JP2012035661A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle that can start an internal combustion engine while a prescribed rotation element of a differential rotation mechanism is reliably braked.SOLUTION: In the control device applied to the vehicle 1 which is mounted with a drive unit 10 having a planetary gear train 16 in which the internal combustion engine 11 is connected to a carrier Ca, a first MG 12 is connected to a sun gear Su, and an output part 19 is connected to a ring gear Ri, respectively, when a prescribed start condition is satisfied, a drive control device 40 controls a dog clutch mechanism 17 so that power transmission between the ring gear Ri and the output part 19 is inhibited, and the ring gear Ri is braked, after that, controls the operation of the first MG 12 so that the first MG 12 is operated at prescribed output torque, and after that, controls the operation of the first MG 12 so that the internal combustion engine 11 is started when a change of an angular velocity of the first MG 12 which is controlled so as to operate at the prescribed output torque is within a prescribed allowable range.

Description

  The present invention is capable of interrupting or connecting a power transmission path between an internal combustion engine and a drive wheel, and driving or driving the drive wheel with a motor / generator to drive or stop the internal combustion engine during traveling. The present invention relates to a vehicle control device capable of performing

  A parallel mode in which an internal combustion engine and two motors are mounted, and the drive wheels are driven by the internal combustion engine and the motor by switching the state of the clutch and brake provided in the power transmission path between the internal combustion engine and the drive wheels In addition, there is known a hybrid vehicle that can be switched to a series mode in which power transmission between an internal combustion engine and driving wheels is interrupted and the driving wheels are driven by a motor. In such a hybrid vehicle, the sun gear of the planetary gear mechanism is connected to the motor, the carrier is connected to the internal combustion engine, and the ring gear is connected to the output shaft that outputs power to the drive wheels. And a ring gear that is braked with a brake and switched to a series mode is known (see Patent Document 1). In addition, there are Patent Documents 2 to 4 as prior art documents related to the present invention.

JP 2000-209706 A JP 2008-068705 A JP 2009-001180 A JP-A-2005-306238

  In the device of Patent Document 1, the ring gear is braked with a brake when the internal combustion engine is started. However, when the brake is not securely engaged, the ring gear rotates, so that the reaction force is not appropriately generated, and the motor power is reduced. There is a risk of being wasted. Further, in such a case, the load applied to the internal combustion engine becomes lighter than in the case where the brake is securely engaged, and thus the internal combustion engine may blow up immediately after starting.

  Accordingly, an object of the present invention is to provide a vehicle control device capable of starting an internal combustion engine in a state where a predetermined rotation element of a differential rotation mechanism is reliably braked.

  The vehicle control apparatus of the present invention includes a first rotating element, a second rotating element, and a third rotating element that are differentially rotatable with respect to each other, the first rotating element being connected to an internal combustion engine, and the second rotating element. A differential mechanism in which a rotating element is connected to a first motor / generator and the third rotating element is connected to an output unit for transmitting power to a drive wheel, and a second motor capable of outputting power to the output unit An engagement state provided on a power transmission path between the generator, the third rotating element, and the output unit, and in which power is transmitted between the third rotating element and the output unit, and between them Clutch means switchable to a disengaged state in which the power transmission is interrupted, and brake means switchable to a braking state in which the third rotating element is restrained to be non-rotatable and a release state in which the restraint is released Applied to vehicles equipped with different drive units A control apparatus for a vehicle comprising control means for controlling the operation of the internal combustion engine, the first motor / generator, the second motor / generator, the clutch means, and the brake means in accordance with a running state of the vehicle; When the predetermined start condition for starting the internal combustion engine is satisfied when the drive wheel is driven by the second motor / generator while the internal combustion engine is stopped, the control means A state switching means for switching the means to a released state and switching the brake means to a braking state; and after the control of the clutch means and the brake means by the state switching means is completed, the first motor / generator has a predetermined output torque. Operation control means for controlling the operation of the first motor / generator so as to operate; The operation of the first motor / generator is controlled so that the internal combustion engine is started when the change in angular velocity of the first motor / generator whose operation is controlled by the control means is within a predetermined allowable range set in advance. And start control means for controlling (claim 1).

  In the control device of the present invention, the internal combustion engine is started when the change in the angular velocity of the first motor / generator whose operation is controlled by the operation control means is within a predetermined allowable range. When the third rotating element is not braked by the brake means, the third rotating element rotates, so that the load applied to the first motor / generator is reduced as compared with the case where the third rotating element is braked. Therefore, when the third rotating element is not braked, the change in the angular velocity of the first motor / generator when operated by the operation control means is larger than when the third rotating element is braked. In this way, it can be determined whether or not the third rotating element is braked based on the change in the angular velocity of the first motor / generator. According to the control device of the present invention, since the internal combustion engine is started when the change in the angular velocity of the first motor / generator is within the allowable range, the third rotating element is reliably braked by appropriately setting the allowable range. In this state, the internal combustion engine can be started.

  In one form of the control device of the present invention, the brake member fixed to the fixed member so as not to rotate, the clutch member rotating integrally with the rotating member to which power is transmitted between the output unit, and the third A braking position that rotates integrally with the rotation element and engages with the brake member while engaging with the third rotation element; an engagement position that engages with the clutch member while engaging with the third rotation element; And a clutch mechanism including an engaging member movable to a release position that engages only with the third rotating element may be provided in the drive device as the brake means and the clutch means. 2). In this embodiment, since the clutch mechanism functions as a brake means and a clutch means, the drive device can be downsized as compared with the case where the brake means and the clutch means are provided separately. Moreover, cost can be reduced. In this clutch mechanism, it functions as a brake means or a clutch means by switching the position of one engagement member, so that the third rotating element is not braked while being connected to the output portion. .

  As described above, according to the control device of the present invention, the internal combustion engine can be started in a state where the third rotating element is reliably braked. Therefore, it is possible to suppress the wasteful consumption of the power of the first motor / generator when the internal combustion engine is started. Moreover, it can suppress that an internal combustion engine blows up immediately after starting.

The skeleton figure of the vehicle in which the control device concerning one form of the present invention was built. The figure which expands and shows a part of drive device. The flowchart which shows the starting control routine which a drive control apparatus performs.

  FIG. 1 shows a skeleton diagram of a vehicle in which a control device according to one embodiment of the present invention is incorporated. The vehicle 1 is configured as a so-called hybrid vehicle. A drive device 10 is mounted on the vehicle 1. The drive device 10 includes an internal combustion engine (hereinafter also referred to as an engine) 11, a first motor / generator (hereinafter also referred to as first MG) 12, and a second motor / generator (hereinafter referred to as “MG”). And may be abbreviated as second MG.) 13. Since the engine 11 is a well-known engine mounted on a hybrid vehicle, detailed description thereof is omitted. The first MG 12 and the second MG 13 are known ones that function as an electric motor and a generator. The first MG 12 includes a stator 12a fixed to the case 2 as a fixing member, and a rotor 12b arranged coaxially on the inner peripheral side of the stator 12a. Further, the first MG 12 includes a first rotation angle sensor 12c that outputs a signal corresponding to the rotation angle of the rotor 12b. Similarly, the second MG 13 has a stator 13a fixed to the case 2, a rotor 13b coaxially arranged on the inner peripheral side of the stator 13a, and a second rotation angle sensor that outputs a signal corresponding to the rotation angle of the rotor 13b. 13c. As the rotation angle sensors 12c and 13c, known sensors such as a resolver and a rotary encoder are provided, for example. The first MG 12 and the second MG 13 are each electrically connected to a common battery 14.

  The output shaft 11 a of the engine 11 and the rotor 12 b of the first MG 12 are connected to the power split mechanism 15. As shown in this figure, the output shaft 11a of the engine 11 is also connected to the oil pump OP. The power split mechanism 15 includes a planetary gear mechanism 16 as a differential mechanism. The planetary gear mechanism 16 is a single pinion type planetary gear mechanism, and includes a sun gear Su that is an external gear, a ring gear Ri that is an internal gear that is disposed coaxially with the sun gear Su, and these gears Su. , And a carrier Ca that holds the pinion gear Pi meshing with Ri so as to be capable of rotating and revolving around the sun gear Su. The sun gear Su is connected to the rotor 12b of the first MG 12. The carrier Ca is connected to the output shaft 11 a of the engine 11. The ring gear Ri is connected to a first drive gear 18 as a rotating member via a dog clutch mechanism 17. Therefore, the sun gear Su corresponds to the second rotating element of the present invention, the carrier Ca corresponds to the first rotating element of the present invention, and the ring gear Ri corresponds to the third rotating element of the present invention.

  An output unit 19 for outputting power to the drive wheels 3 of the vehicle 1 is connected to the power split mechanism 15. The output unit 19 includes a driven gear 21 that meshes with the first drive gear 18 and is fixed to the intermediate shaft 20, and an output gear 22 that is fixed to the intermediate shaft 20. The output gear 22 meshes with a ring gear 24 provided in a case of a differential mechanism 23 connected to the drive wheel 3. As shown in this figure, the rotor 13 b of the second MG 13 is connected to a second drive gear 25 that meshes with the driven gear 21.

  FIG. 2 shows an enlarged part of the drive device 10. As shown in this figure, the output shaft 11a of the engine 11 is provided so as to rotate about the axis Ax. The first drive gear 18 is rotatably supported on the outside of the output shaft 11a via a bearing B. The rotor 12b of the first MG 12 is also provided to rotate about the axis Ax. The sun gear Su, the carrier Ca, and the ring gear Ri of the planetary gear mechanism 16 are also provided so as to rotate about the axis Ax. A bearing B is provided between the sun gear Su and the output shaft 11a so that they rotate separately.

  The dog clutch mechanism 17 includes a sleeve 26 as an engagement member provided on the outer periphery of the ring gear Ri, a brake member 27 fixed to the case 2 so as not to rotate, and a clutch member 28 that rotates integrally with the first drive gear 18. It has. A plurality of teeth T and 26a extending in the direction of the axis Ax and meshing with each other are provided on the outer peripheral surface of the ring gear Ri and the inner peripheral surface of the sleeve 26, respectively. Thereby, the sleeve 26 is attached to the outer peripheral surface of the ring gear Ri so as to rotate integrally with the ring gear Ri and to be slidable in the direction of the axis Ax. The brake member 27 includes a plurality of teeth 27a with which the teeth 26a of the sleeve 26 can mesh. Similarly, the clutch member 28 includes a plurality of teeth 28 a that can engage with the teeth 26 a of the sleeve 26. The teeth 27a of the brake member 27 and the teeth 28a of the clutch member 28 are also provided so as to extend in the direction of the axis Ax, like the external teeth T of the ring gear Ri. The teeth 27a and 28a have the same shape as the teeth of the ring gear Ri. As shown in this figure, the outer teeth T of the ring gear Ri, the teeth 27a of the brake member 27, and the teeth 28a of the clutch member 28 have the same outer diameter and are arranged in the direction of the axis Ax. Has been. Therefore, when the sleeve 26 is slid in the axis Ax direction, the sleeve 26 meshes with the teeth 27 a of the brake member 27 and the teeth 28 a of the clutch member 28. The length of the sleeve 26 in the axis Ax direction is set to a size that allows the sleeve 26 to mesh only with the teeth of the ring gear Ri. The dog clutch mechanism 17 includes a drive mechanism 29 for driving the sleeve 26 in the direction of the axis Ax. The drive mechanism 29 includes an operation member 30 that operates the sleeve 26 and an actuator 31 that drives the operation member 30.

  In the dog clutch mechanism 17, when the sleeve 26 is slid to the first MG 12 side (left side in FIG. 2), the sleeve 26 moves to the braking position where it engages with the teeth 27 a of the brake member 27 while meshing with the external teeth T of the ring gear Ri. To do. As described above, the brake member 27 is fixed so as not to rotate. In this case, the ring gear Ri is braked so as not to rotate. Hereinafter, this state is referred to as a braking state. On the other hand, when the sleeve 26 is slid to the first drive gear 18 side (the right side in FIG. 2), the sleeve 26 moves to the engagement position where it engages with the teeth 28a of the clutch member 28 while engaging with the external teeth T of the ring gear Ri. To do. In this case, the ring gear Ri and the first drive gear 18 rotate integrally. Hereinafter, this state is referred to as an engaged state. The sleeve 26 can be moved to a release position where it engages only with the external teeth T of the ring gear Ri as shown in FIG. In this case, the ring gear Ri is idled. Hereinafter, this state is referred to as a released state. In this way, the dog clutch mechanism 17 functions as a brake for braking the ring gear Ri by changing the position of the sleeve 26 and allows or prevents power transmission between the ring gear Ri and the first drive gear 18. Acts as a clutch. Therefore, the dog clutch mechanism 17 corresponds to the brake means and clutch means of the present invention. Further, the above-described released state of the dog clutch mechanism 17 corresponds to each of the released state of the clutch means and the released state of the brake means of the present invention.

  In the drive device 10, the drive mode is switched according to the driving state of the vehicle 1. As drive modes, a series parallel mode and a series mode are provided. In the series parallel mode, the dog clutch mechanism 17 is switched to the engaged state, and the drive wheels 3 are driven by the power of both the engine 11 and the second MG 13. In the series mode, the dog clutch mechanism 17 is switched to the braking state, and the drive wheels 3 are driven only by the power of the second MG 13. The operating state of the engine 11 in this mode is controlled according to the charging rate of the battery 14.

  As shown in FIG. 1, the operation of the drive device 10 is controlled by a drive control device 40 as control means. The drive control device 40 is configured as a computer that controls each part of the drive device 10, and includes start and stop control of the engine 11, output control of the engine 11, output control of each MG 12 and 13, and operation control of the dog clutch mechanism 17. Various controls are executed. For example, the drive control device 40 switches the drive mode of the drive device 10 to the series parallel mode when the accelerator opening is equal to or greater than a predetermined determination opening, and the drive mode is set to the series when the accelerator opening is less than the determination opening. Switch to mode. In addition, when the drive mode is the series mode, the drive control device 40 stops the engine 11 when the charging rate of the battery 14 is equal to or greater than a predetermined determination value. On the other hand, when the charging rate of the battery 14 is less than the determination value, the engine 11 is started and the first MG 12 generates power to charge the battery 14. Various sensors for acquiring the driving state of the vehicle 1 are connected to the drive control device 40 in order to perform these controls. For example, an accelerator opening sensor 41 that outputs a signal corresponding to the accelerator opening, an SOC sensor 42 that outputs a signal corresponding to the charging rate of the battery 14, and the like are connected. The drive control device 40 is also connected with a first rotation angle sensor 12c and a second rotation angle sensor 13c. In addition to this, various sensors are connected to the drive control device 40, but their illustration is omitted.

  FIG. 3 shows a start control routine that the drive control device 40 repeatedly executes at a predetermined cycle while the vehicle 1 is traveling. This control routine is executed in parallel with other control routines executed by the drive control device 40. In this control routine, the drive control device 40 first acquires the driving state of the vehicle 1 in step S11. As the driving state of the vehicle 1, for example, the accelerator opening degree, the charging rate of the battery 14, and the like are acquired. In the next step S12, the drive control device 40 determines whether or not the drive mode of the drive device 10 is the series mode. If it is determined that the drive mode is the series parallel mode, the current control routine is terminated.

  On the other hand, when it is determined that the drive mode is the series mode, the process proceeds to step S13, and the drive control device 40 determines whether or not a predetermined start condition for starting the engine 11 is satisfied. It is determined that the predetermined start condition is satisfied when, for example, the charging rate of the battery 14 is less than the determination value as described above. If it is determined that the start condition is not satisfied, the current control routine is terminated. On the other hand, if it is determined that the start condition is satisfied, the process proceeds to step S14, and the drive control device 40 executes brake control. In this brake control, the operation of the actuator 31 is controlled so that the sleeve 26 moves to the braking position and the dog clutch mechanism 17 switches to the braking state. As a result, the ring gear Ri is braked and power transmission between the first drive gear 18 and the ring gear Ri is interrupted.

  In the next step S15, the drive control device 40 performs engagement determination control. In this engagement determination control, the first MG 12 is controlled so that the first MG 12 operates at a predetermined output torque set in advance for a predetermined time (for example, about several seconds), and a change in the angular velocity of the rotor 12b at the time of the control is acquired. . The predetermined output torque is set such that the rotor 12b rotates when the dog clutch mechanism 17 is in a braking state and the first MG 12 is operated with this output torque. Since such torque changes according to the ring gear Ri, the resistance torque generated by the engine 11, and the like, the output torque may be set appropriately according to these.

  In subsequent step S16, the drive control device 40 determines whether or not the sleeve 26 has moved to the braking position and the dog clutch mechanism 17 has been switched to the braking state. When the sleeve 26 does not move to the braking position and the sleeve 26 is not securely engaged with the teeth 27a of the brake member 27, the ring gear Ri can rotate. Therefore, when the first MG 12 is operated, the ring gear Ri rotates. In this case, since the load applied to the first MG 12 is smaller than when the sleeve 26 is securely engaged with the teeth 27a of the brake member 27, the change in the angular velocity of the rotor 12b when the first MG 12 is operated increases. . Therefore, it can be determined whether or not the dog clutch mechanism 17 is switched to the braking state based on the change in the angular velocity of the rotor 12b. Therefore, for example, it is determined whether or not the change in the angular velocity acquired in the engagement determination control is within a predetermined allowable range, and if it is within the allowable range, it is determined that the dog clutch mechanism 17 is switched to the braking state. The allowable range is a range provided as a reference for determining whether or not the dog clutch mechanism 17 is in a braking state. Therefore, what is necessary is just to set suitably so that it can determine whether it is in a braking state. If it is determined that the dog clutch mechanism 17 is not in the braking state, the process returns to step S14, and the processes in steps S14 to S16 are repeatedly executed until the dog clutch mechanism 17 is switched to the braking state.

  On the other hand, when it is determined that the dog clutch mechanism 17 is switched to the braking state, the process proceeds to step S17, and the drive control device 40 executes engine start control. In the engine start control, the operation of the first MG 12 is controlled so that the cranking of the engine 11 is performed, and various controls for operating the engine 11 such as fuel supply control to the engine 11 are appropriately performed. Thereafter, the current control routine is terminated.

  In the control device of the present invention, after performing control to switch the dog clutch mechanism 17 to the braking state, it is confirmed whether or not the dog clutch mechanism 17 is actually switched to the braking state, and it can be confirmed that the dog clutch mechanism 17 has been switched to the braking state. The engine 11 is started. Therefore, the engine 11 can be started with the ring gear Ri reliably braked. Thereby, it is possible to suppress wasteful consumption of the power of the first MG 12 when the engine 11 is started. Moreover, it can suppress that the engine 11 blows up immediately after starting.

  The drive control device 40 performs the processes of steps S16 and S17 as the state switching means of the present invention by executing the processes of steps S13 and S14, and the operation control means of the present invention by performing the processes of step S15. By executing the above, it functions as a start control means of the present invention.

  In the control device of the present invention, the dog clutch mechanism 17 functions as a brake that brakes the ring gear Ri, and also functions as a clutch that switches between permission and block of power transmission between the ring gear Ri and the first drive gear 18. Therefore, it is not necessary to provide a brake and a clutch separately. Therefore, the drive device 10 can be reduced in size and the cost can be reduced. Since the dog clutch mechanism 17 functions as a brake or a clutch by switching the position of the sleeve 26, the ring gear Ri is not braked while the ring gear Ri and the first drive gear 18 rotate integrally. . Further, since the dog clutch mechanism 17 is a meshing mechanism that meshes the teeth 26a of the sleeve 26 with the teeth 27a of the brake member 27 and the teeth 28a of the clutch member 28, it is compared with a friction brake or clutch that presses a plurality of plates. Thus, there is no need to generate a force for pressing the plates together. Therefore, energy required when the sleeve 26 is engaged with the brake member 27 and the clutch member 28 can be reduced. In the friction brake and clutch, drag loss occurs even in the disengaged state, but in the dog clutch mechanism 17, since there is no drag loss, energy consumption can be further suppressed.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the present invention is applied to a drive device in which a brake for braking a ring gear instead of a dog clutch mechanism and a clutch for switching permission and prevention of power transmission between the ring gear and the first drive gear are separately provided. May be. Further, the present invention may be applied to a drive device provided with a double pinion type planetary gear mechanism instead of a single pinion type or a drive device provided with a plurality of planetary gear mechanisms. Further, the combination of the rotation elements of the planetary gear mechanism and the connection between the engine, the first MG, and the first drive gear is not limited to the above-described form, and may be changed as appropriate according to the type and number of planetary gear mechanisms. It's okay.

1 vehicle 2 case (fixing member)
DESCRIPTION OF SYMBOLS 3 Drive wheel 10 Drive apparatus 11 Internal combustion engine 12 1st motor generator 13 2nd motor generator 16 Planetary gear mechanism (differential mechanism)
17 Dog clutch mechanism (clutch means, brake means)
18 First drive gear (rotating member)
19 Output part 26 Sleeve (engagement member)
27 Brake member 28 Clutch member 40 Drive control device (control means, state switching means, operation control means, start control means)
Su sun gear (second rotating element)
Ri ring gear (third rotating element)
Ca carrier (first rotating element)

Claims (2)

A first rotating element, a second rotating element, and a third rotating element that are differentially rotatable with respect to each other; the first rotating element is connected to an internal combustion engine; and the second rotating element is connected to the first motor / generator. A differential mechanism coupled to the output unit for transmitting power to the drive wheels, the second motor generator capable of outputting power to the output unit, and the third rotation element And a disengaged state in which power is transmitted between the third rotating element and the output unit and a power transmission between them is cut off. A vehicle equipped with a drive device comprising: clutch means that can be switched between; and brake means that can be switched between a braking state that restrains the third rotating element to be non-rotatable and a release state that releases the restraint. Applied,
In a vehicle control device comprising control means for controlling operations of the internal combustion engine, the first motor / generator, the second motor / generator, the clutch means, and the brake means in accordance with the running state of the vehicle,
When the predetermined start condition for starting the internal combustion engine is satisfied when the drive wheel is driven by the second motor / generator while the internal combustion engine is stopped, the control means The first motor generator operates at a predetermined output torque after the control of the clutch means and the brake means by the state switching means is completed, and the state switching means for switching the brake means to the braking state. The operation control means for controlling the operation of the first motor / generator and the change in the angular velocity of the first motor / generator whose operation is controlled by the operation control means are within a predetermined allowable range set in advance. A start controlling the operation of the first motor generator so that the internal combustion engine is started Control device for a vehicle which includes a control means.   A brake member fixed to the fixing member in a non-rotatable manner, a clutch member that rotates integrally with a rotating member that transmits power between the output portion, a third rotating element that rotates together with the third rotating element; A braking position that engages with the brake member while engaging with the three rotation elements, an engagement position that engages with the clutch member while engaging with the third rotation element, and engagement with only the third rotation element The vehicle control device according to claim 1, wherein a clutch mechanism including an engaging member movable to a release position is provided in the drive device as the brake means and the clutch means.

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