JP2010184535A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow a driver to run a hybrid vehicle in response to the driver's drive request without the feeling of discomfort. <P>SOLUTION: A hybrid vehicle includes: an engine 10 as a power source; a multistage transmission 30 which outputs to drive wheels WL, WR by performing speed change of the output of the engine 10; and a motor/generator 20 which can be operated as another power source of the engine 10. The hybrid vehicle has: a transmission operating means 71 which is operated by the driver for making the multistage transmission 30 in a neutral state; a neutral position detecting means 72 which detects the neutral state; a drive mode switching means 100a capable of switching the drive mode of the power source to an EV drive mode in which the vehicle is run only by output of the motor/generator 20 when detecting the neutral state; and an engine ECU 101 which controls the engine 10 to be in an operating state even when the driver requests the neutral state with regard of the multistage transmission 30 and if the drive request to the vehicle is higher than a predetermined drive force. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle including an engine and a motor / generator as a power source and a multi-stage transmission having a plurality of shift stages.

  2. Description of the Related Art Conventionally, there is known a hybrid vehicle including a manual multi-stage transmission that switches a gear position by a driver's operation. For example, a hybrid vehicle including this type of multi-stage transmission is disclosed in Patent Document 1 below. Further, in Patent Document 2 below, in a hybrid vehicle equipped with a manual multi-stage transmission, the rotation speed of the input / output shaft of the multi-stage transmission is synchronized and then switched to the target shift stage. What reduces the burden of the synchromesh mechanism of the machine is disclosed. Further, in Patent Document 3 below, in a hybrid vehicle equipped with a manual multi-stage transmission, a motor / generator is controlled based on the spindle angle of a shift spindle (transmission operation means) and the like. Are disclosed in which the rotational speeds of the input and output are synchronized so as to reduce the shift sound during the shift operation.

  Here, the operation mode of the power source in the hybrid vehicle is generally an engine operation mode in which a driving force is generated only by the output of the engine, and a driving force is generated only by an output as a motor of the motor / generator (that is, electric power). There are an EV operation mode in which the vehicle (runs as an electric vehicle (EV)) and a hybrid operation mode in which driving force is generated by outputs of both the engine and the motor / generator. These driving modes are appropriately switched according to a driver's request or a vehicle-side request. For example, in Patent Document 4 below, in a hybrid vehicle equipped with a manual multi-stage transmission, when the multi-stage transmission is in a neutral state, that is, the driver moves the shift lever of the transmission operating means to the neutral position. A technique is disclosed in which when the vehicle is operated, the driving mode is switched to the EV driving mode.

JP 2002-211250 A JP 2003-335152 A JP 2007-22148 A JP 2005-1567 A

  By the way, in general, in a hybrid vehicle, the engine is stopped when the operation mode is the EV operation mode to improve fuel efficiency. Here, for example, the driver requests to switch from the engine operation mode to the EV operation mode by operating some means, and after the switching is executed, generation of a high driving force equivalent to the engine operation mode before the switching is generated. May want. However, in this case, when the driver does not recognize that the high driving force cannot be generated in the EV operation mode, the hybrid vehicle continues to travel in the EV operation mode, and the high driving force is not generated. The driving force cannot be generated. For this reason, the driver feels uncomfortable that his / her required driving force is not generated.

  Further, in a hybrid vehicle including a manual multi-stage transmission, for example, when a shift operation is performed from the second speed gear stage to the third speed gear stage during the engine operation mode, the shift lever is moved in the process. Indicates the neutral position for setting the neutral position to the neutral state. The state of the neutral position is detected, the electronic control unit determines that the neutral state is detected, and an erroneous determination is made that there is a request to switch to the EV operation mode. There is a possibility of switching to an operation mode not desired by the driver. For this reason, in that case, for example, the driver may feel a decrease in the driving force relative to his / her required driving force.

  Therefore, an object of the present invention is to provide a hybrid vehicle that can improve the inconvenience of the conventional example and can drive the vehicle without giving a sense of incongruity to the driving request of the driver.

  In order to achieve the above object, according to the first aspect of the present invention, there is provided an engine as a power source and a multi-stage shift for shifting the output of the engine at any one of a plurality of shift stages and outputting it to the drive wheel side. In a hybrid vehicle comprising a motor and a motor / generator operable as a power source separate from the engine, transmission operating means operated by a driver to bring the multi-speed transmission into a neutral state, and multi-speed shifting A neutral state detection means for detecting that the machine is in a neutral state, and an EV operation mode in which the operation mode of the power source is driven only by the output of the motor / generator when it is detected that the multi-stage transmission is in a neutral state. This is a state in which the driver requests a neutral state for the multi-stage transmission by operating the switching operation mode switching means and the transmission operation means. Drive request to the vehicle even is provided an engine control unit for controlling the engine operating state if more than a predetermined high driving force.

  In the hybrid vehicle according to the first aspect, even when the driver requests the neutral state for the multi-stage transmission by operating the transmission operation means, that is, the EV operation mode is requested. However, if the driver desires to generate a driving force higher than a predetermined level, the engine is in an operating state. Therefore, if the hybrid vehicle at this time is not switched to the EV operation mode, the time delay required for the engine restart can be eliminated, and the high driving force can be generated with high responsiveness in the same operation mode. Even if the mode is switched, the time delay required for engine restart can be suppressed. Therefore, if the multi-stage transmission is an automatic transmission, it is immediately returned to the engine operation mode or the like to generate its high driving force with high responsiveness. be able to. Further, in this hybrid vehicle, even if the driver requests the multi-stage transmission to actually enter the neutral state by operating the transmission operation means, that is, even if the driver requests the EV operation mode, If it is desired to generate a driving force higher than a predetermined level, the engine is in an operating state. Therefore, if the multi-stage transmission is an automatic transmission, the hybrid vehicle at this time can suppress the time delay required for engine restart at that time even if the EV operation mode during operation is switched to the engine operation mode or the like. Therefore, the high driving force can be generated with good responsiveness.

  Here, when the multi-stage transmission is a manual type transmission that switches the shift stage by the operation of the transmission operation means of the driver, the engine control means is configured to change the speed by the driver as in the invention of claim 2. It is desirable that the engine is controlled to be in an operating state when a drive request to the vehicle becomes a predetermined high driving force during operation of the machine operating means.

  If the transmission operating means is also used for the switching operation of the shift stage of the manual multi-stage transmission, the multi-stage transmission is in a neutral state during the shifting operation of the transmission operating means by the driver. Sometimes. In this case, the driver is switching to another gear position while maintaining the current power source operation mode, and does not want to switch to the EV operation mode. In particular, it can be said that acceleration driving in the operation mode of the current power source capable of using the output of the engine is required when the driving request to the vehicle by the driver is higher than a predetermined level. The hybrid vehicle according to claim 2 puts the engine into an operating state in such a case, so that it is possible to eliminate the time delay required for engine restart and to generate a high driving force desired by the driver with high responsiveness.

  Further, the engine control means is preferably configured to stop the engine when the operation mode of the power source is the EV operation mode. As a result, when the driver switches to the EV operation mode in order to obtain good fuel efficiency, the fuel injection is stopped when the engine is stopped in the hybrid vehicle according to the third aspect. Improvement comes to be achieved.

  Further, it is desirable that the operating state of the engine described above is in an idling state as in the fourth aspect of the invention. Accordingly, a desired engine output torque can be generated from the engine immediately in response to the driver's acceleration request while keeping the fuel consumption low.

  According to a fifth aspect of the present invention, there is provided a drive request determination means for determining that the drive request to the vehicle is at a high drive force greater than or equal to a predetermined drive force when the driver's required drive force is greater than or equal to a predetermined drive force; It is desirable to provide threshold setting means for changing the force according to at least the vehicle speed. For example, as the vehicle speed increases, even if the driver's drive request is high, the drive request can be satisfied without the output of the engine. Therefore, the predetermined driving force as the threshold is increased as the vehicle speed increases. Thus, according to the fifth aspect of the present invention, when the vehicle is traveling at a high speed, the engine is stopped even if the required driving force is high to some extent, so that the fuel efficiency can be improved.

  The hybrid vehicle according to the present invention requires generation of a high driving force when the driver actually wants to travel in the EV operation mode or is in an operation state that desires to travel in the EV operation mode. If the engine is in an operating state and the engine is stopped, the time until the engine is restarted when the engine is switched to the engine operation mode or the hybrid operation mode is reduced. Therefore, since this hybrid vehicle can suppress the time delay required for engine restart when switching to the engine operation mode or the like in such a case, the high driving force desired by the driver can be generated with good responsiveness. It is possible to travel without giving a sense of incongruity to the driving request of the driver.

FIG. 1 is a diagram showing a configuration of a hybrid vehicle according to the present invention. FIG. 2 is a diagram illustrating an example of a transmission operation unit. FIG. 3 is a flowchart illustrating a control operation related to switching to the EV operation mode in the hybrid vehicle according to the present invention.

  Embodiments of a hybrid vehicle according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  An embodiment of a hybrid vehicle according to the present invention will be described with reference to FIGS.

  Initially, the structure of the hybrid vehicle 1 of a present Example is demonstrated using FIG. Reference numeral 1 in FIG. 1 indicates a hybrid vehicle of the present embodiment.

  The hybrid vehicle 1 includes a prime mover (engine 10) and a motor / generator 20 as power sources, and also includes a power transmission device including a manual multi-stage transmission 30 that transmits the output of each to the drive wheels WL and WR. ing. Specifically, in the hybrid vehicle 1, the output of the engine 10 that is input to the input shaft 41 and the engine 10 that is a power source is set to any one of a plurality of shift stages (gear stages 31 to 35, 39). It can be operated as a power source having a manual multi-stage transmission 30 that shifts and outputs from the output shaft 42 to the drive wheels WL and WR, and an output shaft 21 that is connected to the output shaft 42 of the multi-stage transmission 30. The motor / generator 20 is mounted.

  The engine 10 includes an internal combustion engine that is a heat engine that burns fuel in a combustion chamber and converts thermal energy generated thereby into mechanical energy, and heat and cooling are repeatedly performed on the gas inside the engine with a heat source outside the engine. An external combustion engine that is a heat engine that converts thermal energy into mechanical energy by expanding and contracting the gas can be considered. Here, a former reciprocating piston engine that uses gasoline as fuel and outputs mechanical power from an output shaft (crankshaft) 11 by reciprocating movement of a piston (not shown) will be described as an example.

  The engine 10 is provided with a fuel injection device and an ignition device (not shown). The operation of the fuel injection device and the ignition device is an engine of an electronic control device (hereinafter referred to as “engine ECU”) 101 for the engine. It is controlled by the control means. The engine control means controls the fuel injection amount of the fuel injection device, the fuel injection timing, and the like, and also controls the ignition timing of the ignition device so as to control mechanical power output from the output shaft 11 of the engine 10 (that is, the engine Adjust the output torque). At this time, if the engine 10 is provided with an electronically controlled throttle device (not shown) or a drive device for the intake valve and the exhaust valve, the engine control means can control the opening degree of the throttle valve of the throttle device, and the intake valve. And the opening / closing timing control and lift amount control of the exhaust valve are performed to adjust the magnitude of mechanical power. Further, the engine 10 is provided with a crank angle sensor 12 for detecting the rotation angle (crank angle) of the output shaft 11. The crank angle sensor 12 transmits a detection signal to the engine ECU 101, and the engine ECU 101 calculates the engine speed based on the detection signal.

  The engine ECU 101 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program and the like, a RAM (Random Access Memory) that temporarily stores calculation results of the CPU, and a prepared in advance. A backup RAM or the like for storing the recorded information or the like. The engine ECU 101 controls the starter motor 13 to start the engine 10.

  The motor / generator 20 converts the supplied power into mechanical power (that is, motor output torque) and outputs it from the output shaft 21, and the mechanical input to the output shaft 21. It also has a function as a generator (generator) that converts motive power into electric power and collects it. The motor / generator 20 is configured as, for example, a permanent magnet type AC synchronous motor, and is rotated by being attracted to the rotating magnetic field by the stator 22 that is supplied with three-phase AC power from the inverter 25 to form the rotating magnetic field. And a rotor 23 as a rotor. The rotor 23 rotates integrally with the output shaft 21. Further, the motor / generator 20 is provided with a rotation sensor (resolver) (not shown) for detecting the rotation angle position of the rotor 23, and the rotation sensor sends a detection signal to an electronic control device for motor / generator (hereinafter referred to as a motor / generator). (Referred to as “motor / generator ECU”) 102. The motor / generator ECU 102 includes a CPU (not shown), a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. ing.

  The motor / generator 20 of the present embodiment connects the output shaft 21 to the output shaft 42 of the multi-stage transmission 30 and transmits the motor output torque to the output shaft 42 of the multi-stage transmission 30 while operating as a motor. If it operates as a generator, mechanical power from the output shaft 42 of the multi-stage transmission 30 is input to the output shaft 21.

  Here, the DC power from the secondary battery 26 can be converted into AC power by the inverter 25 and supplied to the motor / generator 20. The motor / generator 20 supplied with the AC power operates as a motor and outputs a motor output torque from the output shaft 21. On the other hand, when the motor / generator 20 is operated as a generator, the AC power from the motor / generator 20 is converted into DC power by the inverter 25 and recovered in the secondary battery 26 (that is, power regeneration is performed). ) Or braking force can be applied to the drive wheels WL and WR while power is regenerated (that is, regenerative braking is performed). At this time, when the mechanical power (output torque) output from the output shaft 42 of the multi-stage transmission 30 is input to the rotor 23 via the output shaft 21, the motor / generator 20 converts the input torque to AC. Convert to electricity. The operation of the inverter 25 is controlled by motor / generator control means of the motor / generator ECU 102.

  The hybrid vehicle 1 is provided with a battery monitoring unit 29 that detects a state of charge (SOC) of the secondary battery 26. The battery monitoring unit 29 transmits a signal related to the detected state of charge of the secondary battery 26 (in other words, a signal related to the state of charge (SOC amount)) to the motor / generator ECU 102. The motor / generator ECU 102 is provided with battery control means for determining the charging state of the secondary battery 26 based on the signal and determining whether or not the secondary battery 26 needs to be charged.

  The power transmission device transmits the power (engine output torque and motor output torque) of the engine 10 and the motor / generator 20 to the left and right drive wheels WL and WR as driving force, and outputs the output torque related to the power in multiple stages. The transmission 30 and the final reduction device 60 are shifted and decelerated to change the size, and output to the drive shafts (drive shafts) DL and DR connected to the left and right drive wheels WL and WR.

  The manual multi-stage transmission 30 illustrated here has five forward speeds and one reverse speed, and the first speed gear stage 31, the second speed gear stage 32, A third gear stage 33, a fourth gear stage 34, and a fifth gear stage 35 are provided, and a reverse gear stage 39 is provided as a reverse gear stage. The forward shift speed is configured such that the gear ratio decreases in the order of the first speed gear stage 31, the second speed gear stage 32, the third speed gear stage 33, the fourth speed gear stage 34, and the fifth speed gear stage 35. is doing. Further, the multi-stage transmission 30 is provided with an input shaft 41 to which the engine output torque of the engine 10 is transmitted, and an output shaft 42 arranged in parallel to the input shaft 41 with a space therebetween. Yes. Note that the multi-stage transmission 30 in FIG. 1 is a simple description of the configuration, and the arrangement of each shift stage is not necessarily in the form of FIG.

  The first speed gear stage 31 is constituted by a gear pair of a first speed drive gear 31a and a first speed driven gear 31b that are in mesh with each other. The first speed drive gear 31 a is disposed on the input shaft 41, while the first speed driven gear 31 b is disposed on the output shaft 42.

  The second speed gear stage 32 is constituted by a gear pair of a second speed drive gear 32a and a second speed driven gear 32b that are in mesh with each other. The second speed drive gear 32 a is disposed on the input shaft 41, while the second speed driven gear 32 b is disposed on the output shaft 42.

  The third speed gear stage 33 is constituted by a gear pair of a third speed drive gear 33a and a third speed driven gear 33b that are in mesh with each other. The third speed drive gear 33 a is disposed on the input shaft 41, while the third speed driven gear 33 b is disposed on the output shaft 42.

  The fourth speed gear stage 34 includes a gear pair of a fourth speed drive gear 34a and a fourth speed driven gear 34b that are in mesh with each other. The fourth speed drive gear 34 a is disposed on the input shaft 41, while the fourth speed driven gear 34 b is disposed on the output shaft 42.

  The fifth speed gear stage 35 is constituted by a gear pair of a fifth speed drive gear 35a and a fifth speed driven gear 35b that are in mesh with each other. The fifth speed drive gear 35 a is disposed on the input shaft 41, while the fifth speed driven gear 35 b is disposed on the output shaft 42.

  The reverse gear stage 39 includes a reverse drive gear 39a, a reverse driven gear 39b, and a reverse intermediate gear 39c. The reverse drive gear 39 a is disposed on the input shaft 41, while the reverse driven gear 39 b is disposed on the output shaft 42. The reverse intermediate gear 39c is in mesh with the reverse drive gear 39a and the reverse driven gear 39b, and is disposed on the rotation shaft 43.

  In the actual configuration of the multi-stage transmission 30, one of the drive gears of each shift stage is disposed so as to rotate integrally with the input shaft 41, while the remaining drive gears are connected to the input shaft 41. Are arranged to rotate relative to each other. In addition, the driven gear of each shift stage is arranged so that any one of the driven gears rotates integrally with the output shaft 42, while the rest is arranged so as to rotate relative to the output shaft 42.

  The input shaft 41 and the output shaft 42 are provided with sleeves (not shown) that move in the axial direction according to the driver's speed change operation. The sleeve on the input shaft 41 is disposed between the drive gears of the two shift stages that can rotate relative to the input shaft 41. On the other hand, the sleeve on the output shaft 42 is disposed between the driven gears of the two gears that can rotate relative to the output shaft 42. This sleeve moves in the axial direction via a link mechanism or fork (not shown) connected to the transmission operation means 71 when the driver operates the transmission operation means 71. Then, the moved sleeve rotates the drive gear and the driven gear, which can be relatively rotated, located in the moved direction, together with the input shaft 41 and the output shaft 42. In the manual multi-stage transmission 30, the sleeve moves in a direction corresponding to the shift operation of the transmission operation means 71 of the driver, thereby switching to a shift stage according to the shift operation or to a neutral state. Is switched.

  As shown in FIG. 2, the transmission operating means 71 includes a shift lever 71a that is used when the driver performs a speed change operation, a so-called shift gauge 71b that guides the shift lever 71a for each gear position, and the like. Yes. FIG. 2 shows the position of the shift lever 71a when the multi-stage transmission 30 is in a neutral state (that is, a state where torque cannot be transmitted between the input shaft 41 and the output shaft 42). Note that “1-5” and “R” on the shift gauge 71b in FIG. 2 indicate the shift positions of the first speed gear stage 31 to the fifth speed gear stage 35 and the reverse gear stage 39, respectively.

  Here, the engine output torque of the engine 10 is input to the input shaft 41 of the multi-stage transmission 30 via the clutch 50 shown in FIG. The clutch 50 engages with the output shaft 11 of the engine 10 and the input shaft 41 of the multi-stage transmission 30, and releases (disengages) the output shaft 11 and the input shaft 41 from the engaged state. The friction clutch device is configured to be able to be switched between a released state (non-engaged state) to be performed. The engaged state here refers to a state where torque can be transmitted between the output shaft 11 and the input shaft 41, and the released state (non-engaged state) refers to the output shaft 11 and the input shaft. This is a state where torque cannot be transmitted to the shaft 41.

  For example, the clutch 50 may be a dry or wet single plate clutch or a multi-plate clutch. Here, a friction type disc clutch is used that has a disk-like friction plate and transmits the engine output torque of the engine 10 to the input shaft 41 of the multi-stage transmission 30 by the frictional force of the friction plate. The clutch 50 performs an engaging operation to bring the output shaft 11 of the engine 10 and the input shaft 41 of the multi-stage transmission 30 into an engaged state, whereby engine output torque transmitted from the output shaft 11 is input to the input shaft. 41. Thereby, in the multi-stage transmission 30, the engine output torque is shifted at any one of the respective shift stages (gear stages 31 to 35, 39) and transmitted to the output shaft 42.

  The clutch 50 is switched to an electronic control device for transmission (hereinafter referred to as “transmission ECU”) via an actuator 51 shown in FIG. ) 103. The actuator 51 is operated, for example, by hydraulic pressure increase / decrease control, and the hydraulic pressure is adjusted by the clutch control means of the transmission ECU 103. That is, in the manual multi-stage transmission 30 according to the present embodiment, the shift stage is switched manually by the driver, and the clutch 50 is automatically operated at that time. Incidentally, this type of manual multi-stage transmission 30 has been well known. For example, the transmission ECU 103 detects that the shift lever 71a has been moved a predetermined amount from the current position in the shift gauge 71b by a shift request detecting means (not shown), and requests the shift of the multi-stage transmission 30 by the driver. Therefore, the clutch 50 is controlled to be released. When the shift lever 71a is moved to a predetermined position corresponding to the gear position in the shift gauge 71b, the gear shifting operation by the driver is completed and the gear shifting operation of the multi-stage transmission 30 is also completed. And the clutch 50 is controlled to be engaged. The transmission ECU 103 includes a CPU (not shown), a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. Yes. As the shift request detection means, for example, a position information detection sensor that can detect the positional relationship of the shift lever 71a with respect to the shift gauge 71b may be used.

  The final reduction gear 60 decelerates the input torque input from the output shaft 42 of the multi-stage transmission 30 and distributes it to the left and right drive shafts DL and DR. This final reduction gear 60 has a pinion gear 61 attached to the end of the output shaft 42 and a ring that meshes with the pinion gear 61 and converts the rotational direction to an orthogonal direction while reducing the rotational torque of the pinion gear 61. A gear 62 and a differential mechanism 63 that distributes the rotational torque input via the ring gear 62 to the left and right drive shafts DL and DR are provided.

  Furthermore, the hybrid vehicle 1 is provided with an electronic control unit (hereinafter referred to as “hybrid ECU”) 100 that comprehensively controls the operation of the entire vehicle. The hybrid ECU 100 includes a CPU (not shown), a ROM that stores a predetermined control program and the like in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. In addition, information such as detection signals of various sensors and control commands can be exchanged between the engine ECU 101, the motor / generator ECU 102, and the transmission ECU 103.

  By the way, in the hybrid vehicle 1, the driving mode of the power source is driven only by the engine operating mode in which driving power is generated in the driving wheels WL and WR only by the output of the engine 10 and the motor / generator 20 output. There are prepared at least an EV operation mode in which driving force is generated in the wheels WL and WR, and a hybrid operation mode in which driving force is generated in the driving wheels WL and WR by outputs of both the engine 10 and the motor / generator 20.

  In the hybrid vehicle 1 of the present embodiment, the driver's drive request to the hybrid vehicle 1 (that is, the required drive force to the hybrid vehicle 1 or the drive wheels WL and WR), the charged state of the secondary battery 26, the vehicle running state, etc. Accordingly, switching between the engine operation mode and the hybrid operation mode is performed.

  On the other hand, switching to the EV operation mode can be performed when the multi-stage transmission 30 is in the neutral state. This is because the most efficient EV operation mode can be performed when the multi-stage transmission 30 is in the neutral state. For example, a neutral state detection means for detecting that the multi-stage transmission 30 is in the neutral state is prepared, and when it is detected that the multi-stage transmission 30 is in the neutral state, the operation mode of the power source is switched to the EV operation mode. Let

  In the manual multi-stage transmission 30, the driver enters the neutral state by operating the shift lever 71 a of the transmission operation means 71. Therefore, when the driver desires to switch to the EV operation mode, the shift lever 71a is operated to a position related to the neutral state of the multi-stage transmission 30 in the shift gauge 71b (hereinafter referred to as “neutral position”). The operation mode of the power source can be switched to the EV operation mode. That is, the transmission operation means 71 (strictly, the shift lever 71a) functions as an EV operation mode switching means that is operated when the driver switches the operation mode of the power source to the EV operation mode. . Here, as described above, if the shift lever 71a is in the neutral position on the shift gauge 71b, it can be determined that the multi-stage transmission 30 is in the neutral state. Therefore, in the present embodiment, for example, the neutral position detecting means 72 shown in FIG. 1 can be used as the neutral state detecting means. The neutral position detection means 72 is, for example, a position information detection sensor that can detect that the shift lever 71a is at the neutral position on the shift gauge 71b shown in FIG.

  In the present embodiment, the hybrid ECU 100 is provided with an operation mode switching unit 100a for switching the operation mode of the power source. The operation mode switching means 100a includes, for example, the driver's drive request calculated by the drive request calculation means 100b of the hybrid ECU 100, the charging state information of the secondary battery 26 sent from the motor / generator ECU 102, the vehicle running state information, and the like. Switching between engine operation mode and hybrid operation mode based on information (information such as vehicle lateral acceleration detected by vehicle lateral acceleration detection means (not shown), slip state of drive wheels WL and WR detected by wheel slip detection means) I do.

  Here, it is assumed that the required acceleration areq is obtained as the required driving force. For this reason, the drive request calculation means 100b includes, for example, a requested acceleration areq according to the amount of operation of the accelerator pedal 75 by the driver (hereinafter referred to as “accelerator operation amount”) and the vehicle speed detected by the vehicle speed detection means (not shown). Is calculated. The accelerator operation amount is the pedal depression force input to the accelerator pedal 75, the depression amount (that is, the movement amount) of the accelerator pedal 75, and the like, and is detected by the accelerator operation amount detection means 76 shown in FIG.

  When the engine operation mode is selected, the operation mode switching unit 100a, in principle, generates the required driving force according to the driver's drive request using only the engine output torque of the engine 10, and the engine ECU 101, the motor / generator ECU 102, A control command is sent to the transmission ECU 103. In this case, as the control command to the engine ECU 101, for example, information on the engine output torque of the engine 10 that satisfies the required driving force at the current shift stage or the shift stage after the shift operation is transmitted. Thereby, the engine ECU 101 controls the fuel injection amount of the engine 10 so as to generate the engine output torque. On the other hand, a control command is sent to the motor / generator ECU 102 so that the motor / generator 20 is not operated as a motor or a generator. Further, in this case, the transmission ECU 103 keeps the clutch 50 in its current engaged state if there is no driver's request for shifting, and if there is a driver's request for shifting, the clutch 50 is set according to the shifting operation. Send control commands to engage or disengage.

  Here, the current gear position is determined by the gear position detecting means 100c of the hybrid ECU 100. The shift speed detection means 100c may use a detection signal of a shift speed position detection means (not shown) that can detect the current shift speed in the multi-speed transmission 30, such as engine output torque of the engine 10, wheel speed, etc. From the above, it is possible to use known estimation means for estimating the current gear position. The gear position detecting means may be, for example, one that detects position information when the shift lever 71a is moved to a predetermined position corresponding to the gear position in the shift gauge 71b.

  In addition, when the hybrid operation mode is selected, the operation mode switching unit 100a basically obtains the required driving force according to the driving request of the driver by the engine output torque of the engine 10 and the output of the motor / generator 20 as a motor or a generator. Control commands are sent to the engine ECU 101, the motor / generator ECU 102, and the transmission ECU 103 so as to be generated. In this case, when both the engine output torque and the motor output torque are used, an engine that satisfies the required driving force at, for example, the current shift stage or the shift stage after the shift operation, as a control command to the engine ECU 101 and the motor / generator ECU 102. Information on output torque and motor output torque is transmitted to each. Thereby, the engine ECU 101 controls the fuel injection amount of the engine 10 so as to generate the engine output torque, and the motor / generator ECU 102 applies the motor output to the motor / generator 20 so as to generate the motor output torque. Control the amount of power supply. At this time, when the motor / generator 20 performs power regeneration, a control command is sent to the motor / generator ECU 102 to operate the motor / generator 20 as a generator, and the shortage of the required driving force due to this is compensated. A control command is sent to the engine ECU 101 to generate an engine output torque that can be

  In addition, when the EV operation mode is selected by the driver (that is, when the multi-stage transmission 30 is in the neutral state), the operation mode switching unit 100a basically uses only the motor output torque of the motor / generator 20 as the driver. A control command is sent to the engine ECU 101, the motor / generator ECU 102, and the transmission ECU 103 so as to generate the required driving force (the above-mentioned required acceleration areq) according to the driving request. In this case, information on the motor output torque of the motor / generator 20 that satisfies the required driving force is transmitted as a control command to the motor / generator ECU 102. Thereby, the motor / generator ECU 102 controls the inverter 25 so as to generate the motor output torque.

  Here, during the engine operation mode or the hybrid operation mode, a shift operation from a certain shift stage to another shift stage may be performed. During the shifting operation, the shift lever 71a may indicate a neutral position with respect to the shift gauge 71b. For example, during a shift operation from the second speed gear stage 32 to the third speed gear stage 33, the shift lever 71a always passes through the neutral position shown in FIG. Therefore, in this case, the neutral position detecting means 72 detects that the shift lever 71a is in the neutral position, and it is determined that the EV operation mode has been selected by the driver. The operation in the EV operation mode that is not desired is executed. For example, since the operation of the engine 10 is generally stopped in the process of switching to the EV operation mode, even if the driver makes an acceleration request by depressing the accelerator pedal 75 after the shift operation is completed, at least the engine 10 is restarted. Since there is a response delay in the output for the time until the engine is started, there is a possibility that the user may feel uncomfortable without obtaining a desired feeling of acceleration.

  Therefore, in the hybrid vehicle 1 of the present embodiment, EV operation mode request determination means 100d for determining whether or not the driver actually wants to switch to the EV operation mode is provided in the hybrid ECU 100, so that the driver desires. It is configured so that there is no switching of operation mode of no power source.

  Here, the neutral position detection means 72 by the neutral position detection means 72 compares the detection duration time of the neutral position of the shift lever 71a (hereinafter referred to as “neutral position duration time”) with a predetermined time. It is determined that the request is for switching to the EV operation mode. This determination is executed by the EV operation mode request determination means 100d provided in the hybrid ECU 100.

  Furthermore, the driver of the hybrid vehicle 1 is not always the same person, and even if the driver is the same person, there may be variations in the speed change operation time. Although the continuation is desired, the neutral position continuation time may exceed the predetermined time. At that time, the driver does not want to switch to the EV operation mode but switches to the EV operation mode, and as described above, the operation of the engine 10 is stopped in the process of switching to the EV operation mode. It has been. Here, the fact that a speed change operation (either an upshift or a downshift) is performed in the engine operation mode or the hybrid operation mode can be presumed that the driver is seeking acceleration from the vehicle. However, at this time, even if the engine operation mode or the hybrid operation mode is returned to respond to the driver's acceleration request, it takes time to restart the engine 10, and the output is delayed in response by that time. . Therefore, the driver may feel uncomfortable without obtaining a desired acceleration feeling even in such a state.

  Therefore, in the hybrid vehicle 1 of the present embodiment, even when the neutral position continuation time is equal to or longer than the predetermined time, that is, the state in which the driver requests the neutral state for the multi-stage transmission 30 by operating the transmission operation means 71. Even so, if the driver's acceleration request requires the engine output torque of the engine 10, the engine 10 is controlled to operate so that the output of the engine 10 can be used with good responsiveness. That is, here, the engine 10 is kept operating when the driving request of the driver is a predetermined high driving force, and the engine 10 is stopped if the driving request is lower than that. The hybrid ECU 100 of this embodiment is provided with drive request determination means 100e for determining what the driver's drive request is.

  Below, the control operation | movement which concerns on the switching to EV operation mode in the hybrid vehicle 1 of a present Example is demonstrated using the flowchart of FIG.

  First, the EV operation mode request determination means 100d of the hybrid ECU 100 calculates the neutral position duration based on the detection signal of the neutral position detection means 72, and compares this neutral position duration with a predetermined time (step ST1). .

  The predetermined time is, for example, the time during which the shift lever 71a is in the neutral position on the shift gauge 71b during a shift operation by the driver, in other words, the neutral position detection means 72 detected during the shift operation. Set a time longer than the position duration. The predetermined time may be a set value set in advance, or may be a learned value that is changed based on the speed change operation time of the driver. In the present embodiment, the hybrid ECU 100 is provided with threshold setting means 100f for learning a predetermined time as the EV operation mode switching request determination threshold. For example, the threshold value setting unit 100f calculates an average value of the neutral position continuation time at the time of the shifting operation, and sets this as a predetermined time.

  The EV operation mode request determination means 100d makes a provisional determination that the request is for switching to the EV operation mode if the neutral position duration time is equal to or longer than the predetermined time in step ST1 (step ST2).

  Then, based on the driver's accelerator operation amount and the vehicle speed, hybrid ECU 100 causes drive request calculation means 100b to calculate the required drive force (required acceleration areq) by the driver (step ST3).

  The drive request determination means 100e of the hybrid ECU 100 compares the required acceleration areq and the predetermined acceleration a0 to determine what the driver's drive request is (step ST4).

  As the predetermined acceleration a0, for example, a value larger than the upper limit value of acceleration that can be accelerated and traveled without a sense of incongruity only by the motor output torque of the motor / generator 20 is set. The predetermined acceleration a0 may be a set value corresponding to a preset vehicle speed, or may be a variable value that is changed based on the travel mode being set by the threshold setting means 100f described above. In the case of the former set value, map data using the vehicle speed as a parameter is prepared, and information on the predetermined acceleration a0 corresponding to the vehicle speed is read from the map data into the threshold setting means 100f. For example, the higher the vehicle speed is, the higher the driver's drive request is, so that the drive request can be satisfied without the output of the engine 10. Therefore, the predetermined acceleration a0 as the threshold is increased as the vehicle speed is higher. As a result, when traveling at high speed, even if the required driving force is high to some extent, the process proceeds to step ST6, which will be described later, and the engine 10 is stopped, so that fuel efficiency can be improved. In addition, the driving mode includes, for example, a normal driving mode, an eco-driving mode for driving with better fuel efficiency than the normal driving mode, and a driving with higher acceleration response to the driver's accelerator operation than the normal driving mode. For example, a sports driving mode can be considered. When the normal travel mode is used as a reference, when the vehicle is traveling in the eco travel mode, the predetermined acceleration a0 is changed to be high so that the engine 10 is stopped to improve fuel efficiency even if the acceleration request is somewhat high. To. On the other hand, when the vehicle is traveling in the sport travel mode, the predetermined acceleration a0 is changed to be low so that the driver's slight acceleration request can be dealt with by the output of the engine 10 with good responsiveness. For example, in the case of the latter variable value, map data corresponding to the driving mode is read, and information on the optimum predetermined acceleration a0 is read from the map data using the vehicle speed as a parameter. The step ST4 may compare the required driving force with a predetermined driving force, and the predetermined driving force in this case may be determined based on the same idea as the predetermined acceleration a0.

  If the required acceleration areq is greater than or equal to the predetermined acceleration a0 in step ST4, the drive request determination means 100e performs idling control without stopping the engine 10 in order to respond to the driver's acceleration request with good responsiveness (step ST5). . In step ST5, the drive request determination means 100e transmits an idling control execution command to the engine ECU 101, and causes the engine ECU 101 to perform idling control of the engine 10. Thus, a desired engine output torque can be generated from the engine 10 immediately in response to the driver's acceleration request while keeping the fuel consumption low by idling operation. Here, the operating state of the engine 10 is maintained at the idling rotational speed. However, for example, when the engine is cold, the engine rotational speed may be increased to a rotational speed suitable for warm-up operation.

  Here, when the required acceleration areq is equal to or greater than the predetermined acceleration a0, it is determined that the driver is shifting the multi-stage transmission 30, and the engine operation mode or the hybrid operation mode is continued without switching to the EV operation mode. In this case, since the engine 10 is not stopped in step ST5, it is possible to continue driving with good responsiveness in the driving mode of the power source as desired by the driver. Therefore, the hybrid vehicle 1 in this case can continue traveling with good responsiveness according to the driver's acceleration request.

  On the other hand, if the required acceleration areq is smaller than the predetermined acceleration a0 in step ST4, it is determined that the request is for switching to the EV operation mode, and the engine 10 is stopped (step ST6). In step ST6, the drive request determination unit 100e transmits a stop control command for the engine 10 to the engine ECU 101, and the engine ECU 101 stops the engine 10. As a result, the hybrid vehicle 1 is operated in the EV operation mode desired by the driver (that is, the EV operation mode in a state where the engine 10 is stopped), so that the fuel efficiency is improved by the amount that the engine 10 is not injected. .

  If the neutral position duration time is shorter than the predetermined time in step ST1, the EV operation mode request determination unit 100d determines that the operation is a shift operation to another gear (step ST7) and switches to the EV operation mode. Without continuing the engine operation mode or the hybrid operation mode (step ST8). As a result, the hybrid vehicle 1 can continue to operate in the engine operation mode or the hybrid operation mode desired by the driver, and thus can continue traveling with good responsiveness according to the driver's acceleration request.

  As described above, in the hybrid vehicle 1 according to the present embodiment, when the determination is negative in step ST1 or when the determination is positive in step ST4, the driver shifts the multi-stage transmission 30 to another speed. It is configured so that the switching to the EV operation mode not desired by the driver is not performed while the engine 10 is operated. In particular, in a situation where the neutral position duration time is long and can be interpreted as a request to switch to the EV operation mode, if the determination in step ST4 is affirmative due to the high drive request of the driver, the drive request (that is, acceleration) The engine 10 is kept in an operating state even if the shift lever 71a is present at the neutral position on the shift gauge 71b. For this reason, if the driver desires to generate a high driving force by depressing the accelerator pedal 75, the hybrid vehicle 1 generates a desired engine output torque corresponding to the driver's drive request (acceleration request). Therefore, it is possible to realize traveling with good responsiveness according to the drive request (acceleration request). On the other hand, if the hybrid vehicle 1 is negatively determined in step ST4 and can be regarded as a request for switching to the EV operation mode, the hybrid vehicle 1 can be switched to the EV operation mode desired by the driver to improve fuel efficiency by stopping the engine 10. Can be planned. As described above, the hybrid vehicle 1 according to the present embodiment can achieve traveling with good responsiveness in the driving mode of the power source desired by the driver.

  By the way, when the required acceleration areq is greater than or equal to the predetermined acceleration a0 in step ST4, it is possible to switch to the EV operation mode for the purpose of improving the fuel consumption performance by reducing the fuel injection amount of the engine 10. In this case, since the engine 10 is not stopped in step ST5, particularly when the multi-stage transmission 30 is an automatic transmission, when the driver's acceleration request is further increased (that is, the required driving force is further increased), By switching from the EV operation mode to the engine operation mode or the hybrid operation mode, a desired engine output torque corresponding to the required driving force can be immediately generated in the engine 10 while suppressing the time delay required for engine restart. For this reason, the hybrid vehicle 1 in this case can travel according to the driver's acceleration request even if the hybrid vehicle 1 is once switched to the EV operation mode.

  In the present embodiment, the manual multi-stage transmission 30 has been described as an example. However, the multi-stage transmission 30 is not necessarily limited to the one in which the shift stage is switched manually by the driver. . For example, the present invention provides an actuator for automatically switching the gear position for the multi-stage transmission 30 of the present embodiment, while regarding the request for switching to the EV operation mode, manual operation of the EV operation mode switching means or As long as it is performed by manual operation of the transmission operation means 71 as in the present embodiment, it can be applied, and the same effects as those described above can be achieved. For example, in a hybrid vehicle equipped with EV operation mode switching means and an automatic transmission, the driver operates the EV operation mode switching means, the automatic transmission is in a neutral state, and the vehicle is traveling in the EV operation mode. However, if the driver requests the generation of a high driving force that exceeds a predetermined level, the engine control means is controlled so that the engine is in an operating state. Thus, in the hybrid vehicle in this case, even if the EV operation mode during operation is switched to the engine operation mode or the like, the time delay required for engine restart at that time can be suppressed, so that the high driving force is responsive. It can be generated well.

  Further, in this embodiment, the motor / generator 20 connected to the output shaft 42 of the multi-stage transmission 30 is taken as an example, but the present invention is a motor / generator connected to the input shaft 41 of the multi-stage transmission 30. , Applied to a hybrid vehicle having a motor / generator disposed between the clutch 50 and the multi-stage transmission 30, a motor / generator disposed between the multi-stage transmission 30 and the final reduction gear 60, or a so-called in-wheel motor. Alternatively, the same effects as those described above can be obtained.

  In the present embodiment, the clutch 50 whose operation is controlled by the actuator 51 has been described as an example. However, the present invention is arranged between the engine 10 and the multi-stage transmission 30 in the same manner as the clutch 50, and the driver The present invention may be applied to a hybrid vehicle including a clutch that is operated by depressing a clutch pedal (not shown), and the same effects as those described above can be obtained.

  As described above, the hybrid vehicle according to the present invention is useful as a technique for traveling without giving a sense of incongruity to a driver's drive request.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Engine 20 Motor / generator 21 Output shaft 30 Multistage transmission 31 1st speed gear stage 32 2nd speed gear stage 33 3rd speed gear stage 34 4th speed gear stage 35 5th speed gear stage 39 Reverse gear stage 41 Input shaft 42 Output shaft 50 Clutch 51 Actuator 71 Transmission operation means 71a Shift lever 71b Shift gauge 72 Neutral position detection means 75 Accelerator pedal 76 Accelerator operation amount detection means 100 Hybrid ECU
100a Operation mode switching means 100b Drive request calculation means 100c Shift speed detection means 100d EV operation mode request determination means 100e Drive request determination means 100f Threshold setting means 101 Engine ECU
102 Motor / generator ECU
103 Transmission ECU
WL, WR Drive wheel

Claims (5)

An engine that is a power source, a multi-stage transmission that shifts the output of the engine at any one of a plurality of shift speeds and outputs it to the drive wheel side, and can operate as a power source different from the engine In a hybrid vehicle equipped with a motor / generator,
Transmission operating means operated by a driver to bring the multi-stage transmission into a neutral state, neutral state detecting means for detecting that the multi-stage transmission is in a neutral state, and the multi-stage transmission is in a neutral state The operation mode switching means capable of switching the operation mode of the power source to the EV operation mode for running only by the output of the motor / generator when detected, and the multi-stage transmission by operating the transmission operation means An engine control means for controlling the engine to an operating state when a driving request to the vehicle is a high driving force equal to or higher than a predetermined value even when the driver requests a neutral state. vehicle.   In the case where the multi-stage transmission is a manual type transmission that switches a shift stage by a driver's operation of the transmission operation means, the engine control means is configured to control the vehicle during the operation of the transmission operation means by the driver. The hybrid vehicle according to claim 1, wherein the engine is controlled to be in an operating state when a driving request to the vehicle becomes a high driving force equal to or greater than a predetermined value.   The hybrid vehicle according to claim 1, wherein the engine control unit is configured to stop the engine when a power source operation mode is the EV operation mode.   The hybrid vehicle according to claim 1, wherein the operating state of the engine is an idling state.   Drive request determination means for determining that the drive request to the vehicle is at a high drive force greater than or equal to a predetermined drive force when the driver's request drive force is greater than or equal to a predetermined drive force, and a threshold value for changing the predetermined drive force according to at least the vehicle speed The hybrid vehicle according to claim 1, further comprising a setting unit.

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