JP2013056643A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle that can achieve hybrid vehicle demonstrating a drive assist function and an energy recovery function by an affordable system configuration.SOLUTION: The control device for hybrid vehicle includes: a main drive source (engine); a main drive wheel; an assist drive source; a transmission; an assist drive wheel (rear wheel) 4b; and an assist control means. In this case, the assist drive source is an air motor 101 for driving by using high pressure air energy inside an air tank 103 and the transmission is a continuously variable transmission 10 obtaining a continuously variable transmission gear ratio. In addition, an air compressor 102 is provided for converting the drive energy from the assist drive wheel 4b to high pressure air energy and storing in the air tank 103. The air motor 101 and the air compressor 102 are connected to an input shaft 20 of the continuously variable transmission 10 and the assist drive wheel 4b is connected to an output shaft 30 of the continuously variable transmission 10.

Description

  The present invention relates to a control device for a hybrid vehicle that includes a main drive source and an assist drive source and assists the drive force of the main drive source with the drive force from the assist drive source.

  2. Description of the Related Art Conventionally, there is known a control apparatus for a hybrid vehicle that has an engine and an electric motor as drive sources, and that connects these drive sources to the drive wheels of the vehicle via a continuously variable transmission and assists the engine output by the output of the electric motor. (For example, refer to Patent Document 1).

JP 2006-292114 A

  However, a conventional hybrid vehicle control device uses an electric motor (motor / generator) to assist driving by battery discharge and to charge the battery by regeneration during deceleration or the like. For this reason, it is necessary to mount a large battery for storing a required amount of electric energy based on the required maximum duration of drive assist, and there is a problem that the cost increases. Furthermore, the total weight of the vehicle increased due to the large-capacity battery, resulting in a deterioration in fuel consumption. And the problem of this cost increase and fuel consumption deterioration is so remarkable that it is large vehicles, such as a truck and a bus.

  Therefore, the present invention has been made paying attention to the above problems, and provides a hybrid vehicle control device that can achieve hybridization of a vehicle that exhibits a drive assist function and an energy recovery function with an inexpensive system configuration. It is intended to provide.

In order to achieve the above object, in the present invention, the main drive source, the main drive wheel, the assist drive source, the transmission, the assist drive wheel, and the driving force from the assist drive source during high-load traveling, In a control device for a hybrid vehicle, comprising: an assist control unit that performs control to transmit to the assist drive wheel via the transmission.
The assist drive source is an air motor that is driven using high-pressure air energy in an air tank,
The transmission is a continuously variable transmission that obtains a continuously variable transmission ratio;
Converting drive energy from the assist drive wheel into high-pressure air energy and providing an air compressor for storing in the air tank,
The air motor and the air compressor are connected to an input shaft of the continuously variable transmission, and the assist drive wheel is connected to an output shaft of the continuously variable transmission.

Therefore, in the hybrid vehicle control apparatus of the present invention, the assist drive source is an air motor that is driven using the high-pressure air energy in the air tank, and the drive energy from the assist drive wheels by the air compressor is high-pressure air energy. Converted into air and stored in the air tank.
That is, the driving force from the air motor driven by the high-pressure air energy is transmitted to the assist drive wheel via the transmission, and the air compressor collects energy as high-pressure energy.
This eliminates the need for an electric motor (motor / generator) that requires a large battery that increases costs and deteriorates fuel consumption, and achieves hybridization of vehicles that exhibit drive assist and energy recovery functions with an inexpensive system configuration. can do.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an external view showing a full trailer truck provided with a control device for a hybrid vehicle according to a first embodiment. 1 is an overall system diagram illustrating a drive assist mechanism of a control device for a hybrid vehicle according to a first embodiment. It is a cross-sectional view showing a continuously variable transmission. It is a perspective view which shows the positional relationship of the input side conical roller in an continuously variable transmission, an output side conical roller, and a power roller. It is explanatory drawing of a power roller, (a) shows a perspective view, (b) is a partially broken explanatory view of the whole structure. It is a partially broken sectional view showing a roller shaft tilt transmission mechanism. It is explanatory drawing of a loading cam mechanism, (a) shows the state without torque transmission, (b) shows the state with torque transmission. It is a flowchart which shows the flow of the assist control process performed with the controller of a drive assist mechanism. It is an example of the map used for the setting of the inclination threshold level. It is an example of the judgment table used for judgment of a road surface state. It is an explanatory diagram when moving the power roller in the continuously variable transmission, (a) shows the position fixed state, (b) shows the state of moving to the large diameter side of the output side conical roller, (c) is The state which moves to the small diameter side of an output side conical roller is shown. It is explanatory drawing of the speed change state in a continuously variable transmission, (a) is a low gear ratio state, (b) is an intermediate gear ratio state, (c) is a high gear ratio state. It is explanatory drawing which shows the torque transmission direction in drive assist driving | running | working mode. It is explanatory drawing which shows the torque transmission direction in brake collection | recovery driving | running | working mode.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the control apparatus of the hybrid vehicle of this invention is demonstrated based on Example 1 shown in drawing.

First, the configuration will be described.
FIG. 1 is an external view showing a full trailer truck including a control device for a hybrid vehicle according to a first embodiment. FIG. 2 is an overall system diagram illustrating a drive assist mechanism of the hybrid vehicle control apparatus according to the first embodiment. FIG. 3 is a transverse sectional view showing the continuously variable transmission. FIG. 4 is a perspective view showing a positional relationship among the input side conical roller, the output side conical roller, and the power roller in the continuously variable transmission. 5A and 5B are explanatory views of the power roller, where FIG. 5A is a perspective view, and FIG. 5B is a partially broken explanatory view of the entire structure. FIG. 6 is a partially broken sectional view showing the roller shaft tilt transmission mechanism. FIGS. 7A and 7B are explanatory diagrams of the loading cam mechanism, where FIG. 7A shows a state where there is no torque transmission, and FIG. 7B shows a state where there is torque transmission.

  A full trailer truck (hybrid vehicle) 1 shown in FIG. 1 includes a tractor 2 and a trailer 3. The tractor 2 is a self-propelled towing vehicle, and includes an engine (main drive source) E and main drive wheels (here, front wheels) 2 a that are rotationally driven by the engine E. The trailer 3 is a towed vehicle towed by the tractor 2 and includes an assist drive mechanism 100 and includes assist drive wheels (here, rear wheels) 4b. The tractor 2 and the trailer 3 are connected to each other via a traction device 2b provided at the rear of the tractor and a towed device 3a provided at the front of the trailer.

  The assist drive mechanism 100 is mounted between the pair of front wheels 4a and the pair of rear wheels 4b of the trailer 3, and performs drive assist of the full trailer truck 1 with a shift during high-load travel such as an uphill road where the travel load is large. . As shown in FIG. 2, the assist drive mechanism 100 includes an air motor (assist drive source) 101, an air compressor 102, an air tank 103, a controller 104, and a continuously variable transmission 10.

  The air motor 101 has a function of rotationally driving using high-pressure air, and includes a housing, a rotor with a vane that rotates in the housing, and an output shaft 101a connected to the rotor with the vane. An intake pipe 101 b is connected to the intake port of the air motor 101 and communicates with the air tank 103 via a motor-side solenoid valve (hereinafter referred to as “motor-side valve”) 105. On the other hand, one end 20 a of the input shaft 20 of the continuously variable transmission 10 is connected to the output shaft 101 a of the air motor 101.

  The air compressor 102 has a function of generating high-pressure air by compressing sucked air, and includes a cylinder chamber, a piston that reciprocates in the cylinder chamber, and a crankshaft 102a that drives the piston. A supply pipe 102 b is connected to the discharge port of the air compressor 102 and communicates with the air tank 103 via a compressor side solenoid valve (hereinafter referred to as a compressor side valve) 106. On the other hand, the other end portion 20 b of the input shaft 20 of the continuously variable transmission 10 is connected to the crankshaft 102 a of the air compressor 102 via a compressor-side dog clutch (hereinafter referred to as “compressor clutch”) 108.

  The air tank 103 has a function of storing high-pressure air generated by the air compressor 102, and appropriately supplies high-pressure air to the air motor 101 and constantly supplies high-pressure air to a roller shaft tilt transmission mechanism 70 described later.

  The controller 104 includes an input rotational speed sensor 104a that detects the rotational speed of the input shaft 20 of the continuously variable transmission 10, an output rotational speed sensor 104b that detects the rotational speed of the output shaft 30 of the continuously variable transmission 10, and a full trailer. A road surface inclination sensor (road surface inclination angle detection means) 104c that detects the inclination angle of the road surface on which the truck 1 is traveling, a vehicle height sensor (vehicle weight detection means) 104d that detects the vehicle height of the trailer 3, and an air tank 103 A tank pressure sensor 104e for detecting the internal pressure, a shift position sensor 104f for detecting the shift position of the tractor 2, an accelerator operation amount sensor 104g for detecting the accelerator operation amount of the tractor 2, and a brake operation amount of the trailer 3 are detected. Information from the brake operation amount sensor 104h is input. Then, based on the road surface inclination angle detection value, the vehicle height detection value, and the deceleration request, a control instruction is output to each of the motor side valve 105, the compressor side valve 106, the compressor clutch 108, and the roller shaft inclination transmission mechanism 70 to perform assist control processing. Run.

  2 and 3, the continuously variable transmission 10 includes a transmission case 11, an input shaft 20, an output shaft 30, and an input side conical roller 40 that rotates integrally with the input shaft 20 (the input side illustrated in FIG. 4). Between the input side conical roller 40 and the output side conical roller 50, the output side conical roller 50 rotating integrally with the output shaft 30 (the output roller shaft shown in FIG. A power roller 60 disposed in the parallel gap S, a roller shaft tilt transmission mechanism 70, a loading cam mechanism 80, and an urging mechanism 90 are provided.

  Here, the “parallel gap” is a gap generated between the corresponding positions of the pair of input side conical rollers 40 and the output side conical rollers 50, and the interval between the rollers 40, 50 is constant in the axial direction. The opposing surfaces are parallel.

  The input shaft 20 penetrates through the transmission case 11 and is supported rotatably with respect to the transmission case 11 via bearings 11a and 11b. The air motor 101 is connected to one end 20a protruding from the transmission case 11, and the air compressor 102 is connected to the other end 20b. The input shaft 20 is spline coupled to the input side conical roller 40 so as to be relatively moved in the axial direction and integrally rotated.

  The output shaft 30 is disposed parallel to the input shaft 20, and the one end 30a is rotatably supported with respect to the transmission case 11 via a bearing 11c. The other end 30 b protruding from the transmission case 11 via the protruding hole 13 is rotatably supported by the roller shaft tilt transmission mechanism 70. The output shaft 30 is integrated with both end faces of the output side conical roller 50, and can rotate integrally with the output side conical roller 50. Further, a propeller shaft PS is connected to the other end portion 30b via the universal joint 12. The propeller shaft PS is connected to the left and right rear wheels (assist drive wheels) 4b and 4b via a final gear (reduction gear) FG and a differential gear DF.

  The input side conical roller 40 is a conical roller in which the input shaft 20 penetrates along the input roller shaft Oin, and is arranged coaxially with the input shaft 20. Further, in this input side conical roller 40, the large diameter end portion 41 is located on the air motor 101 side and the small diameter end portion 42 is located on the air compressor 102 side.

  The output side conical roller 50 is a conical roller having the same taper angle as that of the input side conical roller 40, and is disposed coaxially with the output shaft 30 and has a tapered surface opposite to that of the input side conical roller 40. Is arranged. That is, the input side conical roller 40 and the output side conical roller 50 are arranged in opposite directions with the roller axes Oin and Oout being parallel to each other. Further, the output-side conical roller 50 is configured such that a large-diameter end 51 on the other end 30 b side of the output shaft 30 can swing with the output shaft 30.

  The power roller 60 is disposed in the parallel gap S and is clamped by the input side conical roller 40 and the output side conical roller 50 to transmit torque from the input shaft 20 to the output shaft 30 or from the output shaft 30 to the input shaft 20. It has a function to do. As shown in FIG. 5, the power roller 60 includes a first roller (first power roller) 61a, a second roller (second power roller) 61b, a frame body 62, and a slide shaft 63. Have.

  The first and second rollers 61a and 61b have the same cylindrical shape, and are opposed to each other with a surface passing through the roller shafts Oin and Oout of the conical rollers 40 and 50 interposed therebetween. In FIG. 4, the first roller 61a is in contact with the conical rollers 40 and 50 above the plane passing through the roller axes Oin and Oout, and the second roller 61b is below the plane passing through the roller axes Oin and Oout. The conical rollers 40 and 50 are in contact with each other.

  The frame 62 supports the first and second rollers 61a and 61b so as to be rotatable while maintaining a support interval. Here, the rotation center axes of the rollers 61a and 61b are aligned with the center line So of the parallel gap S. The frame body 62 includes a frame portion 62a that surrounds the first and second rollers 61a and 61b, and a cylindrical portion 62b through which the slide shaft 63 passes. The frame portion 62a is opened on the input side conical roller 40 side and the output side conical roller 50 side, and the outer peripheral surfaces of the first and second rollers 61a and 61b are exposed from the respective open portions. On the other hand, the hollow cylindrical part 62b whose both ends are open penetrates the central part of the frame part 62a.

  The slide shaft 63 is a so-called portal shaft that extends along the center line So of the parallel gap S and is bent at both ends and fixed to the bottom surface 11d of the transmission case 11 (see FIG. 5B). The slide shaft 63 is slightly thinner than the inner diameter of the cylindrical portion 62b so that the cylindrical portion 62b moves smoothly.

  The roller shaft tilt transmission mechanism 70 has a function of shifting the power roller 60 in a stepless manner by reciprocating the power roller 60 along the center line So of the parallel gap S and changing the contact diameter with both the conical rollers 40 and 50. It is. This roller shaft tilt transmission mechanism 70 is interposed between a large-diameter end 51 which is one end of a swingable output-side conical roller 50 and a transmission case 11, and as shown in FIG. 71, a bearing portion 72 supported by both rod cylinders 71, and a biasing portion 73 that suppresses swinging of the bearing portion 72.

  Both rod cylinders 71 are a neutral position that keeps the input roller shaft Oin and output roller shaft Oout parallel, a deceleration position that tilts the output roller shaft Oout in one direction with respect to the input roller shaft Oin, and an output roller with respect to the input roller shaft Oin. The speed change actuator has a function of switching between an acceleration position where the axis Oout is tilted in the other direction. Both rod cylinders 71 have a cylinder case 71a, a piston 71b built in the cylinder case 71a, and a pair of springs 71d and 71d.

  The cylinder case 71 a is disposed such that its axis extends in the normal (vertical) direction with respect to the input roller shaft Oin and the output roller shaft Oout, and is fixed to the outer surface of the transmission case 11. The pressure chambers 711a and 712a defined by the piston 71b of the cylinder case 71a are connected to the air tank 103 via intake pipes 71e and 71e, respectively, and communicate with the atmosphere via electromagnetic valves 71g and 71g. doing. Here, the intake pipes 71e and 71e are always in communication with the air tank 103, and an orifice for regulating the air flow rate is provided inside. On the other hand, the electromagnetic valves 71g and 71g are opened and closed by a control signal from the controller 104. The piston 71b moves in the axial direction while keeping airtight between the pressure chambers 711a and 712a of the cylinder case 71a, and has a pair of rods 71c and 71c extending from both sides and projecting from the cylinder case 71a. doing. A bearing 72 is connected to the distal ends of the pair of rods 71c, 71c. The pair of springs 71d and 71d urge the piston 71b to the neutral position from both sides, and are disposed one by one in the pressure chambers 711a and 712a.

  The bearing portion 72 is movable integrally with the piston 71b, and includes a bearing 72a that rotatably supports the output shaft 30, and a support frame 72b that supports the bearing 72a. The support frame 72b is formed with a fitting recess 72c into which a later-described ball 73a of the biasing portion 73 is fitted.

  The urging portion 73 includes a ball 73a, a spring 73b that urges the ball 73a, and a case 73c that accommodates the ball 73a and the spring 73b. The ball 73a is urged toward the support frame 72b by the spring 73b, and fits into the fitting recess 72c when the piston 71b is in the neutral position. The case 73 c is fixed to the outer surface of the transmission case 11.

  Furthermore, the protrusion hole 13 which the output shaft 30 formed in the transmission case 11 protrudes with the dashed-dotted line in FIG. The protruding hole 13 is a long hole that is long in the normal (vertical) direction with respect to the input roller shaft Oin and the output roller shaft Oout.

  The loading cam mechanism 80 is proportional to the magnitude of the input torque from the input shaft 20 or the output shaft 30 and has an input side cone roller 40 and an output side cone roller 50 by an axial force in a direction to narrow the interval of the parallel gap S. It is a roller contact force generation means which has a function which generates the contact force of power roller 60 to. The loading cam mechanism 80 is interposed between the input shaft 20 and the input side conical roller 40, and includes a first cam 81, a second cam 82, and a plurality of cam rollers 83.

  The first cam 81 has a disk shape projecting in a flange shape from the input shaft 20, rotates integrally with the input shaft 20, and rotates in an inner surface (one axial side surface) 81 a facing the input-side conical roller 40. A plurality of V-shaped inclined surfaces 81b inclined to each other.

  The second cam 82 has a disk shape that protrudes in the axial direction from the large-diameter end surface 43 of the input side conical roller 40, rotates integrally with the input side conical roller 40, and faces the first cam 81 (inside ( One axial side surface 82a has a plurality of V-shaped inclined surfaces 82b inclined in the rotational direction.

  The cam roller 83 has a central axis disposed along the radial direction of the first and second cams 81 and 82 and is sandwiched between the first cam 81 and the second cam 82. Here, the inclined surface 81b of the first cam 81 and the inclined surface 82b of the second cam 82 face each other, and the cam roller 83 is disposed inside each of the inclined surfaces 81b and 82b (see FIG. 7A). ).

  The urging mechanism 90 is a roller contact force releasing means having a function of releasing the contact force of the power roller 60 with respect to the input side conical roller 40 and the output side conical roller 50 by an axial force in a direction in which the interval of the parallel gap S is increased. . The urging mechanism 90 is interposed between the transmission case 11 and the small diameter end portion 42 of the input side conical roller 40 and constantly urges the input side conical roller 40 toward the air motor 101. Here, the urging mechanism 90 is configured by a coil spring (spring) that applies a spring axial force in a direction in which the interval of the parallel gap S is increased.

  FIG. 8 is a flowchart showing a flow of assist control processing executed by the controller of the drive assist mechanism. Hereinafter, each step will be described.

  In step S1, the vehicle height of the trailer 3 is detected by the vehicle height sensor 104d, and the process proceeds to step S2.

  In step S2, a vehicle height difference is calculated based on the vehicle height data detected in step S1, and the process proceeds to step S3. The calculation of the vehicle height difference is performed by subtracting the vehicle height detected in step S1 from the vehicle height previously detected in the unloaded state.

  In step S3, an inclination threshold level is set based on the vehicle height difference obtained in step S2. The “inclination threshold level” is a set threshold classification for each of a downhill road (low load running), a flat road (medium load running), and an uphill road (high load running). Note that when setting the inclination threshold level, for example, a setting map shown in FIG. 9 is used.

  In step S4, the road surface inclination sensor 104c detects the inclination angle of the road surface on which the full trailer truck 1 is traveling, and the process proceeds to step S5.

  In step S5, following the detection of the road surface inclination angle in step S4, it is determined whether or not there is a deceleration request. If YES (deceleration is requested), the process proceeds to step S10, and NO (no deceleration request) is determined. In this case, the process proceeds to step S6. Whether or not there is a deceleration request is determined based on whether or not there is a downshift operation in the tractor 2, whether or not an accelerator is returned, and whether or not a brake operation is performed. Judge that The presence or absence of a downshift operation is detected by a shift position sensor 104f, the presence or absence of an accelerator return operation is detected by an accelerator operation amount sensor 104g, and the presence or absence of a brake operation is detected by a brake operation amount sensor 104h.

  In step S6, following the determination that there is no deceleration request in step S5, whether or not the running road surface is a flat road based on the inclination threshold level set in step S3 and the road surface inclination angle detected in step S4. If YES (flat road), the process proceeds to step S7. If NO (not flat road), the process proceeds to step S8. For example, a determination table shown in FIG. 10 is used to determine whether the road is flat. For example, if the inclination threshold level is B and the inclination angle is + 1.2 °, it is determined that the road is flat. Even if the inclination angle is + 1.2 °, if the inclination threshold level is C, it is determined that the road is not flat.

  In step S7, it is determined that high-pressure air needs to be maintained (neutral travel mode) based on the determination that the vehicle is traveling on a flat road in step S6, the compressor clutch 108 is opened, and the motor side valve 105 and the compressor side valve 106 are closed. And move to the end.

  In step S8, following the determination that the road is not a flat road in step S6, whether or not the running road surface is an uphill road is determined based on the inclination threshold level set in step S3 and the inclination angle detected in step S4. If YES (uphill road), the process proceeds to step S9. If NO (not uphill road = downhill road), the process proceeds to step S10. For example, a determination table shown in FIG. 10 is used to determine whether the road is uphill. For example, if the inclination threshold level is B and the inclination angle is + 2.2 °, it is determined as an uphill road. If the inclination threshold level is B and the inclination angle is −2.2 °, it is determined that the road is not an uphill road (= downhill road).

  In step S9, it is determined that driving on an uphill road is in progress in step S8, and it is determined that driving assist is necessary (driving assist traveling mode), the motor side valve 105 is opened, the compressor clutch 108 is opened, and the compressor The side valve 106 is closed and the process proceeds to step S11.

  In step S10, it is determined that vehicle braking and energy recovery are necessary (braking recovery travel mode) based on the determination that there is a deceleration request in step S5 or that the vehicle is traveling on a downhill road in step S8. 105 is closed, while the compressor clutch 108 is engaged, and the compressor side valve 106 is opened, and the process proceeds to step S11.

  In step S11, following each control of the compressor clutch 108, the motor side valve 105, and the compressor side valve 106 in step S9 or step S10, the input rotational speed that is the rotational speed of the input shaft 20 and the rotational speed of the output shaft 30 are determined. A certain output rotational speed is detected, and the process proceeds to step S12. The input rotational speed is detected by the input rotational speed sensor 104a, and the output rotational speed is detected by the output rotational speed sensor 104b.

  In step S12, shift control of the continuously variable transmission 10 is executed so that the input shaft 20 rotates at a predetermined rotation speed based on each rotation speed detected in step S11, and the process proceeds to the end. That is, in the drive assist travel mode, shift control is performed to maintain the rotation speed of the input shaft 20 in the motor operating rotation range of the air motor 101 regardless of the vehicle speed. In the brake recovery travel mode, shift control is performed to maintain the rotational speed of the input shaft 20 in the compressor operation rotational range of the air compressor 102 regardless of the vehicle speed.

Next, the operation will be described.
The hybrid vehicle control apparatus according to the first embodiment will be described by being divided into “drive assist action”, “energy recovery action”, “neutral action”, and “other characteristic actions”.

[Drive assist action]
In the full trailer truck 1 of the first embodiment, the assist control process shown in FIG. 8 is repeatedly performed at a constant timing (for example, once per second) during traveling.

  In the assist control process, first, in the flowchart of FIG. 8, the process proceeds from step S1 to step S2, and the vehicle weight that changes in accordance with the load amount of the trailer 3 is estimated by obtaining the vehicle height difference. That is, the larger the load amount, the larger (heavy) the vehicle weight, but the vehicle height of the trailer 3 decreases in proportion to the load amount. For this reason, the vehicle height difference also increases in proportion to the load, and as a result, the vehicle weight can be estimated based on the vehicle height difference.

  And if vehicle weight is estimated by calculating | requiring a vehicle height difference by step S2, it will progress to step S3 and will set the inclination threshold level according to a vehicle height difference. That is, since the vehicle inertia force greatly varies depending on the vehicle weight, the trailer 3 is set to each of the downhill road (low load driving), the flat road (medium load driving), and the uphill road (high load driving) according to the vehicle weight. By changing the threshold classification, the control permission area can be changed according to the vehicle inertia force.

  That is, when the load is small and the vehicle height is high (the vehicle height difference is small), the vehicle inertia force acting on the trailer 3 is small, so that relatively low driving assistance is not required even on an uphill road. In the downhill road with a slight inclination, sufficient energy cannot be recovered. For this reason, it is preferable to reduce the area that is determined to be an uphill road or a downhill road and to maintain high-pressure air in the air tank 103 as much as possible. On the other hand, when the load is large and the vehicle height is low (the vehicle height difference is large), the vehicle inertia force acting on the trailer 3 becomes large, so that driving assistance is required even on a slightly uphill road, Further, sufficient energy recovery is possible even on a slightly inclined downhill road. For this reason, it is preferable to perform control that actively drives assist and recovers energy by enlarging a region that is determined to be an uphill road or a downhill road. Thus, since preferable control changes with magnitude | sizes of vehicle inertia force, a control permission area | region is expanded / contracted according to vehicle inertia force. Thereby, the improvement of a fuel consumption can further be aimed at.

  Subsequently, the process proceeds from step S4 to step S5, and after detecting the inclination angle of the traveling road surface, it is determined whether or not there is a deceleration request. If there is no deceleration request, the process proceeds to step S6, and if not traveling on a flat road, the process proceeds to step S8. When the vehicle is traveling on an uphill road, it is determined that the engine (main drive source) E of the tractor 2 is subjected to a high load during traveling, and the process proceeds to step S9 to assist driving mode. Set. That is, as shown in FIG. 13, the motor side valve 105 is opened, while the compressor clutch 108 is opened and the compressor side valve 106 is closed.

  As a result, the power transmission path connected from the air motor 101 to the rear wheels 4b and 4b, which are assist drive wheels, is connected via the continuously variable transmission 10, and the air motor 101 driven using the high-pressure air energy supplied from the air tank 103 is used. Is transmitted from the input shaft 20 to the output shaft 30 via the continuously variable transmission 10. That is, in the air motor 101, the vaned rotor is rotated by the high-pressure air introduced from the air tank 103 through the intake pipe 101b and the intake port, and the output shaft 101a is rotated to drive the input shaft 20 of the continuously variable transmission 10 to rotate. To do. The rotational driving force of the input shaft 20 rotationally drives the output shaft 30 through the input side conical roller 40, the power roller 60, and the output side conical roller 50 in this order.

  Then, the process proceeds from step S11 to step S12, and shift control of the continuously variable transmission 10 is performed so as to maintain the rotation speed of the input shaft 20 of the continuously variable transmission 10 in the motor operation rotation region regardless of the vehicle speed. Note that the “motor operating rotation region” is a region of the number of rotations that enables the air motor 101 to output torque necessary for driving assist.

  The speed change in the continuously variable transmission 10 is performed by opening and closing the pair of electromagnetic valves 71g and 71g of the roller shaft tilt transmission mechanism 70.

  Here, the gear ratio in the continuously variable transmission 10 is the contact diameter between the power roller 60, the input-side cone roller 40, and the output-side cone roller 50, that is, the position of each cone roller 40, 50 at the position where the power roller 60 contacts. It depends on the ratio of the cross-sectional radius.

  11A, the first and second rollers 61a and 61b are in contact with the vicinity of the small-diameter end portion 42 of the input-side conical roller 40, and are in contact with the vicinity of the large-diameter end portion 51 of the output-side conical roller 50. In this case, when torque is transmitted from the input shaft 20 to the output shaft 30, the input-side cross-sectional radius Rin is smaller than the output-side cross-sectional radius Rout, and the speed ratio value is increased. For this reason, it becomes a low gear ratio (deceleration).

  Further, as shown in FIG. 11B, the input side sectional radius Rin and the output side sectional radius Rout at the positions where the first and second rollers 61a, 61b are in contact with the input side conical roller 40 and the output side conical roller 50. When the torques are the same and the torque is transmitted from the input shaft 20 to the output shaft 30, the gear ratio is 1. For this reason, it becomes an intermediate gear ratio (direct connection).

  Further, as shown in FIG. 11 (c), the first and second rollers 61 a and 61 b are in contact with the vicinity of the large-diameter end portion 41 of the input-side cone roller 40 and are in contact with the vicinity of the small-diameter end portion 52 of the output-side cone roller 50. In this case, when torque is transmitted from the input shaft 20 to the output shaft 30, the input-side cross-sectional radius Rin is larger than the output-side cross-sectional radius Rout, and the speed ratio value becomes small. For this reason, it becomes a high gear ratio (speed increase).

  On the other hand, when the torque is transmitted from the output shaft 30 to the input shaft 20, the gear ratio is reversed from that described above. That is, when torque is transmitted from the output shaft 30 to the input shaft 20, a high gear ratio (acceleration) is obtained in the state shown in FIG. 11A, and a low gear ratio (deceleration) is obtained in the state shown in FIG. Become. Further, the intermediate gear ratio (direct connection) is the same in the state shown in FIG.

  In order to change the gear ratio in the continuously variable transmission 10, the contact diameter between the power roller 60 and the conical rollers 40, 50 may be changed. Here, in order to change the contact diameter, the contact position between the first and second rollers 61a and 61b and the output side conical roller 50 is changed. Thereby, since the cross section of the output side conical roller 50 at the contact position becomes elliptical, the first and second rollers 61a and 61b come in spiral contact with the outer peripheral surface of the output side conical roller 50, The first and second rollers 61a and 61b reciprocate along the center line So of the parallel gap S. As a result, the gear ratio changes continuously (steplessly).

  In order to change the contact position between the first and second rollers 61a and 61b and the output side conical roller 50, the roller shaft tilt transmission mechanism 70 is used to maintain the input roller shaft Oin and the output roller shaft Oout in a neutral position. And a deceleration position in which the output roller shaft Oout is tilted in one direction with respect to the input roller shaft Oin and a speed increasing position in which the output roller shaft Oout is tilted in the other direction with respect to the input roller shaft Oin.

  That is, as shown in FIG. 12 (a), when the solenoid valves 71g and 71g are closed in both rod cylinders 71 of the roller shaft tilt transmission mechanism 70 and the piston 71b is maintained in the neutral position, the input roller The axis Oin and the output roller axis Oout are parallel. At this time, since the cross sections of the conical rollers 40 and 50 at the contact positions of the first and second rollers 61a and 61b and the conical rollers 40 and 50 are both circular, the first and second rollers 61a and 61b Does not move because it continues to contact the same position of each conical roller 40,50. At this time, the ball 73a of the urging portion 73 is fitted into the fitting recess 72c of the bearing portion 72, and the swinging of the support frame 72b due to vibration or the like is suppressed.

  Then, as shown in FIG. 12 (b), when the upper solenoid valve 71g is opened in both rod cylinders 71, the pressure in the pressure chamber 711a decreases, and the piston 71b moves upward against the urging force of the spring 71d. Moving. As a result, the bearing portion 72 moves over the ball 73a and pushes the output shaft 30 upward. As a result, the output roller shaft Oout is inclined with respect to the input roller shaft Oin, the contact position between the first and second rollers 61a and 61b and the output side conical roller 50 is shifted, and the first and second rollers 61a and 61b are output. The outer peripheral surface of the side conical roller 50 is spirally contacted. The first and second rollers 61a and 61b move toward the small-diameter end 52 of the output-side conical roller 50 while transmitting the input torque. That is, when torque is transmitted from the input shaft 20 to the output shaft 30 at this time, this is the speed increasing position. At this time, when torque is transmitted from the output shaft 30 to the input shaft 20, this is the deceleration position.

  Also, as shown in FIG. 12 (c), when the lower solenoid valve 71g is opened in both rod cylinders 71, the pressure in the pressure chamber 712a decreases, and the piston 71b moves downward against the urging force of the spring 71d. Move to. As a result, the bearing 72 moves over the ball 73a and moves downward to push the output shaft 30 downward. As a result, the output roller shaft Oout is inclined with respect to the input roller shaft Oin, the contact position between the first and second rollers 61a and 61b and the output side conical roller 50 is shifted, and the first and second rollers 61a and 61b are output. The outer peripheral surface of the side conical roller 50 is spirally contacted. As a result, the first and second rollers 61a and 61b move toward the large-diameter end 51 of the output-side conical roller 50 while transmitting the input torque. That is, when torque is transmitted from the input shaft 20 to the output shaft 30 at this time, this is the deceleration position. At this time, when torque is transmitted from the output shaft 30 to the input shaft 20, this is the speed increasing position.

  When the required gear ratio is obtained, the opened solenoid valve 71g is closed to equalize the pressure in the pressure chambers 711a and 712a in both rod cylinders 71, and the piston 71b is maintained in the neutral position. As a result, the input roller shaft Oin and the output roller shaft Oout are parallel to each other, and the positions of the first and second rollers 61a and 61b are fixed.

  As described above, in the hybrid vehicle control apparatus according to the first embodiment, the air motor 101 is consumed by consuming high-pressure air in the air tank 103 during high-load traveling on an uphill road where the load of the engine (main drive source) E of the tractor 2 is large. To drive the rear wheel (assist drive wheel) 4b of the trailer 3.

  Thereby, the output of the engine E of the tractor 2 that is the main drive source can be assisted (assisted) by the output of the air motor 101, and a load is applied to the engine E of the tractor 2 when traveling uphill. However, it is not necessary to reduce the burden on the engine E and increase the size of the engine E of the tractor 2. In addition, since the air motor 101 as an assist drive source is driven by using high-pressure air energy in the air tank 103, it is not necessary to mount a large battery as in the case of using an electric motor driven by battery discharge. Become. As a result, the cost can be reduced and the vehicle weight can be significantly reduced.

[Energy recovery]
In the full trailer truck 1 according to the first embodiment, when deceleration is requested or when traveling on a downhill road, that is, when the engine load of the tractor 2 during traveling is low, step S5 → step S10 or step S5 in the flowchart shown in FIG. The process proceeds from step S6 to step S8 to step S10 to set the brake recovery travel mode. That is, as shown in FIG. 14, the motor side valve 105 is closed, while the compressor clutch 108 is fastened and the compressor side valve 106 is opened.

  As a result, the power transmission path connecting the assist drive wheels from the rear wheels 4b and 4b to the air compressor 102 is connected via the continuously variable transmission 10, and the drive energy of the rear wheels 4b and 4b is continuously output from the output shaft 30. It is transmitted to the input shaft 20 via the transmission 10 and is collected in the air tank 103 as high-pressure air energy. That is, in the air compressor 102, the crankshaft 102a is moved by the rotation of the input shaft 20 to drive the piston to generate high-pressure air, and the generated high-pressure air is transferred to the air tank 103 via the discharge port and the supply pipe 102b. Stored.

Then, the process proceeds from step S11 to step S12, and shift control of the continuously variable transmission 10 is performed so as to maintain the rotation speed of the input shaft 20 of the continuously variable transmission 10 in the compressor operation rotation region regardless of the vehicle speed. Note that the “compressor operating rotation region” is a region of the number of rotations at which the air compressor 102 can generate high-pressure air.
As described above, in the hybrid vehicle control apparatus according to the first embodiment, the drive energy from the assist drive wheels 4b is supplied to the air compressor 102 during low load traveling on a downhill road where the load of the engine (main drive source) E of the tractor 2 is small. The drive energy is converted into high-pressure air energy and recovered in the air tank 103.

  As a result, high-pressure air energy required for assist driving during high-load traveling can be stored in the air tank 103 as high-pressure air, and an energy recovery function can be exhibited.

  Further, since the braking force can be applied to the trailer 3 by driving the air compressor 102, the trailer 3 can be braked so as to follow the braking operation of the tractor 2 by setting the braking recovery mode when the deceleration is requested. it can. For this reason, generation | occurrence | production of what is called a jackknife phenomenon etc. in which the rear part of the tractor 2 is pushed by the trailer 3 and a fold angle becomes an acute angle can be prevented.

  As described above, in the hybrid vehicle control apparatus of the first embodiment, the hybrid of the vehicle that exhibits the drive assist function and the energy recovery function is achieved by using a high-pressure air with an inexpensive system configuration. Can do.

  Further, in the hybrid vehicle control apparatus of the first embodiment, the assist motor wheels 4b are driven by the air motor 101 while performing shift control for maintaining the input shaft 20 of the continuously variable transmission 10 in the motor rotation operation region at the time of drive assist, The high-pressure air from the air compressor 102 is recovered while performing shift control for maintaining the input shaft 20 of the continuously variable transmission 10 in the compressor rotation operating range at the time of energy recovery. For this reason, the time during which the air motor 101 and the air compressor 102 can be driven in an appropriate state can be extended, and drive assist and energy recovery can be performed more efficiently.

[Neutral action]
In the full trailer truck 1 of the first embodiment, when traveling on a flat road, that is, when the engine load of the traveling tractor 2 is medium, in the flowchart shown in FIG. 8, from step S5 to step S6 to step S7. Go ahead and set the neutral driving mode. That is, as shown in FIG. 2, the motor side valve 105 and the compressor side valve 106 are closed, and the compressor clutch 108 is opened.

  As a result, high pressure air is not supplied to the air motor 101 and the air motor 101 is not driven, and at the same time, the air compressor 102 is disconnected from the power transmission path connected to the rear wheels 4b and 4b that are assist drive wheels. As a result, the high pressure air in the air tank 103 is maintained without being increased or decreased.

  At this time, in the continuously variable transmission 10, the contact force of the power roller 60 with respect to the input side conical roller 40 and the output side conical roller 50 is released by the axial force in the direction of widening the interval of the parallel gap S by the urging mechanism 90. Has been. Therefore, the contact force (clamping pressure) between the first and second rollers 61a and 61b of the power roller 60 by the input-side cone roller 40 and the output-side cone roller 50 is reduced, that is, released, and when the transmission torque is small, Even if the contact surface between the conical rollers 40 and 50 slips and the output-side conical roller 50 rotates, for example, the power roller 60 does not slip and torque is not transmitted to the input-side conical roller 40.

[Other characteristic effects]
In the control apparatus for a hybrid vehicle according to the first embodiment, the continuously variable transmission 10 includes an input-side conical roller 40 that rotates integrally with the input shaft 20, an output-side conical roller 50 that rotates integrally with the output shaft 30, and both conical rollers 40. , 50 and a power roller 60 that transmits torque by being pinched by the two conical rollers 40, 50, and an air motor 101 is connected to one end 20a of the input shaft 20, and an air compressor 102 is connected to the other end 20 b of the input shaft 20, and the rear wheels 4 b and 4 b of the trailer 3, which are assist drive wheels, are connected to the output shaft 30.

  This eliminates the need for a clutch mechanism or a reverse rotation mechanism when switching control to drive assist, energy recovery, or a neutral state, and allows a simple configuration.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.

(1) Main drive source (engine) E, main drive wheel 2a, assist drive source, transmission, assist drive wheel (rear wheel) 4b, and assist drive via the transmission during high load travel And an assist control means (FIG. 8) for controlling the transmission of the driving force from the power source to the assist driving wheel. The assist driving source uses high-pressure air energy in the air tank 103. And the transmission is a continuously variable transmission 10 that obtains a continuously variable transmission ratio. The drive energy from the assist drive source is converted into high-pressure air energy and stored in the air tank 103. An air compressor 102 is provided, the air motor 101 and the air compressor 102 are connected to the input shaft 20 of the continuously variable transmission 10, and the assist drive is connected. The driving wheel 4 b is connected to the output shaft 30 of the continuously variable transmission 10.
Thereby, the hybrid of the vehicle that exhibits the drive assist function and the energy recovery function can be achieved with an inexpensive system configuration.

(2) The assist control means (FIG. 8) performs the shift control for maintaining the rotation speed of the input shaft 20 of the continuously variable transmission 10 in the motor operation rotation region regardless of the vehicle speed during driving assist. The air compressor is driven while the assist drive wheel 4b is driven at 101 and the speed of the input shaft 20 of the continuously variable transmission 10 is maintained in the compressor operating rotation range regardless of the vehicle speed during energy recovery. The high-pressure air from 102 is collected in the air tank 103.
Thereby, the time which can drive the air motor 101 and the air compressor 102 in an appropriate state can be extended, and drive assist and energy recovery can be performed more efficiently.

(3) A road surface inclination angle detecting means (road surface inclination sensor) 104c for detecting the inclination angle of the road surface is provided, and the assist control means (FIG. 8) estimates the driving load based on the road surface inclination angle detection value (step S4) Drive assist (step S9) that consumes high-pressure air in the air tank 103 when traveling on a high load on an uphill road, and setting the continuously variable transmission 10 to a neutral state when traveling on a medium load on a flat road. The high-pressure air of 103 is maintained (step S7), and energy recovery is performed to collect the high-pressure air in the air tank 103 during low load traveling on the downhill road (step S10).
Thereby, consumption and collection | recovery of high pressure air energy can be performed appropriately.

(4) A vehicle weight detection means (vehicle height sensor) 104d for detecting the vehicle weight is provided, and the assist control means (FIG. 8) has a control permission region in high load traveling and low load traveling as the vehicle weight detection value increases. (Step S3).
Thereby, the control corresponding to the vehicle inertia force which changes with vehicle weight can be performed. That is, as the vehicle inertia force increases, drive assist and energy recovery can be actively performed.

(5) The continuously variable transmission 10 rotates integrally with the input-side conical roller 40 that rotates integrally with the input shaft 20 and the output shaft 30, and has a constant gap between the input-side conical roller 40. A conical roller type continuously variable transmission comprising: an output side conical roller 50 having S; and a power roller 60 disposed in the parallel gap S and transmitting torque by being pinched by the two conical rollers 40, 50. The air motor 101 is connected to one end 20a of the input shaft 20, the air compressor 102 is connected to the other end 20b of the input shaft 20, and the assist drive wheel 4b is connected to the output shaft 30. It was set as the structure connected to.
This eliminates the need for a clutch mechanism or a reverse rotation mechanism when switching control to drive assist, energy recovery, or a neutral state, and allows a simple configuration.

(6) The hybrid vehicle includes the tractor 2 having the main drive source (engine) E and the main drive wheel 2a, and the tractor 2 pulls the assist drive source (air motor) 101 and the assist drive wheel (rear). A trailer truck (full trailer truck) 1 provided with a trailer 3 having a wheel 4b.
As a result, even when the load on the main drive source E varies greatly depending on the presence / absence of the trailer 3 and the load amount, the load on the main drive source E is suppressed and the output of the main drive source E is reduced. be able to.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to these Examples about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the hybrid vehicle control apparatus according to the first embodiment, the driving assist is performed during high load traveling and the energy is recovered during low load traveling. However, the control content may be changed according to the internal pressure of the air tank 103.

  In other words, if the internal pressure of the air tank 103 detected by the tank pressure sensor 104e is equal to or higher than the upper limit threshold, energy recovery is not performed even during low-load travel, and drive assist that consumes high-pressure air as much as possible is performed. Further, if the internal pressure of the air tank 103 is equal to or lower than the lower limit threshold, drive assist is not performed even during high load traveling, and energy recovery is performed to recover as much high pressure air as possible. Thereby, the capacity | capacitance of the air tank 103 can be restrained small and the further size reduction of a system structure can be achieved.

  In the hybrid vehicle control apparatus according to the first embodiment, the vehicle height sensor 104d is provided as the vehicle weight detection means, and the vehicle weight is estimated based on the vehicle height difference (= the vehicle height at the time of no loading−the vehicle height detection value). However, for example, a displacement sensor may be provided in the suspension, and the vehicle weight may be estimated from the amount of deflection of the suspension, or the weight may be set each time according to the loading amount.

  Furthermore, in the hybrid vehicle control apparatus of the first embodiment, the continuously variable transmission 10 having the pair of conical rollers 40 and 50 and the power roller 60 is used as the transmission. Or a toroidal continuously variable transmission may be used.

  In the first embodiment, the hybrid vehicle control device is applied to the full trailer truck 1, but may be applied to a normal passenger car, a bus, a truck, and a semi-trailer truck. The main drive source is not limited to the engine E, and may be an electric motor or a hybrid drive source (for example, an engine and an electric motor).

100 Assist Drive Mechanism 101 Air Motor (Assist Drive Source)
102 air compressor 103 air tank 104 controller 104c road surface inclination sensor (road surface inclination angle detecting means)
104d Vehicle height sensor (vehicle weight detection means)
1 Full trailer truck (hybrid vehicle)
2 Tractor E engine (main drive source)
2a Main drive wheel 3 Trailer 4b Rear wheel (assist drive wheel)
10 continuously variable transmission (transmission)
20 Input shaft 20a One end 20b The other end 30 Output shaft 40 Input side conical roller 50 Output side conical roller 60 Power roller

Claims (6)

The main drive source, the main drive wheel, the assist drive source, the transmission, the assist drive wheel, and the driving force from the assist drive source are transmitted to the assist drive wheel via the transmission during high load traveling. An assist control means for performing control, and a hybrid vehicle control device comprising:
The assist drive source is an air motor that is driven using high-pressure air energy in an air tank,
The transmission is a continuously variable transmission that obtains a continuously variable transmission ratio;
Converting drive energy from the assist drive source into high-pressure air energy and providing an air compressor for storing in the air tank,
The control apparatus for a hybrid vehicle, wherein the air motor and the air compressor are connected to an input shaft of the continuously variable transmission, and the assist drive wheel is connected to an output shaft of the continuously variable transmission. In the hybrid vehicle control device according to claim 1,
The assist control means drives the assist drive wheels with the air motor while performing shift control to maintain the rotation speed of the input shaft of the continuously variable transmission in the motor operation rotation region regardless of the vehicle speed during drive assist. The high-pressure air from the air compressor is collected in the air tank while performing shift control for maintaining the rotation speed of the input shaft of the continuously variable transmission in the compressor operation rotation region regardless of the vehicle speed during energy recovery. A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 2,
A road surface inclination angle detecting means for detecting the inclination angle of the traveling road surface is provided,
The assist control means estimates a driving load based on a road surface inclination angle detection value, performs driving assist that consumes high-pressure air of the air tank when traveling at a high load on an uphill road, and when driving at a medium load on a flat road, A control apparatus for a hybrid vehicle, wherein the continuously variable transmission is set in a neutral state to maintain high pressure air in the air tank, and energy recovery is performed to collect high pressure air in the air tank during low load traveling on a downhill road. In the hybrid vehicle control device according to claim 3,
Vehicle weight detecting means for detecting the vehicle weight is provided;
The control device for a hybrid vehicle, wherein the assist control means expands a control permission region in high load traveling and low load traveling as the vehicle weight detection value is larger. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-4,
The continuously variable transmission includes an input-side conical roller that rotates integrally with the input shaft, an output-side conical roller that rotates integrally with the output shaft, and has a constant parallel gap between the input-side conical roller, A conical roller type continuously variable transmission that includes a power roller that is arranged in the parallel gap and transmits torque by being pinched by the two conical rollers,
Connecting the air motor to one end of the input shaft;
Connecting the air compressor to the other end of the input shaft;
A control apparatus for a hybrid vehicle, wherein the assist drive wheel is connected to the output shaft. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-5,
The hybrid vehicle is a trailer truck including a tractor having the main drive source and the main drive wheel, and a trailer pulled by the tractor and having the assist drive source and the assist drive wheel. A control device for a hybrid vehicle.