JP2016159645A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of switching a first transmission path for transmitting drive force of an engine to a drive wheel, and a second transmission path for transmitting drive force of a motor to the drive wheel, with a compact structure.SOLUTION: A hybrid vehicle 2 comprises: an engine 3 for applying drive force to drive wheels 2a, 2a; a MG 1 for generating the drive force which is applied to the drive wheels 2a, 2a; a battery 9 for supplying power to the MG 1; a first transmission path 12 for transmitting the drive force of the engine 3 to the drive wheels 2a, 2a; and a second transmission path 13 for transmitting the drive force of the MG 1 to the drive wheels 2a, 2a. The hybrid vehicle further comprises: a switch part 14 composed of a mechanism capable of controlling the coupling and releasing of a gear, for switching so as to select either one of the first and second transmission paths 12, 13, or so as to use both transmission paths for combination; and a control part 15 for controlling switching by the switch part 14 so as to select either one of the first and second transmission paths 12, 13 or so as to use both of the first and second transmission paths for combination.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hybrid vehicle that travels by combining a driving force of an internal combustion engine and a driving force of an electric motor, a first transmission path for transmitting the driving force of the internal combustion engine to driving wheels, and the driving force of the electric motor to driving wheels. The present invention relates to a hybrid vehicle that can select or use a second transmission path for transmission.

  A first transmission path that transmits a driving force of an engine as an internal combustion engine to driving wheels; and a second transmission path that transmits a driving force of a motor as an electric motor to driving wheels; A hybrid vehicle that travels by switching a clutch so as to select or use a second transmission path is known (Patent Document 1).

  In this hybrid vehicle, a hydraulic clutch that is turned on and off by an actuator is used as a clutch, and the first transmission path and the second transmission path are selected so that the driving state can be selected in accordance with the driver's intention. The path is switched by this hydraulic clutch. When a command is input from a switch that inputs a command for extracting a driving force greater than a predetermined value, the hydraulic clutch is in an open state in which the first transmission path is disconnected while the second transmission path is connected, and the second clutch The vehicle travels along the transmission path.

JP 2008-012988 A

  In the above prior art, since the hydraulic clutch is used to switch between the first transmission path and the second transmission path, the clutch plate, the hydraulic circuit for connecting and disconnecting the clutch plates, and the hydraulic pressure are used. Many parts such as a hydraulic pump for generating the hydraulic clutch are required, and a space for arranging these parts for operating the hydraulic clutch around the engine and the electric motor is also required. Therefore, the first transmission path and the second The structure for switching between the transmission paths is large.

  Accordingly, the present invention provides a hybrid that can switch between a first transmission path for transmitting the driving force of the engine to the driving wheels and a second transmission path for transmitting the driving force of the electric motor to the driving wheels with a compact structure. The purpose is to provide vehicles.

  In order to solve the above problems, an aspect of the present invention provides an internal combustion engine that applies driving force to driving wheels, an electric motor that generates driving force applied to driving wheels, a battery that supplies electric power to the electric motor, and an internal combustion engine In a hybrid vehicle having a first transmission path for transmitting a driving force to driving wheels and a second transmission path for transmitting a driving force of an electric motor to driving wheels, the hybrid vehicle has a mechanism capable of controlling the engagement and release of gears. A switching unit that switches to select or use one of the first transmission path and the second transmission path, and either one of the first transmission path and the second transmission path to select or use together And a control unit for controlling switching by the switching unit.

  According to the present invention, since the switching unit that switches between the first transmission path and the second transmission path is composed of a mechanism that can control the engagement and release of the gear, the number of parts is smaller than that of a conventional mechanism that uses a clutch. Therefore, a space for arranging many parts is not required, so that a compact configuration can be achieved.

FIG. 1 is a configuration diagram showing a main part of a hybrid vehicle according to an embodiment of the present invention. FIG. 2 is an exploded perspective view showing the synchro mechanism gear of the hybrid vehicle according to the embodiment of the present invention. FIG. 3 is an explanatory diagram showing a fastening release state of the synchro mechanism gear in the power transmission mechanism of the hybrid vehicle according to the embodiment of the present invention. FIG. 4 is an explanatory diagram showing a torque flow in a disengaged state of the synchro mechanism gear in the power transmission mechanism of the hybrid vehicle according to the embodiment of the present invention. FIG. 5 is an explanatory diagram showing a fastening state of the synchro mechanism gear in the power transmission mechanism of the hybrid vehicle according to the embodiment of the present invention. FIG. 6 is an explanatory diagram showing the torque flow in the engaged state of the synchro mechanism gear in the power transmission mechanism of the hybrid vehicle according to the embodiment of the present invention. FIG. 7 is a block diagram showing a configuration of a control unit of the hybrid vehicle according to the embodiment of the present invention. FIG. 8 is a flowchart showing a procedure for determining the state of the synchro mechanism gear of the control unit of the hybrid vehicle according to the embodiment of the present invention. FIG. 9 is a flowchart showing a procedure of synchro mechanism gear engagement determination processing in the hybrid vehicle according to the embodiment of the present invention. FIG. 10 is a flowchart showing a procedure of synchro mechanism gear fastening processing in the hybrid vehicle according to the embodiment of the present invention. FIG. 11 is a flowchart showing the procedure of the rotation synchronization control process between the counter shaft and the synchro mechanism gear in the hybrid vehicle according to the embodiment of the present invention. FIG. 12 is a flowchart showing a procedure of synchro mechanism gear engagement release determination processing in the hybrid vehicle according to the embodiment of the present invention. FIG. 13 is a flowchart showing a procedure of synchro mechanism gear fastening release processing in the hybrid vehicle according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[Features of the embodiment]

  A hybrid vehicle (hereinafter referred to as “vehicle”) 2 according to the present embodiment generates an engine 3 as an internal combustion engine that applies a driving force to driving wheels 2a and 2a, and a driving force that is applied to driving wheels 2a and 2a. A motor generator (hereinafter referred to as “MG1”) 4 as an electric motor, a battery 9 for supplying electric power to MG1, a first transmission path 12 for transmitting the driving force of engine 3 to drive wheels 2a and 2a, and driving of MG1 And a second transmission path 13 for transmitting force to the drive wheels 2a, 2a.

  Further, the vehicle 2 according to the present embodiment includes a mechanism capable of controlling the engagement and release of gears, and selects or uses either the first transmission path 12 or the second transmission path 13 together. Vehicle as a control unit that controls switching by the switching unit 14 so as to select or use one of the switching unit (synchronous mechanism gear 16) 14 for switching and either the first transmission path 12 or the second transmission path 13 And a controller (hereinafter referred to as “control unit”) 15.

  In addition, the control unit 15 selects the first transmission path 12 or uses both the first transmission path 12 and the second transmission path 13 when powering at or above a preset vehicle speed.

  In addition, the vehicle 2 includes a generator (hereinafter referred to as “MG2”) 5 that is directly connected to the output shaft 3 a of the engine 3 and generates electric power by the driving force of the engine 3, and the control unit 15 includes a first transmission path 12. When the first transmission path 12 and the second transmission path 13 are used together, the rotational speed of the idling gear 27 as a gear and the rotational speed of the counter shaft 24 as a counter shaft are synchronized. The torque generated by the engine 3 and the torque generated by the MG2 are controlled.

  Further, when the control unit 15 selects the first transmission path 12 or uses the first transmission path 12 and the second transmission path 13 together, the rotation speed of the idle gear 27 is determined from the rotation speed of the counter shaft 24. When the value obtained by subtracting is smaller than the first threshold value D1 [rpm] set in advance, the torque generated by the engine 3 is decreased and the torque generated by the MG2 is controlled to increase toward the regeneration side. .

  In addition, when the control unit 15 selects the first transmission path 12 or uses both the first transmission path 12 and the second transmission path 13, the rotation of the idle gear 27 is determined based on the rotation speed of the counter shaft 24. When the value obtained by subtracting the number is larger than a preset second threshold value D1 [rpm], control is performed to increase the torque generated by the engine 3 and increase the torque generated by the MG2 to the power running side. To do.

Hereinafter, the vehicle 2 according to the present embodiment will be described in detail with reference to the drawings. As described above, the vehicle 2 is connected directly to the output shaft 3a of the engine 3 and generates power by the driving force of the engine 3. The MG2, the inverter 6 for MG1, the inverter 7 for MG2, and the vehicle 2 An auxiliary battery 8 for supplying electric power to the electric component, a battery 9 charged by electric power generated by the driving force of the engine 3 and regenerative electric power from the MG 1, and an auxiliary battery by stepping down the electric power from the battery 9 A DC / DC converter 10 for charging 8 and a power transmission mechanism 11 provided between the output shaft 3a and the drive shaft 2b of the engine 3 are provided.
[Power transmission mechanism 11]

  As shown in FIGS. 3 to 6, the power transmission mechanism 11 includes a gear 23 that meshes with a gear 22 fixed to the output shaft 4a of the MG 1, a counter shaft 24 with the gear 22 fixed to one side, a counter A gear 26 that is fixed to the other side of the shaft 24 and meshes with a gear 25 fixed to the drive shaft 2 b, an idle gear 27 that is provided in an intermediate portion of the counter shaft 24 so as to be idle with respect to the counter shaft 24, The gear 28 is fixed to the output shaft 3 a and meshes with the idling gear 27, and the synchro mechanism gear 16 provided between the idling gear 27 and the gear 26 of the counter shaft 24.

  The synchro mechanism gear 16 is a mechanism capable of controlling the engagement and release of the gear, and includes a gear 17, a synchronizer ring 18, a key 19, a sleeve 20, and a hub 21, as shown in FIG. . The gear 17 is integrally fixed to the idle gear 27 and idles with respect to the counter shaft 24. The hub 21 is fixed to the counter shaft 24 and rotates together with the counter shaft 24. Splines are formed on the outer periphery of the hub 21, and the sleeve 20 is movable in the axial direction with respect to the hub 21 and rotates together with the hub 21. Further, the sleeve 20 is moved in the axial direction of the counter shaft 24 by a linear motion motor mechanism (not shown) so as to be engaged with the gear 17 while being engaged with the hub 21, and the idle gear 27 and the counter shaft 24 are connected to the hub 21. Connect through. The direct acting motor mechanism is connected to the control unit 15 and its driving is controlled.

  FIG. 3 shows a state where the synchro mechanism gear 16 is not fastened (fastened). In this state, as shown in FIG. 4, the driving force of MG1 is transmitted to the drive shaft 2b by the second transmission path 13. That is, the driving force of MG1 is transmitted to the counter shaft 24 through the gears 22 and 23, and is transmitted to the drive shaft 2b through the gears 26 and 25. Here, the second transmission path 13 includes gears 22 and 23, a counter shaft 24, and gears 26 and 25. Further, when the synchro mechanism gear 16 is not fastened, the sleeve 20 is not meshed with the gear 17, so the idle gear 27 to which the driving force from the engine 3 is transmitted is idle with respect to the counter shaft 24.

  FIG. 5 shows a state where the sleeve 20 is moved to the gear 17 side from the state shown in FIG. In this state, as shown in FIG. 6, in addition to the driving force of MG1 being transmitted to the driving shaft 2b by the second transmission path 13, the driving force of the engine 3 is transmitted to the driving shaft 2b by the first transmission path 12. Communicated. That is, when the synchro mechanism gear 16 is engaged, the idling gear 27 is connected to the counter shaft 24 by the synchro mechanism gear 16, and the driving force of the engine 3 is transmitted to the counter shaft 24 via the gear 28 and the idling gear 27. It is transmitted from the counter shaft 24 to the drive shaft 2b via gears 26 and 25.

  Here, the first transmission path 12 includes a gear 28, an idling gear 27, a counter shaft 24, and gears 26 and 25. In a state where the synchro mechanism gear 16 is fastened, the vehicle 2 travels with the driving force of the MG 1 and the driving force of the engine 3 using the first transmission path 12 and the second transmission path 13 together. When the second transmission path 13 is selected, the vehicle 2 travels with the driving force of MG1. The sleeve 20 is controlled to move in the axial direction by the control unit 15 that controls the linear motor mechanism, and the engagement state and the engagement release state of the synchro mechanism gear 16 are selected.

  As shown in FIG. 7, the control unit 15 includes a synchro mechanism gear fastening processing unit 30 that performs the fastening process of the synchro mechanism gear 16, a synchro mechanism gear fastening release processing unit 31 that releases the fastening of the synchro mechanism gear 16, and a counter A rotation synchronization control processing unit 32 that synchronizes the rotation speeds of the shaft 24 and the gear of the synchro mechanism gear 16 and an engine start control unit 33 that controls the start of the engine 3 are provided.

Further, the control unit 15 has an input unit 34 for inputting the remaining capacity (SOC) of the battery 9, the vehicle speed from the vehicle speed sensor, and the brake opening of the brake that the driver has depressed, and the SOC, vehicle speed, brake opening, And a storage unit 35 for storing threshold values (B1, B2, V1, V2, C1, C2, D1) of the rotational speed deviation [rpm] between the counter shaft 24 and the synchro mechanism gear 16.
[Synchronizing mechanism gear fastening process and fastening release process of control unit 15]

  Next, the switching process of the switching unit 14 by the control unit 15 of the vehicle 2, that is, the determination process of whether the synchro mechanism gear 16 is to be engaged or disengaged, the engagement process of the synchro mechanism gear 16, the synchro mechanism gear The fastening release process 16 will be described with reference to the flowcharts shown in FIGS. When the switching process of the switching unit 14 is executed while the vehicle 2 is traveling, the control unit 15 first determines whether the synchro mechanism gear 16 is in the engaged state or the released state according to the flowchart shown in FIG. .

  As shown in FIG. 8, in step S <b> 1, the control unit 15 determines the state of the sync mechanism gear 16 of the vehicle 2. In step S1, when the synchro mechanism gear 16 is in the engagement release state, the synchro mechanism gear engagement determination process in step S2 is executed. If the synchro mechanism gear 16 is in the engaged state in step S1, the synchro mechanism gear engagement release determination process in step S3 is executed.

In the following description, the synchronization mechanism gear engagement determination process shown in FIG. 9, the synchronization mechanism gear engagement process shown in FIG. 10, and the rotation synchronization control process shown in FIG. The process and the synchro mechanism gear fastening release process shown in FIG. 13 will be described.
[Synchro mechanism gear engagement determination process]

  In the flowchart shown in FIG. 8, when it is determined that the gear state of the synchro mechanism gear 16 is in the released state, the control unit 15 performs a synchro mechanism gear engagement determination process shown in FIG.

  As shown in FIG. 9, in the synchro mechanism gear engagement determination process, the control unit 15 determines whether or not the remaining capacity (SOC) of the battery 9 is smaller than a predetermined value C1 [%] in step S1. When the remaining capacity (SOC) of the battery 9 is smaller than the predetermined value C1 [%], the control unit 15 determines whether or not the vehicle speed is equal to or higher than the predetermined value V1 [km / h] in step S2. When the vehicle speed is equal to or higher than the predetermined value V1 [km / h], the control unit 15 determines whether or not the brake opening is smaller than the predetermined opening B2 [%] in step S3. When it is determined in step S3 that the brake opening is smaller than the predetermined opening B2 [%], the synchro mechanism gear fastening processing unit 30 of the control unit 15 performs a synchro mechanism gear fastening process in step S4.

  In step S1 of the flowchart of FIG. 9, when the remaining capacity (SOC) of the battery 9 is equal to or greater than a predetermined value C1 [%], if the vehicle speed is smaller than the predetermined value V1 [km / h] in step S2, the brake is opened in step S3. When the degree is equal to or greater than the predetermined value B2 [%], the process is terminated without performing the fastening process of the synchro mechanism gear 16.

  That is, when the remaining capacity (SOC) of the battery 9 is equal to or higher than the predetermined value C1 [%], the vehicle speed is lower than the predetermined value V1 [km / h], and the brake opening is equal to or higher than the predetermined value B2 [%], the vehicle 2 Indicates that the vehicle is traveling in a decelerating state or stopped, and the remaining capacity (SOC) of the battery 9 is equal to or greater than a predetermined value C1 [%], so that the MG2 is rotated by the driving force of the engine 3. Therefore, it is not necessary to generate power and charge the battery 9, and it is not necessary to transmit to the drive wheels 2a and 2a via the first transmission path 12. Therefore, it is not necessary to start the engine 3 and it is not necessary to transmit the driving force of the engine 3 to the drive wheels 2a and 2a, so that it is not necessary to fasten the synchro mechanism gear 16.

If it is determined in step S3 in the flowchart of FIG. 9 that the brake opening is smaller than the predetermined value B2 [%], the control unit 15 performs a synchronization mechanism gear engagement process in step S4. That is, when the remaining capacity (SOC) of the battery 9 is smaller than the predetermined value C1 [%], the vehicle speed is V1 [km / h] or more, and the brake opening is smaller than the predetermined value B2 [%], the vehicle 2 is set to the predetermined value. Since the vehicle travels at a vehicle speed of V1 [km / h] or higher, a synchronization mechanism gear fastening process is executed to maintain this vehicle speed, and the MG2 is driven by the driving force of the engine 3 to generate power. The driving force is transmitted to the driving wheels 2a and 2a through the first transmission path 12.
[Synchro mechanism gear fastening process]

  As shown in FIG. 10, in the synchro mechanism gear fastening process, the control unit 15 determines whether or not the engine 3 of the vehicle 2 is starting in step S1. If the control unit 15 determines in step S1 that the engine is being started, the control unit 15 executes a rotation synchronization control process, which will be described later, in step S2, and the rotation speed of the counter shaft 24 and the gear of the synchro mechanism gear 16 (idling gear). 27) Synchronous control with the rotational speed of 17 is performed.

In step S <b> 3, the control unit 15 operates a linear motion motor mechanism (not shown) to move the sleeve 20 toward the idle gear 27 in the axial direction of the counter shaft 24. Thereby, the synchro mechanism gear 16 is fastened, and the driving force of the engine 3 is transmitted to the drive shaft 2b according to the first transmission path 12. In step S1 of the flowchart of FIG. 10, when the engine 3 is not started, the control unit 15 performs an engine start control process in step S4. When the engine 3 is started, the control unit 15 performs a rotation synchronization control process in step S2. Next, the rotation synchronization control process executed in each step of the flowchart shown in FIG. 11 will be described according to the flowchart.
[Rotation synchronization control processing]

When the gear state of the synchro mechanism gear 16 is in the released state, only the driving force of MG1 is transmitted to the driving shaft 2b through the second transmission path 13, and the vehicle 2 is traveling with the driving force of MG1. Further, since the engine 3 is started, the MG 2 is rotated by the driving force of the engine 3 to generate electric power, and the auxiliary battery 8 and the battery 9 are charged. In this state, the idling gear 27 is rotated by the driving force of the engine 3, but is idling with respect to the counter shaft 24, so that the driving force of the engine 3 is not transmitted to the driving shaft 2b.
Here, in order to transmit the driving force of the engine 3 to the counter shaft 24, the counter shaft 24 and the idling gear 27 are fastened by the synchro mechanism gear 16. At this time, the rotational speed of the counter shaft 24 and the rotational speed of the idle gear 27 are different, and a difference is generated in the rotational speed. When a value obtained by subtracting the rotation speed of the idle gear 27 of the synchro mechanism gear 16 from the rotation speed of the counter shaft 24 is defined as a rotation speed deviation [rpm], the rotation speed deviation [rpm] When the rotational speed of the idle gear 27 of the mechanism gear 16 is greater than the rotational speed, the value is a positive value, and vice versa.

  In the flowchart shown in FIG. 11, in step S1, the control unit 15 determines whether or not the absolute values of the counter shaft 24, the idling gear 27, and the rotation speed deviation [rpm] are equal to or less than a predetermined value D1 as a first threshold value. . The absolute value of the rotational speed deviation [rpm] being equal to or less than the predetermined value D1 means that the difference between the rotational speed of the counter shaft 24 and the rotational speed of the idle gear 27 causes the sleeve 20 to move in the axial direction of the counter shaft 24. This means that the rotational speed deviation [rpm] can be fastened. Therefore, the sleeve 20 can be moved in step S3 of FIG. 10, and the fastening process of the synchro mechanism gear 16 is thereby completed.

In step S1 of the flowchart of FIG. 11, when the absolute value of the rotational speed deviation [rpm] is not less than or equal to the predetermined value D1, that is, the difference between the rotational speed of the counter shaft 24 and the rotational speed of the idle gear 27 causes the sleeve 20 to be counted. This means that the rotational speed deviation [rpm] cannot be fastened by moving in the axial direction of the shaft 24. In this case, in step S2, the control unit 15 determines whether or not the rotational speed deviation [rpm] is larger than a predetermined value D1 as the second threshold value.
In the present embodiment, the first and second threshold values are set to the same D1 [rpm]. However, the first and second threshold values may be different values, and these threshold values are arbitrary. Can be changed and set.

  When the rotational speed deviation [rpm] is larger than the predetermined value D1 in step S2, that is, the rotational speed of the idle gear 27 is small with respect to the rotational speed of the counter shaft 24, and the counter shaft 24 and the idle gear 27 cannot be synchronized. If the controller 15 determines that the rotational speed of the idle gear 27 is close to the rotational speed of the counter shaft 24 in step S3, that is, the rotational speed deviation [rpm] is equal to or less than a predetermined value D1 as the second threshold value. Thus, the control unit 15 increases the torque of the engine 3 (torque up), and increases the power running torque of the MG 2 that is the generator (torque up).

  In step S2, if the rotational speed deviation [rpm] is not greater than the predetermined value D1, that is, if the rotational speed deviation [rpm] is equal to or smaller than the predetermined value D1 as the second threshold value, the counter shaft 24 rotates from the rotational speed. This means that the rotational speed deviation [rpm] obtained by subtracting the rotational speed of the gear 27 is a negative value, and the rotational speed of the idle gear 27 is higher than the rotational speed of the counter shaft 24, and the counter shaft 24 and the idle rotation. When the control unit 15 determines that the synchronization with the gear 27 cannot be established, in step S4, the rotational speed of the idle gear 27 is brought close to the rotational speed of the counter shaft 24, that is, the rotational speed deviation [rpm] is less than or equal to a predetermined value D1. Thus, the control unit 15 lowers the torque of the engine 3 (torque down) and increases the regeneration side torque of the MG 2 that is the generator (torque up).

  And the control part 15 performs the process of step S3, step S4, and when the absolute value of rotation speed deviation [rpm] becomes below the predetermined value D1 as a 1st threshold value in step S1, In step S3 shown in FIG. 10, the sleeve 20 is moved in the axial direction of the counter shaft 24 (sleeve ON), and the counter shaft 24 and the idling gear 27 are fastened.

Next, in step S1 of the flowchart shown in FIG. 8, the control unit 15 determines that the gear state of the synchro mechanism gear 16 is in the engaged state, and performs the synchro mechanism gear engagement release determination process in step S3. This will be described with reference to the flowchart shown in FIG.
[Synchro gear engagement release determination process]

  In the flowchart shown in FIG. 8, when the control unit 15 determines that the sync mechanism gear engagement release determination process is performed in step S3, the control unit 15 determines that the brake opening degree of the vehicle 2 is a predetermined value in step S1 of the flowchart shown in FIG. It is determined whether or not B1 [%] or more. That is, the control unit 15 detects the brake opening degree in order to detect whether or not the driver has depressed the brake, and determines whether or not the brake opening degree is equal to or greater than a predetermined value B1 [%]. If it is determined that the brake opening is equal to or greater than the predetermined value B1 [%], that is, the driver depresses the brake and decelerates the vehicle 2, the control unit 15 performs a synchronization mechanism gear engagement release process in step S2.

  If it is determined in step S1 that the brake opening is not equal to or greater than the predetermined value B1 [%], in step S3, the control unit 15 determines whether or not the vehicle speed of the vehicle 2 is equal to or greater than the predetermined value V2 [km / h]. If it is determined in step S3 that the vehicle speed of the vehicle 2 is equal to or greater than the predetermined value V2 [km / h], the control unit 15 determines whether or not the remaining capacity (SOC) of the battery 9 is equal to or greater than the predetermined value C2 [%] in step S4. Judging. If it is determined in step S4 that the remaining capacity (SOC) of the battery 9 is greater than the predetermined value C2 [%], the control unit 15 performs a synchronization mechanism gear engagement release process in step S2.

  When the control unit 15 determines in step S3 that the vehicle speed of the vehicle 2 is not equal to or higher than the predetermined value V2 [km / h], or in step S4, the remaining capacity (SOC) of the battery 9 is not greater than the predetermined value C2, that is, the battery When it is determined that the remaining capacity (SOC) 9 is equal to or less than the predetermined value C2, the synchro mechanism gear engagement release process is not performed.

  That is, the vehicle 2 travels with the driving force of MG 1 transmitted by the second transmission path 13 and the driving force of the engine 3 transmitted by the first transmission path 12 with the synchro mechanism gear 16 in the engaged state. When the occupant depresses the brake at an opening degree equal to or greater than the predetermined value B1 [%] in the state of being engaged, the control unit 15 performs a synchro mechanism gear engagement release process. Even if the occupant does not step beyond the predetermined brake opening degree, the vehicle speed of the vehicle 2 is equal to or higher than the predetermined value V2 [km / h], and the remaining capacity SOC of the battery 9 is larger than the predetermined value C2 [%]. Even in this case, the control unit 15 performs a synchro mechanism gear fastening release process.

  On the other hand, when the occupant does not depress the brake at a brake opening degree greater than or equal to the predetermined value B1 [%], the vehicle 2 has a vehicle speed lower than the predetermined value V2 [km / h], or the remaining capacity of the battery 9 When (SOC) is equal to or less than the predetermined value C2 [%], the control unit 15 does not perform the sync mechanism gear engagement release processing. That is, even if the occupant does not step on the brake at a brake opening degree equal to or greater than the predetermined value B [%], the synchronization mechanism gear engagement is established when the control unit 15 determines that the vehicle speed and the remaining capacity (SOC) of the battery 9 are greater than the predetermined value. When the release process is performed and the vehicle speed and the remaining capacity (SOC) of the battery 9 are smaller than the predetermined value and below the predetermined value, the control unit 15 does not perform the synchro mechanism gear engagement release process.

Next, the synchro mechanism gear fastening release processing will be described with reference to the flowchart shown in FIG.
[Synchro mechanism gear fastening release processing]

In the flowchart shown in FIG. 13, the engine torque and the generator torque are turned off (= 0 [Nm]) in step S1. Thereafter, in step S2, the sleeve 20 in the synchro mechanism gear 16 is moved to the gear 26 side in the axial direction of the countershaft 24 by the direct acting motor mechanism, and the fastening state between the idle gear 27 of the synchro mechanism gear 16 and the countershaft 24 is changed. To release.
[Effect of the embodiment]

  As described above, according to the present embodiment, the synchronization mechanism gear 16 is a mechanism in which the switching unit 14 that switches between the first transmission path 12 and the second transmission path 13 can control the engagement and release of the gear. Therefore, the number of parts is small compared to a conventional mechanism using a clutch, and a space for arranging many parts is not required. Therefore, a compact configuration can be achieved. That is, the synchro mechanism gear 16 according to the present embodiment is composed of the gear 17 integrated with the idle gear 27, the synchronizer ring 18, the key 19, the sleeve 20, and the hub 21, so that the number of parts is extremely small. Are all arranged on the counter shaft 24, the space for arranging these components around the power transmission mechanism 11 is also unnecessary. Further, since only the direct acting motor mechanism for moving the sleeve 20 in the axial direction of the counter shaft 24 is disposed around the power transmission mechanism 11, the space around the power transmission mechanism 11 can be used effectively. . Therefore, according to this Embodiment, it can be set as a compact structure by having comprised the switching part 14 with the mechanism which can control fastening and cancellation | release of a gear.

  According to the present embodiment, the control unit 15 selects the first transmission path 12 when powering at or above a preset vehicle speed V [km / h], or the first transmission path 12 and the first transmission path 12 Since the two transmission paths 13 are used in combination, the fuel efficiency of the vehicle 2 can be improved. That is, in the present embodiment, at a constant vehicle speed V [km / h] or higher, the idle gear 27 of the synchro mechanism gear 16 and the counter shaft 24 are fastened, and the engine torque is transmitted to the drive shaft 2b via the idle gear 27. ing. As a result, when the vehicle runs at a high speed with a small amount of the high-voltage battery 9, the MG1 (traveling motor) is driven with the electric power obtained by driving the generator with the engine 3. In the high-speed and low-load regions of MG1, driving the engine in a region with good engine efficiency and driving directly with that driving force rather than driving with MG1 results in less fuel loss, resulting in improved fuel efficiency. To do.

  According to the present embodiment, when the first transmission path 12 is selected or when the first transmission path 12 and the second transmission path 13 are used together, the control unit 15 determines the rotational speed of the idle gear 27 and Since the torque generated by the engine 3 and the torque generated by the MG 2 are controlled so as to synchronize the rotation speed of the counter shaft 24, the time spent for fastening the idling gear 27 and the counter shaft 24 can be shortened.

  According to the present embodiment, since the torque generated by the engine 3 is decreased and the torque generated by the MG2 is increased on the regeneration side, the time spent for fastening the idling gear 27 and the counter shaft 24 is shortened. Can do. Further, since the torque generated by MG1 is increased on the regeneration side, the regenerative power can be increased and the fuel efficiency can be improved.

  According to the present embodiment, since the torque generated by the engine 3 is increased and the torque generated by the MG 2 is increased to the power running side, the time spent for fastening the idle gear 27 and the counter shaft 24 can be shortened. Can do.

  Furthermore, according to the present embodiment, when the engine torque is lower (insufficient) than the torque required by the occupant, such as during acceleration, the electric power from the battery 9 is used and the MG2 assists. In addition to the driving force from MG1, the acceleration performance can be improved by using the power of engine 3 directly, and the acceleration performance can be improved without increasing the motor size of MG1 (or The motor size can be reduced).

  Hereinafter, the above-described effect that enables the motor size to be reduced will be described in detail. That is, the generator is driven by the engine to generate power, the high-voltage battery is charged with the power, and the driving motor is driven by the power from the high-voltage battery and / or the power from the generator. Series-type hybrid vehicles are known.

In such a series type hybrid vehicle, the engine is used only for power generation, and the drive is performed only by the power from the travel motor. However, the power performance particularly during high-speed driving depends on the motor output, and in order to increase the motor output in the high rotation range, it is necessary to increase the motor size, so improve the power performance during high-speed driving. As a result, the size of the motor also increases, and as a result, the mountability of the motor on the vehicle deteriorates and the cost increases, which is an obstacle to the adoption of the series hybrid system in small vehicles.
Therefore, in order to ensure the power performance at the time of high-speed performance in the series type hybrid vehicle, in this embodiment, a one-stage speed change mechanism (motor) is used as a direct connection mechanism for directly transmitting the power from the engine 3 to the drive shaft 2b. By providing a direct-acting synchro mechanism gear), when driving at high speeds, not only the driving motor (MG1) but also the driving of the engine 3 can be used to improve the power performance, and acceleration performance can be achieved without increasing the motor size. It becomes possible to improve.

  According to the present embodiment, when the cruise traveling state at a certain vehicle speed or higher and the charge amount of the high voltage battery is equal to or larger than a certain amount (SOC high), the engagement of the idle gear (deceleration gear) 27 and the counter shaft 24 is released. (Neutral state) and run only with MG1. As a result, the battery 9 is sufficiently charged, and the driving force required for the vehicle is relatively small in a cruise traveling state (high rotation region and low load region) at a certain vehicle speed or higher. Running with a motor (EV running) is more efficient, and fuel consumption due to engine driving can be suppressed.

  According to the present embodiment, when the vehicle is decelerated (in the engine direct connection mode state), the idle gear 27 of the synchro mechanism gear 16 and the counter shaft 24 are released (neutral state) and regenerated only by MG1. As a result, during deceleration, the idle gear 27 and the counter shaft 24 are disengaged (neutral state), and the deceleration energy is regenerated only by MG1 to prevent the loss of deceleration energy due to drag resistance on the MG2 / ENG side. And the amount of regeneration can be improved.

  According to the present embodiment, in the rotation synchronization control of the synchro mechanism gear 16, the engine torque and the generator torque are controlled in order to synchronize the rotation speeds of the idling gear 27 and the counter shaft 24. At this time, if (a) the rotational speed of the counter shaft 24−the rotational speed deviation of the idle gear 27)> D1 [rpm], the torque increase of the engine 3 and the torque of the MG2 are set to the power running side torque increase, and (b) − ( When the rotational speed of the counter shaft 24−the rotational speed deviation of the idle gear 27> D1 [rpm], the torque of the engine 3 is reduced and the torque of the MG2 is increased to the regeneration side torque.

Thus, in order to reduce the time spent for fastening the sleeve 20 and the idle gear 27, it is necessary to synchronize the rotational speeds of the idle gear 27 and the counter shaft 24. At this time, the torque of the engine 3 or the torque of the MG 2 is Use to adjust the rotation speed of the idle gear 27. In particular, in the case of the above condition (b) (when the rotational speed of the idling gear 27 is higher than the rotational speed of the counter shaft 24), it is necessary to reduce the rotational speed of the engine 3, but the torque of the engine 3 is turned off, for example ( = Zero), it is difficult to lower the rotational speed of the engine 3 due to inertia, and it takes time. Therefore, by generating the torque of MG2 on the regeneration side, the rotational speed of the engine 3 can be actively reduced, and the time spent for synchronizing the rotational speed can be shortened. At this time, the engine 3 and the MG 2 are in a power generation state by the engine 3, and the generated power can be charged in the battery 9.
In the above embodiment, the brake opening threshold values B1 and B2 [%], the vehicle speed threshold values V1 and V2 [km / h], the remaining capacity (SOC) threshold value C1 of the battery 9, C2 and the rotation speed deviation D1 [rpm] can be arbitrarily changed.

  Although the embodiments of the present invention have been disclosed as described above, it is obvious that those skilled in the art can make changes without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

2 Vehicle 2a Drive wheel 2b Drive shaft 3 Engine (internal combustion engine)
4 Electric motor (MG1)
5 Generator (MG2)
9 Battery 12 First transmission path 13 Second transmission path 14 Switching unit (synchro mechanism gear 16)
15 Control unit 24 Counter shaft 27 Idling gear

Claims (5)

An internal combustion engine that applies drive force to the drive wheels;
An electric motor that generates a driving force applied to the driving wheel;
A battery for supplying power to the motor;
A first transmission path for transmitting the driving force of the internal combustion engine to the drive wheels;
In a hybrid vehicle having a second transmission path for transmitting the driving force of the electric motor to the driving wheels,
A mechanism that can control engagement and release of a gear, and a switching unit that switches to select or use one of the first transmission path and the second transmission path;
A hybrid vehicle comprising: a control unit that controls switching by the switching unit so as to select or use one of the first transmission path and the second transmission path.   The control unit selects the first transmission path or uses the first transmission path and the second transmission path in combination when powering at or above a preset vehicle speed. The hybrid vehicle according to claim 1. A generator for generating electric power with the driving force of the internal combustion engine;
The control unit synchronizes the rotation speed of the gear and the rotation speed of the counter shaft when the first transmission path is selected or when the first transmission path and the second transmission path are used in combination. The hybrid vehicle according to claim 1, wherein the torque generated by the internal combustion engine and the torque generated by the generator are controlled as described above.   The control unit subtracts the rotation speed of the gear from the rotation speed of the counter shaft when selecting the first transmission path or using the first transmission path and the second transmission path in combination. When the value is smaller than a first threshold value set in advance, the torque generated by the internal combustion engine is decreased and the torque generated by the generator is controlled to increase toward the regeneration side. The hybrid vehicle according to claim 3.   The control unit subtracts the number of rotations of the gear from the number of rotations of the counter shaft when the first transmission path is selected or when the first transmission path and the second transmission path are used in combination. When the calculated value is larger than a preset second threshold value, the torque generated by the internal combustion engine is increased and the torque generated by the generator is controlled to increase to the power running side. The hybrid vehicle according to claim 3.

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