JP2011213163A - Device for controlling vehicle-driving apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for controlling vehicle-driving apparatus, wherein fuel consumption is improved by suppressing the consumption of a power for cooling the interior of a vehicle, without causing increase in the temperature of the interior of a vehicle.SOLUTION: The device 2 for controlling vehicle-driving apparatus 1 is provided with a regenerating agent temperature sensor 133 for detecting the cooling capability of a cool storage unit 125; and a SOC(state of change) sensor 130 for detecting the SOC of a battery 3, and is configured to decide on permission and non-permission of EV traveling, based on the cooling capability of the cool storage unit 125 and the SOC of the battery 3.

Description

  The present invention relates to a control device for a vehicle drive device including an air conditioner compressor.

  2. Description of the Related Art Conventionally, there is known a vehicle drive device that includes an internal combustion engine, an electric motor, and an air conditioner compressor that performs air conditioning in a vehicle interior (see, for example, Patent Document 1).

  As shown in FIG. 10, the vehicle drive device 200 of Patent Document 1 is connected to an electric motor 210 and is selectively connected to an internal combustion engine output shaft 204 by a first connecting / disconnecting means 205. The second input shaft 202b selectively connected to the internal combustion engine output shaft 204 by the second connecting / disconnecting means 206, the output shaft 203 for outputting power to the driven part, and the first input shaft 202a are arranged on the first input shaft 202a. A first gear group composed of a plurality of gears selectively connected to the first input shaft 202a via the first synchronization device 230, 231 and a second synchronization device 216, 217 disposed on the second input shaft 202b. A second gear group comprising a plurality of gears selectively connected to the second input shaft 202b, and a plurality of gears disposed on the output shaft 203 and meshing with the gears of the first gear group and the second gear group. 3rd gear When provided with a twin clutch mechanism having, air conditioner compressor 260 as the sub device is connected via the air-conditioning clutch 261 to the motor 210.

JP 2002-89594 A

  However, according to the vehicle drive device 200 of this Patent Document 1, it is necessary to drive the air conditioner compressor 260 by the electric motor 210 whenever there is a drive request of the air conditioner during EV traveling, which is excessive for cooling the vehicle interior. There was a problem that power had to be consumed. Therefore, during EV traveling, switching between internal combustion engine traveling and EV traveling frequently occurs, and there is a concern that fuel consumption may deteriorate.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to reduce the consumption of electric power for cooling the vehicle interior without increasing the temperature in the vehicle interior and improve fuel efficiency. Provided is a drive control device.

In order to achieve the above object, the invention described in claim 1
An internal combustion engine (for example, an engine 6 in an embodiment described later);
An electric motor (for example, a motor 7 in an embodiment described later);
A power storage device that supplies electric power to the electric motor (for example, a battery 3 in an embodiment described later);
A first input shaft connected to the electric motor and selectively connected to the internal combustion engine via first connecting / disconnecting means (for example, a first clutch 41 of the embodiment described later), for example, A first main shaft 11) and a second input shaft (for example, in an embodiment described later) selectively connected to the internal combustion engine via a second connecting / disconnecting means (for example, a second clutch 42 in an embodiment described later). A second intermediate shaft 16) and a first synchronizer (for example, a lock mechanism 61 and a first shifter 51 for shifting described later), which are selectively connected to the first input shaft and second synchronized. An output shaft (for example, a counter shaft 14 of an embodiment to be described later) selectively connected to the second input shaft via a device (for example, a second shift shifter 52 of the embodiment to be described later). A transmission mechanism (for example, a transmission 2 according to an embodiment described later) A),
A refrigerating cycle (for example, an air conditioner compressor 112 according to an embodiment described later) having an air conditioner compressor (for example, an air conditioner compressor 112 according to an embodiment described later) connected to the first input shaft via an air conditioner clutch (for example, an air conditioner clutch 121 of an embodiment described later). Refrigeration cycle 111) of the embodiment described later,
Cold storage means for storing cold energy of the refrigerant flowing in the refrigeration cycle (for example, a regenerator 125 of the embodiment described later) or pressure storage means for storing a pressure during operation of the air conditioner compressor (for example, an accumulator of the embodiment described later) And a control device (for example, a control device 2 of an embodiment described later) of a vehicle drive device (for example, a vehicle drive device 1 of an embodiment described later),
A cooling capacity detection unit (for example, a cool storage agent temperature sensor 133 in an embodiment described later) for detecting the cooling capacity of the cold storage means or the pressure storage means;
An SOC detection unit that detects the SOC of the power storage device (for example, an SOC sensor 130 according to an embodiment described later),
It is determined whether to permit or not permit EV traveling based on the cooling capacity of the cold storage means or the pressure storage means and the SOC of the power storage device.

It is a case where the SOC of the power storage device is in a first region in which EV traveling is possible while operating the air conditioner compressor (for example, the A-L zone in the embodiment described later), and the cold storage means or the pressure storage When the means is cooled below a predetermined temperature at which the cooling performance can be maintained for a predetermined time or longer, EV traveling is permitted,
It is a case where the SOC of the power storage device is in a first region in which EV traveling is possible while operating the air conditioner compressor (for example, the A-L zone in the embodiment described later), and the cold storage means or the pressure storage When the means is not cooled below a predetermined temperature at which the cooling performance can be maintained for a predetermined time or longer, EV traveling is not permitted.

In addition to the configuration of the invention described in claim 1 or 2, the invention described in claim 3
When the SOC of the power storage device is in a second region close to the maximum charge amount (for example, D zone of the embodiment described later), permitting EV traveling regardless of the cooling capacity of the cold storage means or the pressure storage means. It is characterized by.

In addition to the structure of the invention described in claim 1, the invention described in claim 4
The speed change mechanism is arranged on the first input shaft and is selectively connected to the first input shaft via the first synchronizer (for example, a planetary gear mechanism 30 of an embodiment described later, A first gear group comprising a third speed drive gear 23a and a fifth speed drive gear 25a), and the second input shaft via the second synchronizer and selectively disposed on the second input shaft. A second gear group composed of a plurality of gears (for example, a second-speed drive gear 22a and a fourth-speed drive gear 24a in the embodiment described later), and the first gear group disposed on the output shaft. A third gear group composed of a plurality of gears (for example, a first shared driven gear 23b and a second shared driven gear 24b in an embodiment described later) that mesh with the gears of the second gear group,
When the internal combustion engine is running with the gears of the second gear group and the cooling performance is insufficient, the first synchronizer is connected to the low-speed side gear among the gears of the first gear group so as to satisfy the required cooling performance. It is characterized by shifting to.

In addition to the structure of the invention described in claim 1, the invention described in claim 5
Auxiliary regenerator (for example, an auxiliary regenerator of an embodiment described later) for storing the cold energy of the refrigerant flowing in the refrigeration cycle is further provided,
When the cooling performance is insufficient for the required cooling performance during EV running or steady running, the driving of the air conditioner compressor is suppressed using the auxiliary cold storage means.

In addition to the structure of the invention described in claim 1, the invention described in claim 6 includes
Auxiliary pressure accumulating means for accumulating the pressure during operation of the air conditioner compressor (for example, an auxiliary accumulator 128 in an embodiment described later),
When the cooling performance is insufficient for the required cooling performance during EV running or steady running, the driving of the compressor for the air conditioner is suppressed using the auxiliary pressure accumulating means.

In addition to the structure of the invention described in any one of claims 1 to 3, the invention described in claim 7
The cooling capacity of the cold storage means or the pressure storage means is a temperature or a pressure accumulation amount of a cold storage agent that can be set to the current air conditioner set temperature for a time corresponding to an average travel distance for EV travel.

  According to the control device for a vehicle drive device of claim 1, since the cold storage means is provided, the electric power of the motor is used for the EV running by air-conditioning the vehicle interior by the cold storage means during the EV running. The fuel efficiency can be improved by extending the EV travel distance. Further, it is possible to prevent frequent switching between internal combustion engine travel and EV travel in advance by determining whether to permit or disallow EV travel based on the cooling capacity of the cold storage means and the SOC of the power storage device. .

  According to the control device for a vehicle drive device of the second aspect, frequent switching between the internal combustion engine traveling and the EV traveling can be prevented without deteriorating passenger comfort.

  According to the control device for a vehicle drive device of claim 3, when the SOC of the power storage device is close to the maximum charge amount, EV driving is permitted regardless of the cooling capacity of the cold storage means, thereby actively using the electric motor. By reducing the SOC and preparing for the next regenerative braking, the regenerative energy can be used effectively to improve fuel efficiency.

  According to the control device for a vehicle drive device of the fourth aspect, even when the cooling performance is insufficient, the air conditioner compressor can be operated so as to satisfy the required cooling performance with the power of the internal combustion engine.

  According to the control device for a vehicle drive device of the fifth or sixth aspect, the shortage of the cold storage capacity can be compensated by the auxiliary cold storage means or the auxiliary pressure storage means.

  According to the control device for a vehicle drive device of the seventh aspect, frequent switching between the internal combustion engine and the EV traveling can be prevented.

It is sectional drawing which shows an example of the vehicle drive device which can apply the control apparatus of this invention. It is a schematic block diagram of the vehicle drive device of FIG. It is explanatory drawing of a control map. It is a figure which shows roughly the structure of a refrigerating cycle and the control apparatus of this invention. It is a figure which shows the control flow of EV driving | running | working judgment. It is a figure which shows the transmission condition of the torque of the vehicle drive device in 2nd speed driving | running | working. It is a figure which shows the transmission condition of the torque of the vehicle drive device at the time of 1st-speed preshift during 2nd speed driving | running | working. It is a figure which shows the transmission condition of the torque of the vehicle drive device at the time of 3rd speed preshift during 2nd speed driving | running | working. It is a figure which shows roughly the structure of the refrigerating cycle which concerns on a modification, and a control apparatus. 1 is a schematic diagram of a vehicle drive device of Patent Document 1. FIG.

Hereinafter, an embodiment of a hybrid vehicle drive device in which the control device of the present invention can be mounted will be described with reference to FIGS. 1 and 2.
A hybrid vehicle drive device 1 (hereinafter referred to as a vehicle drive device) of the present embodiment drives drive wheels DW and DW (driven parts) via drive shafts 9 and 9 of a vehicle (not shown). An internal combustion engine (hereinafter referred to as “engine”) 6 as a drive source, an electric motor (hereinafter referred to as “motor”) 7, and a transmission 20 for transmitting power to the drive wheels DW and DW. It is equipped with.

  The engine 6 is, for example, a gasoline engine or a diesel engine. The crankshaft 6a of the engine 6 includes a first clutch 41 (first connecting / disconnecting means) and a second clutch (second connecting / disconnecting means) of the transmission 20. Is provided.

  The motor 7 is a three-phase brushless DC motor, and includes a stator 71 composed of 3n armatures 71 a and a rotor 72 disposed so as to face the stator 71. Each armature 71a includes an iron core 71b and a coil 71c wound around the iron core 71b. The armature 71a is fixed to a casing (not shown) and is arranged at substantially equal intervals in the circumferential direction around the rotation axis. Yes. The 3n coils 71c constitute n sets of U-phase, V-phase, and W-phase three-phase coils.

  The rotor 72 has an iron core 72a and n permanent magnets 72b arranged at almost equal intervals around the rotation axis, and the polarities of two adjacent permanent magnets 72b are different from each other. The fixing portion 72c for fixing the iron core 72a has a hollow cylindrical shape made of a soft magnetic material (for example, iron) and is disposed on the outer peripheral side of the ring gear 35 of the planetary gear mechanism 30 described later. The sun gear 32 is connected. Accordingly, the rotor 72 is configured to rotate integrally with the sun gear 32 of the planetary gear mechanism 30.

  The planetary gear mechanism 30 includes a sun gear 32, a ring gear 35 that is arranged coaxially with the sun gear 32 and that surrounds the sun gear 32, and a planetary gear 34 that meshes with the sun gear 32 and the ring gear 35. And a carrier 36 that supports the planetary gear 34 so as to be capable of rotating and revolving. In this way, the sun gear 32, the ring gear 35, and the carrier 36 are configured to be differentially rotatable with respect to each other.

  The ring gear 35 is provided with a lock mechanism 61 (first synchronization device) having a synchronization mechanism (synchronizer mechanism) and configured to stop (lock) rotation of the ring gear 35. A friction engagement device using a brake and a sleeve may be used as the lock mechanism 61.

  The transmission 20 is a so-called twin clutch transmission including the first clutch 41 and the second clutch 42, the planetary gear mechanism 30, and a plurality of transmission gear groups described later.

  More specifically, the transmission 20 includes a first main shaft 11 (first input shaft) disposed on the same axis (rotation axis A1) as the crank shaft 6a of the engine 6, a second main shaft 12, and a connecting shaft 13. A counter shaft 14 (output shaft) rotatable around a rotation axis B1 arranged in parallel with the rotation axis A1, and a first intermediate rotatable around a rotation axis C1 arranged in parallel with the rotation axis A1. Centered on a shaft 15, a second intermediate shaft 16 (second input shaft) rotatable around a rotation axis D1 arranged in parallel with the rotation axis A1, and a rotation axis E1 arranged in parallel with the rotation axis A1 Is provided with a rotatable reverse shaft 17.

  The first main shaft 11 is provided with a first clutch 41 on the engine 6 side, and a sun gear 32 of the planetary gear mechanism 30 and a rotor 72 of the motor 7 are attached to the side opposite to the engine 6 side. Accordingly, the first main shaft 11 is selectively connected to the crankshaft 6 a of the engine 6 by the first clutch 41 and directly connected to the motor 7 so that the power of the engine 6 and / or the motor 7 is transmitted to the sun gear 32. It is configured.

  The second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the engine 6 side. The second main shaft 12 is provided with a second clutch 42 on the engine 6 side, and an idle drive gear 27a is integrally attached to the opposite side to the engine 6 side. Accordingly, the second main shaft 12 is selectively connected to the crankshaft 6a of the engine 6 by the second clutch 42, and the power of the engine 6 is transmitted to the idle drive gear 27a.

  The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the side opposite to the engine 6. Further, a third speed drive gear 23 a is integrally attached to the connecting shaft 13 on the engine 6 side, and a carrier 36 of the planetary gear mechanism 30 is integrally attached to the opposite side of the engine 6 side. Therefore, the carrier 36 attached to the connecting shaft 13 and the third-speed drive gear 23a are configured to rotate integrally by the revolution of the planetary gear 34.

  Further, the first main shaft 11 is provided with a fifth speed drive gear 25 a that is rotatable relative to the first main shaft 11 and a reverse driven gear 28 b that rotates integrally with the first main shaft 11. Further, a first main shaft 11 and a third speed drive gear 23a or a fifth speed drive gear 25a are connected or released between the third speed drive gear 23a and the fifth speed drive gear 25a. A shift shifter 51 is provided. When the first speed-shifting shifter 51 is in-gear at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally and in-gear at the fifth speed connection position. Sometimes, the first main shaft 11 and the fifth speed drive gear 25a rotate integrally, and when the first speed change shifter 51 is in the neutral position, the first main shaft 11 has the third speed drive gear 23a and the fifth speed drive gear 25a. It rotates relative to the drive gear 25a. When the first main shaft 11 and the third speed drive gear 23a rotate together, the sun gear 32 attached to the first main shaft 11 and the carrier 36 connected to the third speed drive gear 23a by the connecting shaft 13 are provided. While rotating integrally, the ring gear 35 also rotates together, and the planetary gear mechanism 30 is united. When the planetary gear mechanism 30 rotates as a unit, the third speed traveling described later is performed. When the first shifter 51 is in the neutral position and the lock mechanism 61 is connected at the first speed connection position, the ring gear 35 is locked, and the rotation of the sun gear 32 is decelerated and transmitted to the carrier 36. Is done. Thereby, the 1st speed driving | running mentioned later is made.

  A first idle driven gear 27 b that meshes with an idle drive gear 27 a attached to the second main shaft 12 is integrally attached to the first intermediate shaft 15.

  A second idle driven gear 27 c that meshes with a first idle driven gear 27 b attached to the first intermediate shaft 15 is integrally attached to the second intermediate shaft 16. The second idle driven gear 27c constitutes the first idle gear train 27A together with the idle drive gear 27a and the first idle driven gear 27b described above. The second intermediate shaft 16 is rotatable relative to the second intermediate shaft 16 at positions corresponding to the third speed drive gear 23a and the fifth speed drive gear 25a provided around the first main shaft 11, respectively. A second speed drive gear 22a and a fourth speed drive gear 24a are provided. Further, the second intermediate shaft 16 includes a second intermediate shaft 16 and a second speed drive gear 22a or a fourth speed drive gear 24a between the second speed drive gear 22a and the fourth speed drive gear 24a. Is provided with a second shifter 52 for shifting or connecting the two. When the second shifter 52 shifts in-gear at the second speed connection position, the second intermediate shaft 16 and the second speed drive gear 22a rotate together, and the second shifter 52 shifts to the fourth speed. When in-gearing at the connecting position, the second intermediate shaft 16 and the fourth speed drive gear 24a rotate together, and when the second shifter shifter 52 is in the neutral position, the second intermediate shaft 16 is in the second speed. The drive gear 22a and the fourth speed drive gear 24a rotate relative to each other.

A first shared driven gear 23b, a second shared driven gear 24b, a parking gear 21, and a final gear 26a are integrally attached to the counter shaft 14 in order from the side opposite to the engine 6 side.
Here, the first shared driven gear 23b meshes with the third speed drive gear 23a attached to the connecting shaft 13 to form the third speed gear pair 23 together with the third speed drive gear 23a, The second speed gear pair 22 is configured together with the second speed drive gear 22a by meshing with the second speed drive gear 22a provided on the intermediate shaft 16.
The second shared driven gear 24b meshes with the fifth speed drive gear 25a provided on the first main shaft 11 to form the fifth speed gear pair 25 together with the fifth speed drive gear 25a, and the second intermediate shaft. 16 is engaged with a fourth speed drive gear 24a to constitute a fourth speed gear pair 24 together with the fourth speed drive gear 24a.
The final gear 26 a meshes with the differential gear mechanism 8, and the differential gear mechanism 8 is connected to the drive wheels DW and DW via the drive shafts 9 and 9. Therefore, the power transmitted to the counter shaft 14 is output from the final gear 26a to the differential gear mechanism 8, the drive shafts 9, 9, and the drive wheels DW, DW.

  A third idle driven gear 27d that meshes with a first idle driven gear 27b attached to the first intermediate shaft 15 is integrally attached to the reverse shaft 17. The third idle driven gear 27d constitutes a second idle gear train 27B together with the above-described idle drive gear 27a and first idle driven gear 27b. The reverse shaft 17 is provided with a reverse drive gear 28 a that meshes with a reverse driven gear 28 b attached to the first main shaft 11 so as to be rotatable relative to the reverse shaft 17. The reverse drive gear 28a constitutes the reverse gear train 28 together with the reverse driven gear 28b. Further, a reverse shifter 53 for connecting or releasing the reverse shaft 17 and the reverse drive gear 28a is provided on the opposite side of the reverse drive gear 28a from the engine 6 side. When the reverse shifter 53 is in-gear at the reverse connection position, the reverse shaft 17 and the reverse drive gear 28a rotate together. When the reverse shifter 53 is at the neutral position, the reverse shaft 17 and the reverse drive The gear 28a rotates relative to the gear 28a.

  The first shifter 51, the second shifter 52, and the reverse shifter 53 use a clutch mechanism having a synchronization mechanism (synchronizer mechanism) for matching the shaft to be connected and the rotational speed of the gear.

  The transmission 20 configured as described above has an odd-numbered gear group consisting of a third speed drive gear 23a and a fifth speed drive gear 25a on the first main shaft 11, which is one of the two transmission shafts. A first gear group) and an even-stage gear group (first gear group) composed of a second-speed drive gear 22a and a fourth-speed drive gear 24a on the second intermediate shaft 16, which is the other of the two transmission shafts. 2 gear groups) are provided.

  Further, the vehicle drive device 1 is further provided with an air conditioner compressor 112 and an oil pump 122. The oil pump 122 is disposed on the oil pump auxiliary shaft 19 arranged in parallel with the rotation axes A1 to E1. It is attached so as to be rotatable together with the auxiliary machine shaft 19. An oil pump driven gear 28c meshing with the reverse drive gear 28a and an air conditioner drive gear 29a are attached to the oil pump auxiliary shaft 19 so as to be integrally rotatable, and the engine 6 that rotates the first main shaft 11 and // The power of the motor 7 is transmitted. The air conditioner compressor 112 is provided on the air conditioner auxiliary shaft 18 disposed in parallel with the rotation axes A1 to E1 via the air conditioner clutch 121. An air conditioner driven gear 29b to which power is transmitted from an air conditioner drive gear 29a via a chain 29c is attached to the air conditioner auxiliary shaft 18 so as to be integrally rotatable with the air conditioner auxiliary shaft 18, and an oil pump auxiliary shaft 19 is provided. The power of the engine 6 and / or the motor 7 is transmitted through an air conditioner transmission mechanism 29 including an air conditioner drive gear 29a, a chain 29c, and an air conditioner driven gear 29b. The air conditioner compressor 112 is configured such that power transmission can be interrupted by connecting and disconnecting the air conditioner clutch 121 by an air conditioner operating solenoid (not shown).

With the above configuration, the vehicle drive device 1 of the present embodiment has the following first to fifth transmission paths.
(1) In the first transmission path, the crankshaft 6a of the engine 6 includes the first main shaft 11, the planetary gear mechanism 30, the connecting shaft 13, and the third speed gear pair 23 (third speed drive gear 23a, first common use). This is a transmission path connected to the drive wheels DW and DW via the driven gear 23b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. Here, the reduction gear ratio of the planetary gear mechanism 30 is set so that the engine torque transmitted to the drive wheels DW and DW via the first transmission path corresponds to the first speed. That is, the reduction ratio obtained by multiplying the reduction ratio of the planetary gear mechanism 30 and the reduction ratio of the third speed gear pair 23 is set to be equivalent to the first speed.

(2) In the second transmission path, the crankshaft 6a of the engine 6 has the second main shaft 12, the first idle gear train 27A (the idle drive gear 27a, the first idle driven gear 27b, the second idle driven gear 27c), the second 2 intermediate shaft 16, second speed gear pair 22 (second speed drive gear 22a, first shared driven gear 23b) or fourth speed gear pair 24 (fourth speed drive gear 24a, second shared driven gear) 24b), a transmission path connected to the drive wheels DW and DW via the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9.

(3) In the third transmission path, the crankshaft 6a of the engine 6 is used for the first main shaft 11, the third speed gear pair 23 (the third speed drive gear 23a, the first shared driven gear 23b) or the fifth speed. Through the gear pair 25 (the fifth speed drive gear 25a and the second shared driven gear 24b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9, without the planetary gear mechanism 30. And a transmission path coupled to the drive wheels DW and DW.

(4) In the fourth transmission path, the motor 7 is connected to the planetary gear mechanism 30 or the third speed gear pair 23 (third speed drive gear 23a, first shared driven gear 23b) or fifth speed gear pair 25 ( 5th speed drive gear 25a, second shared driven gear 24b), counter shaft 14, final gear 26a, differential gear mechanism 8, and drive shafts 9 and 9 are connected to drive wheels DW and DW. It is.

(5) In the fifth transmission path, the crankshaft 6a of the engine 6 is connected to the second main shaft 12, the second idle gear train 27B (idle drive gear 27a, first idle driven gear 27b, third idle driven gear 27d), reverse Shaft 17, reverse gear train 28 (reverse drive gear 28a, reverse driven gear 28b), planetary gear mechanism 30, connecting shaft 13, third speed gear pair 23 (third speed drive gear 23a, first common use) This is a transmission path connected to the drive wheels DW and DW via the driven gear 23b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9.

  In the vehicle drive device 1 of the present embodiment, the motor 7 is connected to the battery 3 via the control device 2 that performs various controls of the entire vehicle, and supplies power from the battery 3 and energy regeneration to the battery 3. Is performed via the control device 2. That is, the motor 7 is driven by the electric power supplied from the battery 3 via the control device 2, and performs regenerative power generation by the rotation of the drive wheels DW and DW and the power of the engine 6 at the time of decelerating traveling, thereby generating the battery 3. Can be charged (energy recovery). Further, the control device 2 includes an acceleration request, a braking request, an engine rotation speed, a motor rotation speed, a motor temperature, a rotation speed of the first and second main shafts 11 and 12, a rotation speed of the counter shaft 14 and the like, a vehicle speed, a shift position, While a SOC (State of Charge) or the like is input, a signal for controlling the engine 6, a signal for controlling the motor 7, a signal indicating the power generation state / charge state / discharge state of the battery 3, the first and second shift shifters 51, 52, a signal for controlling the reverse shifter 53, a signal for controlling connection (lock) and release (neutral) of the lock mechanism 61, and the like are output.

  The control device 2 has a control map Map as shown in FIG. 3 for determining whether or not various controls can be performed in accordance with the SOC of the battery 3, and basically starts ENG based on the control map Map. It is determined whether or not idle stop, deceleration regeneration, ENG disconnection, EV travel, and air conditioner compressor drive are possible. In FIG. 3, ○ is executable, × is prohibited, and Δ is conditional.

  In this control map Map, the SOC is classified into four zones, C zone, B zone, A zone, and D zone, from the smallest to the largest, and the A zone is further divided into the A-L zone, from the smallest to the largest. It is classified into three zones, A-M zone and A-H zone, and is divided into six zones in total. And in the D zone near the maximum charge amount, deceleration regeneration and ENG disconnection are allowed with conditions, EV travel and idle stop are prohibited in the B zone and C zone, and the A-M zone is controlled as the target charge amount. Yes.

  The vehicle drive device 1 configured as described above controls the connection / disconnection of the lock mechanism 61, the first and second clutches 41, 42, and the first shifter 51, the second shifter 52, and the reverse shifter. By controlling the connection position 53, the engine 6 can perform the first to fifth speed traveling and the reverse traveling.

  In the first speed traveling, the driving force is transmitted to the drive wheels DW and DW through the first transmission path by fastening the first clutch 41 and connecting the lock mechanism 61. In the second speed traveling, the driving force is transmitted to the drive wheels DW and DW via the second transmission path by engaging the second clutch 42 and in-gearing the second shifter shifter 52 at the second speed connection position. In the third speed running, the first clutch 41 is engaged and the first shifter 51 is in-geared at the third speed connection position, whereby the driving force is transmitted to the drive wheels DW and DW via the third transmission path. Is done.

  Further, in the fourth speed traveling, the driving force is transmitted to the drive wheels DW and DW through the second transmission path by in-gearing the second shifter shifter 52 at the fourth speed connecting position, and the fifth speed traveling is performed. The driving force is transmitted to the drive wheels DW and DW via the second transmission path by in-gearing the first shifter 51 at the fifth speed connection position. Further, the second clutch 42 is engaged and the reverse shifter 53 is connected, whereby reverse travel is performed via the fifth transmission path.

  Further, the engine 6 can be assisted or regenerated by connecting the lock mechanism 61 while the engine is running, the first and second shifter shifters 51 and 52 are pre-shifted, and further idling. The motor 7 can be started and the battery 3 can be charged. Further, the first and second clutches 41 and 42 can be disconnected and the EV 7 can be driven by the motor 7. The EV travel mode includes a first speed EV mode in which the first and second clutches 41 and 42 are disconnected and the lock mechanism 61 is connected to travel through the fourth transmission path, and the first speed change mode. The third speed EV mode that travels through the fourth transmission path by in-gearing the shifter 51 at the third-speed connection position, and the fourth speed by in-gearing the first shifter 51 at the fifth-speed connection position. There is a fifth speed EV mode that travels via a transmission path.

  In addition, since the air conditioner compressor 112 is connected to the first main shaft 11, the air conditioner compressor 112 can be operated because the first main shaft 11 inevitably rotates while traveling with an odd number of gears. In order to operate the air conditioner compressor 112 while traveling with a gear, (i) the odd-numbered gear is set to neutral and the first main shaft 11 is rotated by the motor 7, or (ii) the lock mechanism 61 or the first speed change gear is used. The shifter 51 is preshifted to rotate the first main shaft 11, or (iii) the lock mechanism 61 or the first shifter 51 is made neutral and the first clutch 41 is engaged to move the first main shaft 11 with the engine 6. Need to rotate.

  Here, the vehicle drive device 1 of the present embodiment includes an air conditioner clutch 121 in addition to fastening the air conditioner clutch 121 and operating the air conditioner compressor 112 with the motor 7 or the engine 6 to air-condition the vehicle interior. A refrigeration cycle 111 that air-conditions the passenger compartment while being opened is provided.

  As shown in FIG. 4, the refrigeration cycle 111 includes a refrigerant in the path of the discharge port of the air conditioner compressor 112 → the oil separator 113 → the condenser 114 → the receiver 115 → the refrigeration valve 116 → the expansion valve 117 → the evaporator 118 → the suction port of the compressor 112. Are connected by refrigerant piping so as to circulate. A regenerator 125 (cold storage means) is provided between the evaporator 118 and the suction port of the compressor 112 via a regenerator valve 124. In addition, instead of the regenerator 125, an accumulator (pressure accumulating means) that stores air accumulated during operation of the air conditioner compressor 112 may be used as the cold accumulating means. In the figure, reference numeral 101 denotes a pressure switch capable of switching the pressure of the refrigerant pipe, and reference numeral 102 denotes a fog removal valve that removes fog adhering to the evaporator 118.

  During the operation of the air conditioner compressor 112, the refrigerant that has been compressed by the air conditioner compressor 112 and separated to a high temperature is separated by the oil separator 113, sent to the condenser 114, condensed by heat dissipation, and liquefied. To the expansion valve 117. The expansion valve 117 expands the refrigerant from the liquefied state to form a low-temperature / low-pressure mist, and then the refrigerant is sent to the evaporator 118. When the refrigerant evaporates in the evaporator 118, the evaporator 118 is cooled by the latent heat of evaporation. As a result, the wind flowing along the evaporator 118 is cooled and blown out into the passenger compartment. The refrigerant vaporized in the evaporator 118 passes through the regenerator 125 from the evaporator 118, is sucked into the air conditioner compressor 112, is compressed, and is sent to the condenser 113 again. Thereafter, the above-described operation is repeated.

  In addition, a regenerator 126 is provided in the regenerator 125, and the refrigerant flowing out of the evaporator 118 during the operation of the air conditioner compressor 112 flows into the regenerator 125 and exchanges heat with the regenerator 126, thereby Cold energy is stored in the cold storage agent 126. Then, the refrigerant whose temperature has increased due to heat exchange with the regenerator 126 in the regenerator 125 flows out of the regenerator 125 and is sucked into the air conditioner compressor 112.

  The controller 2 controls the operation / stop of the air conditioner compressor 112 (engagement / release of the air conditioner clutch 121) and the opening / closing of the regenerator valve 124. The control device 2 includes an outside air temperature sensor 131 that detects an outside air temperature, a vehicle interior temperature sensor 132 that detects a vehicle interior temperature, and a cold storage agent temperature sensor 133 that detects a cold storage agent temperature of the regenerator 125 as a cooling capability (cooling capability). A detection unit), an air conditioning temperature setting switch 134 for setting a set temperature of the air conditioning temperature (cooling temperature), an air conditioner switch 135 for turning on / off the air conditioning operation, an SOC sensor 130 for detecting the SOC of the battery 3, and the like. Reads signals, etc., and PWM controls the operation / stop of the air conditioner compressor 112 (engagement / release of the air conditioner clutch 121) so as to adjust the vehicle interior temperature to the set temperature during the air conditioning operation (while the air conditioner switch 135 is on). In addition, when the temperature of the regenerator is higher than a predetermined temperature during the operation of the air conditioner compressor 112, the regenerator It captures the refrigerant flowing out from the evaporator 118 by opening the blanking 124, when it falls below a predetermined temperature to close the cold storage dexterity valve 124. Further, when there is a cooling request while the air conditioner compressor 112 is stopped, the regenerator valve 124 is opened, and the refrigerant flows to the evaporator 118 side, whereby the evaporator 118 is cooled. As a result, the wind flowing along the evaporator 118 is cooled and blown out into the passenger compartment.

Next, the air conditioner control of the vehicle drive device 1 configured as described above will be described with reference to FIG.
First, the control device 2 detects whether or not the SOC of the battery 3 is greater than or equal to the AM zone based on the output signal from the SOC sensor 130 (step S1). If the SOC of the battery 3 is greater than or equal to the A-M zone, it is subsequently detected whether or not the SOC is in the D zone (step S2). As a result, EV traveling is permitted when the SOC is in the D zone. At this time, by engaging the air conditioner clutch 121 and operating the air conditioner compressor 112 with the power of the motor 7 regardless of the regenerator temperature of the regenerator 125, the SOC is actively reduced and the target SOC is A−. It can be close to the M zone. As a result, the situation in which the regenerative energy cannot be used while the SOC remains in the D zone can be reduced to improve fuel efficiency.

  If the SOC is not the D zone in step S2, that is, if the SOC is the A-M zone or the A-H zone, the EV traveling is permitted according to the control Map. At this time, the air conditioner clutch 121 may be fastened depending on the temperature of the regenerator, or may be opened and air-conditioned by the regenerator 125.

  If the SOC of the battery 3 is not greater than or equal to the A-M zone in step S1, it is subsequently detected whether or not the SOC of the battery 3 is in the A-L zone (step S3). When the SOC of the battery 3 is in the A-L zone, it is subsequently detected whether or not the cool storage agent temperature is equal to or lower than a predetermined temperature based on the output signal from the cool storage agent temperature sensor 133 (step S4). The predetermined temperature is the temperature of the regenerator that can be set to the current air-conditioner set temperature set by the air-conditioning temperature setting switch 134 for the time corresponding to the average travel distance for EV travel (accumulated pressure in the case of an accumulator). As a result, EV traveling is permitted if the regenerator temperature of the regenerator 125 is equal to or lower than a predetermined temperature. At this time, by opening the air conditioner clutch 121 and using the regenerator 125 to air condition the vehicle interior, the air conditioner compressor 112 does not become a load during EV traveling. Thereby, fuel consumption can be improved by extending the EV travel distance.

  In step S4, if the regenerator temperature of the regenerator 125 is not lower than the predetermined temperature, EV traveling is prohibited, the air conditioner clutch 121 is engaged, and the air conditioner compressor 112 is operated. As a result, even if the SOC of the battery 3 is in the A-L zone, the SOC of the battery 3 decreases due to the driving load and the load of the compressor 112 for the air conditioner, and switching between the internal combustion engine traveling and the EV traveling frequently occurs. Can be prevented.

  If the SOC of the battery 3 is not in the A-L zone in step S3, that is, if the SOC is in the B zone or the C zone, it is subsequently detected whether or not the regenerator temperature is below a predetermined temperature ( Step S5). As a result, if the regenerator temperature of the regenerator 125 is equal to or lower than a predetermined temperature, the EV travel is prohibited according to the control map, and the air conditioner clutch 121 is opened and the vehicle interior is air-conditioned using the regenerator 125, thereby driving the engine. The air conditioner compressor 112 does not become a load, and the fuel efficiency can be improved.

In step S5, if the regenerator temperature of the regenerator 125 is not lower than the predetermined temperature, EV traveling is prohibited, the air conditioner clutch 121 is engaged, and the air conditioner compressor 112 is operated.
If EV traveling is prohibited by these processes and the air conditioner clutch 121 needs to be engaged, the air conditioner compressor 112 can be operated inevitably if the engine 6 is driven with an odd number of gears by the power of the engine 6. If the vehicle travels with even gears, the air conditioner compressor 112 can be operated in the above-described (i) to (iii).

  Explaining with an example, FIG. 6 is a diagram illustrating a state of transmission of torque of the vehicle drive device 1 in the second speed traveling state. When there is a drive request for the second speed travel, the second shifter 52 is in-geared at the second speed connection position and the second clutch 42 is engaged to achieve the second speed travel shown in FIG. When there is a request for the operation of the air conditioner compressor 112, for example, as shown in FIG. 7, the counter shaft 14 is rotated third by in-gearing (first three-speed preshift) the first speed-shifting shifter 51 at the third-speed connection position. The air conditioner compressor 112 that is transmitted to the first main shaft 11 through the speed gear pair 23 and connected to the first main shaft 11 by the rotation of the first main shaft 11 can be operated.

  In this state, the cooling performance obtained from the rotation speed of the air conditioner compressor 112 is compared with the required cooling performance. If the cooling performance is lower than the required cooling performance, the first shifter 51 is moved to the third speed as shown in FIG. By connecting the lock mechanism 61 to the neutral position and locking the rotation of the ring gear (first-speed preshift), the air conditioner increases the rotation speed of the first main shaft 11 while maintaining the second speed travel. The cooling performance of the compressor 112 can be increased. Even in a situation where the regenerator 125 cannot be used in this way, the shift position is changed according to the required cooling performance using the relationship of the gear ratio, or the engagement / release time in the PWM control of the air conditioner clutch 121 Etc., the air conditioner compressor 112 can be operated as required.

  As described above, according to the present embodiment, since the regenerator 125 is provided, during EV traveling, the power of the motor 7 is changed to EV traveling by air-conditioning the passenger compartment with the regenerator 125. The fuel efficiency can be improved by extending the EV travel distance. The regenerator temperature sensor 133 (cooling capacity detector) for detecting the cooling capacity of the regenerator 125 and the SOC sensor 130 for detecting the SOC of the battery 3 (power storage device) are provided. Based on the SOC of the battery 3, whether or not EV traveling is permitted or not is determined, so that frequent switching between internal combustion engine traveling and EV traveling can be prevented in advance.

  Further, according to the present embodiment, the SOC of the battery 3 is in the A-L zone where the EV traveling can be performed while the air conditioner compressor 112 is operated, and the regenerator 125 has the cooling performance for a predetermined time or more. When cooled below a predetermined temperature that can be maintained, EV traveling is permitted, and the SOC of the battery 3 is in the A-L zone where the EV traveling can be performed while operating the air conditioner compressor 112, and When the regenerator 125 is not cooled below a predetermined temperature at which the cooling performance can be maintained for a predetermined time or longer, EV traveling is not permitted. Therefore, the internal combustion engine traveling and the EV traveling can be performed without deteriorating passenger comfort. It is possible to prevent frequent switching.

  Further, according to the present embodiment, when the SOC of the battery 3 is in the D zone close to the maximum charge amount, EV running is permitted regardless of the cooling capacity of the regenerator 125, so the motor 7 is actively used. By reducing the SOC and preparing for the next regenerative braking or the like, the regenerative energy can be effectively used to improve the fuel efficiency.

  Further, according to the present embodiment, when the engine is running with even-numbered gears and the cooling performance is insufficient, the lock mechanism 61 is connected to satisfy the required cooling performance or the first transmission shifter 51 is connected. By shifting to the low-speed gear among the odd-numbered gears, the air conditioner compressor 112 can be operated so as to satisfy the required cooling performance with the power of the engine 6.

FIG. 9 is a diagram schematically illustrating a configuration of a refrigeration cycle and a control device according to a modification.
In the refrigeration cycle 111 of this modification, an auxiliary accumulator 128 (auxiliary pressure accumulating means) is provided via an auxiliary accumulator valve 127 in addition to the regenerator 125 in the refrigeration cycle 111 of the above-described embodiment. The auxiliary accumulator 128 accumulates the operating pressure of the air conditioner compressor 112 and air-conditions the vehicle interior by opening the auxiliary accumulator valve 127 when there is a cooling request exceeding the cooling performance of the regenerator 125. is there.

  For example, when EV traveling is permitted in FIG. 5 and the air conditioner clutch 121 is opened and the vehicle interior is air-conditioned using the regenerator 125, the regenerator 125 and the air conditioner compressor 112 are used during steady travel (cruise traveling). When the required cooling performance exceeds the required cooling performance, the lack of cold storage capacity can be compensated. In addition, you may employ | adopt the auxiliary cool storage which has a cool storage agent instead of an auxiliary accumulator.

In addition, this invention is not limited to each embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, the vehicle drive device 1 has an odd-numbered stage gear disposed on a first main shaft 11 that is an input shaft to which a motor 7 of a twin clutch transmission is connected, and a second input shaft that is not connected to the motor 7. Although the even-numbered gear is arranged on the intermediate shaft 16, the present invention is not limited to this. An even-numbered gear is arranged on the first main shaft 11 that is the input shaft to which the motor 7 is connected, and the input shaft is not connected to the motor 7. An odd-numbered gear may be arranged on a certain second intermediate shaft 16.

  Further, in addition to the planetary gear mechanism 30 as the first-speed drive gear, the third-speed drive gear 23a, and the fifth-speed drive gear 25a as the odd-numbered speed stages, the seventh, ninth,... In addition to the second-speed drive gear 22a and the fourth-speed drive gear 24a, gears may be provided as sixth, eighth,...

  In addition, a first common driven gear 23b, a fourth speed drive gear 24a, and a fifth speed are configured such that the driven gear attached to the counter shaft 14 is meshed with the second speed driving gear 22a and the third speed driving gear 23a. Although the second shared driven gear 24b meshed with the speed drive gear 25a is combined, the present invention is not limited to this, and a plurality of driven gears meshed with each gear may be provided. Further, the planetary gear mechanism 30 is exemplified as the first speed drive gear, but the present invention is not limited to this, and the first speed drive gear may be provided in the same manner as the third speed drive gear 23a.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 2 Control device 3 Battery (electric storage means)
6 Engine (Internal combustion engine)
7 Motor (electric motor)
11 First spindle (first input shaft)
14 Counter shaft (output shaft)
16 Second intermediate shaft (second input shaft)
20 Transmission (transmission mechanism)
22a 2nd speed drive gear 23a 3rd speed drive gear 23b 1st common driven gear 24a 4th speed drive gear 24b 2nd common driven gear 25a 5th speed drive gear 30 planetary gear mechanism 41 1st clutch (1st (1 connection means)
42 Second clutch (second connecting / disconnecting means)
51 First shifter (first synchronizer)
52 Second shifter (second synchronizer)
61 Lock mechanism (first synchronizer)
111 Refrigeration cycle 112 Compressor for air conditioner 125 Regenerator 128 Auxiliary accumulator 121 Clutch for air conditioner 130 SOC sensor (SOC detection unit)
133 Coolant temperature sensor (cooling capacity detector)

Claims (7)

An internal combustion engine;
An electric motor,
A power storage device for supplying electric power to the electric motor;
A first input shaft connected to the electric motor and selectively connected to the internal combustion engine via first connecting / disconnecting means, and a first input shaft selectively connected to the internal combustion engine via second connecting / disconnecting means. Two input shafts, and an output shaft selectively connected to the first input shaft via a first synchronization device and selectively connected to the second input shaft via a second synchronization device. Transmission mechanism,
A refrigeration cycle having an air conditioner compressor coupled to the first input shaft via an air conditioner clutch;
A control device for a vehicle drive device comprising: a cold storage means for storing cold energy of refrigerant flowing in the refrigeration cycle; or a pressure storage means for storing pressure during operation of the air conditioner compressor,
A cooling capacity detector for detecting the cooling capacity of the cold storage means or the pressure storage means;
An SOC detector for detecting the SOC of the power storage device,
A control device for a vehicular drive device, wherein whether or not EV travel is permitted is determined based on the cooling capacity of the cold storage means or the pressure storage means and the SOC of the power storage device. The SOC of the power storage device is in a first region where EV travel is possible while operating the air conditioner compressor, and the cool storage means or the pressure storage means is below a predetermined temperature at which the cooling performance can be maintained for a predetermined time or more. If it is cooled to EV, allow EV driving,
The SOC of the power storage device is in a first region where EV travel is possible while operating the air conditioner compressor, and the cool storage means or the pressure storage means is below a predetermined temperature at which the cooling performance can be maintained for a predetermined time or more. 2. The vehicle drive device control device according to claim 1, wherein EV driving is not permitted when the vehicle has not been cooled.   The EV traveling is permitted regardless of the cooling capacity of the cold storage means or the pressure storage means when the SOC of the power storage device is in the second region close to the maximum charge amount. Control device for vehicle drive apparatus. The transmission mechanism includes a first gear group including a plurality of gears arranged on the first input shaft and selectively connected to the first input shaft via the first synchronization device, and the second input shaft. A second gear group comprising a plurality of gears disposed on the second input shaft and selectively coupled to the second input shaft via the second synchronization device; and a gear of the first gear group disposed on the output shaft; A third gear group comprising a plurality of gears meshing with the gears of the second gear group,
When the internal combustion engine is running with the gears of the second gear group and the cooling performance is insufficient, the first synchronizer is connected to the low-speed side gear among the gears of the first gear group so as to satisfy the required cooling performance. The control device for a vehicle drive device according to claim 1, wherein the control device shifts to Further comprising auxiliary cold storage means for storing cold energy of the refrigerant flowing in the refrigeration cycle,
2. The vehicle drive according to claim 1, wherein when the cooling performance is insufficient for the required cooling performance during EV running or steady running, the driving of the air conditioner compressor is suppressed using the auxiliary cold storage means. Control device for the device. Auxiliary pressure accumulating means for accumulating pressure during operation of the air conditioner compressor is further provided,
2. The vehicle drive according to claim 1, wherein when the cooling performance is insufficient for the required cooling performance during EV running or steady running, driving of the air conditioner compressor is suppressed using the auxiliary pressure accumulating means. Control device for the device.   The cooling capacity of the cold storage means or the pressure storage means is a temperature or pressure accumulation amount of a cold storage agent that can be set to a current air conditioner set temperature for a time corresponding to an average travel distance for EV travel. The control apparatus of the vehicle drive device of any one of these.

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