JP2013049324A - Control device of hybrid vehicle and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle that can control further rise of the temperature of an electric storage device by driving the air-conditioning compressor when the electric storage device is at high temperature and to provide a control method.SOLUTION: The present invention relates to the control device of the hybrid vehicle 1 including: an engine 6; a battery 3; a motor 7 that transfers the electric power from/to the battery 3, and can generate power by the power of the engine 6; and an air conditioning compressor 112 that drives the air conditioner that performs air conditioning of the cabin. When the temperature of the battery 3 is equal to or more than the prescribed temperature, the air conditioning compressor 112 is driven by the electric power generated by the motor 7 without through the battery 3.

Description

  The present invention relates to a control device and a control method for a hybrid vehicle.

  Conventionally, a hybrid vehicle including an internal combustion engine, an electric motor, and a capacitor is known. In such a hybrid vehicle, the electric motor is driven by the electric power supplied from the electric storage device, and at the same time, the electric storage device can be charged by performing regenerative power generation by the rotation of the driving wheels and the power of the internal combustion engine during the deceleration traveling. (For example, refer to Patent Document 1).

JP 2006-230071 A

  By the way, although a capacitor | condenser heat | fever-generates by charging / discharging, there exists a possibility that a capacitor | condenser may deteriorate when it becomes high temperature, and it may become impossible to obtain sufficient output. In recent years, air conditioning in the passenger compartment is performed by an air conditioner compressor driven by electric power, but if the electric power is taken out from the electric accumulator when the electric accumulator is at a high temperature, the electric accumulator may be further heated. .

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a hybrid vehicle that can suppress further increase in the temperature of the capacitor due to driving of the air conditioner compressor when the capacitor is hot. A control device and a control method are provided.

In order to achieve the above object, the invention according to claim 1
An internal combustion engine (for example, an engine 6 in an embodiment described later);
A battery (for example, a battery 3 and a high-voltage battery 3a in an embodiment described later);
An electric motor (for example, a motor 7 in an embodiment to be described later) capable of generating and generating electric power by the power of the internal combustion engine;
A control device for a hybrid vehicle (for example, a hybrid vehicle 1 in an embodiment described later) including an air conditioner compressor (for example, an air conditioner compressor 112 in an embodiment described later) that drives an air conditioner that performs air conditioning of a passenger compartment. ,
When the temperature of the battery is equal to or higher than a predetermined temperature, the battery is driven by the power of the internal combustion engine, and the air conditioner compressor is driven by the electric motor without passing through the battery.

  According to a second aspect of the present invention, in the control device according to the first aspect, when the temperature of the capacitor is lower than a predetermined temperature while the vehicle is running with the power of the internal combustion engine, the electric motor generates power to generate the capacitor. It is chargeable.

The invention according to claim 3 is the control device according to claim 1, wherein the temperature of the battery is equal to or higher than a predetermined temperature.
The electric motor generates electric power corresponding to power consumed by the air conditioner compressor and auxiliary equipment (for example, auxiliary equipment 122 in an embodiment described later) by the power of the internal combustion engine;
The air conditioner compressor is driven by electric power generated by the electric motor.

  According to a fourth aspect of the present invention, in the control device according to the first aspect, the air conditioner compressor can be driven by electric power of the battery or electric power generated by the electric motor.

According to a fifth aspect of the present invention, in the control device according to the fourth aspect, a lower voltage is supplied than the capacitor connected to the capacitor via a transformer (for example, a downverter 4 in an embodiment described later). Including a low-voltage capacitor (for example, a low-voltage battery 3b in an embodiment described later),
The air conditioner compressor can be driven by electric power of the low-voltage capacitor.

  The invention according to claim 6 is characterized in that, in the control device according to claim 1, the condenser can be cooled by driving the air conditioner compressor to perform cooling.

  According to a seventh aspect of the present invention, in the control device according to the sixth aspect, when the temperature of the battery is equal to or higher than a predetermined temperature, the air conditioner compressor is driven so as to perform cooling at a strength higher than a passenger's required cooling strength. It is characterized by doing.

  According to an eighth aspect of the present invention, in the control device according to the seventh aspect of the present invention, at least the cooling that exceeds the required cooling strength is performed through a flow path that avoids an occupant.

The invention according to claim 9 is the control device according to claim 1, wherein the hybrid vehicle is:
The mechanical power from the output shaft of the internal combustion engine and the electric motor is received by a first input shaft (for example, a first main shaft 11 in an embodiment described later) that engages with the electric motor, and any one of a plurality of shift stages is received. A first transmission mechanism capable of engaging and engaging the first input shaft and the drive wheel;
Mechanical power from the output shaft of the internal combustion engine is received by a second input shaft (for example, a second intermediate shaft 16 in an embodiment described later), and any one of a plurality of shift stages is engaged and the second input is performed. A second speed change mechanism capable of engaging the shaft and the drive wheel;
A first connecting / disconnecting portion capable of engaging the output shaft of the internal combustion engine and the first input shaft (for example, a first clutch 41 of an embodiment described later);
A second connecting / disconnecting portion capable of engaging the output shaft of the internal combustion engine and the second input shaft (for example, a second clutch 42 of an embodiment described later),
A connection / disconnection control unit (e.g., an ECU 5 in an embodiment described later) that controls an engagement state of the first connection / disconnection unit and the second connection / disconnection unit;
When the temperature of the storage battery is equal to or higher than a predetermined temperature, the connecting / disconnecting section control unit drives the first connecting / disconnecting section to generate power consumed by the air conditioner compressor and auxiliary machinery by the electric motor. And the second connecting / disconnecting portion is engaged according to the driving force required for traveling of the hybrid vehicle.

The invention according to claim 10 is the control apparatus according to claim 9, wherein
In the case where the temperature of the battery is equal to or higher than a predetermined temperature,
When the driving force required to generate power by the electric motor is smaller than the driving force required for running the hybrid vehicle, the connecting / disconnecting part control unit includes The first connecting / disconnecting portion is half-engaged according to the driving force required to generate power by the electric motor for the power consumption of the compressor and auxiliary equipment for the air conditioner, and the second connecting / disconnecting portion is engaged,
When the driving force required to generate power by the electric motor is greater than the driving force required to travel the hybrid vehicle, the connecting / disconnecting part control unit includes The first connecting / disconnecting portion is engaged, and the second connecting / disconnecting portion is half-engaged according to the driving force required for traveling of the hybrid vehicle.

An invention according to claim 11 is an internal combustion engine;
A capacitor,
An electric motor that exchanges electric power with the capacitor and is capable of generating electric power by the power of the internal combustion engine;
Mechanical power from the output shaft of the internal combustion engine and the electric motor is received by a first input shaft that engages with the electric motor, and the first input shaft and the drive wheel are brought into an engaged state with any one of a plurality of shift stages. A first transmission mechanism capable of engaging with
The second input shaft receives mechanical power from the output shaft of the internal combustion engine, and the second input shaft and the drive wheel can be engaged with each other by engaging one of a plurality of shift speeds. A two speed change mechanism;
A first connecting / disconnecting portion capable of engaging the output shaft of the internal combustion engine and the first input shaft;
A second connecting / disconnecting portion capable of engaging the output shaft of the internal combustion engine and the second input shaft;
A control method of a hybrid vehicle comprising: an air conditioner compressor that drives an air conditioner that performs air conditioning of a passenger compartment,
Detecting the temperature of the capacitor;
Deriving a driving force necessary for generating electric power by the electric motor for power consumption of the air conditioner compressor and auxiliary equipment;
When the temperature of the capacitor is equal to or higher than a predetermined temperature, the first connecting / disconnecting portion is brought into an engaged state according to a driving force necessary for generating electric power consumption by the motor for the air conditioner compressor and auxiliary equipment, And a step of bringing the second connecting / disconnecting portion into an engaged state according to a driving force required for traveling of the hybrid vehicle;
And driving the air conditioner compressor and the auxiliary devices without using the power storage device with the electric power generated by the electric motor.

The invention according to claim 12 is the control method according to claim 11,
Deriving a driving force necessary for traveling of the hybrid vehicle;
A step of comparing a driving force required for traveling of the hybrid vehicle with a driving force required for generating electric power by the electric motor for power consumption of the air conditioner compressor and the auxiliary devices;
When the temperature of the battery is equal to or higher than a predetermined temperature, the driving force required to generate power by the electric motor is smaller than the driving force required to travel the hybrid vehicle. In this case, the connecting / disconnecting part control unit makes the first connecting / disconnecting part a semi-engagement according to the driving force required to generate power by the electric motor for the compressor for the air conditioner and auxiliary equipment, In addition, the driving force necessary for engaging the second connecting / disconnecting portion and generating power by the electric motor for the power consumption of the compressor for the air conditioner and the auxiliary devices is larger than the driving force required for traveling the hybrid vehicle. A case where the first connecting / disconnecting portion is engaged, and the second connecting / disconnecting portion is half-engaged in accordance with a driving force required for traveling of the hybrid vehicle. And features.

  According to the first aspect of the present invention, since the compressor for an air conditioner can be driven without charging / discharging the capacitor, an increase in the temperature of the capacitor can be suppressed.

  According to the second aspect of the present invention, the state of charge of the battery can be appropriately adjusted while monitoring the temperature of the battery.

  According to the third aspect of the present invention, the air conditioner compressor and the auxiliary devices can be driven without charging / discharging the capacitor, so that the temperature rise of the capacitor can be suppressed.

  According to the invention of claim 4, since the air conditioner compressor can be driven by the electric power of the battery, the air conditioner compressor can be driven to drive the air conditioner even when the internal combustion engine is stopped.

  According to the fifth aspect of the present invention, the compressor for the air conditioner can be driven by the electric power of the low voltage capacitor, and therefore, the temperature increase of the high voltage capacitor can be suppressed without charging / discharging the high voltage capacitor. In addition, even when the electric power generated by the electric motor is larger than the power consumption of the air conditioner compressor and auxiliary equipment, the surplus can be charged to the low-voltage capacitor, so that energy efficiency can be improved. .

  According to the invention of claim 6, by driving the air conditioner compressor, in addition to cooling the passenger compartment, the capacitor can be cooled, so that the temperature rise of the capacitor can be further suppressed.

  According to the seventh aspect of the present invention, the battery can be cooled while satisfying the passenger's required cooling by performing the cooling at a strength higher than the passenger's required cooling strength.

  According to the eighth aspect of the present invention, the amount of cooling that exceeds the required cooling strength is performed via the flow path that avoids the occupant, so that the battery can be cooled without causing discomfort to the occupant.

  According to the ninth and eleventh aspects of the present invention, the driving force necessary for running the hybrid vehicle and the driving force necessary for generating the air conditioner compressor and accessories by the electric motor are different depending on the power of the internal combustion engine. Since it is given via the power transmission path, it can cope with extremely low speed traveling conditions where it is difficult to travel by adding the driving force necessary for the motor to the driving force necessary for traveling to drive the auxiliary equipment. Each drive force can be precisely controlled.

  According to the tenth and twelfth aspects of the present invention, according to the magnitudes of the driving force required for traveling of the hybrid vehicle and the driving force required for generating the air conditioner compressor and auxiliary equipment by the electric motor, By switching the engagement state of the second connecting / disconnecting portion, the engine can be driven according to the driving force required for driving the hybrid vehicle, and the electric power required for driving the air conditioner compressor and auxiliary devices can be generated by the electric motor. Therefore, the temperature rise of the battery can be suppressed.

1 is a schematic configuration diagram of a hybrid vehicle including a control device according to a first embodiment of the present invention. It is a schematic block diagram which shows the detail of the transmission mechanism of FIG. It is a graph which shows the relationship between battery temperature and a battery permission output. It is a flowchart which shows operation | movement of the control apparatus of FIG. It is a figure which shows an example of the flow path for cooling a battery. It is a figure which shows the transmission state of the torque in one driving mode. It is a figure which shows the transmission state of the torque in other driving modes. It is a schematic block diagram of the hybrid vehicle containing the control apparatus which concerns on 2nd Embodiment of this invention. It is a flowchart which shows operation | movement of the control apparatus of FIG.

(First embodiment)
Hereinafter, a first embodiment of a control apparatus for a hybrid vehicle of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, the hybrid vehicle 1 includes an internal combustion engine (ENG, hereinafter referred to as “engine”) 6 as a drive source, an electric motor (MOT, hereinafter referred to as “motor”) 7, and a power control unit (PDU). 2, a battery (BATT, hereinafter referred to as “battery”) 3, a control device (hereinafter referred to as “ECU”) 5, a transmission (TM) 20 for transmitting power to the drive wheels DW, and a transformer (D / V, hereinafter referred to as “downverter”) 4, power consumption sensor (S) 110, air conditioner compressor (A / C) 112, and auxiliary equipment (ACCES) 122. Here, the motor 7 includes a motor generator and a traction motor. The battery 3 is a general term for devices that can store electricity, and includes a capacitor and the like.

  The engine 6 is, for example, a gasoline engine or a diesel engine. As shown in FIG. 2, the first clutch 41 and the second clutch 42 of the transmission 20 are disposed on the crankshaft 6 a of the engine 6.

  The motor 7 is a three-phase brushless DC motor, and includes a stator 71 and a rotor 72 disposed so as to face the stator 71, and is disposed on the outer peripheral side of the ring gear 35 of the planetary gear mechanism 30 described later. Yes. The rotor 72 is connected to the sun gear 32 of the planetary gear mechanism 30 and 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. The planetary gear 34 has a carrier 36 that can rotate and revolve, and 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 brake mechanism 61 that has a synchronization mechanism and is configured to stop (lock) rotation of the ring gear 35. In place of the brake mechanism 61, a lock mechanism, a synchro mechanism, or the like may be provided.

  The transmission 20 is a so-called dual clutch transmission that includes the first clutch 41 and the second clutch 42 described above, a planetary gear mechanism 30, and a plurality of transmission gear stages described later.

  More specifically, the transmission 20 rotates in parallel with the first main shaft 11, the second main shaft 12, the connecting shaft 13, and the rotation axis A <b> 1 disposed on the same axis (rotation axis A <b> 1) as the crankshaft 6 a of the engine 6. A counter shaft 14 rotatable about the axis B1, a first intermediate shaft 15 rotatable about a rotation axis C1 parallel to the rotation axis A1, and a rotation axis D1 parallel to the rotation axis A1. A second intermediate shaft 16 and a reverse shaft 17 rotatable around a rotation axis E1 disposed in parallel with the rotation axis A1 are provided.

  The first main shaft 11 is provided with a first clutch 41 on the engine 6 side, and the sun gear 32 of the planetary gear mechanism 30 and the rotor 72 of the motor 7 rotate integrally with the first main shaft 11 on the side opposite to the engine 6 side. It is provided as follows. Therefore, the first main shaft 11 is selectively connected to the crankshaft 6a 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 input. ing.

  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. Further, the second main shaft 12 is provided with a second clutch 42 on the engine 6 side, and an idle drive gear 27c is provided on the opposite side to the engine 6 side so as to rotate integrally with the second main shaft 12. 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 input to the idle drive gear 27c.

  The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11, and is arranged to be rotatable relative to the first main shaft 11 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 23a is provided on the connecting shaft 13 so as to rotate integrally with the connecting shaft 13 on the engine 6 side, and a carrier 36 of the planetary gear mechanism 30 is connected to the opposite side to the engine 6 side. It is provided to rotate integrally with the shaft 13. Therefore, the carrier 36 provided on 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 oddly coupled with the third speed drive gear 23 a between the third speed drive gear 23 a provided on the connecting shaft 13 and the idle drive gear 27 c provided on the second main shaft 12. A seventh-speed drive gear 97a and a fifth-speed drive gear 25a constituting the step transmission unit are provided so as to be rotatable relative to the first main shaft 11 in this order from the third-speed drive gear 23a side. A reverse driven gear 28b that rotates integrally with the first main shaft 11 is provided between the fifth speed drive gear 25a and the idle drive gear 27c.

  Between the third speed drive gear 23a and the seventh speed drive gear 97a, a first odd number that connects or opens the first main shaft 11 and the third speed drive gear 23a or the seventh speed drive gear 97a. A step-shifting shifter 51a is provided, and a second main shaft 11 and a fifth speed drive gear 25a are connected or released between the seventh speed drive gear 97a and the fifth speed drive gear 25a. An odd speed shifter 51b is provided.

  When the first odd speed shifter 51a in-gears at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally, and at the speed corresponding to the third speed. It becomes possible to run. When the first odd speed shifter 51a is in-gear at the seventh speed connection position, the first main shaft 11 and the seventh speed drive gear 97a are connected to rotate integrally and can travel at a gear position equivalent to the seventh speed. It becomes. When the first odd speed shifter 51a is in the neutral position, the first main shaft 11 rotates relative to the third speed drive gear 23a and the seventh speed drive gear 97a. When the first main shaft 11 and the third speed drive gear 23a rotate integrally, the carrier 36 connected to the sun gear 32 provided on the first main shaft 11 and the third speed drive gear 23a by the connecting shaft 13 is provided. While rotating integrally, the ring gear 35 also rotates together, and the planetary gear mechanism 30 is united.

  When the second odd speed shifter 51b is in-gear, the first main shaft 11 and the fifth speed drive gear 25a are connected to rotate integrally and can travel at a speed corresponding to the fifth speed. When in the neutral position, the first main shaft 11 rotates relative to the fifth speed drive gear 25a.

  A first idle driven gear 27 d that meshes with an idle drive gear 27 c provided on the second main shaft 12 is provided on the first intermediate shaft 15 so as to rotate integrally with the first intermediate shaft 15.

  The second intermediate shaft 16 is provided with a second idle driven gear 27e that meshes with a first idle driven gear 27d provided on the first intermediate shaft 15 so as to rotate integrally with the second intermediate shaft 16. The second idle driven gear 27e constitutes a first idle gear train 27a together with the idle drive gear 27c and the first idle driven gear 27d described above, and the power of the engine 6 is transmitted from the second main shaft 12 via the first idle gear train 27a. Is transmitted to the second intermediate shaft 16.

  Further, the second intermediate shaft 16 has an even number of stages at positions corresponding to the third speed drive gear 23a, the seventh speed drive gear 97a, and the fifth speed drive gear 25a provided on the first main shaft 11, respectively. A second speed drive gear 22a, a sixth speed drive gear 96a, and a fourth speed drive gear 24a constituting the speed change portion are provided so as to be rotatable relative to the second intermediate shaft 16.

  A first intermediate shaft 16 and the second-speed drive gear 22a or the sixth-speed drive gear 96a are connected or released between the second-speed drive gear 22a and the sixth-speed drive gear 96a. An even speed shifter 52a is provided to connect or release the second intermediate shaft 16 and the fourth speed drive gear 24a between the sixth speed drive gear 96a and the fourth speed drive gear 24a. A second even speed shifter 52b is provided.

  When the first even shift gear shifter 52a is in-gear at the second speed connection position, the second intermediate shaft 16 and the second speed drive gear 22a are connected to rotate integrally, and the second gear corresponding to the second speed gear position. It will be possible to run at. When the first even speed shifter 52a is in-gear at the sixth speed connection position, the second intermediate shaft 16 and the sixth speed drive gear 96a are connected to rotate integrally and travel at a gear position equivalent to the sixth speed. It becomes possible. When the first even speed shifter 52a is in the neutral position, the second intermediate shaft 16 rotates relative to the second speed drive gear 22a and the sixth speed drive gear 96a.

  When the second even speed shifter 52b is in-gear, the second intermediate shaft 16 and the fourth speed drive gear 24a are connected to rotate integrally, and can travel at a speed corresponding to the fourth speed. When the second even speed shifter 52b is in the neutral position, the second intermediate shaft 16 rotates relative to the fourth speed drive gear 24a.

  A first shared driven gear 23b, a second shared driven gear 96b, a third shared driven gear 24b, a parking gear 21, and a final gear 26a are integrated with the counter shaft 14 in order from the side opposite to the engine 6 side. It is provided so as to be rotatable.

  Here, the first shared driven gear 23b meshes with the third speed drive gear 23a provided on the connecting shaft 13 to form the third speed gear 23 together with the third speed drive gear 23a, and the second intermediate gear 23b. The second speed gear 22 is configured together with the second speed drive gear 22a by meshing with the second speed drive gear 22a provided on the shaft 16.

  The second shared driven gear 96b meshes with a seventh speed drive gear 97a provided on the first main shaft 11 to form a seventh speed gear 97 together with the seventh speed drive gear 97a. Is engaged with a sixth speed drive gear 96a to form a sixth speed gear 96 together with the sixth speed drive gear 96a.

  The third shared driven gear 24 b meshes with a fifth speed drive gear 25 a provided on the first main shaft 11 to form a fifth speed gear 25 together with the fifth speed drive gear 25 a, and the second intermediate shaft 16. The fourth speed gear 24 is configured 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.

  The reverse shaft 17 is provided with a third idle driven gear 27 f that meshes with a first idle driven gear 27 d provided on the first intermediate shaft 15 so as to be able to rotate integrally with the reverse shaft 17. The third idle driven gear 27f constitutes a second idle gear train 27b together with the idle drive gear 27c and the first idle driven gear 27d described above, and the power of the engine 6 is transmitted from the second main shaft 12 via the second idle gear train 27b. Is transmitted to the reverse shaft 17. The reverse shaft 17 is provided with a reverse drive gear 28 a that meshes with a reverse driven gear 28 b provided on 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 and second odd-numbered shift shifters 51a and 51b, the first and second even-numbered shift shifters 52a and 52b, and the reverse shifter 53 have synchronization mechanisms that match the rotational speed of the shaft to be connected with the gears. The clutch mechanism is used. The first and second odd speed shifters 51a and 51b together with the brake mechanism 61 constitute an odd speed switching means, and the first and second even speed shifters 52a and 52b constitute an even speed switching means.

  The transmission 20 configured in this way has a third speed drive gear 23a, a seventh speed drive gear 97a, and a fifth speed drive on the first main shaft 11 which is one of the two speed change shafts. An odd-stage transmission unit comprising a gear 25a is configured, and a second-speed drive gear 22a, a sixth-speed drive gear 96a, and a fourth-speed drive gear are provided on the second intermediate shaft 16, which is the other transmission shaft of the two transmission shafts. An even-numbered transmission unit composed of the drive gear 24a is configured.

  With the above configuration, the hybrid vehicle 1 of the present embodiment has the following first to fifth transmission paths.

(1) In the first transmission path, the power of the engine 6 is such that the first main shaft 11, the planetary gear mechanism 30, the connecting shaft 13, the third speed gear 23 (the third speed drive gear 23a, the first shared driven gear 23b). ), A transmission path that is transmitted 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. 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 23 is set to be equivalent to the first speed. Through this first transmission path, the first clutch 41 is engaged, the brake mechanism 61 is locked, and the first and second odd-speed shifters 51a and 51b are set to neutral so that the first speed travel is performed. The

(2) In the second transmission path, the power of the engine 6 is such that the second main shaft 12, the first idle gear train 27a (the idle drive gear 27c, the first idle driven gear 27d, the second idle driven gear 27e), the second intermediate The shaft 16, the second speed gear 22 (second speed drive gear 22a, first shared driven gear 23b) or the fourth speed gear 24 (fourth speed drive gear 24a, third shared driven gear 24b) or second The drive wheels DW and DW are driven via the 6-speed gear 96 (the 6th-speed drive gear 96a and the second shared driven gear 96b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. It is a transmission path transmitted to. The second clutch 42 is engaged via the second transmission path, and the second even speed shifter 52a is in-geared at the second speed connecting position to achieve the second speed travel, for the second even speed shift. The fourth speed travel is performed by in-gearing the shifter 52b, and the sixth speed travel is performed by in-gearing the first even-numbered shift shifter 52a at the sixth speed connection position.

(3) In the third transmission path, the power of the engine 6 is such that the first main shaft 11, the third speed gear 23 (the third speed drive gear 23a, the first shared driven gear 23b) or the fifth speed gear 25 ( 5th speed drive gear 25a, 3rd common driven gear 24b) or 7th speed gear 97 (7th speed drive gear 97a, 2nd common driven gear 96b), counter shaft 14, final gear 26a, differential gear This is a transmission path that is transmitted to the drive wheels DW and DW via the mechanism 8 and the drive shafts 9 and 9. Through this third transmission path, the first clutch 41 is engaged, and the first odd-numbered gear shifter 51a is in-geared at the third-speed connecting position, so that the third speed travel is performed, and the second odd-numbered gear shift is performed. The fifth speed travel is performed by in-gearing the shifter 51b, and the seventh speed travel is performed by in-gearing the first odd-numbered shift shifter 51a at the seventh speed connection position.

(4) In the fourth transmission path, the power of the motor 7 is such that the planetary gear mechanism 30 or the planetary gear mechanism 30 and the third speed gear 23 (the third speed drive gear 23a, the first shared driven gear 23b), or The fifth speed gear 25 (fifth speed drive gear 25a, third shared driven gear 24b) or seventh speed gear 97 (seventh speed drive gear 97a, second shared driven gear 96b), counter shaft 14 The transmission path is transmitted to the drive wheels DW and DW via the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. Via this fourth transmission path, with the first and second clutches 41 and 42 opened, the brake mechanism 61 is locked and the first and second odd speed shifters 51a and 51b are made neutral. The first speed EV travel is performed, the brake mechanism 61 is unlocked, and the first odd-numbered shift shifter 51a is in-geared at the third speed connection position, whereby the third speed EV travel is performed, and the brake mechanism 61 is locked. By releasing and in-gearing the second odd speed shifter 51b, the fifth speed EV travel is performed, and the brake mechanism 61 is unlocked and the first odd speed shifter 51a is in-gear at the seventh speed connection position. Then, the seventh speed EV traveling is performed.

(5) In the fifth transmission path, the power of the engine 6 is such that the second main shaft 12, the second idle gear train 27b (the idle drive gear 27c, the first idle driven gear 27d, the third idle driven gear 27f), the 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 23 (third speed drive gear 23a, first common driven gear 23b) ), 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. Through the fifth transmission path, the second clutch 42 is engaged, the reverse shifter 53 is in-geared at the reverse connection position, and the brake mechanism 61 is locked, so that the reverse travel is performed.

  The motor 7 is connected to the PDU 2, and the PDU 2 is connected to the battery 3 composed of a plurality of cells. The PDU 2 converts the DC power of the battery 3 into three-phase AC power and supplies it to the motor 7. The PDU 2 converts the three-phase AC power generated by the motor 7 by the rotation of the drive wheels DW and DW and the power of the engine 6 at the time of traveling at a reduced speed into DC power to charge the battery 3 and the compressor 112 for the air conditioner. Used to drive auxiliary machinery 122.

  The PDU 2 and the battery 3 are connected to the air conditioner compressor 112 and the auxiliary machinery 122 via the downverter 4. Since the air conditioner compressor 112 is driven by using a motor different from the motor 7 as a power source, it can operate regardless of the driving state of the engine 6 and the motor 7 and the travel stage of the transmission 20. The auxiliary machinery 122 indirectly assists the traveling of the vehicle, and includes, for example, a headlight, an interior light, an audio, a wiper, a navigation system, and the like.

  The ECU 5 receives an acceleration request, a braking request, an engine speed, a motor speed, a speed of the first and second main shafts 11 and 12, a speed of the counter shaft 14 and the like, a vehicle speed, a gear position, a shift position, and charging of the battery 3. While a state (SOC: State of Charge) or the like is input, from the ECU 5, a signal for controlling the engine 6, a signal for controlling the motor 7, a signal indicating a charge state / discharge state of the battery 3, the temperature of the battery 3 Information, signals for controlling the first and second odd speed shifters 51a and 51b, the first and second even speed shifters 52a and 52b, and the reverse shifter 53, and fastening (locking) and releasing of the brake mechanism 61 ( A signal for controlling (neutral) is output.

  The hybrid vehicle 1 configured as described above controls connection / disconnection of the brake mechanism 61, the first and second clutches 41, 42, and the first and second odd-speed shifters 51a, 51b, first, second. By controlling the connection positions of the even-speed shifters 52a and 52b and the reverse shifter 53, the engine 6 can perform the first to seventh speed travels and the reverse travel.

  In the first speed traveling, the driving force is transmitted to the drive wheels DW and DW via the first transmission path by fastening the first clutch 41 and connecting the brake mechanism 61. In the second speed traveling, the second clutch 42 is engaged and the first even shift gear shifter 52a is in-geared at the second speed connecting position so that the driving force is applied to the drive wheels DW and DW via the second transmission path. Communicated. In the third speed traveling, the first clutch 41 is engaged, and the first odd-numbered shift shifter 51a is in-geared at the third speed connecting position so that the driving force is applied to the driving wheels DW and DW via the third transmission path. Communicated.

  Further, in the fourth speed traveling, the second clutch 42 is engaged and the second even speed shifter 52b is in-geared so that the driving force is transmitted to the drive wheels DW and DW via the second transmission path. In the fifth speed travel, the driving force is transmitted to the drive wheels DW and DW through the second transmission path by engaging the first clutch 41 and in-gearing the second odd speed shifter 51b. Further, in the sixth speed traveling, the second clutch 42 is engaged and the first even speed shifter 52a is in-geared at the sixth speed connecting position, so that the driving force is supplied to the drive wheels DW, Is transmitted to the DW. In the seventh speed running, the first clutch 41 is engaged and the first odd speed shifter 51a is in-geared at the seventh speed connecting position so that the driving force is applied to the drive wheels DW and DW via the third transmission path. Communicated. Further, the second clutch 42 is engaged and the reverse shifter 53 is connected, whereby reverse travel is performed via the fifth transmission path.

  Also, the motor 7 assists by connecting the brake mechanism 61 while the engine is running, or by pre-shifting the first and second odd speed shifters 51a and 51b and the first and second even speed shifters 52a and 52b. The engine 6 can be started by the motor 7 and the battery 3 can be charged even during idling. Further, the first and second clutches 41 and 42 can be disconnected and the EV 7 can be driven by the motor 7. As a travel mode of EV travel, the first and second clutches 41 and 42 are disconnected and the brake mechanism 61 is connected to travel through the fourth transmission path, and the first odd-number EV stage. In-gear the shift shifter 51a at the third-speed connection position to in-gear the third-speed EV mode that travels through the fourth transmission path and the second odd-speed shift shifter 51b at the fifth-speed connection position. Thus, the fifth speed EV mode that travels through the fourth transmission path and the seventh speed that travels through the fourth transmission path by in-gearing the first odd-numbered shift shifter 51a at the seventh speed connection position. EV mode exists. In these EV travel modes, the reverse travel can be performed by driving the motor 7 in the reverse direction and applying the motor torque in the reverse direction.

  By the way, each cell which comprises the battery 3 is mainly comprised from the positive electrode, the negative electrode, and electrolyte solution, and it heat | fever-generates by a chemical reaction at the time of charging / discharging. If the cell becomes high temperature due to this exothermic reaction, an unnecessary chemical reaction may occur inside the cell, resulting in a decrease in output. Moreover, when the battery 3 becomes high temperature, there is a problem that the deterioration of the battery 3 proceeds and the life is shortened. Therefore, when the battery 3 reaches a predetermined temperature or higher, the output of the battery 3 is limited so that the battery 3 does not become any higher temperature.

FIG. 3 is a graph showing an example of the relationship between the temperature of the battery 3 and the output permitted from the battery 3 (battery permission output). As can be seen from FIG. 3, the temperature of the battery 3 exceeds a temperature T _2, the battery acknowledge output gradually decreases. Therefore, in order to obtain the output of the battery 3 sufficiently, also in order to prevent deterioration of the battery 3 must also temperature of the battery 3 is controlled so as not to exceed the temperature T _2. Therefore, in the present embodiment, when the temperature of the battery 3 reaches a temperature T ₁ lower than the temperature T ₂ , control is performed so as to prevent charging / discharging of the battery 3, thereby suppressing an increase in the temperature of the battery 3. . Incidentally, temperatures T ₁ is, for example, about 45 ° C., a temperature at which initiation and is required of in view of safety and cooling suppression of the temperature rise of the battery 3. Further, the temperature T ₂ are, for example, about 50 ° C., a temperature at which the battery permits output starts to be limited. Incidentally, when the temperature of the battery 3 is lower than the temperature T ₁ of, depending on the SOC of the battery 3 can be charged and discharged the battery 3. Therefore, when the temperature of the battery 3 is lower than the temperature T ₁ while the engine is running, the SOC of the battery 3 is generated by the electric power generated by the motor 7 by applying torque in the reverse direction to the motor 7 by the power of the engine 6. Depending on, the battery 3 may be charged.

Hereinafter, the operation of the ECU 5 of the hybrid vehicle 1 according to the first embodiment will be described with reference to FIG. First, the ECU 5 determines whether the air conditioner is ON, that is, whether there is an air conditioner request (step S1). ON and OFF of the air conditioner, in addition to can be set by the occupant operates the air conditioner panel, not shown, as described below, to automatically air conditioning ON when the temperature of the battery 3 is the temperature above T ₁ Sometimes set.

If the air conditioner is determined to be ON, the next ECU5 the temperature of the battery 3 to determine whether a above T ₁ (step S2). If the temperature of the battery 3 is not determined to be above T _1, i.e., when the battery 3 is not hot, the ECU 5 drives the air conditioning compressor 112 by the power of the battery 3 (step S3).

When the temperature of the battery 3 is determined to be above T ₁ in step S2, because the battery 3 is already somewhat elevated temperature, in order to prevent the high temperatures the battery 3 is higher, the battery 3 charging and discharging It is necessary to control not to perform. Therefore, in such a case, the ECU 5 controls the engine 6 and the motor 7 so that only the electric power consumed by the air conditioner compressor 112 and the auxiliary machinery 122 is generated by the motor 7, thereby charging and discharging the battery 3. To prevent. Therefore, the ECU 5 estimates the power consumption P of the air conditioner compressor 112 and the auxiliary machinery 122 (step S4).

  The estimation of the power consumption P of the air conditioner compressor 112 and the auxiliary machinery 122 is performed in the following procedure. As shown in FIG. 1, a power consumption sensor 110 is provided immediately upstream of the downverter 4 (on the PDU 2 side). The power consumption sensor 110 includes a current sensor and a voltage sensor, and detects a current value and a voltage value of a current flowing from the PDU 2 to the downverter 4. Information regarding these current value and voltage value is sent to the ECU 5. The ECU 5 estimates the power consumption P of the air conditioner compressor 112 and the auxiliary machinery 122 by calculating the product of the detected current value and voltage value. By estimating the power consumption P based on the current value and voltage value on the upstream side of the downverter 4, there is no need to estimate the efficiency of the downverter 4, and the power consumption P including a loss due to voltage conversion is obtained. Accurately grasp. Therefore, according to the above procedure, the power consumption P of the air conditioner compressor 112 and the auxiliary machinery 122 can be accurately estimated.

  Next, the ECU 5 controls the engine 6 and the motor 7 so that the generated power value of the motor 7 becomes the power consumption P of the air conditioner compressor 112 and the auxiliary machinery 122 estimated in step S4 (step S5). . The ECU 5 supplies the electric power generated by the motor 7 with the power of the engine 6 to the air conditioner compressor 112 via the PDU 2 and the downverter 4 to drive the air conditioner compressor 112 and cool the battery 3 (step S6). ). In this way, by accurately generating the power consumption P of the air conditioner compressor 112 and the auxiliary machinery 122 by the motor 7, charging / discharging of the battery 3 can be avoided and temperature rise of the battery 3 can be prevented, and energy loss can be reduced. Can be minimized.

In step S1, if the air conditioner is not determined to have become ON, ECU 5 determines whether the temperature of the battery 3 is above T ₁ (step S7). When it is determined that the temperature of the battery 3 is equal to or higher than a predetermined value, it is highly necessary to cool the battery 3. Therefore, in such a case, the ECU 5 sets the air conditioner to ON (step S8), and performs the processes after step S4, so that only the electric power generated by the motor 7 is obtained without charging / discharging the battery 3. The air conditioner compressor 112 is driven to cool the battery 3.

  When the air conditioner is ON, the air (cold air) cooled by driving the air conditioner compressor 112 is blown out from the plurality of discharge ports 300 shown in FIG. 5 into the vehicle interior to cool the vehicle interior. The cold air is sucked from the suction port 250 disposed at the rear of the vehicle interior, and is supplied to the battery 3 housed under the floor of a luggage space (not shown), for example, so that the battery 3 can be cooled.

  When the temperature of the battery 3 is as high as a predetermined value or higher, the battery 3 can be further cooled by performing cooling that is stronger than the cooling strength required by the passenger. For example, even when the passenger compartment temperature set by the occupant's operation is 25 ° C., if the vehicle 7 can be cooled to the passenger compartment temperature 20 ° C. by the electric power generated by the motor 7, the passenger compartment temperature 23 ° C., for example. The battery 3 can be cooled more rapidly by performing the cooling for the purpose. In such a case, it is desirable that the cooling exceeding the cooling strength required by the occupant is performed via a flow path that bypasses the occupant. For example, when an occupant exists only in the driver's seat 200, as shown in FIG. 5, cold air having a flow rate corresponding to the required cooling intensity is blown out from the discharge port 300 to the driver's seat 200. On the other hand, cold air having a flow rate exceeding the required cooling strength is blown out from the discharge port 300 to the passenger seat 320 and the rear seat 220 where no passenger is present. The cool air having a flow rate exceeding the required cooling strength is sucked into the suction port 250, whereby the battery 3 can be cooled. In this way, by supplying the cooling air corresponding to the cooling exceeding the required cooling strength through the flow path that bypasses the place where the occupant is present, the battery 3 is cooled more quickly without causing discomfort to the occupant. can do.

  Note that the supply amount of the cold air can be changed by changing the opening amount of the discharge port 300. For example, the flow rate of the cool air supplied to the occupant is reduced by reducing the opening amount of the discharge port 300 that supplies the cool air to the driver seat where the occupant is present, and the discharge port that supplies the cool air bypassing the occupant By increasing the opening amount of 300, it is possible to increase the flow rate of the cold air that is supplied around the passenger. Here, the supplied cold air that bypasses the passenger is supplied to the battery 3 by a fan disposed in the battery 3, and is used for cooling and then exhausted to the outside or indoors. Therefore, the temperature in the passenger compartment does not decrease more than required, and it is possible to cool the battery 3 while performing cooling according to the temperature required by the driver.

Further, when the temperature of the battery 3 is in the above T ₁ and the high temperature, to prevent the high temperatures the battery 3 is more, so that the vehicle travels in a running mode in which charging and discharging of the battery 3 is not performed It is desirable to control. For example, the hybrid vehicle 1 is in the second, fourth, and sixth states by setting the second clutch 42 to the engaged state and setting one of the first and second even-speed shifters 52a and 52b to the engaged state. The engine can be driven at any of the travel stages. At the same time, the first clutch 41 is brought into a semi-engaged state, and the electric power consumption P described above is generated by the motor 7 using the power of the engine 6, so that the air conditioner compressor 112 and the auxiliary unit 112 are not charged and discharged without charging or discharging the battery 3. The machinery 122 can be driven. Here, the “half-engaged state” means a state between the engaged state and the released state of the clutch, and the first clutch 41 and the second clutch 42 are driven by the required power of the engine 6. The engagement state can be changed accordingly.

  For example, as shown in FIG. 6, the second clutch 42 is engaged, and the first even shift gear shifter 52 a is in-gear at the second speed connection position, so that the second speed by the power of the engine 6 can be obtained. While traveling, the motor 7 can generate electric power by applying the motor torque in the reverse direction to the motor 7 with the first clutch 41 in the half-engaged state. By changing the engagement state of the first clutch 41 according to the driving force required to generate the power consumption P by the motor 7, only the power consumption P in the air conditioner compressor 112 and the auxiliary machinery 122 is corrected. Electricity can be generated accurately by the motor 7, and the battery 3 can be prevented from becoming hot without charging / discharging the battery 3.

  Further, when the driving force necessary for generating the power consumption P by the motor 7 is larger than the driving force required for the traveling of the hybrid vehicle 1, for example, during extremely low speed traveling, the power consumption P is generated. The first clutch 41 is brought into an engaged state so that a necessary torque can be obtained. Thereby, since the power consumption P can be generated by the motor 7 by the power of the engine 6, it is possible to prevent the battery 3 from becoming high temperature without charging and discharging the battery 3. At this time, if the engine travels with the second clutch 42 engaged, torque may be excessively applied to the countershaft 14 and thus to the drive wheels DW. Therefore, the second clutch 42 is brought into a semi-engaged state in accordance with the driving force required for traveling, and one of the first and second even-numbered shift shifters 52a, 52b is brought into an engaged state so that the hybrid vehicle 1 The engine can travel in any one of the second, fourth, and sixth travel stages.

  For example, as shown in FIG. 7, the first clutch 41 is engaged and the motor 7 generates electric power by applying a motor torque in the reverse direction to the motor 7, while the first clutch 41 is engaged in accordance with the driving force required for traveling. The second clutch 42 is brought into a half-engaged state, and the first even-numbered shift shifter 52a is in-geared at the second-speed connection position, so that the engine 6 runs with the power. Thereby, the power consumption P in the air conditioner compressor 112 and the auxiliary machinery 122 can be generated by the motor 7, and the battery 3 can be prevented from becoming high temperature without charging / discharging the battery 3. .

  As described above, according to the control device according to the first embodiment, the battery 3 can be driven by driving the air conditioner compressor 112 and the auxiliary devices 122 without charging and discharging the battery 3. Temperature rise can be suppressed. Further, the state of charge of the battery 3 can be appropriately adjusted while monitoring the temperature of the battery 3. Further, by driving the air conditioner compressor 112, the battery 3 can be cooled in addition to cooling the passenger compartment, so that the temperature rise of the battery 3 can be further suppressed. Further, by performing the cooling at a strength higher than the passenger's required cooling strength, the battery 3 can be cooled while satisfying the passenger's required cooling. Moreover, the battery 3 can be cooled without giving a passenger discomfort by performing the cooling exceeding the required cooling strength through the flow path avoiding the passenger.

(Second Embodiment)
Next, a control device for a hybrid vehicle 1a according to a second embodiment of the present invention will be described with reference to FIGS. As is apparent from FIG. 8, in the second embodiment, instead of the battery 3, a high voltage battery (BATT 1, hereinafter referred to as “high voltage battery”) 3 a and a low voltage battery (BATT 2, hereinafter referred to as “low voltage battery”) 3 b Is different from the first embodiment in that it is provided. Therefore, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals or equivalent signs, and the description thereof is simplified or omitted.

  As shown in FIG. 8, in the hybrid vehicle 1a according to the second embodiment of the present invention, the PDU 2 and the high-voltage battery 3a are connected via the downverter 4 to the low-voltage battery 3b, the air conditioner compressor 112, and the auxiliary machinery 122. Connected with. The high voltage battery 3a is a device that can supply a voltage that is high enough to allow EV travel by the motor 7 functioning as a traction motor, and is configured by, for example, a lithium battery or Ni-MH. The low-voltage battery 3b is a device that supplies a lower voltage than the high-voltage battery 3a, and is also called an auxiliary battery, a 12V battery, and the like, and is used for supplying power to electrical components necessary for traveling. The low voltage battery 3b can charge the electric power generated by the motor 7 via the PDU 2 and the downverter 4, and can charge the electric power of the high voltage battery 3a via the downverter 4. Power can be supplied to the class 122.

Hereinafter, the operation of the ECU 5 of the hybrid vehicle 1a according to the second embodiment will be described with reference to FIG. First, the ECU 5 determines whether the air conditioner is ON, that is, whether there is an air conditioner request (step S11). When it is determined that the air conditioner is ON, the ECU 5 determines whether the permission output of the high voltage battery 3a is equal to or higher than the required output of the air conditioner (step S12). Allow the output of the high-voltage battery 3a is, if it is determined that air-conditioning of the required output above, then, ECU 5, the temperature of the high-voltage battery 3a determines whether a above T ₁ (step 13). If the temperature of the high-voltage battery 3a is not determined to be above _{T 1,} that is, when the high-voltage battery 3a is not a high temperature, ECU 5 drives the air conditioning compressor 112 by the power of the high-voltage battery 3a (step S14).

  If it is not determined in step S12 that the permission output of the high voltage battery 3a is greater than or equal to the required output of the air conditioner, that is, the permission output of the high voltage battery 3a is the required output of the air conditioner, for example If it is less than that, it is considered that the compressor for the air conditioner needs to be driven by other means and the high voltage battery 3a needs to be cooled. In such a case or when it is determined in step S13 that the temperature of the high voltage battery 3a is equal to or higher than a predetermined value, the ECU 5 determines whether the permission output of the low voltage battery 3b is equal to or higher than the air conditioner request output ( Step S15). When it is determined that the permission output of the low voltage battery 3b is equal to or higher than the air conditioner request output, the air conditioner compressor 112 is driven by the electric power of the low voltage battery 3b to cool the high voltage battery 3a (step S16).

  If it is not determined in step S15 that the permission output of the low voltage battery 3b is equal to or higher than the required output of the air conditioner, that is, if the permission output of the low voltage battery 3b is less than the required output of the air conditioner, the ECU 5 Control is performed so that the motor 7 generates electric power consumed by 112 and the auxiliary machinery 122. Therefore, the ECU 5 estimates the power consumption P of the air conditioner compressor 112 and the auxiliary machinery 122 (step S17). The process for estimating the power consumption P of the air conditioner compressor 112 and the auxiliary equipment 122 is the same as the process described in the first embodiment, and thus the description thereof is omitted.

  Next, the ECU 5 controls the engine 6 and the motor 7 so that the generated power value of the motor 7 becomes the power consumption P of the air conditioner compressor 112 and the auxiliary machinery 122 estimated in step S17 (step S18). . Then, the ECU 5 supplies the electric power generated by the motor 7 with the power of the engine 6 to the air conditioner compressor 112, thereby driving the air conditioner compressor 112 to cool the high voltage battery 3a (step S19). In this way, by generating the power consumption of the air conditioner compressor 112 and the auxiliary machinery 122, unnecessary charging / discharging can be avoided and energy loss can be minimized.

In step S11, if the air conditioner is not determined to have become ON, ECU 5, the temperature of the high-voltage battery 3a determines whether a above _{T 1} (step S20). When the temperature of the high-voltage battery 3a is determined to be above T ₁ is highly necessary for cooling of the high-voltage battery 3a. Therefore, in such a case, the ECU 5 turns on the air conditioner (step S21), and then performs the processing after step S15 to cool the high voltage battery 3a without charging / discharging the high voltage battery 3a. Can do.

  In the second embodiment, the power generated by the motor 7 by the power of the engine 6 may not be exactly equal to the power consumption P consumed by the air conditioner compressor 112 and the auxiliary machinery 122. In the second embodiment, since the low voltage battery 3b is provided, when the power generated by the motor 7 is larger than the power consumption P, the surplus is charged to the low voltage battery 3b via the PDU 2 and the downverter 4. Energy efficiency can be improved. Further, when the power generated by the motor 7 is smaller than the power consumption P, the shortage can be supplied from the low-voltage battery 3b.

  As described above, according to the control device according to the second embodiment, the air conditioner compressor 112 can be driven by the electric power of the low voltage battery 3b, so that the high voltage battery 3a is not charged and discharged. Temperature rise can be suppressed. Further, even when the electric power generated by the motor 7 is larger than the electric power consumed by the air conditioner compressor 112 and the auxiliary machinery 122, the surplus can be charged into the low voltage battery 3b, so that the energy efficiency is improved. can do.

  The present invention is not limited to the above-described embodiments, and modifications, improvements, and the like can be made as appropriate. For example, in the above-described embodiment, the odd-numbered stage gear is arranged on the first main shaft 11 that is the input shaft to which the motor 7 is connected, and the even-numbered stage is arranged on the second intermediate shaft 16 that is the input shaft to which the motor 7 is not connected. Although the gear is disposed, the present invention is not limited to this, and the second intermediate shaft 16 that is an input shaft to which the even-numbered gear is disposed on the first main shaft 11 that is the input shaft to which the motor 7 is connected and the motor 7 is not connected. An odd-numbered gear may be arranged on the left side.

  In addition to the planetary gear mechanism 30 as the first-speed drive gear, the third-speed drive gear 23a, the fifth-speed drive gear 25a, and the seventh-speed drive gear 97a, In addition to the second-speed drive gear 22a, the fourth-speed drive gear 24a, and the sixth-speed drive gear 96a as the even-numbered gears, the eighth, tenth,. A speed drive gear may be provided. Moreover, although each embodiment demonstrated the case where the control apparatus of this invention was provided in the hybrid vehicle provided with a dual clutch type transmission, the control apparatus of this invention was provided in the hybrid vehicle provided with the transmission of another system. May be.

  In each of the above-described embodiments, the power consumption P of the air conditioner compressor 112 and the auxiliary equipment 122 is estimated by the power consumption sensor 110. However, without using the power consumption sensor 110, the ECU 5 The power consumption of the compressor 112 and the auxiliary machinery 122 may be calculated. In this case, a signal indicating the used power determined from the required driving force to the air conditioner compressor 112 and the used power of the auxiliary machinery 122 is transmitted to the ECU 5, and the ECU 5 calculates the power consumption based on this signal. Even with such a configuration, the ECU 5 can control the power generation amount of the motor 7 so that the power generation amount of the motor 7 is substantially the same as the power consumption of the air conditioner compressor 112 and the auxiliary machinery 122.

1, 1a Hybrid vehicle 3 Battery (battery)
3a High voltage battery (high voltage battery)
3b Low voltage capacitor (low voltage battery)
4 Downverter (transformer)
5 Control unit (ECU)
6 Internal combustion engine
7 Electric motor
112 Compressor for air conditioner 122 Auxiliary machinery

Claims (12)

An internal combustion engine;
A capacitor,
An electric motor that exchanges electric power with the capacitor and is capable of generating electric power by the power of the internal combustion engine;
A control device for a hybrid vehicle, comprising: an air conditioner compressor that drives an air conditioner that performs air conditioning of a passenger compartment,
When the temperature of the battery is equal to or higher than a predetermined temperature, the hybrid vehicle control apparatus is driven by the power of the internal combustion engine and drives the air conditioner compressor by the electric motor without passing through the battery.   2. The hybrid vehicle control according to claim 1, wherein when the temperature of the battery is lower than a predetermined temperature during traveling by the power of the internal combustion engine, the battery can be charged by the electric motor generating power. apparatus. When the temperature of the battery is equal to or higher than a predetermined temperature,
The electric motor generates electric power corresponding to the electric power consumed by the air conditioner compressor and accessories by the power of the internal combustion engine;
The hybrid vehicle control device according to claim 1, wherein the air-conditioning compressor is driven by electric power generated by the electric motor.   2. The hybrid vehicle control device according to claim 1, wherein the air-conditioning compressor can be driven by electric power of the battery or electric power generated by the electric motor. 3. A low-voltage capacitor connected to the capacitor via a transformer and supplying a lower voltage than the capacitor; and
The hybrid vehicle control device according to claim 4, wherein the air-conditioning compressor can be driven by electric power of the low-voltage capacitor.   2. The hybrid vehicle control device according to claim 1, wherein the battery can be cooled by driving the air conditioner compressor to perform cooling. 3.   7. The control apparatus for a hybrid vehicle according to claim 6, wherein when the temperature of the battery is equal to or higher than a predetermined temperature, the air conditioner compressor is driven so as to perform cooling at an intensity equal to or higher than a passenger's required cooling intensity.   The control apparatus for a hybrid vehicle according to claim 7, wherein at least the cooling that exceeds the required cooling strength is performed through a flow path that avoids an occupant. The hybrid vehicle is
Mechanical power from the output shaft of the internal combustion engine and the electric motor is received by a first input shaft that engages with the electric motor, and the first input shaft and the drive wheel are brought into an engaged state with any one of a plurality of shift stages. A first transmission mechanism capable of engaging with
The second input shaft receives mechanical power from the output shaft of the internal combustion engine, and the second input shaft and the drive wheel can be engaged with each other by engaging one of a plurality of shift speeds. A two speed change mechanism;
A first connecting / disconnecting portion capable of engaging the output shaft of the internal combustion engine and the first input shaft;
A second connecting / disconnecting portion capable of engaging the output shaft of the internal combustion engine and the second input shaft;
A connection / disconnection control unit that controls an engagement state of the first connection / disconnection part and the second connection / disconnection part;
When the temperature of the storage battery is equal to or higher than a predetermined temperature, the connecting / disconnecting section control unit drives the first connecting / disconnecting section to generate power consumed by the air conditioner compressor and auxiliary machinery by the electric motor. 2. The hybrid vehicle control device according to claim 1, wherein the engagement state is set in accordance with a driving force required for traveling of the hybrid vehicle, and the second connecting / disconnecting portion is set in an engagement state in accordance with a driving force required for traveling of the hybrid vehicle. . In the case where the temperature of the battery is equal to or higher than a predetermined temperature,
When the driving force required to generate power by the electric motor is smaller than the driving force required for running the hybrid vehicle, the connecting / disconnecting part control unit includes The first connecting / disconnecting portion is half-engaged according to the driving force required to generate power by the electric motor for the power consumption of the compressor and auxiliary equipment for the air conditioner, and the second connecting / disconnecting portion is engaged,
When the driving force required to generate power by the electric motor is greater than the driving force required to travel the hybrid vehicle, the connecting / disconnecting part control unit includes 10. The hybrid vehicle according to claim 9, wherein the first connecting / disconnecting portion is engaged, and the second connecting / disconnecting portion is a semi-engagement according to a driving force required for traveling of the hybrid vehicle. Control device. An internal combustion engine;
A capacitor,
An electric motor that exchanges electric power with the capacitor and is capable of generating electric power by the power of the internal combustion engine;
Mechanical power from the output shaft of the internal combustion engine and the electric motor is received by a first input shaft that engages with the electric motor, and the first input shaft and the drive wheel are brought into an engaged state with any one of a plurality of shift stages. A first transmission mechanism capable of engaging with
The second input shaft receives mechanical power from the output shaft of the internal combustion engine, and the second input shaft and the drive wheel can be engaged with each other by engaging one of a plurality of shift speeds. A two speed change mechanism;
A first connecting / disconnecting portion capable of engaging the output shaft of the internal combustion engine and the first input shaft;
A second connecting / disconnecting portion capable of engaging the output shaft of the internal combustion engine and the second input shaft;
A control method of a hybrid vehicle comprising: an air conditioner compressor that drives an air conditioner that performs air conditioning of a passenger compartment,
Detecting the temperature of the capacitor;
Deriving a driving force necessary for generating electric power by the electric motor for power consumption of the air conditioner compressor and auxiliary equipment;
When the temperature of the capacitor is equal to or higher than a predetermined temperature, the first connecting / disconnecting portion is brought into an engaged state according to a driving force necessary for generating electric power consumption by the motor for the air conditioner compressor and auxiliary equipment, And a step of bringing the second connecting / disconnecting portion into an engaged state according to a driving force required for traveling of the hybrid vehicle;
Driving the air conditioner compressor and the auxiliary devices by the electric power generated by the electric motor without passing through the electric storage device. Deriving a driving force necessary for traveling of the hybrid vehicle;
A step of comparing a driving force required for traveling of the hybrid vehicle with a driving force required for generating electric power by the electric motor for power consumption of the air conditioner compressor and the auxiliary devices;
When the temperature of the battery is equal to or higher than a predetermined temperature, the driving force required to generate power by the electric motor is smaller than the driving force required to travel the hybrid vehicle. In this case, the connecting / disconnecting part control unit makes the first connecting / disconnecting part a semi-engagement according to the driving force required to generate power by the electric motor for the compressor for the air conditioner and auxiliary equipment, In addition, the driving force necessary for engaging the second connecting / disconnecting portion and generating power by the electric motor for the power consumption of the compressor for the air conditioner and the auxiliary devices is larger than the driving force required for traveling the hybrid vehicle. A case where the first connecting / disconnecting portion is engaged, and the second connecting / disconnecting portion is half-engaged in accordance with a driving force required for traveling of the hybrid vehicle. Control method for a hybrid vehicle according to claim 11, wherein.

Images