JP2011213132A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately control the current of a motor according to the driving state of a vehicle.SOLUTION: A transmission 12 of a hybrid vehicle 10 is provided with first and second clutches CL1 and CL2 that share a clutch housing 21; the clutch body 22 of the first clutch CL1 and the rotary shaft of a motor generator MG are fixed to each end of a first main shaft (M) 24; and the clutch body 23 of the second clutch LC2 is fixed to a second main shaft 25a, in which the first main shaft (M) 24 is rotatably included, and a crank shaft CS of an internal combustion engine (engine) E is fixed to a clutch housing 21. When synchronization of the rotational frequency in disconnection of synchro-clutches S1 to S4 by the rotation of a motor generator MG is carried out, a management ECU 18d controls the motor generator MG by the high-speed current control of response speed which is higher than those at normal times.

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, for example, when performing vector control of a motor for driving a vehicle, the response characteristics of the d-axis current and the q-axis current are set so that the current vector changes on a constant torque curve of a constant torque, and each response characteristic is set. There is known a control device that performs feedback control on a d-axis current and a q-axis current with a gain according to the above (see, for example, Patent Document 1).

JP 2007-306780 A

  However, according to the control device according to the above prior art, only the response characteristic of each current is set so that the current vector changes on the constant torque curve, and the power transmission system of the vehicle on which this motor is mounted There is a possibility that an appropriate response characteristic may not be set for the configuration and the driving state of the vehicle. Accordingly, for example, excessive energization may occur in various high-voltage electrical devices mounted on the vehicle, or the drivability of the vehicle may be reduced.

  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 capable of appropriately performing motor current control in accordance with the driving state of the vehicle.

  In order to solve the above problems and achieve the object, a hybrid vehicle according to a first aspect of the present invention is an internal combustion engine of a vehicle drive source (for example, an internal combustion engine (engine) E (2) in the embodiment). And an electric motor (for example, the motor generator MG (1) in the embodiment) and a synchronous clutch (for example, the synchro clutches S1 to S4 in the embodiment) that connects and disconnects by synchronizing the rotational speeds of the driving side and the driven side. ) And at least a plurality of input shafts (for example, the first main shaft (M) 24, the second main shaft 25a in the embodiment), and any one of the plurality of input shafts A transmission to which the rotating shaft of the electric motor is connected (for example, transmission 12 in the embodiment), the plurality of input shafts, and a crankshaft of the internal combustion engine (for example, crankshaft CS in the embodiment) Multiple connecting and disconnecting A hybrid vehicle including connection / disconnection means (for example, the first clutch CL1 and the second clutch CL2 in the embodiment), wherein the rotation speed is synchronized by rotation of the electric motor when the synchronization clutch is connected / disconnected. In some cases, control means (for example, management ECU 18d in the embodiment) is provided for controlling the electric motor by high-speed current control with a response speed higher than normal.

  Furthermore, in the hybrid vehicle according to the second aspect of the present invention, the control means connects the connecting / disconnecting means while the internal combustion engine is stopped, and starts the internal combustion engine with the power of the electric motor. Is controlled with current control at start-up with a response speed lower than normal, and the control means controls the motor with current control at normal time with response speed at normal time, and the motor is controlled with high-speed current control. A state to be controlled and a state in which the electric motor is controlled by the start-up current control are switched.

  Furthermore, the hybrid vehicle according to the third aspect of the present invention includes an internal combustion engine (for example, an internal combustion engine (engine) E (2) in the embodiment) and an electric motor (for example, a motor generator in the embodiment) as a vehicle drive source. MG (1)) and a synchronous clutch (for example, the synchro clutches S1 to S4 in the embodiment) that connects and disconnects by synchronizing the rotational speeds of the driving side and the driven side, and at least a plurality of input shafts (for example, , A transmission (for example, a first main shaft (M) 24, a second main shaft 25a), and a rotating shaft of the motor connected to any one of the plurality of input shafts (for example, The transmission 12 in the embodiment), and a plurality of connecting / disconnecting means (for example, the embodiment) for connecting and disconnecting the plurality of input shafts and the crankshaft of the internal combustion engine (for example, the crankshaft CS in the embodiment) First class in form A clutch CL1 and a second clutch CL2), and when the internal combustion engine is stopped when the internal combustion engine is stopped and the internal combustion engine is started by the power of the electric motor, The control means (for example, management ECU18d in embodiment) which controls by the starting current control of the response speed slower than the time is provided.

  Furthermore, in the hybrid vehicle according to the fourth aspect of the present invention, the control means determines an allowable maximum current that can be supplied to the electric motor by the current control at the start time from an allowable maximum current that can be supplied to the electric motor at a normal time. Also make it bigger.

  Furthermore, in the hybrid vehicle according to the fifth aspect of the present invention, the control means feedback-controls the electric motor, and changes the response speed by changing the gain of the feedback control.

According to the hybrid vehicle of the first aspect of the present invention, for example, any one of the plurality of input shafts of the transmission with respect to the synchronous clutch that meshes after synchronizing the rotational speeds of the driving gear and the driven gear. When the rotation speed is synchronized by the electric motor connected to one input shaft, the electric motor is controlled by high-speed current control with a control response shorter than normal. As a result, the rotation speed is quickly synchronized, the time required for changing the gear position by the synchronization clutch can be shortened, and the drivability of the vehicle can be improved.
In addition, since the energization of the electric motor does not become excessive if the operation state is such that the synchronization of the rotation speed in the synchronous clutch is prioritized, it is possible to ensure both improvement of responsiveness and protection of the high-voltage electrical equipment. .

According to the hybrid vehicle of the second aspect of the present invention, when the internal combustion engine is started by the power of the electric motor, the electric motor is controlled by current control at the start time by a control response longer than normal, for example, the electric motor is energized. Even when energization of the maximum allowable current is instructed, it is possible to prevent an overshoot exceeding this instruction from occurring in the actual energization of the motor. As a result, it is possible to prevent problems caused by excessive energization, such as demagnetization or overheating of motor generator MG.
Furthermore, since the motor control is switched to normal current control, high-speed current control, and start-up current control in accordance with the driving state of the vehicle, protection of high-voltage electrical equipment and desired driving operation (for example, starting of an internal combustion engine) Etc.) can be ensured both.

  According to the hybrid vehicle of the third aspect of the present invention, when the internal combustion engine is started by the power of the electric motor, for example, the electric motor is energized by controlling the electric motor with the starting current control with a control response longer than normal. Even when energization of the maximum allowable current is instructed, it is possible to prevent an overshoot exceeding this instruction from occurring in the actual energization of the motor. Thereby, both the protection of the high-voltage electrical equipment and the execution of the desired operation (that is, the start of the internal combustion engine) can be ensured.

  According to the hybrid vehicle of the fourth aspect of the present invention, the allowable maximum current is increased by starting current control. For example, in addition to the driving force required for driving the vehicle, it is necessary for starting the internal combustion engine. Power can be ensured, and drivability when starting the internal combustion engine can be improved.

  According to the hybrid vehicle of the fifth aspect of the present invention, the response speed of the current control of the electric motor is changed by changing the gain of the feedback control of the control means.

1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a block diagram of management ECU which concerns on embodiment of this invention. 5 is a flowchart showing the operation of this hybrid vehicle according to the embodiment of the present invention, in particular, feedback control processing of the motor generator. It is a figure which shows an example of the rotation speed NMot of the motor generator MG in the downshift of the hybrid vehicle which concerns on embodiment of this invention, the rotation speed Ne of the internal combustion engine (engine) E, and a change of various torques.

Hereinafter, a hybrid vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
For example, as shown in FIG. 1, a hybrid vehicle 10 according to the present embodiment includes an internal combustion engine (engine) E (1) as a vehicle drive source, and a first clutch CL1 and a second clutch CL2 that are a pair of clutches. A dual clutch transmission 12, an output shaft (D) 13, a differential gear 14, drive wheels (W) 15 that are driven to rotate via the output shaft 13, and a vehicle drive source linked to the transmission 12. And a motor generator MG (2) that functions as a generator, a power drive unit (PDU) 16 connected to the motor generator MG, a battery 17 that exchanges power with the motor generator MG, a CPU (Central Processing Unit), etc. A motor ECU (MOTECU) 18a and a battery ECU (BATTE) constituted by electronic circuits It is constituted by a U) 18b and a transmission ECU (T / MECU) 18c and management ECU (MGECU) 18d.

  The motor generator MG is, for example, a three-phase (U-phase, V-phase, W-phase) DC brushless motor, and the driving force of the motor generator MG passes through the transmission 12 and the differential gear 14 to the left and right drive wheels W, It is distributed to W and transmitted. Further, when the driving force is transmitted from the driving wheel W side to the motor generator MG side during the deceleration of the hybrid vehicle 10, the motor generator MG functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is electrically converted. Recover as energy.

The motor generator MG is connected to the power drive unit 16, and the power drive unit 16 further includes the motor generator MG and power (for example, supply power supplied when the motor generator MG is driven, and regenerative power output when the motor generator MG is regenerated). ).
The power drive unit 16 includes, for example, a PWM inverter by pulse width modulation (PWM) including a bridge circuit formed by bridge connection using a plurality of transistor switching elements.

  Power drive unit 16 receives a control command output from motor ECU 18a and controls driving and regeneration of motor generator MG. For example, when the motor generator MG is driven, DC power output from the battery 17 is converted into three-phase AC power and supplied to the motor generator MG. Further, for example, during regeneration of the motor generator MG, the three-phase AC power output from the motor generator MG is converted into DC power and the battery 17 is charged.

  A motor ECU (ECU: Electronic Control Unit) 18a controls the operation of the motor generator MG by, for example, current feedback control (vector control) on the dq coordinates. For this reason, the motor ECU 18 detects, for example, the detection result signal output from the current sensor 19a that detects the current supplied to the motor generator MG from the power drive unit 16 and the rotation angle of the rotor MR of the motor generator MG, for example. A detection result signal output from a rotation angle sensor 19b such as a resolver is input.

  Then, the motor ECU 18 controls the power conversion operation of the power drive unit 16 as a signal to control the pulse input to the gate of each transistor constituting the bridge circuit of the PWM inverter of the power drive unit 16 (that is, each transistor by pulse width modulation). Pulse for on / off driving). The motor ECU 18 stores in advance a map (data) of the duty of this pulse, that is, an on / off ratio.

A battery ECU (ECU: Electronic Control Unit) 18b monitors the state of the battery 17, and based on detection signals of voltage, current, and temperature, the remaining capacity SOC (SOC: State of charge) of the battery 17 and the like. Various state quantities are calculated.
A transmission ECU (ECU: Electronic Control Unit) 18c controls the speed change operation of the transmission 12, for example, the connection / disconnection operation of the first and second clutches CL1 and CL2, and the connection / disconnection operation of each synchro clutch S1 to S4, for example. To do.
Further, a management ECU (ECU: Electronic Control Unit) 18d described later controls the ECUs 18a to 18c in an integrated manner.

The transmission 12 includes a dual clutch in which the first and second clutches CL1 and CL2 share the clutch housing 21. The clutch housing 21 includes a clutch body 22 of the first clutch CL1 and a clutch body 23 of the second clutch CL2. Is housed.
The first clutch CL1 is an electric clutch that connects the clutch body 22 to the clutch housing 21 by energization. The second clutch CL2 is an electric clutch that connects the clutch body 23 to the clutch housing 21 by energization.
The clutch housing 21 is integrally and coaxially fixed to the crankshaft CS of the internal combustion engine (engine) E.

  At each shaft end of the first main shaft (M) 24 of the transmission 12, the clutch main body 22 of the first clutch CL1 and the rotation shaft of the rotor MR of the motor generator MG are fixed integrally, and the first clutch CL1 is When fastened, the internal combustion engine (engine) E and the rotor MR of the motor generator MG are directly connected. The rotating shaft of the motor generator MG and the first main shaft (M) 24 are connected by, for example, spline fitting between a spline shaft 24a provided on one side and a spline bearing 24b provided on the other side. .

  The clutch body 23 of the second clutch CL2 is disposed on the opposite side of the internal combustion engine (engine) E (that is, the motor generator MG side) from the clutch body 22 of the first clutch CL1 in the clutch housing 11, and the first main shaft. (M) 24 is rotatably included and is integrally fixed to a second main shaft 25 a that is rotatable with respect to the first main shaft (M) 24.

Inside the motor generator MG, a planetary gear mechanism PGM including a sun gear 26, a planetary gear 27, and a ring gear 28, which are integrally fixed with the first main shaft (M) 24 as a central axis, is provided.
The center shaft 29 of the planetary gear 27 of the planetary gear mechanism PGM is rotatably supported by the carrier 30. The carrier 30 is fixed to the transmission unit 25b, and the transmission unit 25b includes the first main shaft (M) 24 rotatably via the sun gear 26 and is rotatable relative to the first main shaft (M) 24. Has been.
The transmission unit 25b and the second main shaft 25a are separated and independent from each other.

Between the ring gear 28 of the planetary gear mechanism PGM and the fixed gear F fixed so as not to rotate, a meshing synchro clutch S1 that can fix the ring gear 28 by connecting the ring gear 28 to the fixed gear F is provided. Is provided.
As a result, in this transmission 12, the rotating shaft of motor generator MG is directly connected to the first gear, which is an odd gear, among a plurality of gears (for example, the first gear to the seventh gear). Yes.
Each of the synchro clutches S1 to S4 is a synchronous clutch that is connected and disconnected by synchronizing the rotational speeds of the driving gear and the driven gear.

The first main shaft (M) 24 includes a reverse drive gear 41 that is coaxially and integrally fixed, and a fifth gear that is an idle gear that is disposed coaxially with the first main shaft (M) 24 and is rotatable. 5G.
The third speed gear 3G is coaxially and integrally fixed to the transmission unit 25b.
Between the first main shaft (M) 24 and the third speed gear 3G and the fifth speed gear 5G, the third speed gear 3G or the fifth speed gear 5G is selected and connected to the first main shaft (M) 24. A meshing-type synchro clutch S2 capable of transmitting a driving force from the first main shaft (M) 24 to the third speed gear 3G or the fifth speed gear 5G is provided.
As a result, in this transmission 12, among the plurality of shift speeds (for example, each of the 1st to 7th shift speeds), the rotation shaft of motor generator MG is connected to the 3rd and 5th shift speeds that are odd speeds. Directly connected.

  The second main shaft 25a is provided with a first drive gear 42 that is coaxially and integrally fixed.

  The reverse shaft (R) 31, the counter shaft (C) 32, the sub main shaft (S) 33, and the idle shaft (I) are parallel to the first main shaft (M) 24 and the second main shaft 25a. ) 34 and first and second accessory drive shafts (A1, A2) 35, 36 are provided.

The reverse shaft (R) 31 includes a reverse gear RG that is arranged coaxially with the reverse shaft (R) 31 and is rotatable and meshes with the reverse drive gear 41, and a reverse shaft (R) An idle shaft drive gear 43 that is coaxially and integrally fixed to 31 and meshes with the idle shaft gear 49 is provided.
Between the reverse shaft (R) 31 and the reverse gear RG, there is provided a meshing-type synchro clutch S3 that connects the reverse gear RG to the reverse shaft (R) 31 and can transmit driving force to each other. It has been.

The counter shaft (C) 32 includes a first counter gear 44 that is coaxially and integrally fixed to the counter shaft (C) 32 and meshes with the third speed gear 3G and the second speed gear 2G, and the counter shaft (C) 32. The second counter gear 45 is coaxially and integrally fixed to the fifth gear 5G and the fourth gear 4G, and is coaxially and integrally fixed to the counter shaft (C) 32 and is also fixed to be non-rotatable. A parking gear 46 that can mesh with a gear (not shown) and a third counter gear 47 that is coaxially and integrally fixed to the counter shaft (C) 32 and meshed with the output shaft gear 51 are provided.
The output shaft 13 includes an output shaft gear 51 that is coaxially and integrally fixed, and a differential gear 14.

The sub-main shaft (S) 33 includes a second-speed gear 2G that is an idle gear that is coaxially arranged with respect to the sub-main shaft (S) 33 and is rotatable and meshes with the first counter gear 44. A four-speed gear 4G which is an idle gear which is arranged coaxially with the sub-main shaft (S) 33 and is rotatable and meshes with the second counter gear 45, and a sub-main shaft (S) 33 An idle shaft drive gear 48 that is coaxially and integrally fixed is provided.
Between the sub-main shaft (S) 33 and the second-speed gear 2G and the fourth-speed gear 4G, the second-speed gear 2G or the fourth-speed gear 4G is selected and connected to the sub-main shaft (S) 33. In addition, a meshing synchro clutch S4 capable of transmitting a driving force from the sub-main shaft (S) 33 to the second gear 4G or the fourth gear 4G is provided.

The idle shaft (I) 34 is provided with an idle shaft gear 49 that is coaxially and integrally fixed. The idle shaft gear 49 is connected to the first drive gear 42 of the second main shaft 25a and the reverse shaft (R). ) The idle shaft drive gear 43 of 31 and the idle shaft drive gear 48 of the sub-main shaft (S) 33 are engaged with each other, thereby driving the internal combustion engine (engine) E transmitted to the second main shaft 25a. The force is sequentially transmitted to the sub-main shaft (S) 33 via the first drive gear 42, the idle shaft gear 49, and the idle shaft drive gear 48, and sequentially with the first drive gear 42. The transmission is transmitted to the reverse shaft (R) 31 through the idle shaft gear 49 and the idle shaft drive gear 43.

The first accessory drive shaft (A1) 35 is provided with a first gear 52 that is coaxially and integrally fixed to the first accessory drive shaft (A1) 35 and meshes with the reverse gear RG.
An air conditioner 53 and an oil pump 54 that supplies lubricating oil to, for example, the transmission 12 and the motor generator MG are connected to the second auxiliary machine drive shaft (A2) 36 via respective clutches (not shown). ing.
The first accessory drive shaft (A1) 35 and the second accessory drive shaft (A2) 36 are spanned between gears (not shown) that are coaxially and integrally fixed to the shafts 35, 36. The belt 55 is connected so that the driving force can be transmitted.

  Hereinafter, the operation of the transmission 12 will be described.

First, in the first speed traveling state such as when starting, the ring gear 28 of the planetary gear mechanism PGM is fixed by the synchro clutch S1, the third speed gear 3G is connected to the first main shaft (M) 24 by the synchro clutch S2, and the other Synchro clutch S3, S4 will be in the disengagement state which does not mesh with any gear. For example, at the time of starting, the first and second clutches CL1 and CL2 are disengaged and the driving force of the motor generator MG is transmitted to the first main shaft (M) 24, and then the first Only the clutch CL1 is engaged and the internal combustion engine (engine) E is ignited, so that the driving force of the motor generator MG and the internal combustion engine (engine) E is transmitted to the first main shaft (M) 24.
As a result, the driving force of the motor generator MG, the driving force of the motor generator MG and the internal combustion engine (engine) E, or the driving force of the internal combustion engine (engine) E are sequentially applied to the first main shaft (M) 24, the sun gear 26, The planetary gear 27, the third speed gear 3G, the first counter gear 44, the third counter gear 47, and the output shaft gear 51 are transmitted.

Further, in the third speed traveling state or the fifth speed traveling state, the connection of the synchro clutch S1 is released, and at least the second clutch CL2 is disengaged, and the third speed gear 3G or the fifth speed gear 5G is moved to the first main by the synchro clutch S2. The other synchro clutches S1, S3, S4 are connected to the shaft (M) 24 and are in a disengaged state where they do not mesh with any gear.
Accordingly, the driving force of the motor generator MG or the driving force of the motor generator MG and the internal combustion engine (engine) E is sequentially applied to the first main shaft (M) 24, the third speed gear 3G or the fifth speed gear 5G, It is transmitted to the counter gear 44 or the second counter gear 45, the third counter gear 47, and the output shaft gear 51.

Further, in the second speed traveling state or the fourth speed traveling state, the first clutch CL1 is disengaged, and the second speed gear 2G or the fourth speed gear 4G is connected to the sub main shaft (S) 33 by the synchro clutch S4. Synchro clutch S1-S3 will be in the disengagement state which does not mesh with any gear.
Accordingly, the driving force of the internal combustion engine (engine) E is sequentially changed to the second main shaft 25a, the first drive gear 42, the idle shaft gear 49, the idle shaft drive gear 48, the second speed gear 2G or the fourth speed. It is transmitted to the gear 4G, the first counter gear 44 or the second counter gear 45, the third counter gear 47, and the output shaft gear 51.
In this case, if necessary, the driving force of the motor generator MG is changed to the internal combustion engine (engine) even in the second speed traveling state or the fourth speed traveling state by the pre-shift state in which the synchro clutches S1 and S2 are in the contact state. The vehicle can travel in addition to the driving force E.

  When the shift stage shifts between an odd stage (for example, 1st speed, 3rd speed, 5th speed, etc.) and an even number stage (for example, 2nd speed, 4th speed, etc.) due to upshifting or downshifting, a preshift is performed. A state is provided.

  In the pre-shift state that is provided during the shift up to shift from an even number of gears (for example, 2nd speed, 4th speed, etc.) to an odd number of gears (for example, 3rd speed, 5th speed, etc.) The synchro clutch S2 is switched to the contact state. Thereby, the counter shaft (C) 32 and the first main shaft (M) 24 are connected, and the clutch main body 22 of the first clutch CL1 connected to the first main shaft (M) 24 and the motor generator MG are connected. The rotor MR idles.

  For example, in a shift-up from a 4-speed traveling state to a 5-speed traveling state, a pre-shift state is provided during the transition from the 4-speed traveling state to the 5-speed traveling state. In this pre-shift state, the synchronized clutch S2 in the disconnected state is switched to a contact state in which the fifth speed gear 5G is connected to the first main shaft (M) 24. As a result, the clutch body 22 of the first clutch CL1 connected to the first main shaft (M) 24 and the rotor MR of the motor generator MG idle.

  In addition, in the pre-shift state provided during the shift up to shift from an odd number of gears (for example, 1st speed, 3rd speed, etc.) to an even number of gears (for example, 2nd speed, 4th speed, etc.) The sync clutch S4 is switched to the contact state. As a result, the counter shaft (C) 32, the sub-main shaft (S) 33, the idle shaft (I) 34, and the second main shaft 25a are sequentially connected to the second main shaft 25a. The clutch main body 23 of the second clutch CL2 running idles.

  For example, in a shift-up from a 3-speed traveling state to a 4-speed traveling state, a pre-shift state is provided during the transition from the 3-speed traveling state to the 4-speed traveling state. In this pre-shift state, the synchronized clutch S4 in the disconnected state is switched to a contact state in which the fourth speed gear 4G is connected to the sub-main shaft (S) 33. Thereby, the clutch main body 23 of the second clutch CL2 connected to the second main shaft 25a idles.

  Also, in the pre-shift state provided while shifting down from an odd-numbered stage (for example, 3rd speed, 5th speed, etc.) to an even numbered stage (for example, 2nd speed, 4th speed, etc.) The sync clutch S4 is switched to the contact state. As a result, the counter shaft (C) 32, the sub-main shaft (S) 33, the idle shaft (I) 34, and the second main shaft 25a are sequentially connected to the second main shaft 25a. The clutch main body 23 of the second clutch CL2 running idles.

  For example, in the downshift from the 3rd speed running state to the 2nd speed running state, the preshift state is provided during the transition from the 3rd speed running state to the 2nd speed running state. In this pre-shift state, the synchronized clutch S4 in the disconnected state is switched to a contact state in which the second speed gear 2G is connected to the sub-main shaft (S) 33. Thereby, the clutch main body 23 of the second clutch CL2 connected to the second main shaft 25a idles.

  Also, in a pre-shift state that is provided while shifting down from an even number of gears (for example, 2nd speed, 4th speed, etc.) to an odd number of gears (for example, 1st speed, 3rd speed, etc.) The synchronized clutch S2 in the state (or the synchronized clutches S2 and S1) is switched to the contact state. Thereby, the counter shaft (C) 32 and the first main shaft (M) 24 are connected, and the clutch main body 22 of the first clutch CL1 connected to the first main shaft (M) 24 and the motor generator MG are connected. The rotor MR idles.

  For example, in the downshift from the 2nd speed running state to the 1st speed running state, the preshift state is provided during the transition from the 2nd speed running state to the 1st speed running state. In this pre-shift state, the disengaged synchro clutch S2 is switched to a contact state in which the third speed gear 3G is connected to the first main shaft (M) 24, and the disengaged synchro clutch S1 disengages the ring gear 28 of the planetary gear mechanism PGM. It can be switched to a fixed contact state. As a result, the clutch body 22 of the first clutch CL1 connected to the first main shaft (M) 24 and the rotor MR of the motor generator MG idle.

  As shown in FIG. 2, for example, the management ECU (ECU: Electronic Control Unit) 18d includes an energy management unit 61, a device limit calculation unit 62, a target driving force calculation unit 63, a transient response control unit 64, and power distribution. A unit 65 and a power generation control unit 66 are provided.

  The energy management unit 61 uses various device state quantities, for example, state quantities such as the remaining capacity SOC of the battery 17 output from the battery ECU 18b, and state quantities of various in-vehicle devices such as the air conditioner 53 and the oil pump 54, for example. Based on this, various operation instructions related to the energy management operation of various devices such as charging / discharging of the battery 17 and required limit values (for example, power limit values) are output.

  The device limit calculation unit 62 outputs operation instructions for various devices based on various operation instructions and request limit values output from the energy management unit 61 and protection limit values related to protection of various devices.

  The target driving force calculation unit 63, for example, various driving operation amounts (for example, accelerator opening degree) according to the driving operation of the driver and various vehicle state amounts (for example, engine speed, Speed) and the respective limit values output from the energy management unit 61 and the device limit calculation unit 62, each target driving force of the internal combustion engine (engine) E of the vehicle driving source and the motor generator MG is output.

  The transient response control unit 64 is, for example, based on the target driving force output from the target driving force calculation unit 63 and the respective limit values output from the energy management unit 61 and the device limit calculation unit 62. An operation instruction for the transient response of the engine (engine) E and the motor generator MG is set, and the operation instruction for the transient response is output together with the target driving force.

  For example, the transient response control unit 64 controls the motor generator MG with normal current control at a normal response speed, and controls the motor generator MG with high speed current control at a higher response speed than normal. Then, an operation instruction for switching and instructing a state in which the motor generator MG is controlled by current control at start-up with a response speed lower than normal is output.

For example, the transient response control unit 64 causes the motor generator MG to respond to a high-speed current having a higher response speed than the normal time when the synchronization of the rotational speed when the sync clutches S1 to S4 are connected and disconnected is performed by the rotation of the motor generator MG. An operation instruction for instructing control by the control is output.
In this high-speed current control, for example, in the current feedback control of the motor generator MG, the control response is set to a response (for example, 1 ms) shorter than the normal response (for example, 1 ms), and the control gain corresponding to this control response is set. Set.

For example, the transient response control unit 64 connects the first clutch CL1 while the internal combustion engine (engine) E is stopped, and starts the internal combustion engine (engine) E by the power of the motor generator MG. An operation instruction is output to instruct the control with the starting current control at a response speed lower than the normal time.
In this starting current control, for example, in the current feedback control of the motor generator MG, the control response is set to a response (for example, 2.5 ms) longer than the response at the normal time (for example, 2 ms). Set the control gain.

  Further, for example, the transient response control unit 64 instructs that the allowable maximum current that can be supplied to the motor generator MG by the current control at start-up is larger than the allowable maximum current that can be supplied to the motor generator MG at the normal time. Output operation instructions.

  The transient response control unit 64 changes the response speed of the motor generator MG by changing the gain of the feedback control, for example, when instructing the feedback control of the motor generator MG.

The power distribution unit 65, for example, based on the operation instruction output from the device limit calculation unit 62, the operation instruction for the transient response output from the transient response control unit 64, and the target driving force, and the internal combustion engine (engine) E and The power distribution of the motor generator MG is set, and control commands for instructing the operation of various devices are output according to the power distribution.
The power generation control unit 66, for example, based on the operation instruction output from the device limit calculation unit 62, the operation instruction for the transient response output from the transient response control unit 64, and the target driving force, only the driving force of the motor generator MG. Control commands for instructing the operation of various devices during EV traveling and when the motor generator MG generates electric power.

  Hybrid vehicle 10 according to the present embodiment has the above-described configuration. Next, the operation of hybrid vehicle 10, in particular, the feedback control process of motor generator MG will be described.

First, for example, in step S01 shown in FIG. 3, it is determined whether or not the internal combustion engine (engine) E is being started.
If this determination is “YES”, the flow proceeds to step S 02, in which the motor generator MG is controlled by start-up current control with a response speed lower than normal, and the flow proceeds to the end.
On the other hand, if this determination is “NO”, the flow proceeds to step S 03.

Then, in step S03, it is determined whether or not it is at the time of rotation matching in which rotation speed synchronization is performed by rotation of motor generator MG when each of synchro clutches S1 to S4 is connected / disconnected.
If this determination is “YES”, the flow proceeds to step S 04, in which the motor generator MG is controlled by high-speed current control with a response speed higher than normal, and the flow proceeds to the end.
On the other hand, if this determination is “NO”, the flow proceeds to step S 05, where the motor generator MG is controlled by normal current control of the response speed at normal time, and the flow proceeds to end.

  Hereinafter, with reference to FIG. 4, for example, an example of the operation for adjusting the driving force in the shift down (for example, the shift down from the fourth speed traveling state to the third speed traveling state) will be described.

During this speed change, the motor generator MG is controlled by high-speed current control with a response speed higher than that in the normal state, and the rotation speed is synchronized with the rotation of the motor generator MG when the synchronized clutch S2 in the disconnected state is switched to the engaged state. . Specifically, the number of rotations is increased by the motor generator MG by an amount corresponding to the inertia of the motor generator MG, and the third gear 3G is engaged by the synchro clutch S2.
In order to engage the synchro clutch S2, the difference between the rotation speed of the odd-numbered shaft and the rotation speed of the third gear connected to the output shaft (D) 13 needs to be equal to or less than a predetermined rotation speed difference. High-speed current control is performed to increase the speed of the motor generator MG so that the rotation speed of the odd-numbered stage shaft follows the rotation speed of the third speed gear stage that changes according to the vehicle speed.

For example, in a state where the torque T _Eng is fixed to a predetermined lower limit torque regardless of the change in the rotational speed Ne of the internal combustion engine (engine) E, after the time t1 when the torque T _Mot of the motor generator MG becomes zero in the fourth speed traveling state. In FIG. 2, the inertia phase is started while the gears of the gears are being replaced.
In this inertia phase, for example, the rotational speed NMot of the motor generator MG increases after time t1, for example, the synchro clutch S2 is switched from the disengaged state (N) to the contact state (3rd) with respect to the third gear 3G at time t2. At time t3, the on-torque T _On and the _off- torque T _Off of each of the sync clutches S3, S4 are increased, and the gears are switched.

Then, after the time t4 when the inertia phase ends, the torque phase is started and the driving force matching is started, and the excess torque is gradually absorbed by the motor generator MG.
Then, for example via a time t5 when the torque phase is completed, for example over by time t6 when driving force adjustment is completed, the torque T _Mot of the motor-generator MG so as to absorb the variation of the torque T _DS of the output shaft 13 Changes.
During such a shift, the motor generator MG is controlled by high-speed current control so that the torque T _Mot of the motor generator MG follows the change in the torque T _DS of the output shaft 13 at a higher response speed than normal. Can do.

  As described above, according to the hybrid vehicle 10 according to the embodiment of the present invention, the rotational speed of each synchro clutch S1 to S4 is increased by the motor generator MG connected to the first main shaft (M) 24 of the transmission 12. When synchronizing the motor generator MG, the motor generator MG is controlled by high-speed current control. As a result, the rotation speed can be quickly synchronized, the time required for changing the gear position by each of the synchro clutches S1 to S4 can be shortened, and the drivability of the hybrid vehicle can be improved.

  In other words, at the time of shifting, it is necessary to perform highly accurate rotation matching for synchronizing the rotation speeds of the respective sync clutches S1 to S4, and the rotation speed is changed according to the driver's requested output. By this rotation matching, the difference in rotational speed between the driving gear and the driven gear of each of the sync clutches S1 to S4 is made equal to or less than a predetermined rotational speed difference so as to follow the rotational speed of the counter shaft (C) 32. The amount of wear of each gear can be reduced by switching the respective sync clutches S1 to S4 to the contact state in the state of being made.

  In addition, since the energization of the motor generator MG does not become excessive if the operation state is such that priority is given to the synchronization of the rotational speeds of the synchro clutches S1 to S4, the responsiveness is improved and the high-voltage electrical equipment (for example, the motor generator Both protection of MG, power drive unit (PDU) 16, etc.) can be ensured.

  Further, when the internal combustion engine (engine) E is started by the power of the motor generator MG, the motor generator MG is controlled by current control at start-up, for example, to supply the maximum allowable current that can be supplied to the motor generator MG. Even in this case, it is possible to prevent an overshoot exceeding this instruction from occurring in the actual energization of the motor generator MG. As a result, it is possible to prevent problems caused by excessive energization, such as demagnetization or overheating of motor generator MG.

  Furthermore, since the allowable maximum current is increased by starting current control, for example, in addition to the power required for driving the hybrid vehicle, the power required for starting the internal combustion engine (engine) E is ensured. Thus, drivability at the start of the internal combustion engine (engine) E can be improved.

  That is, when the internal combustion engine (engine) E is started by the power of the motor generator MG, the internal combustion engine (engine) E can be ignited if the motoring speed is equal to or higher than a predetermined motoring speed. Alternatively, the control response may be controlled at a low response speed with a long control response. In addition, since it is necessary to rotationally drive the crankshaft CS of the internal combustion engine (engine) E by the motor generator MG, the allowable maximum current is increased by increasing the upper limit of the torque that can be output from the motor generator MG. Will be increased.

  Furthermore, since the control of the motor generator MG is switched to normal current control, high-speed current control, and start-up current control in accordance with the driving state of the hybrid vehicle, high-voltage electrical equipment (for example, motor generator MG, power drive unit (PDU) ) 16 and the like) and the execution of a desired driving action (for example, starting of the internal combustion engine (engine) E) can be ensured.

  In the above-described embodiment, the first and second clutches CL1 and CL2 are hydraulic clutches that connect the clutch bodies 22 and 23 to the clutch housing 21 by supplying hydraulic oil from the oil pump. There may be.

  In the above-described embodiment, the current response speed is changed. However, the present invention is not limited to this. For example, the same effect can be obtained by detecting torque and changing the torque response speed instead of the current. Can be obtained.

DESCRIPTION OF SYMBOLS 10 Hybrid vehicle 12 Transmission 13 Output shaft 18d Management ECU (control means)
19b Rotation angle sensor 24 First main shaft (M) (input shaft)
25a Second main shaft (input shaft)
CL1 1st clutch (connection / disconnection means)
CL2 Second clutch (connection / disconnection means)
E Internal combustion engine
MG motor generator (electric motor)
S1 to S4 Synchro clutch (synchronous clutch)

Claims (5)

An internal combustion engine and an electric motor of a vehicle drive source;
A synchronous clutch that connects and disconnects by synchronizing the rotational speeds of the driving side and the driven side, and has at least a plurality of input shafts, and the rotating shaft of the electric motor is connected to any one of the plurality of input shafts; A connected transmission,
A hybrid vehicle comprising a plurality of connecting / disconnecting means for connecting / disconnecting the plurality of input shafts and the crankshaft of the internal combustion engine,
Control means for controlling the electric motor by high-speed current control at a higher response speed than usual when performing synchronization of the rotational speed by the rotation of the electric motor when the synchronous clutch is connected and disconnected. Hybrid vehicle. The control means connects the connecting / disconnecting means while the internal combustion engine is stopped, and starts the internal combustion engine by the power of the electric motor. Control with
The control means includes a state in which the electric motor is controlled by normal current control at a normal response speed, a state in which the electric motor is controlled by the high-speed current control, and a state in which the electric motor is controlled by the start-up current control. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is switched. An internal combustion engine and an electric motor of a vehicle drive source;
It has a synchronous clutch that connects and disconnects by synchronizing the rotational speeds of the driving side and the driven side, has at least a plurality of input shafts, and the rotating shaft of the electric motor is connected to any one of the plurality of input shafts A transmission that is
A hybrid vehicle comprising a plurality of connecting / disconnecting means for connecting / disconnecting the plurality of input shafts and the crankshaft of the internal combustion engine,
Control means for controlling the electric motor by start-up current control with a response speed lower than normal when the internal combustion engine is started by the power of the electric motor by connecting the connecting / disconnecting means while the internal combustion engine is stopped. A hybrid vehicle comprising: 3. The control unit according to claim 2, wherein the maximum allowable current that can be supplied to the electric motor during the starting current control is larger than the allowable maximum current that can be supplied to the electric motor at a normal time. 3. The hybrid vehicle according to 3. 5. The control unit according to claim 1, wherein the control unit performs feedback control of the electric motor, and changes the response speed by changing a gain of the feedback control. 6. Hybrid vehicle.

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