electronic throttle valve by a throttle actuator for throttle control, such as via the electronic control unit 22, and also performs fuel injection by a fuel injection device for fuel injection control. A command for controlling the amount and injection timing, or for controlling the ignition timing by an ignition device such as an igniter for controlling the ignition timing, is output to an engine output control device (not shown) alone or in combination, and the required engine output Engine output control means for executing output control of the engine 12 so as to generate the engine is functionally provided.

Returning to FIG. 5, the shift control means 54 determines a shift operation in the automatic transmission unit 20 and executes the determined shift operation. For example, from the shift diagram as shown in FIG. 7 stored in advance in the storage device 62 or the like, the shift stage of the automatic transmission unit 20 is determined based on the vehicle speed V (output rotational speed N _OUT ) and the driving force P. Determine whether a change is made. Preferably, a power-on shift operation is determined. That is, it is determined whether or not the gear position of the automatic transmission unit 20 is changed when the accelerator opening detected by the accelerator opening sensor AS is equal to or greater than a predetermined value.

  The shift control means 54 controls the first brake B1 and the second brake B2 such that when the shift is determined as described above, the shift is automatically switched to the determined shift stage. That is, when a shift operation from the low speed stage L to the high speed stage H is determined, the first brake B1 is engaged and the second brake B2 is released via a shift hydraulic control circuit (not shown). The hydraulic actuators for the brakes B1 and B2 are controlled. Further, when a shift operation from the high speed stage H to the low speed stage L is determined, the first brake B1 is released and the second brake B2 is engaged via the hydraulic control circuit. Control the hydraulic actuator. That is, in the automatic transmission unit 20, so-called clutch-to-clutch shift is performed both in the shift operation from the low speed stage L to the high speed stage H and in the shift operation from the high speed stage H to the low speed stage L.

  The deceleration torque control means 56 controls the operation of each wheel brake HB via the hydraulic control circuit 48. That is, by controlling the operation of the electromagnetic control valve provided in the hydraulic control circuit 48, the hydraulic pressure supplied from the hydraulic control circuit 48 to each wheel brake HB is controlled, and the braking force of these wheel brakes HB is collectively collected. Or individually controlled. The control by the deceleration torque control means 56 is basically executed based on the depression operation of the brake pedal 26 detected by the brake sensor BS, and the braking force (deceleration torque) corresponding to the depression amount of the brake pedal 26 is executed. ) To control the braking force of each wheel brake HB.

  Further, the deceleration torque control means 56 controls regenerative braking of the second electric motor MG2 via the hybrid drive control means 52. As described above, in the driven state of the second electric motor MG2, the regenerative braking force is generated on the wheels 18 and 46 by the regenerative operation. The deceleration torque control means 56 controls the regenerative braking force by the second electric motor MG2 by controlling the negative torque (brake torque) of the second electric motor MG2 via the hybrid drive control means 52. For example, in a state where the regenerative operation of the second electric motor MG2 can be executed, when the deceleration of the vehicle is determined by depressing the brake pedal 26 and the target deceleration torque corresponding to the depression amount is determined, braking is performed. When the operation is not performed, control is performed so as to achieve the deceleration torque by the regenerative braking force of the second electric motor MG2, while the ratio of the braking force by the wheel brake HB and the regenerative braking force by the second electric motor MG2 is controlled. And the control is performed so that the determined target deceleration torque is achieved by the sum thereof. Here, preferably, the second electric motor is configured so that the regenerative braking force by the second electric motor MG2 is as large as possible, in other words, the braking force of the wheel brake HB is as small as possible. The negative torque of MG2 is controlled.

  The vehicle deceleration determination means 58 is based on a depressing operation of the brake pedal 26 detected by the brake sensor BS or a rotation speed of the output shaft 14 detected by the output rotation speed sensor NS from a predetermined relationship. To determine whether the vehicle is decelerating. That is, it is determined whether or not the vehicle is decelerating. The deceleration torque control means 56 determines (calculates) a target deceleration torque corresponding to the depression amount of the brake pedal 26 detected by the brake sensor BS when the vehicle deceleration determination means 58 determines that the vehicle is decelerated. The braking force of the wheel brake HB and the regenerative braking force of the second electric motor MG2 are controlled so that the target deceleration torque is achieved.

  The noise generation range determination unit 60 determines whether or not the running state of the vehicle is within a predetermined noise generation range. This noise is, for example, gear noise generated in a gear device such as the automatic transmission unit 20, and is generated within a predetermined vehicle speed range (output rotation speed range) according to the configuration of the gear device that is the generation subject. That is, the noise generation range determination means 60 preferably obtains the rotational speed and / or deceleration torque (target deceleration torque) of the output shaft 14 detected by the output rotational speed sensor NS experimentally in advance. Then, it is determined whether or not the vehicle is within a predetermined range stored in the storage device 62 or the like. If the determination is affirmative, it is determined that the running state of the vehicle is within a predetermined noise generation range.

  The deceleration torque control means 56 is when the determinations of the vehicle deceleration determination means 58 and the noise generation determination means 60 are both affirmative, that is, when the vehicle is decelerating and the running state of the vehicle is within a predetermined noise generation range. In this case, the negative torque (braking torque) of the second electric motor MG2 is reduced by a predetermined reduction torque ΔDT necessary and sufficient to suppress the generation of noise, and the complementary torque ΔST corresponding to the reduction torque ΔDT is reduced to the wheel brake. Control to generate by HB. In other words, the regenerative braking force shared by the second electric motor MG2 with respect to the determined deceleration torque is reduced as compared with that during normal control, and the wheel brake HB is supplemented with the reduced braking force by the wheel brake HB. To control the braking force.

FIG. 8 is a time chart for explaining the deceleration torque control by the deceleration torque control means 56, and exemplifies the control in the configuration in which the speed range of the vehicle speed N ₁ less than N ₂ or more corresponds to the noise generation range. In the example shown in FIG. 8, the total deceleration torque TT is set corresponding to the depression amount of the brake pedal 26, and the regenerative brake torque by the regenerative operation of the second electric motor MG2 is allowed until the time point t1. The regenerative brake torque and wheel brake torque are controlled so as to increase as much as possible (so that the braking force of the wheel brake HB can be as small as possible). If it is determined at time t1 that the vehicle speed is less than N ₁ and within the noise generation range, the regenerative brake torque of the second electric motor MG2 is a predetermined value ΔDT until time t2 when the vehicle speed becomes N ₂ . In addition to being reduced, a supplementary torque ΔST corresponding to the reduced torque ΔDT is generated by the wheel brake HB. Here, ΔDT = ΔST, and the sum of the regenerative brake torque of the second electric motor MG2 and the wheel brake torque of the wheel brake HB does not change between the time points t1 and t2, in other words, the sum is always constant. Control is performed so that the deceleration torque TT is obtained. Then, when the vehicle speed becomes equal to or higher than N ₂ at time t2, the normal control is restored, and the regenerative brake torque and the wheel brake torque are set so that the regenerative brake torque by the regenerative operation of the second electric motor MG2 becomes as large as possible. Is controlled.

Here, the deceleration torque control means 56 preferably performs the deceleration torque control according to the gear position (gear ratio) in the automatic transmission unit 20. Specifically, the deceleration torque control is performed when the noise generation range is determined individually corresponding to the gear position in the automatic transmission unit 20. Further, in that case, the reduction torque ΔDT of the second electric motor MG2 and the complementary torque ΔST by the wheel brake HB are individually controlled corresponding to each gear position in the automatic transmission unit 20. When the meshing state of the gear in the automatic transmission unit 20 changes, the noise generation range, that is, the corresponding speed range also changes accordingly. Further, the value of the reduction torque ΔDT necessary and sufficient for suppressing the generation of noise in the noise generation range also changes. For this reason, for example, when the time chart of FIG. 8 described above is the control corresponding to the low speed stage L of the automatic transmission unit 20, at the high speed stage H, the vehicle speed ranges N _{1 to} N _{2 as} shown in FIG. inhibiting in different speed ranges N ₁ 'to N _2' (different time ranges t ₁ 'to t _2' is the time range t ₁ to t _2), the generation of noise regenerative braking torque of the second electric motor MG2 For this purpose, the torque is reduced by a predetermined reduction torque ΔDT ′ that is necessary and sufficient, and a supplementary torque ΔST ′ corresponding to the reduction torque ΔDT ′ is generated by the wheel brake HB.

  FIG. 10 is a flowchart for explaining a main part of deceleration torque control by the electronic control device 34 and the braking control device 50, and is repeatedly executed at a predetermined cycle.

First, in step (hereinafter, step is omitted) S1 corresponding to the operation of the vehicle deceleration determination means 58, it is determined whether or not the vehicle is decelerating. If the determination in S1 is negative, the routine is terminated accordingly. If the determination in S1 is affirmative, the depression of the brake pedal 26 detected by the brake sensor BS is detected in S2. A total deceleration torque TT corresponding to the amount is determined (calculated). Next, in S3, it is determined whether or not the regenerative operation of the second electric motor MG2 is performed. If the determination in S3 is negative, in S4, the regenerative operation of the second electric motor MG2 is not executed, and a brake torque corresponding to the deceleration torque TT determined in S2 is generated by the wheel brake HB. After the braking force of the wheel brakes HB is set as described above, the processing from S8 is executed, but if the determination in S3 is affirmative, S5 corresponding to the operation of the noise generation range determination means 60 is performed. In step (1), it is determined whether the running state of the vehicle is within a predetermined noise generation range based on the rotational speed N _OUT of the output shaft 14 detected by the output rotational speed sensor NS from a predetermined relationship. The If the determination in S5 is negative, in S6, the regenerative braking torque by the regenerative operation of the second electric motor MG2 is as large as possible (the braking force of the wheel brake HB is as small as possible). After the regenerative brake torque and the wheel brake torque corresponding to the deceleration torque TT determined in S2 are set, the processing from S8 onward is executed, but if the determination in S5 is affirmed In step S7, the negative torque (braking torque) of the second electric motor MG2 is reduced by a predetermined reduction torque ΔDT necessary and sufficient to suppress the generation of noise, and the complementary torque ΔST corresponding to the reduction torque ΔDT is reduced to The regenerative brake torque and wheel brake torque corresponding to the deceleration torque TT determined in S2 are set so as to be generated by the wheel brake HB. After that, in S8, after the operations of the second electric motor MG2 and the wheel brake HB are controlled so that the regenerative brake torque and the wheel brake torque set in S4, S6, or S7 are obtained, this routine is executed. Be terminated. In the above control, S2 to S8 correspond to the operation of the deceleration torque control means 56.

  As described above, according to the present embodiment, the wheel brake HB that is provided on the wheels 18 and 46 and generates a braking force on the wheels 18 and 46 and the wheel brake HB according to the depression operation of the brake pedal 26 are controlled. In a power transmission path between the braking control device 50 that controls power, the second electric motor MG2 that generates regenerative braking force on the wheels 18 and 46 by regenerative operation, and the wheels 18 and 46 and the second electric motor MG2. A control device for a hybrid vehicle including an automatic transmission unit 20 that is a gear device provided, and when the vehicle is decelerating and at the time of regenerative operation of the second electric motor MG2, the traveling state of the vehicle is a predetermined noise. If within the generation range, the negative torque of the second electric motor MG2 is reduced, and the supplementary torque ΔST corresponding to the reduced torque ΔDT is generated by the wheel brake HB. Since the braking control device 50 is controlled so as to be generated, generation of noise due to the automatic transmission unit 20 can be suppressed by suppressing the regenerative braking torque of the second electric motor MG2. That is, it is possible to provide a control device for a hybrid vehicle that suppresses the generation of noise during deceleration during motor regeneration.

  Further, since the noise generation range is determined based on the rotation speed of the output shaft 14 from a predetermined relationship, the noise generation range can be determined in a practical manner.

  Further, the power transmission path is provided with an automatic transmission unit 20 that can change the gear ratio stepwise, and the noise generation range is individually determined corresponding to each gear ratio. In a hybrid vehicle provided with a stepped transmission in the power transmission path, generation of noise during deceleration due to the stepped transmission can be suitably suppressed.

  Further, since the reduction torque ΔDT of the second electric motor MG2 and the complementary torque ΔST by the wheel brake HB are individually determined corresponding to the respective gear ratios in the automatic transmission unit 20, the power transmission path In a hybrid vehicle including a stepped transmission, it is possible to suitably suppress generation of noise during deceleration due to the stepped transmission.

  Subsequently, another configuration to which the present invention is preferably applied will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 11 is a diagram illustrating a hybrid vehicle drive device 70 to which the present invention is preferably applied. The drive device 70 shown in FIG. 11 is used, for example, in an FR (front engine / rear drive) type vehicle, and is used in a housing 42 as a non-rotating member attached to the vehicle body. An input shaft 72 disposed above, the power distribution device 16 directly connected to the input shaft 72 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and the power distribution device 16 And an automatic transmission unit 76 connected in series via a transmission member (transmission shaft) 74 in a power transmission path between the rear wheel 18 as a driving wheel and the output shaft 14 connected to the automatic transmission unit 76. Are provided in series. In the driving device 70, the second electric motor MG2 is connected to the transmission member 74, which is an output rotating member of the power distribution device 16. In addition, since the said drive device 70 is comprised symmetrically with respect to the axis, the lower side is abbreviate | omitted in the skeleton figure of FIG.

  The automatic transmission unit 76 includes a single-pinion type second planetary gear unit 78, a single-pinion type third planetary gear unit 80, and a single-pinion type fourth planetary gear unit 82, and includes a stepped automatic transmission. It is a planetary gear type multi-stage transmission that functions as: The second planetary gear device 78 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to be capable of rotating and revolving, and a second planetary gear P2. A second ring gear R2 meshing with the sun gear S2 is provided, and has a predetermined gear ratio ρ2 of about “0.562”, for example. In addition, the third planetary gear unit 80 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 meshing with the third sun gear S3 is provided, and has a predetermined gear ratio ρ3 of about “0.425”, for example. Further, the fourth planetary gear device 82 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to be capable of rotating and revolving, and a fourth planetary gear P4. A fourth ring gear R4 meshing with the fourth sun gear S4 is provided, and has a predetermined gear ratio ρ4 of about “0.421”, for example. The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, and the number of teeth of the fourth sun gear S4 is If the number of teeth is ZS4 and the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  The automatic transmission unit 76 includes a first clutch C1, a second clutch C2, a first brake B1, and a second brake B2 as a plurality of engagement elements for establishing a predetermined gear position in the automatic transmission unit 76. And a third brake B3 (hereinafter referred to as a clutch C and a brake B unless otherwise specified). Each of the clutch C and the brake B is a hydraulic friction engagement device as an engagement element often used in a conventional automatic transmission for vehicles, and a plurality of friction plates stacked on each other are hydraulic actuators. Both sides on which the wet multi-plate type pressed by the belt or one or two bands wound around the outer peripheral surface of the rotating drum are constituted by a band brake or the like in which one end of the band is tightened by a hydraulic actuator. It is an apparatus for selectively connecting the members.

  In the automatic transmission unit 76 configured as described above, the second sun gear S2 and the third sun gear S3 are integrally connected, and are selectively connected to the transmission member 74 via the second clutch C2. And is selectively connected to the housing 42 via the first brake B1. The second carrier CA2 is selectively connected to the housing 42 via the second brake B2. The fourth ring gear R4 is selectively connected to the housing 42 via a third brake B3. The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22. The third ring gear R3 and the fourth sun gear S4 are integrally connected, and are selectively connected to the transmission member 74 via the first clutch C1.

  In this way, the automatic transmission unit 76 and the power distribution device 16 (transmission member 74) are connected to the first clutch C1 and / or used to establish each gear stage (shift stage) of the automatic transmission unit 76. It is selectively connected via the second clutch C2. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 74 and the automatic transmission unit 76, that is, power from the differential unit 16 (transmission member 74) to the drive wheel 34. It functions as an engagement device that selectively switches the transmission path between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, by engaging at least one of the first clutch C1 and the second clutch C2, the power transmission path is brought into a drive state of the vehicle, and the first clutch C1 and the second clutch. When the C2 is released together, the power transmission path is brought into a non-driven state of the vehicle in which the power transmission is cut off.

In the automatic transmission unit 76, the clutch-to-clutch shift is executed by releasing the disengagement-side engagement device and engaging the engagement-side engagement device, and each gear stage is selectively established. A gear ratio γ (= rotational speed N _1N of the transmission member 74 / rotational speed N _OUT of the output shaft 22) that changes in an equal ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 12, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, “3.357” is established by the engagement of the first clutch C1 and the third brake B3. Be made. Further, the engagement of the first clutch C1 and the second brake B2 establishes the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.180”. Further, the engagement of the first clutch C1 and the first brake B1 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.424”. Further, the engagement of the first clutch C1 and the second clutch C2 establishes the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.000”. In addition, when the second clutch C2 and the third brake B3 are engaged, the reverse gear stage (reverse speed change) in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209”. Stage) is established. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3.

In the drive device 70 configured as described above, the power distribution device 16 that functions as a continuously variable transmission and the automatic transmission unit 76 that functions as a stepped transmission constitute a continuously variable transmission as a whole. Further, by controlling the speed ratio of the power distribution device 16 to be constant, the power distribution device 16 and the automatic transmission unit 76 can form a state equivalent to a stepped transmission. . Specifically, the power distribution device 16 functions as a continuously variable transmission, and the automatic transmission unit 76 in series with the power distribution device 16 functions as a stepped transmission. The rotational speed input to the automatic transmission unit 76 for at least one gear stage M, that is, the rotational speed of the transmission member 74 is changed steplessly, and the stepless gear ratio width at the gear stage M is increased. can get. Therefore, the overall gear ratio γT (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) of the drive device 70 is obtained continuously, and the continuously variable transmission is configured in the drive device 70. The The overall speed ratio γT of the drive device 70 is a total speed ratio γT of the drive device 70 as a whole, which is formed based on the speed ratio γ0 of the power distribution device 16 and the speed ratio γ of the automatic transmission unit 76. .

  For example, the rotational speed of the transmission member 74 is continuously variable with respect to the first to fourth gears and the reverse gear of the automatic transmission unit 76 shown in the engagement operation table of FIG. As a result, each gear stage has a continuously variable transmission ratio width. Accordingly, the gear ratio between the gear stages is continuously variable continuously, and the total gear ratio γT of the drive device 70 as a whole can be obtained continuously. Further, the power distribution device 16 is controlled so that the transmission gear ratio is constant, and the clutch C and the brake B are selectively engaged and operated, and either one of the first speed gear stage to the fourth speed gear stage or By selectively establishing the reverse gear stage (reverse gear stage), the total gear ratio γT of the drive device 70 that changes in a substantially equal ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the driving device 70. For example, when the gear ratio γ0 of the power distribution device 16 is controlled to be fixed to “1”, as shown in the engagement operation table of FIG. A total gear ratio γT of the drive device 70 corresponding to each of the fourth gear and the reverse gear is obtained for each gear. Further, if the gear ratio γ0 of the power distribution device 16 is controlled to be fixed to a value smaller than “1”, for example, about 0.7 in the fourth speed gear of the automatic transmission unit 76, the fourth speed gear. A total gear ratio γT that is a value smaller than the step, for example, about “0.7” is obtained.

  The drive device 70 configured as described above includes a wheel brake HB that is provided on the wheels 18 and 46 and generates a braking force on the wheels 18 and 46 as well as the drive device 8 described above, and a stepping operation on the brake pedal 26. And a braking control device 50 for controlling the braking force of the wheel brake HB according to the above, and the second electric motor MG2 is configured to generate the regenerative braking force on the wheels 18 and 46 by its regenerative operation. Has been. The automatic transmission unit 76 as a gear device is provided in a power transmission path between the second electric motor MG2 (transmission member 74) and the wheels 18 and 46. Also with the drive device 70 having such a configuration, when the vehicle is in a predetermined noise generation range when the vehicle is decelerating and when the second electric motor MG2 is regenerating, the torque of the second electric motor MG2 And the braking control device 50 is controlled so that a supplementary torque ΔST corresponding to the reduced torque ΔDT is generated by the wheel brake HB, so that the regenerative brake torque of the second electric motor MG2 is suppressed to a low level. Generation of noise due to the transmission unit 76 can be suppressed.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the example in which the present invention is applied to the vertical drive devices 8 and 70 used in the FR vehicle has been described. However, the present invention is not limited to this, and the FF (front Engine / front drive) It is also applied to a horizontal drive device used in a vehicle. That is, the present invention includes a wheel brake that is provided on a wheel and generates a braking force on the wheel, a braking control device that controls the braking force of the wheel brake in response to a depression operation of a brake pedal, and the wheel by regenerative operation. The present invention can be widely used in hybrid vehicles equipped with an electric motor capable of generating a regenerative braking force and a gear device provided in a power transmission path between the wheels and the electric motor.

  Further, in the above-described embodiment, the braking control device 50 is configured as a control device different from the electronic control device 34 and the like, but the function of the braking control device 50 is the electronic control device 34. Etc. may be provided functionally. Similarly, the electronic control devices 22, 34, and 44 may be composed of one electronic control device.

  Further, in the above-described embodiment, the present invention is applied to the drive devices 8 and 70 having the automatic transmission units 20 and 76 as gear devices in the power transmission path between the wheels 18 and 46 and the second electric motor MG2. Although an example has been described, the present invention has a temporary effect even in a drive device that does not include such a transmission and realizes a shift by a continuously variable transmission operation by the power distribution device 16. In such a drive device, for example, a differential gear device, a final reduction device, a counter gear pair, and the like correspond to the gear device, and noise generation from the gear device is suppressed by the present invention during deceleration during motor regeneration. .

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

It is a figure explaining the drive device of the hybrid vehicle to which this invention is applied suitably. It is a collinear diagram showing the relative relationship of the rotational speed of each rotation element in the power distribution device with which the drive device of FIG. 1 was equipped. FIG. 2 is a collinear diagram showing the mutual relationship of rotating elements in a Ravigneaux type planetary gear mechanism that constitutes a stepped automatic transmission provided in the drive device of FIG. 1. 2 is a chart for explaining the operation of a hydraulic control circuit for switching a gear position in an automatic transmission unit provided in the drive device of FIG. 1. It is a functional block diagram explaining the principal part of the control function with which the control apparatus for controlling the drive device of FIG. 1 was equipped. It is a figure which illustrates the relationship previously calculated | required experimentally and memorize | stored in order to control the drive etc. of the engine with which the drive device of FIG. 1 was equipped. FIG. 2 is a diagram illustrating a shift diagram stored in advance for determining a shift operation of a stepped automatic transmission provided in the drive device of FIG. 1. It is a time chart explaining the deceleration torque control by the control apparatus with which the drive device of FIG. 1 was equipped, and has illustrated the control corresponding to the low speed stage of an automatic transmission. It is a time chart explaining the deceleration torque control by the control apparatus with which the drive device of FIG. 1 was equipped, and has illustrated the control corresponding to the high speed stage of an automatic transmission. 2 is a flowchart for explaining a main part of deceleration torque control by an electronic control device and a braking control device provided in the drive device of FIG. 1. It is a figure explaining another example of the drive device of the hybrid vehicle to which this invention is applied suitably. 12 is an engagement table showing a relationship between a combination of engagement states of engagement elements and a gear stage established in the transmission unit in the transmission unit provided in the drive device of FIG.

Explanation of symbols

18: Rear wheel (drive wheel)
20, 76: Automatic transmission (gear device, stepped transmission)
26: Brake pedal 46: Front wheel 50: Braking control device HB: Wheel brake MG2: Second electric motor

Claims (4)

A wheel brake that is provided on a wheel and generates a braking force on the wheel, a braking control device that controls the braking force of the wheel brake according to a depression operation of a brake pedal, and a regenerative operation that generates a regenerative braking force on the wheel A control device for a hybrid vehicle, comprising: a motor to be driven; and a gear device provided in a power transmission path between the wheel and the motor,
When the vehicle is decelerating and at the time of regenerative operation of the electric motor, if the vehicle running state is within a predetermined noise generation range, the torque of the electric motor is reduced and a complementary torque corresponding to the reduced torque is reduced by the wheel brake. A control device for a hybrid vehicle, wherein the control device controls the braking control device to generate the control device.   The control apparatus for a hybrid vehicle according to claim 1, wherein the noise generation range is determined based on an output rotation speed of the gear device from a predetermined relationship.   3. The gear device according to claim 1, wherein the gear device is a stepped transmission capable of changing a gear ratio in a stepwise manner, and the noise generation range is individually determined corresponding to each gear ratio. Control device for hybrid vehicle.   4. The control apparatus for a hybrid vehicle according to claim 3, wherein a reduction torque of the electric motor and a complementary torque by a wheel brake are individually determined corresponding to each gear ratio in the gear device.

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