JP2010158973A - Method and apparatus for controlling drive device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the occurrence of the idle running state or shock of a vehicle in deceleration regeneration. <P>SOLUTION: A method of controlling a drive device for the vehicle having an engine 12; a first motor 14 connected to the engine 12; a first disconnection means 18 for disconnecting the engine 12 and the first motor 14 and a driving wheel 34; a second motor 20 arranged in parallel with the engine 12; and a second disconnection means 24 for disconnecting the second motor 20 and the driving wheel 34 includes: tightening the first disconnection means 18 in deceleration; releasing the second disconnection means 24; tightening the second disconnection means 24 before releasing the first disconnection means 18 when switching the regenerative state by the first motor 14 to the regenerative state by the second motor 20 by releasing the first disconnection means 18 and tightening the second disconnection means 24; increasing the regenerative quantity by the second motor 20 while reducing the regenerative quantity by the first motor 14 in this state; and releasing the first disconnection means 18 after the motor which performs regeneration is shifted from the first motor 14 to the second motor 20. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device provided with a motor, and belongs to the field of drive technology for automobiles.

  Conventionally, a so-called series-parallel hybrid vehicle is known in which a motor and an engine are mounted as drive sources, and drive wheels are driven by selectively using one of them. Specifically, as described in Patent Document 1, for example, such a hybrid vehicle includes an engine, a first motor connected to the engine, and between the engine, the first motor, and drive wheels. The first intermittent means for intermittently connecting, the second motor arranged in parallel with the engine, and the second intermittent means for intermittently connecting between the second motor and the drive wheel.

  Then, in the low load low vehicle speed region, the first intermittent means is released (in a power non-transmission state), the second intermittent means is fastened (in a power transmission state), and the driving wheel is driven by the second motor, and the high load region In the high vehicle speed range, the first intermittent means is fastened, the second intermittent means is released, and the drive wheels are driven by the engine. In addition, when the driving wheels are driven by the engine, a hybrid vehicle in which the first motor used as a starter of the engine drives the driving wheels supplementarily, that is, the first motor operates to assist the engine. Exists.

  In the case of such a hybrid vehicle, at the time of deceleration, the first intermittent means is fastened in the high vehicle speed region, the second intermittent means is released, and the first motor is operated as a generator by the first motor. Energy regeneration is performed. In the low vehicle speed range, the first intermittent means is released, the second intermittent means is fastened, and the second motor is operated as a generator to regenerate energy with the second motor. Then, the regenerative power is charged into a battery that supplies power to the motor when the motor is operating as a drive source.

JP 2006-335190 A

  By the way, as described above, when switching the deceleration regeneration from the first motor to the second motor, the first intermittent means is changed from the fastened state to the released state at the time of transition from the high vehicle speed region to the low vehicle speed region. What is the timing for stopping the regenerative control of the first motor (control for operating as a generator), the timing for switching the second intermittent means from the released state to the fastening state, and the timing for starting the regenerative control of the second motor? The issue is whether or not to control.

  For example, if the timing for starting the regenerative control of the second motor by delaying the second intermittent means with respect to the timing for releasing the first intermittent means and stopping the regenerative control of the first motor is delayed, As a result, the deceleration torque that decelerates the drive wheels disappears, and the vehicle runs idle. On the contrary, if the latter timing is too early with respect to the former timing, both motors are temporarily in a power generation state, the deceleration torque increases due to the power generation resistance torque of both motors, and a shock occurs in the vehicle. .

  Therefore, the present invention provides an engine, a first motor coupled to the engine, first intermittent means for intermittently connecting the engine, the first motor, and the drive wheels, and a second disposed in parallel with the engine. In a hybrid vehicle having a motor and a second intermittent means for intermittently connecting between the second motor and the drive wheel, an idle running state of the vehicle that occurs when deceleration regeneration is switched from the first motor to the second motor. It is an object of the present invention to provide a control method and a control device for a vehicle drive device that can suppress the occurrence of a shock.

In order to solve the above-mentioned problem, the invention according to claim 1 is the first intermittent connection between the engine, the first motor coupled to the engine, and the engine, the first motor and the drive wheel. A vehicle drive device control method comprising: a means; a second motor arranged in parallel with the engine; and a second intermittent means for intermittently connecting between the second motor and the drive wheel,
At the time of deceleration, the first interrupting means is fastened, the second interrupting means is released, the first motor is regenerated from the state where regeneration is performed by the first motor, and the second interrupting means is fastened. When switching to the state where regeneration is performed by the second motor,
A first step of fastening the second interrupting means before releasing the first interrupting means;
A second step of increasing the regenerative amount by the second motor while decreasing the regenerative amount by the first motor in a state where both the intermittent means are fastened by the first step;
A third step of releasing the first interrupting means is performed after the motor that performs regeneration in the second step shifts from the first motor to the second motor.

According to a second aspect of the present invention, in the vehicle drive device control method according to the first aspect,
Before the execution of the first step, a step of driving the second motor to synchronize the rotational speed of the second intermittent means with the rotational speed of the second motor side with the rotational speed of the intermittent partner side is performed, and the rotation of the both sides is thereby performed. The first step is performed in a state where the speeds are synchronized.

  Here, the intermittent partner side in the second intermittent means is a driving wheel side rotational member facing the rotational member on the second motor side when the intermittent means is constituted by a clutch, and will be described later. As shown in the embodiment, when configured using a brake, it is a member for fixing a rotating member that rotates in conjunction with the second motor, and in this case, the rotation of both sides can be achieved by stopping the rotating member. The speed is synchronized.

Furthermore, the invention described in claim 3 is the vehicle drive device control method described in claim 1 or 2,
In the second step, when the amount of regeneration by the first motor is decreased, the torque of the first motor is increased from the torque on the regeneration side to the torque on the driving side that is substantially equal to the mechanical resistance torque of the engine. ,
The third step is performed when the torque on the driving side of the first motor becomes substantially equal to the mechanical resistance torque of the engine.

On the other hand, the invention according to claim 4 is provided in parallel with the engine, a first motor coupled to the engine, first intermittent means for intermittently connecting the engine, the first motor and the drive wheels, and the engine. A control device for a vehicle drive device, comprising: a second motor arranged; and a second intermittent means for intermittently connecting between the second motor and a drive wheel,
Vehicle speed detection means for detecting the vehicle speed;
When the vehicle speed detecting means detects that the vehicle speed has decreased to a predetermined regenerative control switching speed during deceleration of the vehicle, the first intermittent means is switched from the engaged state to the released state, and the second intermittent means is released from the released state. And a control means for switching from the state where regeneration is performed by the first motor to the state where regeneration is performed by the second motor.
The control means includes
When switching from the state in which regeneration is performed by the first motor to the state in which regeneration is performed by the second motor, the second intermittent means is fastened before the first intermittent means is released, and both intermittent means are fastened. In this state, by reducing the regeneration amount by the first motor and increasing the regeneration amount by the second motor, the motor for regeneration is transferred from the first motor to the second motor, and then the first intermittent means is released. It is characterized by doing.

According to a fifth aspect of the present invention, in the control device for a vehicle drive device according to the fourth aspect,
A speed reduction means is disposed between the second motor and the second intermittent means,
The second intermittent means and the speed reducing means are constituted by a planetary gear set and a brake for fixing a predetermined rotating element of the planetary gear set, and the driving wheel reduces the rotation of the second motor while the brake is engaged. The second motor and the drive wheel are separated from each other when the brake is released.

Furthermore, the invention according to claim 6 is the vehicle drive device control device according to claim 4 or 5,
The first intermittent means for intermittently connecting between the engine and the first motor and the drive wheel is constituted by an automatic transmission interposed between the engine and the first motor and the drive wheel,
The control means separates the engine, the first motor, and the drive wheels by setting the automatic transmission to a neutral state.

  According to the first aspect of the present invention, when switching from the state of regeneration by the first motor to the state of regeneration by the second motor during deceleration, the second intermittent means is released before the first intermittent means is released. With the intermittent means being fastened and the both intermittent means being fastened, the regenerative amount by the first motor gradually decreases, while the regenerative amount by the second motor gradually increases, and the motor that performs the regeneration starts from the first motor. Transition to the second motor. Then, since the first interrupting means is released thereafter, the deceleration torque accompanying the regeneration does not change suddenly even though the regenerative motor is switched, and the deceleration torque temporarily disappears and the vehicle It is suppressed that the vehicle is in an idle running state and that the deceleration torque is suddenly increased and a shock is generated in the vehicle.

  According to the second aspect of the present invention, before the second interrupting means is fastened, that is, before the second motor and the driving wheel are connected, the second motor is driven to connect the second interrupting means to the second interrupting means. 2. Synchronize the rotational speed on the motor side with the rotational speed on the intermittent partner side. Thereby, a 2nd motor and a driving wheel can be connected, suppressing generation | occurrence | production of a shock.

  According to the third aspect of the present invention, when the amount of regeneration by the first motor is reduced, the torque of the first motor is made substantially equal to the mechanical resistance torque of the engine from the torque on the regeneration side. The torque on the drive side is increased to a point where the torque on the drive side of the first motor becomes substantially equal to the mechanical resistance torque of the engine, that is, the deceleration torque due to the resistance between the engine and the first motor is substantially When it becomes zero, the first intermittent means disconnects the engine, the first motor, and the drive wheel. As a result, the amount of change in the deceleration torque when the first interrupting means switches from the engaged state to the released state becomes substantially zero, and the occurrence of shock accompanying the release of the first interrupting means is prevented.

  On the other hand, according to the fourth aspect of the present invention, when switching from the state of regeneration by the first motor to the state of regeneration by the second motor during deceleration, before the first interrupting means is released. While the second interrupting means is fastened and the both interrupting means are fastened, the regeneration amount by the first motor gradually decreases, while the regeneration amount by the second motor gradually increases, and the motor that performs regeneration is the first motor. The motor is transferred to the second motor. Then, since the first interrupting means is released thereafter, the deceleration torque associated with regeneration does not change suddenly even though the regenerative motor is switched, and the deceleration torque temporarily disappears and the vehicle It is suppressed that the vehicle is in an idle running state, and that the deceleration torque suddenly increases and a shock is generated in the vehicle.

  According to the fifth aspect of the present invention, the speed reduction means constituted by the planetary gear set is provided between the second motor and the second intermittent means, and the second intermittent means is a predetermined rotating element of the planetary gear set. It consists of a brake that fixes Thereby, a 2nd motor and a driving wheel can be reliably cut | disconnected by simple structure.

  Specifically, when the second interrupting means is constituted by a clutch instead of a brake, the second interrupting means applies a centrifugal force to the residual hydraulic oil in the fastening hydraulic chamber in order to reliably disconnect the second motor and the drive wheel. The clutch must have a complicated configuration with a centrifugal balance chamber in order to prevent unintentional fastening caused by the action of the valve, but if it is configured with a brake, it is not necessary and the configuration is simplified. .

  Further, according to the invention described in claim 6, the first intermittent means is composed of an automatic transmission interposed between the engine and the first motor and the drive wheel, and the automatic transmission is in a neutral state. As a result, the engine, the first motor, and the drive wheels are separated. Therefore, it is not necessary to provide an intermittent means for connecting or disconnecting the engine and the first motor and the drive wheels.

1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a fragmentary sectional view of a reduction gear and a 2nd interruption means. It is a figure which shows a control system schematically. It is a map for determining the deceleration requested | required of the driver | operator. It is a figure which shows the kind of brake with respect to the requested deceleration. It is a figure which shows the flow for determining the torque of the 1st and 2nd motor at the time of deceleration regeneration. It is a figure which shows the flow of control of regeneration switching. It is a figure which shows the time chart corresponding to the flow shown in FIG.

  Embodiments of the present invention will be described below.

  FIG. 1 schematically shows the configuration of a hybrid vehicle according to an embodiment of the present invention. In the figure, the broken line indicates the flow of power.

  A hybrid vehicle 10 shown in FIG. 1 includes an engine 12 as one drive source, a first motor 14 connected to the output shaft of the engine 12, an input shaft connected to the output shaft of the engine 12, and an output shaft. The automatic transmission 18 that is connected to the drive shaft 16 and is also a first intermittent means for intermittently connecting the engine 12 and the drive shaft 16, the second motor 20 that is the other drive source, and the rotation of the motor 20 are decelerated. The speed reducer 22 includes second interrupting means 24 for interrupting the speed reducer 22 and the drive shaft 16, and a wheel brake 26 for stopping the vehicle. In addition, a battery 28 that supplies electric power to the first motor 14 and the second motor 20 is provided.

  When the engine 12 is selected as a drive source (for example, when the vehicle control device selects according to the traveling state or when the driver selects as the drive source), the automatic transmission 18, the drive shaft 16, the differential The drive wheel 34 is driven through the device 30 and the axle 32 in this order.

  The first motor 14 functions as a starter that receives power supplied from the battery 28 and cranks the engine 12. Further, during deceleration regeneration (especially when the engine brake is used), the battery is driven by the drive wheel 34 via the drive shaft 16 and the like to generate power and charge the battery 28.

  The automatic transmission 18 increases or decreases the rotation of the engine 12 according to the gear stage requested by the driver, or transmits the rotation to the drive shaft 16 as it is. Further, when the second motor 20 is selected as the drive source, it is in a neutral state and functions as a first intermittent means for separating the engine 12 and the drive shaft 16.

  When the second motor 20 is selected as a drive source, it receives power from the battery 28 and receives the reduction gear 22, the second intermittent means 24 in the engaged state (power transmission state), the drive shaft 16, and the differential device 30. Then, the drive wheel 34 is driven through the axle 32 in order. Further, at the time of deceleration regeneration, it is driven by the drive wheel 34 via the drive shaft 16 and the like to generate power and charge the battery 28.

  Further, the second motor 20 is integrated with the speed reducer 22 and the second intermittent means 24, and is configured as a motor unit.

  FIG. 2 shows a partial cross-sectional view of the motor unit.

  In this motor unit MU, the speed reducer 22 is constituted by a planetary gear set including a sun gear 22a, a pinion 22b, a carrier 22c, and a ring gear 22d. Has been. The planetary gear set carrier 22 c is coupled to the output shaft 22 e of the speed reducer 22. The output shaft 22e is connected to the drive shaft 16.

  Further, in the motor unit MU, the second intermittent means 24 is constituted by a hydraulic brake, and connects the ring gear 22d of the planetary gear set constituting the reduction gear 22 and the motor unit housing MUa in an intermittent manner.

  When the second motor 20 is selected as the drive source, the hydraulic brake constituting the second intermittent means 24 is supplied with hydraulic pressure and enters the state in which the ring gear 22d is fastened to the motor unit housing MUa. The rotation of the sun gear 22a connected to the 20 rotor 20a is decelerated through the pinion 22b and transmitted to the carrier 22c, and the output shaft 22e of the speed reducer 22 connected to the carrier 22c rotates. Then, the rotation is transmitted to the drive wheel 34.

  On the other hand, when the second motor 20 is not selected as the drive source (when the engine 12 is selected as the drive source), the hydraulic brake constituting the second intermittent means 24 is connected to the ring gear 22d and the motor unit housing MUa. The rotation of the sun gear 22a connected to the rotor 20a of the second motor 20 is not transmitted to the carrier 22c but is transmitted to the ring gear 22d via the pinion 22b. Then, the ring gear 22d rotates idly.

  From here, the deceleration control according to the present invention will be described.

  FIG. 3 schematically shows a control system according to the present invention.

  The controller 100 shown in the figure is based on detection signals from an accelerator pedal sensor 102 and a brake pedal sensor 104 for detecting the deceleration required by the driver, and a vehicle speed sensor 106 for detecting the vehicle speed of the hybrid vehicle 10. The control related to is performed on the engine 12, the first motor 14, the automatic transmission 18, the second motor 20, the second intermittent means 24, and the wheel brake 26.

  First, the controller 100 starts the deceleration requested by the driver based on detection signals from the accelerator pedal sensor 102 that detects the depression amount of the accelerator pedal and the brake pedal sensor 104 that detects the depression amount of the brake pedal. The deceleration and the end of deceleration are detected.

  Specifically, when the accelerator pedal depression amount detected by the accelerator pedal sensor 102 is zero, the controller 100 determines that the driver is requesting the start of deceleration, and the subsequent brake pedal sensor 104 detects it. When the amount of depression of the brake pedal to be performed is zero, it is determined that the driver is requesting deceleration by the engine brake.

  Further, the controller 100 determines the deceleration requested by the driver, the amount of depression of the brake pedal detected by the brake pedal sensor 104, the vehicle speed detected by the vehicle speed sensor 106, and the deceleration determination map shown in FIG. Detect based on and. As shown in FIG. 4, the deceleration increases as the amount of depression of the brake pedal increases and as the vehicle speed increases.

  In order to decelerate at the requested deceleration, the control related to deceleration performed by the controller 100 differs depending on the traveling state when the deceleration is requested. When traveling using the engine as a drive source, the controller 100 controls the engine 12, the first motor 14, and the wheel brake 26 in accordance with the requested deceleration.

First, as shown in FIG. 5A, when the requested deceleration is smaller than SD ₀ , the controller 100 stops the engine 12 (stops fuel combustion) and performs deceleration by engine braking. To do. SD ₀ is a deceleration when the amount of depression of the brake pedal is zero, as shown in FIG.

When the required deceleration exceeds SD ₀ , the controller 100 controls the first motor 14 as a generator in addition to engine braking, and executes deceleration by regenerative braking. The regenerative brake amount is adjusted by changing the regenerative amount (power generation amount) of the first motor 14.

  When the required deceleration is larger than this, specifically, when the required deceleration cannot be achieved by the engine brake and the regenerative brake, the controller 100 decelerates using the wheel brake 26 in addition to the engine brake and the regenerative brake. Execute.

  On the other hand, when traveling using the second motor 20 as a drive source, the controller 100 controls the second motor 20 and the wheel brake 26 according to the requested deceleration.

  As shown in FIG. 5 (B), the controller 100 controls the second motor 20 as a generator to execute deceleration by regenerative braking, and if the deceleration requested by this regenerative braking alone cannot be achieved, In addition to this, deceleration using the wheel brake 26 is executed.

  FIG. 6 shows an example of a flow of control for determining the regenerative amounts of the first motor 14 and the second motor 20 based on these matters. In this flow, the torque of each motor corresponding to the regeneration amount is determined.

  First, as shown in FIG. 6, in step S <b> 200, the controller 100 determines whether or not the accelerator pedal depression amount is zero based on a detection signal from the accelerator pedal sensor 102. It is determined that the amount of depression of the accelerator pedal is zero, that is, the start of deceleration is requested, and the process proceeds to the next step S210.

  In step S210, the controller 100 takes in the depression amount of the brake pedal and the vehicle speed based on detection signals from the brake pedal sensor 104 and the vehicle speed sensor 106.

  Next, in step S220, the controller 100 calculates the deceleration required by the driver based on the depression amount and vehicle speed of the brake pedal taken in step 210 and the map shown in FIG.

Subsequently, in step S230, the controller 100 requests deceleration can be achieved which is calculated in step S220, it calculates a deceleration torque _{T SD} to decelerate the drive wheel 34.

  In step S240, the controller 100 determines whether or not the second intermittent means 24 is in the released state, that is, whether or not the second motor 20 is not selected. If the engine is in the released state, that is, if the engine 12 is selected as the drive source instead of the second motor 20, the process proceeds to step S250. Otherwise, that is, when the second motor 20 is selected as the drive source, the process proceeds to step S300.

In step S250, the controller 100 determines whether the deceleration torque _T or _SD is smaller than the mechanical resistance torque _{T ER} of the engine 12 is calculated in step S230. If smaller, the process proceeds to step S260. Otherwise, the process proceeds to step S290.

In step S260, the controller 100, full field of the torque _{T M1max} the regeneration side (the side to decelerate the drive wheel 34) to the first motor 14 can be _generated, determines whether T SD _{-T ER} less than or To do. If it is smaller, the process proceeds to step S270. Otherwise, the process proceeds to step S280. Note that T _m1MAX is determined by the specification (capability) of the first motor 14 and the motor rotation speed at that time.

In step S270, the controller 100 determines the torque T _m1 to be generated by the first motor 14 as T _m1MAX . Then proceed to return and return to start.

In this case, the controller 100 has finished the step S270, along with generating the mechanical resistance torque _{T ER} stop the engine _12, controls the first motor 14 as a generator to generate the torque _{T M1max.} In addition to this, the wheel brake 26 is controlled to generate a total _TSD deceleration torque, that is, the drive wheels 32 are decelerated at the required deceleration.

On the other hand, if _{the T M1max} is determined to not less than _T SD _{-T ER} in step S260, in step S280, the controller 100 determines a torque _{T m1} to be generated in the first motor 14 to _T SD _{-T ER.} Then proceed to return and return to start.

In this case, the controller 100 has finished the step S280, along with generating the mechanical resistance torque _{T ER} stop the engine _12, controls the first motor 14 as a generator to generate the torque _{T M1max.} Thus, by generating a decelerating torque T _SD as a whole, i.e. to decelerate the drive wheel 32 in the requested deceleration.

On the other hand, if _{the T ER} is determined to not less than _{T SD} at step S250, in step S290, the controller 100 determines a torque _{T m1} to be generated in the first motor 14 to zero. Then proceed to return and return to start.

In this case, the controller 100 has finished the step S290, to generate a mechanical resistance torque _{T ER} to stop the engine 12. As a result, a deceleration torque of T _SD (= T _ER ) is generated, that is, the drive wheels 32 are decelerated at the requested deceleration.

On the other hand, when it is determined in step S240 that the second interrupting means 24 is not in the released state, in other words, the second motor 20 is selected as the drive source, the controller 100 causes the second motor 20 to generate in step S300. It is determined whether or not the maximum limit torque T _m2MAX on the regeneration side (side on which the drive wheels 34 are decelerated) that can be _reduced is smaller than T _SD . If smaller, the process proceeds to step S310. Otherwise, the process proceeds to step S320. Note that T _m2MAX is determined by the specification (capability) of the second motor 20 and the motor rotation speed at that time.

In step S310, the controller 100 determines a torque _{T m2} of generating the second motor 20 to _{T M2max.} Then proceed to return and return to start.

In this case, after completing step S310, the controller 100 controls the second motor 20 as a generator so as to generate a torque of _Tm2MAX . In addition to controlling the wheel Brake 26, by generating a decelerating torque T _SD as a whole, i.e. to decelerate the drive wheel 32 in the requested deceleration.

On the other hand, _{T M2max} in step S300 _is, if it is determined that not less than _{T SD,} in step S320, the controller 100 determines a torque _{T m2} of generating the second motor 20 to _{T SD.} Then proceed to return and return to start.

In this case, the controller 100 has finished the step _S320, controls the second motor 20 as a generator to generate a _{T SD} of torque. Thereby, the drive wheel 32 is decelerated at the requested deceleration.

  From here, switching of deceleration regeneration according to the present invention will be described.

  The controller 100 is configured to switch the motor for deceleration regeneration from the first motor 14 to the second motor 20 when the vehicle speed decreases to a predetermined vehicle speed during deceleration regeneration of the first motor 14.

  This will be specifically described using the flow shown in FIG. 7 and the time chart shown in FIG. FIG. 7 shows a flow of regenerative switching control, and FIG. 8 shows a time chart according to the flow of FIG.

First, the controller 100, during the deceleration regeneration by the first motor 14, the vehicle speed sensor 106 is reduced to a predetermined vehicle speed V _C of the vehicle speed is set in advance to detect, to initiate the regenerative switching control, a second motor in control stop 20 is controlled to the maximum output on the driving side (corresponding to steps S400 to S420 in FIG. 7).

Thereby, as shown in FIG. 8, the rotation speed of the 2nd motor 20 increases rapidly from zero. Moreover, this so as to correspond, 2, rotational speed N _R of the ring gear 22 of the planetary gear set constituting the reduction gear 24 is reduced abruptly.

  More specifically, when the hydraulic brake as the second intermittent means 24 is in a released state during deceleration, that is, when the ring gear 22d is not fastened to the motor unit housing MUa, the ring gear 22d is connected via the pinion 22b. The carrier 22c is connected to the drive shaft 16 via the output shaft 22e. In contrast, the sun gear 22a does not rotate.

In this state, when the second motor 20 is controlled to the maximum output on the driving side and the rotor 20a starts to rotate, the connected sun gear 22a also starts to rotate. The rotation speed of the sun gear 22a is gradually increased rapidly, decreases rapidly rotational speed N _R of the ring gear 22d to the contrary.

When the rotational speed N _R of the ring gear 22d is smaller than the predetermined rotational speed, the controller 100 starts the rotation synchronization control, the second for controlling the motor 20 to a predetermined output drive side (maximum output is smaller than the output) (Fig. 7 Corresponding to steps S430 to S440). Thereby, as shown in FIG. 8, the increase in the rotation speed of the second motor 20 is moderated. The rotation speed _{N R} of the ring gear 22d may be a vehicle speed the vehicle speed sensor 106 detects (i.e., rotation speed of the carrier 22c), is calculated from the number of teeth of the pinion 22b and the ring gear 22d.

The rotation synchronization control here is to control the rotation speed of the second motor 20 so that the ratio between the rotation speed and the rotation speed of the drive shaft 16 becomes the reduction ratio of the speed reducer 22. manner to is that the rotational speed N _R of the ring gear 22d is controlled to be zero.

When the rotational speed _{N R} of the ring gear 22d becomes substantially zero (the rotation speed _{N m @ 2} of the second motor 20 is the corresponding _{N M2X),} the controller 100, the engagement state hydraulic brake constituting the second disconnecting means 24 Control is performed to connect the speed reducer 24 and the drive shaft 16 (corresponding to steps S450 to S460 in FIG. 7). Referring to FIG. 2, when the rotational speed of the friction plate 24a supported on the ring gear 22d side becomes approximately the same zero as the rotational speed of the friction plate 24b supported on the motor unit housing MUa, The plurality of friction plates 24a and 24b are pressed in the fastening direction by the piston 22c.

  With this rotation synchronization control, it is possible to connect the second motor 20 and the drive shaft 16 while suppressing the occurrence of shock when the hydraulic brake constituting the second intermittent means 24 is engaged.

When the second interrupting means 24 is controlled to be in the engaged state, the first interrupting means 18 (automatic transmission) is also in the engaged state at this time, so that both of the interrupting means are in the engaged state as shown in FIG. . Therefore, the controller 100 does not control the second motor 20 so that the torque T _m2 is rapidly decreased toward the regeneration side at the same time as the second interrupting means 24 is engaged (in other words, the regeneration amount is rapidly increased). Control is performed so that the torque T _m2 is gradually decreased (so that the regeneration amount is gradually increased). This is because when the torque T _m2 of the second motor 20 is suddenly decreased to the regeneration side simultaneously with the fastening of the second interrupting means 24 (when the regeneration amount is rapidly increased), the first interrupting means 18 is in the engaged state. This is because in a state where the engine 12 and the first motor 14 are connected to the drive shaft 16, the deceleration torque increases rapidly, which may cause a shock in the hybrid vehicle 10.

In parallel with the control for gradually decreasing the torque T _m2 of the second motor 20 to the regeneration side, the controller 100 controls to gradually increase the torque T _m1 of the first motor 14 from the regeneration side to the drive side (control to gradually decrease the regeneration amount). ) Is also executed (step S470 in FIG. 7). Specifically, control is performed so that the total regeneration amount becomes substantially constant. Thereby, the deceleration torque accompanying regeneration is prevented from changing rapidly.

When the torque T _m1 of the first motor 14 gradually increases toward the drive side, and the magnitude of the torque becomes substantially equal to the magnitude ΔT _E of the mechanical resistance torque _TER of the engine 12, the controller 100 performs the first intermittent means. 18 is controlled to the released state, that is, the automatic transmission 18 is controlled to the neutral state (steps S480 to S490 in FIG. 7).

That is, the transmission torque T _A between the engine 12 and the drive wheels 34 shown in FIG. 1 is equal to or substantially zero as shown in FIG. 8 substantially at the same time, in other words the engine 12 and the first motor 14 and a resistor When the deceleration torque resulting from the above becomes substantially zero, the first interrupting means 18 disconnects the engine 12, the first motor 14, and the drive shaft 16 substantially simultaneously.

  As a result, the amount of change in the deceleration torque when the first interrupting means 18 switches from the engaged state to the released state becomes substantially zero, and the first interrupting means 18 is released (to the neutral state of the automatic transmission 18). The occurrence of shock associated with the transition is prevented.

  When the first interrupting means 18 is controlled to the released state, the controller 100 stops the control of the first motor 14 (step S500 in FIG. 7). Thereby, regeneration switching control is complete | finished.

  According to the present embodiment, when switching from the state regenerating by the first motor 14 to the state regenerating by the second motor 20 during deceleration, the second interrupting is performed before the first interrupting means 18 is released. While the means 24 is fastened and the intermittent means 18 and 24 are fastened, the regenerative amount by the first motor 14 gradually decreases, while the regenerative amount by the second motor 20 gradually increases to perform regeneration. Is transferred from the first motor 14 to the second motor 20. Then, since the first interrupting means 18 is released thereafter, the deceleration torque accompanying the regeneration does not change suddenly even though the regenerative motor is switched, and the deceleration torque temporarily disappears. It is possible to prevent the vehicle from running idle or the deceleration torque from abruptly increasing and causing a shock to the vehicle.

  Although the present invention has been described with reference to the above-described embodiment, the present invention is not limited to this.

  In the case of the above-mentioned embodiment, although the 2nd interruption means 24 is comprised with the brake, you may comprise with a clutch. However, in the case where the second intermittent means is constituted by a clutch instead of a brake, the second intermittent means has a centrifugal force acting on the residual hydraulic oil in the fastening hydraulic chamber in order to reliably separate the second motor and the drive shaft. The clutch must have a complicated configuration provided with a centrifugal balance chamber in order to prevent random fastening caused by the above (the configuration of the second means using the brake as in the above embodiment is simpler) Just do it.)

  Moreover, in the above-mentioned embodiment, although the 1st interruption means 18 is comprised with the automatic transmission, it is not restricted to this. Instead of the automatic transmission, an intermittent means for connecting or disconnecting the engine and the first motor and the drive wheels may be provided. However, when the automatic transmission is arranged in the meantime, it is preferable to set the automatic transmission in the neutral state to function as the intermittent means because the structure of the drive system is simplified.

  As described above, the present invention is arranged in parallel to the engine, the first motor connected to the engine, the first intermittent means for intermittently connecting the engine, the first motor, and the drive wheels. In the hybrid vehicle having the second motor and the second intermittent means for intermittently connecting between the second motor and the drive wheel, the vehicle of the vehicle that occurs when switching the deceleration regeneration from the first motor to the second motor is executed. Free running and shock can be suppressed. Therefore, it may be suitably used in the field of vehicles using a motor as a drive source.

12 Engine 14 First motor 18 First intermittent means (automatic transmission)
20 Second motor 24 Second intermittent means (brake)
34 Drive wheels

Claims (6)

An engine, a first motor connected to the engine, first interrupting means for interrupting between the engine and the first motor and drive wheels, a second motor disposed in parallel with the engine, and the second A control method for a vehicle drive device having a second intermittent means for intermittently connecting between a motor and a drive wheel,
At the time of deceleration, the first interrupting means is fastened, the second interrupting means is released, the first motor is regenerated from the state where regeneration is performed by the first motor, and the second interrupting means is fastened. When switching to the state where regeneration is performed by the second motor,
A first step of fastening the second interrupting means before releasing the first interrupting means;
A second step of increasing the regenerative amount by the second motor while decreasing the regenerative amount by the first motor in a state where both the intermittent means are fastened by the first step;
And a third step of releasing the first intermittent means after the motor regenerating in the second step shifts from the first motor to the second motor. The method for controlling a vehicle drive device according to claim 1,
Before the execution of the first step, a step of driving the second motor to synchronize the rotational speed of the second intermittent means with the rotational speed of the second motor side with the rotational speed of the intermittent partner side is performed, and the rotation of the both sides is thereby performed. A control method for a vehicle drive device, wherein the first step is executed in a state where speeds are synchronized. In the control method of the vehicle drive device according to claim 1 or 2,
In the second step, when the amount of regeneration by the first motor is decreased, the torque of the first motor is increased from the torque on the regeneration side to the torque on the driving side that is substantially equal to the mechanical resistance torque of the engine. ,
The third step is executed when the torque on the driving side of the first motor becomes substantially equal to the mechanical resistance torque of the engine. An engine, a first motor connected to the engine, first interrupting means for interrupting between the engine and the first motor and drive wheels, a second motor disposed in parallel with the engine, and the second A control device for a vehicle drive device having a second intermittent means for intermittently connecting between a motor and a drive wheel,
Vehicle speed detection means for detecting the vehicle speed;
When the vehicle speed detecting means detects that the vehicle speed has decreased to a predetermined regenerative control switching speed during deceleration of the vehicle, the first intermittent means is switched from the engaged state to the released state, and the second intermittent means is released from the released state. And a control means for switching from the state where regeneration is performed by the first motor to the state where regeneration is performed by the second motor.
The control means includes
When switching from the state in which regeneration is performed by the first motor to the state in which regeneration is performed by the second motor, the second intermittent means is fastened before the first intermittent means is released, and both intermittent means are fastened. In this state, by reducing the regeneration amount by the first motor and increasing the regeneration amount by the second motor, the motor for regeneration is transferred from the first motor to the second motor, and then the first intermittent means is released. A control device for a vehicle driving device. The control device for a vehicle drive device according to claim 4,
A speed reduction means is disposed between the second motor and the second intermittent means,
The second intermittent means and the speed reducing means are constituted by a planetary gear set and a brake for fixing a predetermined rotating element of the planetary gear set, and the driving wheel reduces the rotation of the second motor while the brake is engaged. The vehicle drive device control device is configured to disconnect the second motor and the drive wheels in a state where the brake is released. The control device for a vehicle drive device according to claim 4 or 5,
The first intermittent means for intermittently connecting between the engine and the first motor and the drive wheel is constituted by an automatic transmission interposed between the engine and the first motor and the drive wheel,
The control device for a vehicle drive device, wherein the control means separates the engine, the first motor, and the drive wheels by setting the automatic transmission to a neutral state.

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