JP2011156985A - Control device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a mode changeable hybrid vehicle capable of suppressing the lowering of power transmission efficiency. <P>SOLUTION: The control device of a hybrid vehicle having an EV mode, a series mode, and a parallel mode as traveling modes controls the vehicle to a high SOC (state of charge) traveling state in which when SOC is high, the traveling mode is changed over between the EV mode and the parallel mode according to the traveling condition, and to a low SOC traveling state in which when SOC is low, the traveling mode is changed over between the series mode and the parallel mode according to the traveling condition. In the high SOC traveling condition, when a predicted travelable distance L2 which is the travelable distance of the hybrid vehicle in the EV mode in the present charged state of a battery 22 is smaller than a predetermined distance L1, the control device makes the change-over between the EV mode and the parallel mode easily changeable to the parallel mode. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle that can run using an internal combustion engine and an electric motor as power sources.

  2. Description of the Related Art In recent years, a hybrid vehicle equipped with an internal combustion engine that outputs torque by combustion of fuel and an electric motor that outputs torque by supplying electric power, and can travel by transmitting the torque of the internal combustion engine and the electric motor to wheels. It has been known. Among these, the vehicle is provided with a clutch mechanism, and by connecting or releasing the clutch mechanism, the EV mode is driven by only the torque of the electric motor, and the generator is rotated by the power output from the internal combustion engine to generate power. It is possible to switch between the series mode in which the electric motor is operated using the generated electric power and the wheel is driven by the torque output from the electric motor, and the parallel mode in which the wheel is driven by the torque of both the internal combustion engine and the electric motor. Hybrid vehicles have been proposed (see, for example, Patent Documents 1 and 2).

  Further, in Patent Document 1 below, in a hybrid vehicle, a clutch mechanism is provided between the internal combustion engine and the electric motor so that the state of charge of the battery (State-of-Charge: hereinafter referred to as “SOC”) and the vehicle speed are determined. Accordingly, there is disclosed a control device for a hybrid vehicle that can switch between an EV mode or a series mode and a parallel mode for switching the driving mode.

  Furthermore, it is also disclosed that the higher the battery SOC is, the higher the vehicle speed is, the vehicle driving mode is switched to the parallel mode, and the fuel consumption in the driving route is minimized.

JP 2001-298805 A JP 2008-74267 A

  By the way, as described above, in the EV mode for switching the driving mode, or in the hybrid vehicle that can switch between the series mode and the parallel mode, in the parallel mode, the wheels are driven by the torques of both the internal combustion engine and the electric motor. , Engine efficiency is low, power transmission efficiency is high. In the series mode, the generator is rotated by the power output from the internal combustion engine to generate power, and the electric motor is operated by the electric power generated by the generator to drive the wheels. Therefore, the engine efficiency is high and the power transmission efficiency is high. Is low. For this reason, as a whole system, there exists a problem that energy efficiency falls in series mode compared with parallel mode.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hybrid vehicle control device capable of suppressing a decrease in energy efficiency in a hybrid vehicle capable of mode switching.

  The present invention relates to an internal combustion engine, a first motor generator that generates electric power using power output from the internal combustion engine, or starts the internal combustion engine, a second motor generator that outputs power to at least driving wheels, the internal combustion engine, and the second motor A power transmission mechanism that transmits power output from the generator to the drive wheels, and a battery that is connected to the first motor generator and the second motor generator and that can be charged and discharged, and is supplied from the battery as a travel mode Electricity is generated by rotating the first motor generator with the electric power output from the internal combustion engine and the EV mode in which the driving wheels are driven only by the electric power output from the second motor generator, and using the generated electric power. Drive the second motor generator and drive the drive wheels with the power output from the second motor generator And a parallel mode in which driving wheels are driven by power output from both the internal combustion engine and the second motor generator. When the SOC is high, the EV mode, Low SOC which switches the driving mode according to the driving state between the series mode and the parallel mode when the SOC is low. In the high SOC traveling state, when the predicted travelable distance, which is the distance that the hybrid vehicle can travel in the EV mode, is smaller than the predetermined distance in the current battery charge state, between the EV mode and the parallel mode. It is easy to switch to the parallel mode.

  In the above hybrid vehicle control device, when the vehicle speed of the hybrid vehicle is greater than the predetermined first vehicle speed in the high SOC traveling state, the EV mode is switched to the parallel mode, and the predicted travelable distance is predetermined. When the distance is smaller than the distance, it is preferable to reduce the first vehicle speed.

  In the above hybrid vehicle control device, when the vehicle speed of the hybrid vehicle is higher than the predetermined second vehicle speed in the low SOC traveling state, switching from the series mode to the parallel mode is performed, and the higher the battery charge state, It is preferable to reduce the second vehicle speed.

  In the hybrid vehicle control device described above, in the low SOC traveling state, when the driving wheels are driven in the parallel mode, the maximum driving force when the driving wheels are driven by the internal combustion engine drives the driving wheels by the second motor generator. In the case where the maximum driving force is smaller than the maximum driving force, it is preferable to allow the second motor generator to be driven by the power supplied from the battery.

  According to the present invention, the vehicle is easily switched from the EV traveling mode to the parallel traveling mode in the high SOC traveling state, and the decrease in the SOC of the battery is suppressed, so that the vehicle travels in the series mode in the low SOC traveling state. Since the frequency is reduced, the energy efficiency of the entire vehicle is improved, and the fuel efficiency is improved.

FIG. 1 is a schematic diagram illustrating a schematic configuration of a vehicle according to the embodiment. FIG. 2 is a configuration diagram of the meshing clutch. FIG. 3 is a power transmission path diagram of the vehicle in the EV mode. FIG. 4 is a power transmission path diagram of the vehicle in the series mode. FIG. 5 is a power transmission path diagram of the vehicle in the parallel mode. FIG. 6 is a driving force diagram in a high SOC traveling state. FIG. 7 is a driving force diagram in which the parallel mode region is expanded in the high SOC traveling state. FIG. 8 is a driving force diagram in a low SOC traveling state. FIG. 9 is a driving force diagram in which the parallel mode region is expanded in the low SOC traveling state. FIG. 10 is a flowchart of vehicle control executed by the HVECU.

  Hereinafter, the present invention will be described in detail with reference to the drawings. It should be noted that the present invention is not limited to this embodiment (hereinafter referred to as “embodiment”). In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  A schematic configuration of a vehicle according to the embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle. FIG. 2 is a configuration diagram of the meshing clutch.

  As shown in FIG. 1, the vehicle 1 is driven by a drive wheel 94 for propulsion, and is driven by an internal combustion engine 10 and a first motor generator (hereinafter referred to as “MG1”) that can generate electric power. ), A second motor generator (hereinafter referred to as “MG2”), a so-called “hybrid vehicle”. MG1 and MG2 constitute a drive device 20 (so-called hybrid transaxle) together with an engagement mechanism 50 and a power transmission mechanism 80 described later. The drive device 20 is combined with the internal combustion engine 10 to form a power output device (power plant), and is mounted on the vehicle 1.

  The vehicle 1 is provided with a vehicle electronic control device (hereinafter referred to as “HVECU”) 30 as control means for controlling the internal combustion engine 10 and the MG1 and MG2 in a coordinated manner. The HVECU 30 is provided with an input / output port (I / O) (not shown) for inputting and outputting input signals and output signals to various control devices, and a ROM (not shown) in which various maps are stored. It has been. Controlled by the HVECU 30, the vehicle 1 is configured such that the internal combustion engine 10 and the MG1 and MG2 can be used together or selectively used as a prime mover.

  The internal combustion engine 10 is a heat engine that converts fuel energy into mechanical work by burning the fuel and outputs the mechanical work, and is a piston reciprocating engine. The internal combustion engine 10 includes a fuel injection device, a throttle valve device, and various sensors (not shown), and these devices are controlled by an internal combustion engine control device (hereinafter referred to as “engine ECU”) 31 described later. . An engagement mechanism 50 described later is coupled to an output shaft (hereinafter referred to as “output shaft”) 11 of the internal combustion engine 10. The internal combustion engine 10 outputs mechanical power from the output shaft 11 toward the drive wheels 94. Mechanical power output from the output shaft 11 by the internal combustion engine 10 (hereinafter referred to as “engine output”) can be controlled by an engine ECU 31 described later. The internal combustion engine 10 is provided with a crank angle sensor (not shown) that detects the rotational angle position of the output shaft 11 (hereinafter referred to as “crank angle”), and sends a signal related to the crank angle to the engine ECU 31. .

  The engine ECU 31 controls the operation of the internal combustion engine 10 based on the request output output from the HVECU 30. Specifically, the engine ECU 31 outputs an injection signal, an ignition signal, an opening signal, etc. to the internal combustion engine 10 based on the required output, and the fuel of the fuel supplied to the internal combustion engine 10 by these output signals Fuel injection control such as supply amount and injection timing, ignition control of a spark plug (not shown), opening control of a throttle valve provided in an intake system (not shown) of the internal combustion engine 10 are performed. Information based on the operating state of the internal combustion engine 10 input to the engine ECU 31, for example, the engine speed detected by the crank angle sensor, is output to the HVECU 30.

  The drive device 20 is provided with MG1 and MG2 as prime movers. MG1 and MG2 are so-called motor generators that have both a function as an electric motor that converts supplied electric power into mechanical power and a function as a generator that converts input mechanical power into electric power. MG1 is mainly used as a generator, while MG2 is mainly used as an electric motor.

  MG1 and MG2 are synchronous motors, and are constituted by rotating shafts 61 and 64, rotors 62 and 65, and stators 63 and 66, respectively. A plurality of rotors 62 and 65, which are permanent magnets, are fixed to the rotary shafts 61 and 64, respectively. The stators 63 and 66 are disposed at positions facing the rotors 62 and 65, respectively, and are fixed to a housing (not shown). Each of MG1 and MG2 is provided with a resolver (not shown) that detects the rotational angle positions of the rotors 62 and 65, and signals related to the rotational angle positions of the rotors 62 and 65 are transmitted to a motor control device (hereinafter, referred to as “motor control device”). , Indicated as “motor ECU”).

  The drive device 20 is provided with an inverter 21 as a power supply device that supplies power to the MG1 and MG2. The inverter 21 is connected to the stators 63 and 66. The inverter 21 is configured to convert DC power supplied from the battery 22 into AC power and supply the AC power to the corresponding MG1 and MG2. In addition, AC power from MG1 and MG2 is converted to DC power and can be recovered by a battery 22 described later. The power supply and power recovery of the inverter 21 are controlled by a motor ECU 32 described later.

  Further, the drive device 20 is provided with a motor ECU 32 for controlling MG1 and MG2. The motor ECU 32 receives a signal related to the required torque and the required rotational speed from the HVECU 30 and controls the inverter 21 to control the rotational speeds of the rotors 62 and 65 (hereinafter referred to as “motor rotational speed”) for each of the MG1 and MG2. And mechanical power output from the rotors 62 and 65 (hereinafter referred to as “motor output”) can be adjusted.

  Further, the drive device 20 includes a mechanism for changing the engagement state of the internal combustion engine 10, the MG 1, and the power transmission mechanism 80 as means for transmitting the mechanical power output from the internal combustion engine 10 and the MG 1 and MG 2 to the drive wheel 94. A combined mechanism 50 and a power transmission mechanism 80 for transmitting mechanical power output from the internal combustion engine 10 and the MG 2 to the drive wheels 94 are provided.

  A specific configuration of the engagement mechanism 50 that switches the mechanical connection relationship between the internal combustion engine 10, the MG 1, and the power transmission mechanism 80 will be described. The engagement mechanism 50 is configured by a meshing clutch including a plurality of engagement members 51, 52, 53 and a sleeve 54.

  As shown in FIG. 2, the engagement mechanism 50 connects and releases the internal combustion engine 10, the power transmission mechanism 80, and the MG1. The engagement mechanism 50 connects the internal combustion engine 10 and the MG 1, connects the internal combustion engine 10 and the power transmission mechanism 80, and connects the internal combustion engine 10 and the power transmission mechanism 80. This constitutes either state of the second engagement state in which the connection between the internal combustion engine 10 and MG1 is released. The engagement mechanism 50 includes a first engagement member 51, a second engagement member 52, a third engagement member 53, and a sleeve 54.

  The first engagement member 51 is fixed to the output shaft 11. The first engagement member 51 has a ring shape, and is fixed to the output shaft 11 by, for example, spline fitting between a spline formed on the inner peripheral surface and a spline formed on the outer peripheral surface of the output shaft 11. The The first engagement member 51 is located between the third engagement member 53 and the second engagement member 52 that are fixed to the rotation shaft 61 of the MG 1. The first engagement member 51 has a first engagement member engagement portion 51 a formed on the outer peripheral surface. The first engaging member engaging portion 51 a is formed to protrude radially outward from the outer peripheral surface of the first engaging member 51. A plurality of first engaging member engaging portions 51 a are formed on the circumference at equal intervals with respect to the first engaging member 51.

  The second engagement member 52 is fixed to an input shaft (hereinafter referred to as “input shaft”) 81 of a power transmission mechanism 80 described later. In the embodiment, the second engagement member 52 is fixed to the input shaft 81 via the damper 12, but in the following description, the damper 12 is omitted. The second engagement member 52 has a ring shape, and is fixed to the input shaft 81 by, for example, spline fitting of a spline formed on the inner peripheral surface and a spline formed on the outer peripheral surface of the input shaft 81. The The second engagement member 52 is located at a position facing the third engagement member 53 across the first engagement member 51. The second engagement member 52 has a second engagement member engagement portion 52a formed on the outer peripheral surface. The second engaging member engaging portion 52 a is formed to protrude radially outward from the outer peripheral surface of the second engaging member 52. A plurality of second engaging member engaging portions 52 a are formed on the circumference at equal intervals with respect to the second engaging member 52.

  The third engagement member 53 is fixed to the rotary shaft 61 connected to the rotor 62 of the MG1. The third engagement member 53 has a ring shape, and is fixed to the rotary shaft 61 by, for example, spline fitting between a spline formed on the inner peripheral surface and a spline formed on the outer peripheral surface of the rotary shaft 61. The The third engagement member 53 is located at a position facing the second engagement member 52 across the first engagement member 51. The third engagement member 53 has a third engagement member engagement portion 53 a formed on the outer peripheral surface. The third engagement member engagement portion 53 a is formed to protrude radially outward from the outer peripheral surface of the third engagement member 53. A plurality of third engaging member engaging portions 53 a are formed on the circumference at equal intervals with respect to the third engaging member 53.

  Here, each engaging part formed in the internal combustion engine 10, the power transmission mechanism 80, and MG1 is formed in the same shape. Further, the respective engagement portions formed in the internal combustion engine 10, the power transmission mechanism 80, and the MG1 have the first engagement member 51, the second engagement member 52, and the like so that the positions of the respective shafts in the radial direction are the same. The third engaging members 53 are respectively formed.

  The sleeve 54 is supported so as to be movable in the axial direction. The sleeve 54 is supported so as to be movable in the axial direction, for example, in a case (not shown) in which the power transmission mechanism 80 is accommodated. The sleeve 54 has a cylindrical shape and is disposed so as to face the first engagement member 51, the second engagement member 52, and the third engagement member 53 in the radial direction of each axis. The sleeve 54 has a sleeve side engaging portion formed on the inner peripheral surface. The sleeve side engaging portion is composed of a first sleeve side engaging portion 54a and a second sleeve side engaging portion 54b. The first sleeve side engaging portion 54 a is formed at the other end portion in the axial direction (the right end portion in FIG. 2) of the inner peripheral surface of the sleeve 54. The second sleeve side engaging portion 54 b is formed at one end portion (left end portion in FIG. 2) in the axial direction of the inner peripheral surface of the sleeve 54. The first sleeve side engaging portion 54 a and the second sleeve side engaging portion 54 b are formed so as to protrude radially inward from the inner peripheral surface of the sleeve 54. A plurality of first sleeve side engaging portions 54 a and second sleeve side engaging portions 54 b are formed on the circumference at equal intervals with respect to the sleeve 54.

  Here, the first sleeve side engaging portion 54a and the second sleeve side engaging portion 54b are formed in the same shape. Further, the first sleeve side engaging portion 54a and the second sleeve side engaging portion 54b have the same position in the radial direction of each shaft, and each engaging portion formed in the internal combustion engine 10, the power transmission mechanism 80, and the MG1. The sleeves 54 are respectively formed so as to be able to mesh with each other. Further, the first sleeve side engaging portion 54a and the second sleeve side engaging portion 54b of the sleeve 54 can mesh with the engaging portions formed in the internal combustion engine 10, the power transmission mechanism 80, and the MG1. The first sleeve side engaging portion 54a and the second sleeve side engaging portion 54b are arranged such that when the first sleeve side engaging portion 54a meshes with the first engaging member engaging portion 51a, the second sleeve side engaging portion 54b. When the first sleeve side engaging portion 54a is engaged with the third engaging member engaging portion 53a so that the second engaging member engaging portion 52a is engaged with the second engaging member engaging portion 52a, the second sleeve side engaging portion 54b is engaged with the first engaging portion. A sleeve 54 is formed so as to mesh with the combined member engaging portion 51a.

  The sleeve 54 is controlled by the HVECU 30 by controlling the actuator 70 that brings the engagement mechanism 50 into the first engagement state or the second engagement state according to the driver's drive request and the state of the vehicle 1. It moves in the axial direction. The movement of the sleeve 54 in the axial direction is performed by controlling the actuator 70 in accordance with the driver's drive request and the state of the vehicle 1. Further, although the engagement mechanism 50 uses a meshing clutch, any mechanism may be used as long as it has two functions that can connect or release the internal combustion engine 10, the power transmission mechanism 80, and the MG1.

  The power transmission mechanism 80 transmits mechanical power output from at least one of the internal combustion engine 10 or the MG 2 to a differential rotation shaft (hereinafter referred to as “drive shaft”) 90. The power transmission mechanism 80 includes an input shaft 81, an engine counter gear 82, a counter shaft 83, a drive pinion 84, an MG counter gear 85, a counter driven gear 86, a diff ring gear 87, and a differential gear 88. ing.

  The input shaft 81 transmits the mechanical power of the internal combustion engine 10 to the power transmission mechanism 80 via the engagement mechanism 50. An engagement mechanism 50 is connected to one end side of the input shaft 81 via a suppression mechanism (hereinafter referred to as “damper”) 12 that suppresses fluctuations in transmission torque of the power transmission mechanism 80, and the other end side is connected to the other end side. An engine counter gear 82 is formed.

  The damper 12 is connected to the second engagement member 52 and is provided on the input shaft 81 of the power transmission mechanism 80 to which the mechanical power of the internal combustion engine 10 is transmitted. Suppress fluctuations. Further, the damper 12 is provided outside the MG 1 in the axial direction of the output shaft 11 of the internal combustion engine 10. The damper 12 only needs to be provided between the second engagement member 52 and the engine counter gear 82. In the embodiment, the damper 12 is provided in the middle of the input shaft 81.

  The engine counter gear 82 is formed on the input shaft 81, and the drive pinion 84 meshes with the engine counter gear 82 and is formed on one end side of the counter shaft 83. A counter driven gear 86 is formed on the other end side of the counter shaft 83, and the MG counter gear 85 is formed on a rotating shaft 64 that meshes with the counter driven gear 86 and is connected to the rotor 65 of MG2. . The differential ring gear 87 meshes with the drive pinion 84 and is formed on the differential gear 88. Mechanical power output from at least one of the internal combustion engine 10 or the MG 2 is transmitted to the drive shaft 90 via the power transmission mechanism 80 and the differential gear 88, and further, driving wheels 94 mounted on each of the drive shafts 90. Is transmitted to. A wheel speed sensor (not shown) for detecting the rotation speed of the drive wheel 94 is provided in the vicinity of the drive wheel 94, and a signal relating to the detected rotation speed of the drive wheel 94 is sent to the HVECU 30. Yes.

  The vehicle 1 is connected to the MG 1 and MG 2, stores power supplied to the MG 1 and MG 2, can be charged / discharged, and boosts the voltage of the battery 22 to increase the supply voltage of the inverter 21. There is provided a boost converter (not shown) that can be converted into Battery 22 is electrically connected to inverter 21 provided in MG1 and MG2 via a boost converter. The battery 22 performs charging / discharging between the MG1 and MG2 via the inverter 21, respectively.

  Further, the vehicle 1 is provided with a battery monitoring electronic control device (hereinafter referred to as “battery ECU”) 33 for monitoring the battery 22. The battery ECU 33 monitors the temperature, voltage, charge / discharge current value, and the like of the battery 22. From these pieces of information, the battery ECU 33 calculates the SOC and charge / discharge power. The battery ECU 33 sends the SOC, the signal related to the charge / discharge power of the battery 22 and the like to the HVECU 30.

  Further, the vehicle 1 is provided with an accelerator pedal position sensor 100 for detecting an operation amount of an accelerator pedal (not shown) by a driver, and the detected operation amount of the accelerator pedal (hereinafter referred to as “accelerator operation amount”). The signal relating to the above is sent to the HVECU 30.

  The HVECU 30 includes a signal related to the crank angle from the crank angle sensor and the rotational speed of the input shaft 81, a signal related to the rotational speed of the drive wheel 94 from the wheel speed sensor, and a motor from a resolver provided in each of the MG1 and MG2. A signal related to the rotational speed is detected. Further, the HVECU 30 detects a signal related to the accelerator operation amount from the accelerator pedal position sensor 100. Further, the HVECU 30 detects a signal related to the SOC from the battery ECU 33 and a signal related to acceleration in the front-rear, vertical and horizontal directions of the vehicle 1 from an acceleration sensor (not shown).

  Based on these signals, the HVECU 30 calculates a required driving force according to, for example, an accelerator operation amount and a vehicle speed as a driver's driving request, and requests the internal combustion engine 10 according to the calculated required driving force. A required output, a required torque required for MG1, and a required torque required for MG2 are calculated. Then, a required output is output to the engine ECU 31 and a required torque is output to the motor ECU 32. Further, the HVECU 30 sets the engagement mechanism 50 to the first engagement state or the second engagement state in accordance with the driver's drive request and the state of the vehicle 1 (in the embodiment, required drive force, vehicle speed, SOC). The actuator 70 to be controlled is controlled.

  The vehicle 1 configured as described above uses the internal combustion engine 10 and the MG 2 as a prime mover while driving the vehicle, and transmits mechanical power from the prime mover to the drive shaft 90 by the power transmission mechanism 80. Thus, the vehicle 1 can be driven. Further, when the vehicle 1 decelerates, the vehicle 1 may perform so-called regenerative braking, in which mechanical power transmitted from the drive wheels 94 to the power transmission mechanism 80 is converted into electric power by the MG 2 and recovered in the battery 22. It is possible.

  Next, the operation of the engagement mechanism 50 according to the present invention will be described. 3 to 5 are explanatory views of the state of the engagement mechanism 50. FIG. 3 is a power transmission path diagram of the vehicle in the EV mode. FIG. 4 is a power transmission path diagram of the vehicle in the series mode. FIG. 5 is a power transmission path diagram of the vehicle in the parallel mode. Below, the 1st engagement state and 2nd engagement state which consist of operation | movement of the engagement mechanism 50 are demonstrated.

  3 and 4, the HVECU 30 controls the actuator 70 to move the sleeve 54 to the right in the axial direction, and each first sleeve side engaging portion 54 a faces the third engaging member 53, as shown in FIGS. 3 and 4. Then, each second sleeve side engagement portion 54 b moves to the first engagement state position facing the first engagement member 51. When the sleeve 54 is positioned at the first engagement state position, the first sleeve side engagement portions 54a and the third engagement member engagement portions 53a are engaged with each other, and the sleeve 54 and the third engagement member 53 are connected. . Furthermore, each 1st sleeve side engaging part 54a and the 1st engaging member engaging part 51a are released, and the sleeve 54 and the 1st engaging member 51 are released.

  When the sleeve 54 is positioned at the first engagement state position, each second sleeve side engagement portion 54b and the first engagement member engagement portion 51a mesh with each other, and the sleeve 54 and the first engagement member 51 are connected. . Further, each second sleeve side engaging portion 54b and the second engaging member engaging portion 52a are released, and the sleeve 54 and the second engaging member 52 are released. Therefore, when the HVECU 30 controls the actuator 70 and moves the sleeve 54 to the right in the axial direction, the engagement mechanism 50 is connected to the output shaft 11 via the third engagement member 53, the first engagement member 51, and the sleeve 54. And the input shaft 81 are released into the first engagement state.

  5, the HVECU 30 controls the actuator 70 to move the sleeve 54 to the left in the axial direction, and each first sleeve side engaging portion 54a faces the first engaging member 51, as shown in FIG. The second sleeve side engagement portion 54 b moves to the second engagement state position facing the second engagement member 52. When the sleeve 54 is positioned at the second engagement state position, the first sleeve side engagement portions 54a and the first engagement member engagement portions 51a are engaged with each other, and the sleeve 54 and the first engagement member 51 are connected. . Furthermore, each 1st sleeve side engaging part 54a and the 3rd engaging member engaging part 53a are released, and the sleeve 54 and the 3rd engaging member 53 are released.

  Further, when the sleeve 54 is positioned at the second engagement state position, the respective second sleeve side engagement portions 54b and the second engagement member engagement portions 52a are engaged, and the sleeve 54 and the second engagement member 52 are connected. Is done. Further, each second sleeve side engaging portion 54b and the first engaging member engaging portion 51a are released, and the sleeve 54 and the first engaging member 51 are released. Therefore, when the HVECU 30 controls the actuator 70 and moves the sleeve 54 to the left in the axial direction, the engagement mechanism 50 is connected to the output shaft 11 via the first engagement member 51, the second engagement member 52, and the sleeve 54. And the input shaft 81 are directly connected to each other.

  The HVECU 30 drives the drive wheels 94 in at least three travel modes, that is, an EV mode, a series mode, and a parallel mode, according to the required driving force, vehicle speed, and SOC. When the travel mode is switched from the EV mode or the series mode to the parallel mode, the rotational speeds of the output shaft 11 and the input shaft 81 are synchronized to switch the travel mode. Further, when the traveling mode is switched from the parallel mode to the EV mode or the series mode, the rotational speeds of the output shaft 11 and the input shaft 81 are synchronized, and the traveling mode is switched.

  In the EV mode, the HVECU 30 controls the inverter 21 and drives the drive wheels 94 only with MG2 by the electric power supplied from the battery 22. The HVECU 30 sets the engagement mechanism 50 to the first engagement state in the EV mode. Note that the internal combustion engine 10 and MG1 are not rotating. The power transmission path in the EV mode is indicated by an arrow A in FIG.

  In the series mode, the HVECU 30 controls the internal combustion engine 10 via the inverter 21 and the engine ECU 31, and starts up the internal combustion engine 10 by causing the MG1 to function as a cell motor. Then, the inverter 21 is controlled to rotate the MG1 by mechanical power output from the internal combustion engine 10, to generate electric power by the MG1, to drive the MG2 with the electric power generated by the MG1, and to drive the driving wheel 94 with the MG2. The HVECU 30 places the engagement mechanism 50 in the first engagement state in the series mode. The power transmission path in the series mode is indicated by an arrow B in FIG.

  In the parallel mode, the HVECU 30 controls the internal combustion engine 10 via the inverter 21 and the engine ECU 31, causes the MG2 to assist driving of the internal combustion engine 10, and drives the driving wheels 94 with the internal combustion engine 10 and MG2. The HVECU 30 places the engagement mechanism 50 in the second engagement state in the parallel mode. MG1 is not rotating. The power transmission path in the parallel mode is indicated by an arrow C in FIG.

  Next, the traveling state of the vehicle 1 will be described. 6 to 9 are driving force diagrams of the vehicle 1. FIG. 6 is a driving force diagram in a high SOC traveling state. FIG. 7 is a driving force diagram in which the parallel mode region is expanded in the high SOC traveling state. FIG. 8 is a driving force diagram in a low SOC traveling state. FIG. 9 is a driving force diagram in which the parallel mode region is expanded in the low SOC traveling state. In the embodiment, the HVECU 30 causes the vehicle 1 to travel in one of two traveling states, a high SOC traveling state and a low SOC traveling state. The HVECU 30 selects either the high SOC traveling state or the low SOC traveling state according to the SOC. The HVECU 30 determines whether or not the current SOC (hereinafter referred to as “current SOC”) is high. If the SOC is high, the HVECU 30 causes the vehicle 1 to travel in a high SOC travel state, and if the SOC is low, the HVECU 30 The vehicle 1 is caused to travel in the SOC traveling state.

  In the high SOC traveling state, the drive wheel 94 is driven by the HVECU 30 in either the EV mode or the parallel mode, and the vehicle 1 travels. FIG. 6 is a driving force diagram in a high SOC traveling state, in which the driving wheel 94 is driven only by MG2 (hereinafter referred to as “MG2 maximum driving force”), and the driving wheel is driven only by the internal combustion engine 10. 94 when driving the vehicle 94 (hereinafter referred to as “maximum driving force of the internal combustion engine”) and the force required to maintain the vehicle speed when the vehicle 1 travels in a steady state (hereinafter referred to as “land travel load”). The relationship is expressed as “power”. Since the current SOC is high in the high SOC traveling state, the vehicle 1 travels in the EV mode in principle. In the EV mode region, the MG2 maximum driving force and the vehicle speed at which the vehicle 1 is increased and the ground traveling load force exceeds the MG2 maximum driving force, that is, the vehicle speed at which steady driving cannot be performed at the MG2 maximum driving force ( Hereinafter, it is a region surrounded by “first vehicle speed V1”. The parallel mode region is an EV mode region and a region surrounded by the maximum driving force when the driving wheels 94 are driven by the MG 2 and the internal combustion engine 10 (in the embodiment, the region where the vehicle speed is up to Vmax). For example, the HVECU 30 determines the required driving force according to an arbitrary vehicle speed, and switches the EV mode to the parallel mode when the required driving force at an arbitrary vehicle speed exceeds the MG2 maximum driving force in the EV mode region. Further, the HVECU 30 switches from the EV mode to the parallel mode when the vehicle 1 increases in speed and exceeds the first vehicle speed V1. The first vehicle speed V1 for switching from the EV mode to the parallel mode is stored in the ROM of the HVECU 30 as a control variable. The first vehicle speed V1 is either a reference value calculated in advance by experiment or calculation, or a value corresponding to a predetermined distance and a predicted travelable distance described later.

  Further, in the high SOC traveling state, the first vehicle speed V1 (= vb) can be reduced (= v1) by the HVECU 30 in accordance with a predetermined distance and a predicted traveling distance that will be described later. FIG. 7 shows a driving force diagram in which the parallel mode region is expanded in the high SOC traveling state. As shown in FIG. 7, the HVECU 30 can expand the parallel mode region (X region in FIG. 7) by reducing the first vehicle speed V1.

  In the low SOC traveling state, the drive wheel 94 is driven by the HVECU 30 in either the series mode or the parallel mode, and the vehicle 1 travels. FIG. 8 is a driving force diagram in the low SOC traveling state and shows the relationship between the MG2 maximum driving force and the internal combustion engine maximum driving force. Since the current SOC is low in the low SOC traveling state, the vehicle 1 travels in the series mode in principle. The series mode region is a region surrounded by the MG2 maximum driving force and the vehicle speed at which the vehicle 1 is accelerated and the internal combustion engine maximum driving force exceeds the MG2 maximum driving force (hereinafter referred to as “second vehicle speed V2”). is there. The parallel mode region is a region exceeding V2, and is basically a region where the maximum driving force of the internal combustion engine exceeds the MG2 maximum driving force (in the embodiment, the region up to the vehicle speed Vmax). For example, the HVECU 30 switches from the series mode to the parallel mode when the vehicle 1 increases in speed and exceeds the second vehicle speed V2. The second vehicle speed V2 for switching from the series mode to the parallel mode is stored in the ROM of the HVECU 30 as a control variable. This second vehicle speed V2 is a reference value calculated in advance by experiment or calculation, etc., and changes according to the SOC. For example, the second vehicle speed V2 is determined by a map or the like so that the higher the SOC, the smaller the value. Yes.

  Further, in the low SOC traveling state, the HVECU 30 can reduce the second vehicle speed V2 (= v2) (= v3) as the acquired SOC is higher. FIG. 9 shows a driving force diagram in which the parallel mode region is expanded in the low SOC traveling state. As shown in FIG. 9, the HVECU 30 can expand the parallel mode region (the Y region in FIG. 9) by reducing the second vehicle speed V2. In the low SOC traveling state, when driving the driving wheels 94 in the parallel mode, if the maximum driving force of the internal combustion engine is smaller than the MG2 maximum driving force, the MG2 is driven by the electric power supplied from the battery 22. The driving wheel 94 is driven with the power output from the internal combustion engine 10 and the MG 2.

  The HVECU 30 stores a threshold SOC1 for determining whether or not the current SOC (hereinafter referred to as “current SOC”) is high in the ROM as a control constant. The threshold value SOC1 is a value calculated in advance by experiments or calculations. For example, in the current SOC, the value is such that the maximum driving force of MG2 in the EV mode cannot be obtained.

  Further, the HVECU 30 can calculate a travel distance (hereinafter referred to as “predetermined distance L1”) required when the driver travels the vehicle 1 from the current location to the destination from information such as infrastructure navigation. The predetermined distance L1 may be a distance acquired by a travel distance set according to a driver's request. Further, when the vehicle 1 travels at a predetermined speed on the fixed ground in the EV mode, the HVECU 30 performs a predicted travelable distance (hereinafter referred to as “predicted travelable distance”) that is the distance that the vehicle 1 can travel in the current SOC in the EV mode. L2 ") can be calculated. The predicted travelable distance L2 is stored in the ROM of the HVECU 30 as a control variable. The predicted travelable distance L2 is a value calculated in advance and changes according to the SOC. For example, the predicted travelable distance L2 is set on a map or the like so as to increase as the SOC increases.

  Next, control executed by the vehicle electronic control unit (HVECU) in the present embodiment will be described with reference to FIGS. FIG. 10 is a flowchart of vehicle control executed by the HVECU.

  As shown in FIG. 10, first, the HVECU 30 acquires the current SOC (step S10). The current SOC is calculated by the battery ECU 33. The HVECU 30 acquires the current SOC based on the signal related to the SOC sent out by the battery ECU 33.

  Next, HVECU 30 determines whether or not the acquired current SOC is greater than or equal to threshold SOC1 (step S11). That is, the HVECU 30 determines whether or not the current SOC is high and the vehicle 1 can maintain the high SOC traveling state. When the HVECU 30 determines that the current SOC is greater than the threshold SOC1, that is, the current SOC is high (Yes in step S11), the HVECU 30 determines to drive the vehicle 1 in the high SOC traveling state (step S12).

  Next, the HVECU 30 acquires the predetermined distance L1 (step S13).

  Next, the HVECU 30 acquires the predicted travelable distance L2 (step S14).

  Next, the HVECU 30 determines whether or not the acquired predetermined distance L1 is greater than the predicted travelable distance L2 (step S15). That is, the HVECU 30 determines whether or not the vehicle 1 can travel the predetermined distance L1 only in the EV mode. When the HVECU 30 determines that the predicted travelable distance L2 is smaller than the predetermined distance L1 (Yes in step S15), the HVECU 30 determines that the vehicle 1 cannot travel the predetermined distance L1 only in the EV mode, and sets the first vehicle speed V1. Make it smaller. Therefore, as shown in FIG. 7, the first vehicle speed V1 is a value (= v1) smaller than the first vehicle speed V1 (= vb) when it is determined that L1 is greater than L2 (step S16). Note that the HVECU 30 may decrease the first vehicle speed V1 as the predicted travelable distance L2 is smaller than the predetermined distance L1.

  Further, when the HVECU 30 determines that the predicted travelable distance L2 is equal to or greater than the predetermined distance L1 (No in step S15), the HVECU 30 determines that the vehicle 1 can travel the predetermined distance L1 only in the EV mode, and the first vehicle speed V1. To maintain. Accordingly, as shown in FIG. 7, the first vehicle speed V1 is the first vehicle speed V1 (= vb) when L1 is determined to be equal to or less than L2 (step S17).

  Next, the HVECU 30 acquires the current vehicle speed (hereinafter referred to as “current vehicle speed V”) of the vehicle 1 by, for example, a wheel speed sensor (not shown) provided on the drive wheel 94 of the vehicle 1, It is determined whether or not the vehicle speed V is lower than the first vehicle speed V1. That is, the HVECU 30 selects either the EV mode or the parallel mode according to the current vehicle speed V. When the HVECU 30 determines that the current vehicle speed V is lower than the first vehicle speed V1 (Yes at Step S18), the HVECU 30 drives the drive wheels 94 in the EV mode to cause the vehicle 1 to travel (Step S19).

  If the HVECU 30 determines that the current vehicle speed V is equal to or higher than the first vehicle speed V1 (No at Step S18), the HVECU 30 drives the drive wheels 94 in the parallel mode to cause the vehicle 1 to travel (Step S20).

  Further, when the HVECU 30 determines that the current SOC is equal to or less than the threshold SOC1, that is, the current SOC is low (No in step S11), the HVECU 30 determines to drive the vehicle 1 in the low SOC traveling state (step S21).

  Next, the HVECU 30 sets the second vehicle speed V2 to be smaller as the current SOC is higher. For example, as shown in FIG. 9, when the current SOC is high, the second vehicle speed V2 that was v2 becomes a small v3 (step S22). The HVECU 30 may decrease the second vehicle speed V2 when the current SOC is high, for example, when the current SOC is higher than a preset threshold value SOC2. The threshold value SOC2 is stored in the ROM as a control constant. The threshold value SOC2 is a value calculated in advance by experiment or calculation.

  Next, the HVECU 30 determines whether or not the current vehicle speed V of the vehicle 1 is smaller than the second vehicle speed V2 (step S23). That is, the HVECU 30 determines whether the vehicle 1 travels in the series mode or the parallel mode based on the current vehicle speed V. When the HVECU 30 determines that the current vehicle speed V is lower than the second vehicle speed V2 (Yes at Step S23), the drive wheel 94 is driven in the series mode to cause the vehicle 1 to travel (Step S24).

  When the HVECU 30 determines that the current vehicle speed V is equal to or higher than the second vehicle speed V2 (No at Step S23), the HVECU 30 drives the drive wheels 94 in the parallel mode to cause the vehicle 1 to travel (Step S25).

  The travel control routine described above is repeated every predetermined time, and each time the control variables such as the current vehicle speed V and the predetermined distance L1 are updated, and the predicted travelable distance that is the distance that the vehicle 1 can travel from the current SOC. L2 can be calculated. The HVECU 30 compares the calculated predicted travelable distance L2 with the predetermined distance L1, and when the predicted travelable distance L2 is small, the first vehicle speed V1 for switching between the EV mode and the parallel mode is decreased to increase the In the SOC traveling state, it becomes easy to switch to the parallel mode, and the traveling distance in the high SOC traveling state can be extended. As a result, the distance that the vehicle 1 can travel in the high SOC traveling state is extended, the decrease in the SOC is suppressed, the low SOC traveling state becomes difficult, and the frequency with which the vehicle 1 travels in the series mode even in the low SOC traveling state. Therefore, the energy efficiency of the entire hybrid vehicle is improved, and the fuel efficiency is improved.

  Further, in the series mode, MG1 is rotated with the power output from the internal combustion engine 10 to generate power, and the generated power is used to operate MG2, to output power from MG2, and to drive the hybrid vehicle. Although the energy efficiency of the hybrid vehicle as a whole decreases, the higher the current SOC, the smaller the second vehicle speed V2 can be switched to the parallel mode at a vehicle speed lower than the vehicle speed at which the normal parallel mode is switched. That is, when the SOC is high, it is easier to switch from the series mode to the parallel mode than usual because the need for charging the battery in the series mode is lower than when the SOC is low. Therefore, it becomes easy to switch to the parallel mode in the low SOC traveling state. Thereby, in the low SOC traveling state, the parallel mode is quickly switched, so that the output from the internal combustion engine 10 can be directly transmitted to the drive wheels 94, and the power transmission efficiency of the vehicle 1 as a whole is improved, which is generated in the series mode. The electric path to be performed can be suppressed, and the fuel efficiency is improved.

  Furthermore, when driving the driving wheel 94 in the parallel mode, if the maximum driving force of the internal combustion engine is smaller than the MG2 maximum driving force, the MG2 can be driven by the power supplied from the battery 22. As a result, in the low SOC traveling state, the current SOC is low, so the MG2 is not driven by the battery, and the vehicle 1 travels in principle in the series mode. However, the required driving force of the vehicle If it is, the internal combustion engine 10 cannot generate the required driving force. Therefore, in the low SOC traveling state, when driving the driving wheel 94 in the parallel mode, if the maximum driving force of the internal combustion engine is smaller than the MG2 maximum driving force, the MG2 is allowed to be driven by the electric power supplied from the battery 22. Thus, the driving wheels 94 can be driven by the power output from the internal combustion engine 10 and the MG 2 to satisfy the required driving force of the vehicle 1.

  Furthermore, in the embodiment of the present invention and other embodiments, a vehicle 1 to which the above-described vehicle control device (HVECU) 30 is applied includes an internal combustion engine 10 and MG1 and MG2 as prime movers. The first mechanism that connects the internal combustion engine 10 and the MG 1 and releases the connection between the internal combustion engine 10 and the power transmission mechanism 80 by the engagement mechanism 50 that switches the mechanical connection relationship between the MG 1 and the power transmission mechanism 80. It is assumed that either of the combined state and the second engagement state in which the internal combustion engine 10 and the power transmission mechanism 80 are connected and the connection between the internal combustion engine 10 and MG1 is released is included in the present invention. The vehicle to which the hybrid vehicle control device is applicable is not limited to this. The vehicle may be provided with a clutch mechanism in which the internal combustion engine 10 and the MG 1 are already directly connected and the power transmission mechanism 80 is engaged or released. Even in such a configuration, when the clutch mechanism is released by the HVECU 30, the EV mode and the series mode are formed, and when the clutch mechanism is engaged, the MG1 is controlled and the parallel mode is set. The present invention can be applied to any vehicle that can be formed.

  As described above, the present invention is effective for a hybrid vehicle that can travel using an internal combustion engine and an electric motor as power sources, and is suitable for suppressing reduction in energy efficiency.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Internal combustion engine 11 Output shaft of internal combustion engine 12 Damper 20 Drive device 21 Inverter 22 Battery 30 Vehicle electronic control device (HVECU)
31 Internal combustion engine control device (engine ECU)
32 Motor control device (motor ECU)
33 Electronic control device for battery monitoring (battery ECU)
50 engagement mechanism 51 first engagement member 51a first engagement member engagement portion 52 second engagement member 52a second engagement member engagement portion 53 third engagement member 53a third engagement member engagement portion 54 Sleeve 54a First sleeve side engaging portion 54b Second sleeve side engaging portion 61, 64 Rotating shaft 62, 65 Rotor 63, 66 Stator 70 Actuator 80 Power transmission mechanism 81 Input shaft of power transmission mechanism 82 Engine counter gear 83 Counter shaft 84 Drive pinion 85 MG counter gear 86 Counter driven gear 87 Differential ring gear 88 Differential gear 90 Drive shaft 94 Drive wheel 100 Accelerator pedal position sensor

Claims (4)

An internal combustion engine;
A first motor generator for generating electric power from the power output from the internal combustion engine or starting the internal combustion engine;
A second motor generator that outputs power to at least the drive wheels;
A power transmission mechanism for transmitting power output from the internal combustion engine and the second motor generator to the drive wheels;
A battery connected to the first motor generator and the second motor generator and capable of charging and discharging;
As a driving mode,
EV mode for driving the drive wheels only with power output from the second motor generator by electric power supplied from the battery;
With the power output from the internal combustion engine, the first motor generator is rotated to generate power, and the generated power is used to drive the second motor generator and the power output from the second motor generator. A series mode for driving the drive wheels;
A parallel mode in which the drive wheels are driven by power output from both the internal combustion engine and the second motor generator;
In a control apparatus for a hybrid vehicle having
When the SOC is high, it becomes a high SOC traveling state in which the traveling mode is switched according to the traveling state between the EV mode and the parallel mode,
When the SOC is low, it becomes a low SOC traveling state in which the traveling mode is switched according to the traveling state between the series mode and the parallel mode,
In the high SOC traveling state, when a predicted traveling distance that is a distance that the hybrid vehicle can travel in the EV mode is smaller than a predetermined distance in the current charging state of the battery, between the EV mode and the parallel mode. The hybrid vehicle control device is characterized in that the switching of the vehicle is easily switched to the parallel mode. In the high SOC traveling state, when the vehicle speed of the hybrid vehicle is greater than a predetermined first vehicle speed, switching from the EV mode to the parallel mode is performed, and the predicted traveling distance is smaller than the predetermined distance. In this case, the first vehicle speed is reduced. The hybrid vehicle control device according to claim 1, wherein: In the low SOC traveling state, when the vehicle speed of the hybrid vehicle becomes higher than a predetermined second vehicle speed, switching from the series mode to the parallel mode is performed, and the higher the state of charge of the battery, the second The hybrid vehicle control device according to claim 1, wherein the vehicle speed is reduced. In the low SOC traveling state, when driving the drive wheels in the parallel mode,
When the maximum driving force when driving the driving wheels by the internal combustion engine is smaller than the maximum driving force when driving the driving wheels by the second motor generator,
The hybrid vehicle control device according to claim 3, wherein the second motor generator is allowed to be driven by electric power supplied from the battery.

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