JP2017177976A - Control device for hybrid vehicle and hybrid vehicle system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle and a hybrid vehicle system that can effectively use an output range of each of two motor generators in the hybrid vehicle having the motor generators that can generate driving force of the vehicle.SOLUTION: A control device for a hybrid vehicle includes: a required driving force calculation section for calculating required driving force of the vehicle; and a driving control section for driving the vehicle while enabling switching to an EV traveling mode of driving the vehicle by using at least one of a first motor generator and a second motor generator or a hybrid traveling mode of driving the vehicle by using the second motor generator and an engine on the basis of the calculated required driving force of the vehicle. The driving control section drives the vehicle in a twin-motor EV traveling mode of driving the vehicle by using the first motor generator and the second motor generator in a period in which the required driving force of the vehicle can be predicted.SELECTED DRAWING: Figure 5

Description

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

  As a vehicle drive source, a hybrid vehicle including an engine and a drive motor is known. In the conventional hybrid vehicle, drive control of the vehicle is performed while switching between the motor EV travel mode and the hybrid travel mode. The motor EV travel mode is a mode in which the vehicle is driven by torque output from the drive motor, for example, in a region where the required driving force of the vehicle is small. The hybrid travel mode is a mode in which, for example, the vehicle is driven while assisting torque output from the engine with torque output from the drive motor in a region where the required drive force is large.

  Patent Document 1 discloses a hybrid vehicle in which an engine, a first motor generator, a second motor generator, and drive wheels are arranged in series in this order. In such a hybrid vehicle, the remaining capacity of the battery (SOC: State Of Charge) is sufficient, the second motor generator can output torque, and the engine may be stopped. In this case, it is described that the single motor EV traveling mode by the second motor generator or the twin motor EV traveling mode in which the vehicle is driven by the first motor generator and the second motor generator is executed.

Japanese Patent Laying-Open No. 2015-20486

  Here, in the hybrid vehicle described in Patent Document 1, the transmission clutch between the first motor generator and the second motor generator is fastened in the twin motor EV travel mode. For this reason, when shifting from the twin motor EV traveling mode to the mode of traveling using the engine, the driver may feel uncomfortable due to the cranking vibration generated when the engine is started. In order to solve this problem, when the engine is started after the transmission clutch is released, a change in the driving force due to the release of the transmission clutch or an acceleration response until the engine is switched to the engine running mode. There may be a delay. For this reason, it is necessary to set a region for the twin motor EV travel mode by limiting the region, and it is considered that the output range that can be originally realized by the motor generator cannot be fully used.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide an output range of each motor generator in a hybrid vehicle including two motor generators capable of generating the driving force of the vehicle. It is an object of the present invention to provide a new and improved hybrid vehicle control apparatus and hybrid vehicle system that can be used effectively.

  In order to solve the above problems, according to an aspect of the present invention, an engine control unit that controls an engine that generates driving force of a vehicle, a first motor generator that is connected to the engine via an engine clutch, And a motor control unit that controls the second motor generator connected to the first motor generator via the transmission clutch, an engine clutch, a clutch control unit that controls connection / disconnection of the transmission clutch, An EV driving mode in which the vehicle is driven by at least one of the first motor generator and the second motor generator based on the calculated required driving force of the vehicle; Alternatively, the vehicle is switched to the hybrid travel mode in which the vehicle is driven by the second motor generator and the engine. A drive control unit that moves the vehicle in a twin motor EV travel mode in which the vehicle is driven by the first motor generator and the second motor generator during a period in which the required driving force of the vehicle can be predicted. A control device for a hybrid vehicle is provided.

  The drive control unit may drive the vehicle in a twin motor EV travel mode during execution of control for maintaining the vehicle speed constant or control for causing the vehicle to follow the preceding vehicle.

  The drive control unit may cancel the twin motor EV travel mode based on at least one information of the operating state of the winker, the operation amount of the accelerator pedal, and the steering angle of the steering wheel.

  The drive control unit may start the engine and switch to the hybrid travel mode when the required drive force of the vehicle is predicted to increase while the vehicle is being driven in the twin motor EV travel mode.

  The drive control unit may release the transmission clutch in the single motor EV traveling mode by the second motor generator.

  The drive control unit may release the engine clutch and fasten the transmission clutch in the twin motor EV travel mode.

  The drive control unit may fasten the engine clutch and the transmission clutch in the hybrid travel mode.

  When the engine is started while the vehicle is driven in the twin motor EV traveling mode, the drive control unit engages the engine clutch while the transmission clutch is engaged when the vehicle is traveling at a medium speed range or lower. Thus, the engine may be started by rotating the crankshaft of the engine.

  When starting the engine while the vehicle is being driven in the twin motor EV travel mode, the drive control unit continues to release the engine clutch while the transmission clutch is engaged when the vehicle is traveling in the high vehicle speed range, The engine may be started by rotating the crankshaft by a starter motor.

  In order to solve the above problems, according to another aspect of the present invention, an engine that generates a driving force of a vehicle, a first motor generator that is connected to the engine via an engine clutch, and a transmission clutch A second motor generator connected to the first motor generator via the engine, an engine control unit for controlling the engine, a motor control unit for controlling the first motor generator and the second motor generator, and an engine clutch And a clutch control unit that controls connection / disconnection of the transmission clutch, a required driving force calculation unit that calculates a required driving force of the vehicle, and a first motor generator and a second motor generator based on the calculated required driving force of the vehicle An EV traveling mode in which the vehicle is driven by at least one of the motor generators, or the first motor generator and the second motor generator. A drive control unit that drives the vehicle while switching to a hybrid travel mode in which the vehicle is driven by the engine and at least one of the generators. There is provided a hybrid vehicle system for driving a vehicle in a twin motor EV traveling mode in which the vehicle is driven by a first motor generator and a second motor generator.

  As described above, according to the present invention, in the hybrid vehicle system including two motor generators capable of generating the driving force of the vehicle, the output ranges of the respective motor generators can be used effectively.

1 is a block diagram illustrating a system configuration example of a drive system of a hybrid vehicle according to an embodiment of the present invention. It is explanatory drawing which shows an example of the driving mode of the hybrid vehicle concerning the embodiment. It is a block diagram which shows the structural example of the control apparatus of the hybrid vehicle concerning the embodiment. It is explanatory drawing which shows the 1st map used for selection of driving modes when the request | requirement driving force of a vehicle cannot be estimated. It is explanatory drawing which shows the 2nd map used for selection of driving modes when the required drive force of a vehicle can be estimated. It is a flowchart which shows the process which selects the map used for selection of driving modes. It is a flowchart which shows a process when the request | requirement driving force of a vehicle cannot be estimated. It is a flowchart which shows a process in case the request | requirement driving force of a vehicle can be estimated. It is a flowchart which shows the starting method of the engine in twin motor EV driving mode. It is a block diagram which shows the system structural example of the drive system of the hybrid vehicle concerning a modification.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

<1. Basic configuration of hybrid vehicle system>
First, a basic configuration of a drive system 1 for a hybrid vehicle to which a control apparatus for a hybrid vehicle according to an embodiment of the present invention can be applied will be described with reference to FIG.

  FIG. 1 shows a drive system 1 of a hybrid vehicle. The drive system 1 includes an engine 10, a first motor generator 20, and a second motor generator 24. The engine 10, the first motor generator 20, and the second motor generator 24 can be used together as a drive source. Power unit. In the driving system 1, the driving force of the vehicle is controlled while the driving mode is switched between the engine driving mode, the single motor EV driving mode, the twin motor EV driving mode, and the hybrid driving mode.

  The engine travel mode is a mode in which the vehicle is driven by torque output from the engine 10. The single motor EV travel mode is a mode in which the vehicle is driven by torque output from the second motor generator 24. The twin motor EV travel mode is a mode in which the vehicle is driven by torque output from the first motor generator 20 and the second motor generator 24. The hybrid travel mode is a mode in which the vehicle is driven by the torque output from at least one of the first motor generator 20 and the second motor generator 24 and the torque output from the engine 10. Hereinafter, the single motor EV travel mode and the twin motor EV travel mode are collectively referred to as an EV travel mode.

  The engine 10 is an internal combustion engine that generates torque using gasoline or the like as fuel, and has a crankshaft 11 as an output shaft. The crankshaft 11 extends in the automatic transmission 30. A gear type oil pump 15 is connected to the crankshaft 11. The oil pump 15 may be connected to an axle (not shown), a primary shaft 34 or a secondary shaft 36 of the CVT 31 via a gear mechanism (not shown). When the oil pump 15 is connected to the axle, the oil pump 15 can also be driven by the rotation of the drive wheels (wheels) 80. When the oil pump 15 is connected to the primary shaft 34 or the secondary shaft 36, the oil pump 15 can also be driven by the rotation of the drive wheel 80 while the second transmission clutch 46 is engaged. The oil pump 15 is driven by the output torque of the engine 10 or the rotation of the drive wheels 80 and supplies hydraulic oil toward the automatic transmission 30. The hydraulic fluid supplied to the automatic transmission 30 is used as hydraulic fluid that operates the CVT 31 and each clutch. The automatic transmission 30 includes a first motor generator 20, a second motor generator 24, and a continuously variable transmission (CVT) 31 as an automatic transmission.

  Engine 10 and first motor generator 20 are arranged in series via engine clutch 42. An engine clutch 42 is provided between the crankshaft 11 of the engine 10 and the motor shaft 21 of the first motor generator 20 to fasten or release between the crankshaft 11 and the motor shaft 21. Power can be transmitted between the crankshaft 11 and the motor shaft 21 when the engine clutch 42 is in the engaged state.

  The first motor generator 20 is, for example, a three-phase AC motor, and is connected to the high voltage battery 50 via the inverter 70. The high voltage battery 50 is a chargeable / dischargeable battery having a rated voltage of 200V, for example. The first motor generator 20 is driven using the power of the high voltage battery 50 (powering drive) and functions as a drive motor that generates the driving force of the vehicle, and is driven using the torque of the engine 10 to generate electric power. It has a function as a generator and a function as a generator that is regeneratively driven when the vehicle is decelerated and regenerates the braking force of the vehicle to generate electric power. Further, the first motor generator 20 has a function as a starter motor that starts or stops the engine 10 and a function as a motor that rotationally drives an oil pump 28 connected to the motor shaft 21.

  When the first motor generator 20 is caused to function as a starter motor, a drive motor or a drive motor for the oil pump 28, the inverter 70 converts the DC power supplied from the high voltage battery 50 into AC power, and the first motor generator 20 is driven. When the first motor generator 20 is caused to function as a generator, the inverter 70 converts the AC power generated by the first motor generator 20 into DC power and charges the high voltage battery 50.

  As described above, in the drive system 1 according to the present embodiment, power is transmitted between the crankshaft 11 and the motor shaft 21 via the engine clutch 42 instead of the torque converter. Therefore, when the first motor generator 20 is caused to function as a drive motor, the output torque from the first motor generator 20 is consumed by the engine 10 by completely disconnecting the first motor generator 20 and the engine 10. Thus, a decrease in efficiency of the first motor generator 20 can be suppressed.

  A gear-type oil pump 28 is assembled to the motor shaft 21 of the first motor generator 20. The oil pump 28 is driven by the rotation of the motor shaft 21 in accordance with the rotation of the engine 10 or the rotation of the first motor generator 20, and supplies hydraulic oil to the CVT 31 and each clutch. The oil pump 28 is configured as an electric oil pump driven by the first motor generator 20. The motor shaft 21 of the first motor generator 20 is connected to the primary shaft 34 of the CVT 31 via the first transmission clutch 44. The first transmission clutch 44 fastens or opens between the motor shaft 21 and the primary shaft 34. Power can be transmitted between the motor shaft 21 and the primary shaft 34 when the first transmission clutch 44 is in the engaged state.

  The CVT 31 has a primary shaft 34 and a secondary shaft 36 disposed in parallel to the primary shaft 34. A primary pulley 33 is fixed to the primary shaft 34, and a secondary pulley 35 is fixed to the secondary shaft 36. A winding type power transmission member 37 made of a belt or a chain is wound around the primary pulley 33 and the secondary pulley 35. The CVT 31 changes the pulley ratio by changing the wrapping radius of the power transmission member 37 on the primary pulley 33 and the secondary pulley 35, so that the CVT 31 has an arbitrary gear ratio between the primary shaft 34 and the secondary shaft 36. Transmit the converted torque.

  The secondary shaft 36 is connected to the motor shaft 25 of the second motor generator 24 via the second transmission clutch 46. The second transmission clutch 46 fastens or opens between the secondary shaft 36 and the motor shaft 25. When the second transmission clutch 46 is in the engaged state, power can be transmitted between the secondary shaft 36 and the motor shaft 25. The motor shaft 25 of the second motor generator 24 is connected to the drive wheel 80 via a reduction gear and a drive shaft (not shown) so that torque output via the motor shaft 25 can be transmitted to the drive wheel 80. Yes. The motor shaft 25 may be connected to a differential gear (not shown), and torque may be distributed to the front wheels and the rear wheels.

  The second motor generator 24 is connected to the engine 10 via an engine clutch 42, a first transmission clutch 44, and a second transmission clutch 46. In the drive system 1 according to the present embodiment, the second motor generator 24 is connected to the first motor generator 20 via the second transmission clutch 46 and the CVT 31. Similar to the first motor generator 20, the second motor generator 24 is a three-phase AC motor, and is connected to the high voltage battery 50 via the inverter 70. The second motor generator 24 is driven (powering drive) using the power of the high-voltage battery 50 to generate a driving force of the vehicle, and is regeneratively driven when the vehicle is decelerated to brake the vehicle. It has a function as a generator that regenerates and generates electricity.

  When causing the second motor generator 24 to function as a drive motor, the inverter 70 converts the DC power supplied from the high voltage battery 50 into AC power, and drives the second motor generator 24. When the second motor generator 24 is caused to function as a generator, the inverter 70 converts the AC power generated by the second motor generator 24 into DC power and charges the high voltage battery 50. The rated output of the second motor generator 24 and the rated output of the first motor generator 20 may be the same or different.

  The engine 10 is controlled by an engine control unit (engine ECU) 200. The automatic transmission 30 is controlled by a transmission control unit (transmission ECU) 300. The first motor generator 20 and the second motor generator 24 are controlled by a motor control unit (motor ECU) 400. The high voltage battery 50 is controlled by a battery control unit (battery ECU) 500. The hybrid vehicle system according to the present embodiment includes a camera ECU 600 for controlling a pair of stereo cameras 5a and 5b for imaging the front of the vehicle.

  The engine ECU 200, the transmission ECU 300, the motor ECU 400, the battery ECU 500, and the camera ECU 600 are connected to a hybrid control unit (hybrid ECU) 100 that controls the entire system in an integrated manner. The hybrid ECU 100 outputs control commands to the engine ECU 200, the transmission ECU 300, the motor ECU 400, the battery ECU 500, and the like, and performs vehicle travel control or charge control of the high-voltage battery 50.

  Each ECU includes a microcomputer and various interfaces or peripheral devices. Each ECU is connected to be capable of bidirectional communication via a communication line such as a CAN (Controller Area Network), for example, and communicates control information and various types of information related to the controlled object. Hereinafter, an outline of the function of each ECU will be described.

  The camera ECU 600 detects the preceding vehicle, pedestrians, obstacles, road signs or lanes based on the imaging information input from the stereo cameras 5a and 5b, calculates the distance between the host vehicle and the preceding vehicle, and the like. Processing such as calculation of the relative speed Vd between the host vehicle and the preceding vehicle is performed. The stereo cameras 5a and 5b are, for example, a pair of left and right CCD cameras using a solid-state imaging device such as a charge coupled device (CCD). A pair of these left and right stereo cameras 5a and 5b are mounted, for example, in front of the ceiling in the passenger compartment with a predetermined interval, and take a stereo image of the front of the vehicle. Stereo cameras 5a and 5b and camera ECU 600 may be configured as an integrated unit.

  The camera ECU 600 acquires a pair of stereo images obtained by photographing the front of the host vehicle from the stereo cameras 5a and 5b, and generates distance information based on the principle of triangulation from the shift amount of the corresponding position. The camera ECU 600 detects a preceding vehicle or the like based on the generated distance information. Alternatively, the camera ECU 600 may detect a preceding vehicle or the like by performing image processing on a stereo image acquired from the stereo cameras 5a and 5b. When a preceding vehicle or the like is detected, the camera ECU 600 calculates an inter-vehicle distance D between the host vehicle and the preceding vehicle, a relative speed Vd between the host vehicle and the preceding vehicle, based on the generated distance information. Hereinafter, various types of information calculated by the camera ECU 600 are also referred to as “vehicle front information”.

  Note that the device for acquiring “vehicle forward information” is not limited to the camera ECU 600 using the stereo cameras 5a and 5b. For example, a monocular camera may be used instead of a stereo camera. Further, the vehicle front information may be acquired by a control device using an electromagnetic wave sensor, a radar sensor, or an inter-vehicle communication device without using the camera or in combination with the camera.

  The battery ECU 500 acquires information such as a remaining capacity SOC (State Of Charge) of the high voltage battery 50, a cell temperature, a cell voltage, and an output voltage, and manages the state of the high voltage battery 50.

  The engine ECU 200 receives a control command from the hybrid ECU 100 and calculates control amounts such as a throttle opening, an ignition timing, and a fuel injection amount based on information detected by various sensors provided in the engine 10. Engine ECU 200 drives the throttle valve, spark plug, fuel injection valve, and the like based on the calculated control amount, and controls engine 10 so that the output of engine 10 becomes a control command value. Engine ECU 200 corresponds to the engine control unit in the present invention.

  Motor ECU 400 receives a control command from hybrid ECU 100 and controls first motor generator 20 or second motor generator 24 via inverter 70, respectively. The motor ECU 400 outputs a current command and a voltage command to the inverter 70 based on information such as the rotation speed, voltage, and current of the first motor generator 20 or the second motor generator 24, and the first motor generator 20 Alternatively, the first motor generator 20 or the second motor generator 24 is controlled so that the output of the second motor generator 24 becomes the control command value. The motor ECU 400 corresponds to the motor control unit in the present invention.

  The transmission ECU 300 receives a control command from the hybrid ECU 100, determines the gear ratio of the CVT 31, and controls the input torque at an appropriate gear ratio according to the driving state. The transmission ECU 300 controls the gear ratio of the CVT 31 by controlling the hydraulic pressure and adjusting the pulley ratio, for example. Further, the transmission ECU 300 receives the control command from the hybrid ECU 100 and controls the connection / disconnection of the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46, thereby switching the driving mode. Do. The transmission ECU 300 controls connection / disconnection of each clutch by controlling the hydraulic pressure, for example. The transmission ECU 300 corresponds to the clutch control unit in the present invention.

  FIG. 2 shows an example of a travel mode of the hybrid vehicle according to the present embodiment. In the engine travel mode, engine ECU 200 drives engine 10. Transmission ECU 300 engages all of engine clutch 42, first transmission clutch 44, and second transmission clutch 46, and transmits output torque from engine 10 to CVT 31. Then, transmission ECU 300 converts the torque output from engine 10 in CVT 31 at a predetermined gear ratio, and transmits it to drive wheels 80. At this time, the motor ECU 400 sets the first motor generator 20 to a zero torque state, or performs power generation control of the first motor generator 20 using a part of the torque output from the engine 10. In addition, the motor ECU 400 sets the second motor generator 24 to a zero torque state or drives the second motor generator 24 to regenerate when the vehicle is decelerated.

  In the single motor EV travel mode, the transmission ECU 300 releases all of the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46. In addition, motor ECU 400 power-drives second motor generator 24 and transmits torque output from second motor generator 24 to drive wheels 80. At this time, the motor ECU 400 sets the first motor generator 20 to the zero torque state, or performs power generation control of the first motor generator 20 using the output torque of the engine 10. The engine ECU 200 basically stops the engine 10, but drives the engine 10 when the first motor generator 20 generates power. When the first motor generator 20 generates power, the transmission ECU 300 fastens the engine clutch 42. Motor ECU 400 regeneratively drives second motor generator 24 when the vehicle is decelerated.

  In the twin motor EV travel mode, transmission ECU 300 engages first transmission clutch 44 and second transmission clutch 46 to transmit the output torque from first motor generator 20 to CVT 31. At this time, the motor ECU 400 power-drives the first motor generator 20 and the second motor generator 24 while adjusting the outputs of the first motor generator 20 and the second motor generator 24, respectively. In addition, motor ECU 400 regeneratively drives second motor generator 24 when the vehicle is decelerated. In addition, the motor ECU 400 regeneratively drives the first motor generator 20 as necessary. The motor ECU 400 may drive the first motor generator 20 to regenerate when the vehicle is decelerated. The transmission ECU 300 transmits the torque output from the first motor generator 20 to the motor shaft 25 via the CVT 31, and transmits it to the drive wheels 80 together with the output torque of the second motor generator 24. In the twin motor EV running mode, the engine clutch 42 is always released and the engine 10 is stopped.

  In the hybrid travel mode, the transmission ECU 300 fastens all of the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46. The engine ECU 200 drives the engine 10 and transmits the driving force to the driving wheels 80. The motor ECU 400 power-drives at least one of the first motor generator 20 and the second motor generator 24 to assist the driving of the driving wheels 80 by the engine 10. At this time, the transmission ECU 300 converts the torque transmitted to the CVT 31 at a predetermined gear ratio, transmits it to the motor shaft 25, and transmits it to the drive wheels 80 together with the output torque of the second motor generator 24. In the hybrid travel mode, the first motor generator 20 does not have to be driven to drive and regenerate.

  In addition to the travel mode shown in FIG. 2, when the engine 10 is stopped while the vehicle is stopped, the transmission ECU 300 engages the engine clutch 42, and the motor ECU 400 drives the first motor generator 20 to drive the engine 10. May be cranked.

  In the drive system 1 of the hybrid vehicle according to the present embodiment, the regenerative braking force is generated while generating the regenerative electric power by regenerating the second motor generator 24 when the vehicle decelerates in all the travel modes. be able to. Further, in the engine travel mode, the twin motor EV travel mode, and the hybrid travel mode, the regenerative braking force is generated while the regenerative electric power is generated by regeneratively driving the first motor generator 20 when the vehicle is decelerated. be able to. Further, in the single motor EV traveling mode or the hybrid traveling mode, the first motor generator 20 can be caused to generate electric power using part or all of the torque output from the engine 10. Furthermore, in the engine travel mode, the first motor generator 20 can generate electric power using a part of the torque output from the engine 10.

  Thus, the first motor generator 20 is integrated with the oil pump 28 and has a function as an electric oil pump. Therefore, the conventional electric oil pump used only when the engine 10 or the driving wheel 80 is stopped and the hydraulic pressure can not be generated by the gear type oil pump 15 can be omitted.

  In the drive system 1 according to the present embodiment, the first motor generator 20 is connected to the primary pulley 33 of the CVT 31 via the first transmission clutch 44, and the first motor generator 20 is running during traveling. The generator 20 can function as a drive motor. Therefore, the power performance of the vehicle can be improved. Furthermore, while the driving force of the vehicle is generated by the engine 10, the first motor generator 20 can be caused to function as a generator when there is excessive torque in the output of the engine 10. Therefore, the fuel consumption performance of the vehicle can be improved.

<2. Configuration Example of Hybrid Vehicle Control Device>
So far, the basic configuration of the drive system 1 of the hybrid vehicle according to the present embodiment has been described. Next, the hybrid vehicle control device according to the present embodiment will be described in detail.

  FIG. 3 is a block diagram illustrating a configuration example of the control apparatus for the hybrid vehicle according to the present embodiment. The control apparatus for a hybrid vehicle according to the present embodiment includes a hybrid ECU 100, an engine ECU 200, a transmission ECU 300, a motor ECU 400, a battery ECU 500, and a camera ECU 600 connected to a communication line (not shown) such as CAN. By such a hybrid vehicle control device, the engine 10, the automatic transmission 30, the first motor generator 20, and the second motor generator 24 are cooperatively controlled. In addition, the control unit which comprises the control apparatus of a hybrid vehicle may consist of one control unit, and may be comprised from an appropriate number of control units.

  The hybrid ECU 100 includes a required driving force calculation unit 110 and a drive control unit 120. The required driving force calculation unit 110 and the drive control unit 120 may be functions realized by executing a program by a microcomputer. The hybrid ECU 100 may include a storage element (not shown) such as a RAM (Random Access Memory) or a ROM (Read Only Memory).

  The hybrid ECU 100 acquires information such as an accelerator pedal operation amount, a brake pedal operation amount, a steering wheel steering angle, a vehicle speed, and a blinker. Further, the hybrid ECU 100 acquires information such as the remaining capacity SOC, the cell temperature, the cell voltage, the output voltage, or the output current of the high voltage battery 50 via the battery ECU 500. Further, the hybrid ECU 100 acquires various information related to driving of the engine 10 such as the temperature and the rotational speed of the engine 10 via the engine ECU 200. The hybrid ECU 100 also uses the motor ECU 400 to perform various operations related to driving of the first motor generator 20 and the second motor generator 24 such as the temperature and the rotational speed of the first motor generator 20 and the second motor generator 24. Get information about.

  Further, the hybrid ECU 100 acquires vehicle front information via the camera ECU 600. The vehicle forward information includes at least information on the presence / absence of a preceding vehicle and the inter-vehicle distance D with the preceding vehicle.

  In the hybrid vehicle control device according to the present embodiment, the hybrid ECU 100 receives a signal of an on / off switch for tracking control. The on / off of the tracking control is switched by a driver or the like. The follow-up control (ACC: Adaptive Cruise Control) is control in which the hybrid ECU 100 controls the engine ECU 200, the transmission ECU 300, and the motor ECU 400 to perform a constant speed travel of the vehicle or a constant distance between the vehicles.

  In the constant speed running, at least one of the engine 10, the CVT 31, the first motor generator 20, and the second motor generator 24 is controlled so that the vehicle speed becomes a target vehicle speed set by a driver or the like. In traveling with a constant inter-vehicle distance, when there is a preceding vehicle, the engine 10, the CVT 31, the first motor generator so that the inter-vehicle distance D with the preceding vehicle becomes a target inter-vehicle distance D_tgt set in advance according to the vehicle speed or the like. At least one of 20 and the second motor generator 24 is controlled.

  The required driving force calculation unit 110 calculates the required driving force Tr_tgt of the vehicle. The required driving force calculation unit 110 calculates the required driving force Tr_tgt based on the amount of operation of the accelerator pedal by the driver, the vehicle speed V, and the like when the follow-up control is not executed. Further, the required driving force calculation unit 110 performs the required driving based on the difference ΔV between the actual vehicle speed V and the target vehicle speed V_tgt or the difference ΔD between the actual vehicle distance D and the target vehicle distance D_tgt when the follow-up control is executed. The force Tr_tgt is calculated. When the follow-up control is executed, the upper limit of the required driving force Tr_tgt or the change rate (change speed) of the vehicle speed V is set.

  The drive control unit 120 executes vehicle travel control while switching the vehicle travel mode to the single motor EV travel mode, the twin motor EV travel mode, or the hybrid travel mode. The drive control unit 120 is based on information such as the required driving force Tr_tgt, the remaining capacity SOC of the high-voltage battery 50, the temperature of the engine 10, the temperatures of the first motor generator 20 and the second motor generator 24, the oil temperature of the CVT 31, and the like. Select the driving mode.

  For example, if the required driving force Tr_tgt is large and the torque output from the first motor generator 20 and the second motor generator 24 is considered insufficient, the drive control unit 120 selects the hybrid travel mode. The vehicle is driven by the torque output from engine 10 and the torque output from second motor generator 24. For example, when the required driving force Tr_tgt is greater than a predetermined threshold value Tr_tgt_0, the drive control unit 120 selects the hybrid travel mode and drives the engine 10 while driving the second motor generator 24 while driving the vehicle. Drive. The threshold value Tr_tgt_0 may be different depending on whether the required driving force Tr_tgt can be predicted or not.

  In this case, the drive control unit 120 transmits a control command to the transmission ECU 300 so that the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46 are all engaged. Further, the drive control unit 120 distributes the requested driving force Tr_tgt and determines torques to be output to the engine 10 and the second motor generator 24, respectively. Then, drive control unit 120 transmits a control command to engine ECU 200 to drive engine 10 with a predetermined output, and drives second motor generator 24 with a predetermined output to motor ECU 400. Send a control command to In the hybrid travel mode, the drive control unit 120 may cause the engine 10 to output a difference torque that is insufficient with the torque output from the second motor generator 24 with respect to the required driving force Tr_tgt. By causing the engine 10 to compensate for the shortage of torque, it is possible to suppress a reduction in fuel consumption.

  In addition, when the required driving force Tr_tgt is relatively small and the remaining capacity SOC of the high voltage battery 50 is equal to or higher than a predetermined level, the drive control unit 120 selects the EV travel mode, and the first motor generator 20 and the second motor generator 20 The vehicle is driven by torque output from at least one of the motor generators 24. When the single motor EV mode is selected, the drive control unit 120 transmits a control command to the transmission ECU 300 to open at least the first transmission clutch 44 and the second transmission clutch 46. As a result, the second motor generator 24 does not receive the resistance of the engine 10 or the CVT 31. Further, the drive control unit 120 transmits a control command to the motor ECU 400 so as to drive the second motor generator 24 with a predetermined output corresponding to the required driving force Tr_tgt.

  When the twin motor EV travel mode is selected, drive control unit 120 causes transmission ECU 300 to open engine clutch 42 and to fasten first transmission clutch 44 and second transmission clutch 46. A control command is transmitted. In addition, the drive control unit 120 distributes the requested driving force Tr_tgt and determines torques to be output to the first motor generator 20 and the second motor generator 24, respectively. Then, the drive control unit 120 transmits a control command to the motor ECU 400 so that the first motor generator 20 and the second motor generator 24 are driven by a predetermined output.

  The drive control unit 120 outputs torques to be output to the first motor generator 20 and the second motor generator 24, respectively, according to the state of the first motor generator 20 and the second motor generator 24 such as the temperature and the rotational speed. It may be distributed. For example, the first motor generator 20 may be used preferentially when the temperature of the second motor generator 24 becomes high while the second motor generator 24 is used preferentially. As a result, the chance that the output torque is limited by the transient temperature rise of the second motor generator 24 is reduced, and the state in which the vehicle can travel in the EV traveling mode can be maintained.

  Here, when the EV travel mode is switched to the hybrid travel mode, when the engine 10 is started with the first transmission clutch 44 engaged, the driver may feel uncomfortable due to cranking vibration of the engine 10. . For this reason, when switching from the twin motor EV travel mode to the engine travel mode, the engine 10 must be started once by releasing the first transmission clutch 44. As a result, the driving force transmitted to the driving wheel 80 changes, or the time required for switching the traveling mode becomes longer, resulting in a delay in acceleration response.

  On the other hand, in the hybrid vehicle control device according to the present embodiment, the drive control unit 120 can predict the required driving force Tr_tgt, and during the period during which it is guaranteed that the engine 10 will not start, The mode is selected, and the vehicle is driven using the first motor generator 20 and the second motor generator 24. That is, the drive control unit 120 does not select the twin motor EV travel mode in which the first transmission clutch 44 is in the engaged state in a state where the engine 10 may be started. As a result, the twin motor EV travel mode is not switched directly to the hybrid travel mode, and the driver's uncomfortable feeling, driving force change, and delay in acceleration response due to the cranking vibration of the engine 10 are suppressed.

  In the hybrid vehicle control apparatus according to the present embodiment, the drive control unit 120 selects the twin motor EV travel mode, with the period during which the follow-up control is being performed as a period during which the required driving force Tr_tgt can be predicted. As described above, when the follow-up control is executed, an upper limit is set for the change rate (change speed) of the required driving force Tr_tgt or the vehicle speed V, and the required driving force Tr_tgt that requires the engine 10 to start is required. Absent. Further, since the accelerator pedal is not depressed by the driver when the follow-up control is executed, it can be ensured that at least the engine 10 is not started until the driver starts depressing the accelerator pedal.

  Therefore, the engine clutch 42 is not engaged during execution of the follow-up control, and the first transmission clutch 44 can be maintained in the engaged state, so that at least the torque output from the first motor generator 20 is used to drive the vehicle. The area to be driven can be enlarged. As a result, when selecting the EV travel mode, it is possible to select not only the single motor EV travel mode based on the torque output from the second motor generator 24 but also the twin motor EV travel mode.

  The period during which the required driving force Tr_tgt can be predicted is not limited to when the follow-up control is executed. For example, the period in which the upper limit of the change rate (change speed) of the required driving force Tr_tgt or the vehicle speed V is set for a reason other than the follow-up control may be a period in which the required driving force Tr_tgt can be predicted.

  4 and 5 show an example of a first map and a second map that represent regions in which each travel mode is selected in the hybrid vehicle system according to the present embodiment. FIG. 4 is a first map showing regions of travel modes that can be selected when the required driving force Tr_tgt cannot be predicted. FIG. 5 shows a travel mode that can be selected when the required drive force Tr_tgt can be predicted. It is the 2nd map which shows the area | region of. In each map, the horizontal axis indicates the vehicle speed V, and the vertical axis indicates the required driving force Tr_tgt of the vehicle. Further, in FIG. 5, the boundary of the driving mode of the first map is indicated by a broken line.

  When the required driving force Tr_tgt cannot be predicted, for example, when the follow-up control is not executed, the driver's accelerator pedal operation amount cannot be predicted. Therefore, in the first map shown in FIG. 4, when the vehicle speed V is low or the required driving force Tr_tgt is low, the single motor EV travel mode is selected, and the vehicle speed V or the required driving force Tr_tgt becomes high. The twin motor EV running mode is selected. However, in order to avoid the direct switching from the twin motor EV travel mode to the hybrid travel mode, the region in which the twin motor EV travel mode can be selected is relatively limited. Further, in order to prevent the region where the twin motor EV travel mode can be selected and the region where the hybrid travel mode can be selected from being adjacent to each other, the second motor EV travel mode and the hybrid travel mode are not connected to each other. There is an area in which the single motor EV traveling mode using the motor generator 24 can be selected.

  On the other hand, in the second map shown in FIG. 5, when the required driving force Tr_tgt can be predicted, for example, when the EV traveling mode is selected at the time of executing the follow-up control, basically, the twin motor EV is used. The travel mode is set to be selected. Further, since it is possible to execute the drive control of the vehicle in the twin motor EV traveling mode until immediately before switching to the hybrid traveling mode with the start of the engine 10, the outputs of the first motor generator 20 and the second motor generator 24 are performed. The area where the torque can be used simultaneously is expanded, and the area where the EV traveling mode can be selected is expanded.

  However, even if the required driving force Tr_tgt is predictable, the drive control unit 120 can select the twin motor EV traveling mode if the remaining capacity SOC of the high voltage battery 50 is not sufficient. The upper limit of may be reduced. This is because when the remaining capacity SOC of the high voltage battery 50 is not sufficient, if the excessive required driving force Tr_tgt is output in the twin motor EV travel mode, the cruising distance in the EV travel mode may be shortened. Therefore, even when the required driving force Tr_tgt is predictable, if the remaining capacity SOC of the high voltage battery 50 is less than the predetermined threshold, the drive control unit 120 may use the map shown in FIG. Good.

  Further, when the drive control unit 120 determines whether or not to start the engine 10 from the EV traveling mode during the execution of the follow-up control, the drive control unit 120 requires the drive power Tr_tgt or the drive power requirement Tr_tgt and the high voltage battery 50. Other information may be used in combination with the remaining capacity SOC. For example, as the other information, at least one information among the operation amount of the accelerator pedal, the operating state of the winker, the steering angle of the steering wheel, and the like is used. In other words, when the accelerator pedal is depressed more than a predetermined amount during execution of follow-up control, when the blinker is operated, or when the steering angle of the steering wheel changes greatly, acceleration is required to pass the preceding vehicle. Can be considered. For this reason, when said conditions are satisfied, the driving mode can be switched more efficiently by starting the engine 10 and switching to the hybrid driving mode.

  Alternatively, the drive control unit 120 may prioritize warming up of the engine 10 by selecting the hybrid travel mode and driving the engine 10 when the temperature of the engine 10 is low.

  In the first map and the second map shown in FIGS. 4 and 5, the engine travel mode is not provided. However, in the hybrid vehicle system according to the present embodiment, the vehicle travels in the EV travel mode. Only when the engine cannot be operated, the engine running mode is selected. Examples of cases where the vehicle cannot be driven in the EV travel mode include a case where the remaining capacity SOC of the high voltage battery 50 is reduced, the second motor generator 24, the first motor generator 20, and the first motor generator 20. One example is a case where the second motor generator 24 is out of order.

  Further, when the drive control unit 120 controls the drive of the vehicle in the twin motor EV travel mode, when the engine 10 is started and switched to the hybrid travel mode, the start method of the engine 10 is determined according to the vehicle speed V. It may be different. For example, when the vehicle speed V is in the middle speed range (for example, 40 to 80 km / h), the drive control unit 120 fastens the opened engine clutch 42 while the first transmission clutch 44 is fastened. The engine 10 may be cranked using the torque generated by the rotation of the drive wheels 80. As a result, the first motor generator 20 is driven until immediately before starting the engine 10, and the use area of the first motor generator 20 is expanded, and the engine 10 can be started without using the starter motor 13. Further, noise can be reduced by not driving the starter motor 13.

  Further, when the vehicle speed V is in a high vehicle speed range (for example, more than 80 km / h), the drive control unit 120 engages the starter motor with the first transmission clutch 44 engaged and the engine clutch 42 opened. The engine 10 may be cranked by 13. As a result, the first motor generator 20 can be driven until just before the engine 10 is started, and the use area of the first motor generator 20 can be expanded. In addition, in the high vehicle speed range, it is difficult to feel noise generated during cranking by the starter motor 13, so that the engine 10 can be started by the starter motor 13. Accordingly, the engine 10 can be started while suppressing wear and heat generation of the engine clutch 42 due to the engagement of the engine clutch 42 in the high vehicle speed range.

  As described above, the drive control unit 120 actually increases the required drive force Tr_tgt when the increase in the required drive force Tr_tgt is predicted while the drive control of the vehicle is being performed in the twin motor EV travel mode. The engine 10 is started before. Therefore, when the required driving force Tr_tgt actually increases, torque can be generated using the output of the engine 10, and a decrease in acceleration response is suppressed.

<3. Flow chart>
Next, an example of a flowchart of control processing by the hybrid vehicle control device according to the present embodiment will be described with reference to FIGS. The flowchart described below may be executed at all times while the hybrid vehicle system is powered on.

  FIG. 6 shows a flowchart of processing for selecting a map used for vehicle drive control. First, in step S10, the drive control unit 120 of the hybrid ECU 100 determines whether or not the required driving force Tr_tgt of the vehicle is in a predictable state. For example, the drive control unit 120 determines whether or not the required driving force tr_tgt of the vehicle can be predicted based on whether or not the follow-up control is being executed. When the required driving force Tr_tgt is in a predictable state (S10: Yes), the drive control unit 120 executes vehicle drive control using the second map illustrated in FIG. On the other hand, when the required driving force Tr_tgt is in an unpredictable state (S10: No), the drive control unit 120 executes vehicle drive control using the first map illustrated in FIG. The drive control unit 120 repeatedly executes the flowchart shown in FIG. 6 and selects a map to be used for vehicle drive control.

  FIG. 7 shows a flowchart of a control process executed when the required driving force Tr_tgt of the vehicle cannot be predicted. First, in step S20, the required driving force calculation unit 110 of the hybrid ECU 100 calculates a required driving force Tr_tgt of the vehicle. For example, when the follow-up control is not executed, the required driving force calculation unit 110 calculates the required driving force Tr_tgt based on the operation amount of the accelerator pedal by the driver, the vehicle speed V, and the like.

  Next, in step S22, the drive control unit 120 of the hybrid ECU 100 uses the first map to determine whether or not the travel mode selected based on the required drive force Tr_tgt and the vehicle speed V is the twin motor EV travel mode. Determine. When the twin motor EV travel mode is selected (S22: Yes), the process proceeds to step S24, and the drive control unit 120 releases all of the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46. In the case where the control is performed in the single motor EV traveling mode by the second motor generator 24 so far, the respective clutches are already released, so that the state is maintained as it is.

  Next, in step S26, the drive control unit 120 determines whether or not the remaining capacity SOC of the high voltage battery 50 is sufficiently high. For example, the drive control unit 120 determines whether or not the remaining capacity SOC of the high voltage battery 50 is higher than a predetermined threshold value. Such a threshold is set to an appropriate value, for example, in view of whether or not the cruising distance of the vehicle when using both the first motor generator 20 and the second motor generator 24 is equal to or more than an appropriate distance. obtain. If the remaining capacity SOC of the high-voltage battery 50 is not sufficient (S26: No), the cruising range in the EV traveling mode is short and the engine 10 may have to be started. Proceeding to S36, drive control of the vehicle is executed in the single motor EV traveling mode in which the second motor generator 24 is driven by powering.

  On the other hand, when the remaining capacity SOC of the high voltage battery 50 is sufficient (S26: Yes), the process proceeds to step S28, and the drive control unit 120 fastens the first transmission clutch 44 and the second transmission clutch 46. Thereafter, in step S30, the drive control unit 120 drives the vehicle in the twin motor EV travel mode by driving the first motor generator 20 and the second motor generator 24 while adjusting the torque to be output. Execute control.

  If the twin motor EV travel mode is not selected in step S22 (S22: No), the process proceeds to step S32, and the drive control unit 120 determines whether the selected travel mode is the single motor EV travel mode. Is determined. When the single motor EV travel mode is selected (S32: Yes), the process proceeds to step S34, and the drive control unit 120 releases all of the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46. In the case where the control is performed in the single motor EV traveling mode by the second motor generator 24 so far, the first transmission clutch 44 and the engine clutch 42 are already released, and thus the state is maintained as it is. Next, in step S <b> 36, the drive control unit 120 executes vehicle drive control in the single motor EV travel mode in which the second motor generator 24 is driven by powering.

  On the other hand, when the single motor EV travel mode is not selected in step S32 (S32: No), that is, in this case, when the hybrid travel mode is selected, the process proceeds to step S38, and the drive control unit 120 The engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46 are all released. In the case where the control is performed in the single motor EV traveling mode by the second motor generator 24 so far, the first transmission clutch 44 and the engine clutch 42 are already released, and thus the state is maintained as it is.

  Next, the drive control unit 120 cranks the engine 10 using the starter motor 13 in step S40 and starts the engine 10, and then in step S42, the engine clutch 42, the first transmission clutch 44, and the second The transmission clutch 46 is fastened. If the engine 10 has already been started, steps S40 and S42 are omitted. Next, in step S44, the drive control unit 120 drives the engine 10 and power-drives the second motor generator 24, thereby executing vehicle drive control in the hybrid travel mode. Unless the follow-up control is started, the drive control unit 120 executes the drive control of the vehicle by repeating the flowchart shown in FIG.

  FIG. 8 shows a flowchart of a control process executed when the required driving force Tr_tgt of the vehicle can be predicted. First, in step S50, the required driving force calculation unit 110 of the hybrid ECU 100 calculates a required driving force Tr_tgt of the vehicle. For example, when the follow-up control is executed, the required driving force Tr_tgt is calculated based on the difference ΔV between the actual vehicle speed V and the target vehicle speed V_tgt or the difference ΔD between the actual inter-vehicle distance D and the target inter-vehicle distance D_tgt.

  Next, in step S52, the drive control unit 120 of the hybrid ECU 100 determines whether or not the travel mode selected based on the required drive force Tr_tgt and the vehicle speed V is the EV travel mode using the second map. . When the selected travel mode is not the EV travel mode (S52: No), the process proceeds to step S64, and the drive control unit 120 opens the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46. When the second motor generator 24 has been controlled in the EV traveling mode so far, the first transmission clutch 44 and the engine clutch 42 have already been released, and the state is maintained as it is.

  Next, the drive control unit 120 cranks the engine 10 using the starter motor 13 in step S66 and starts the engine 10, and then in step S68, the engine clutch 42, the first transmission clutch 44, and the second The transmission clutch 46 is fastened. If the engine 10 has already been started, steps S66 and S68 are omitted. Next, in step S70, the drive control unit 120 drives the engine 10 and power-drives the second motor generator 24, thereby executing vehicle drive control in the hybrid travel mode.

  On the other hand, if the selected travel mode is the EV travel mode in step S52 described above, the process proceeds to step S54, and the drive control unit 120 turns the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46 on. Open. In the case of being controlled in the EV traveling mode by the second motor generator 24 so far, the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46 have already been released, so that the state remains as it is. To maintain.

  Next, in step S56, the drive control unit 120 determines whether or not the remaining capacity SOC of the high voltage battery 50 is sufficiently high. For example, the drive control unit 120 determines whether or not the remaining capacity SOC of the high voltage battery 50 is higher than a predetermined threshold value. Such a threshold is set to an appropriate value, for example, in view of whether or not the cruising distance of the vehicle when using both the first motor generator 20 and the second motor generator 24 is equal to or more than an appropriate distance. obtain. If the remaining capacity SOC of the high-voltage battery 50 is not sufficient (S56: No), the cruising range in the EV travel mode is short and the engine 10 may have to be started. Proceeding to S62, the drive control of the vehicle is executed in the single motor EV running mode in which the second motor generator 24 is driven by powering.

  On the other hand, when the remaining capacity SOC of the high-voltage battery 50 is sufficient (S56: Yes), the drive control unit 120 proceeds to step S58, and after the first transmission clutch 44 and the second transmission clutch 46 are engaged. In step S60, the vehicle drive control is executed in the twin motor EV running mode in which the first motor generator 20 and the second motor generator 24 are driven by power while adjusting the torques to be output.

  During the period when the vehicle drive control is executed in the twin motor EV travel mode, the drive control unit 120 predicts whether or not the required drive force Tr_tgt increases, and when the increase in the required drive force Tr_tgt is predicted, The engine 10 is started by a different method according to the vehicle speed V. FIG. 9 is a flowchart showing a start control process of the engine 10 in the twin motor EV travel mode. First, in step S82, the drive control unit 120 determines whether or not the required driving force is predicted to increase.

  For example, the drive control unit 120 may predict that the required drive force Tr_tgt will increase when the accelerator pedal is depressed during the execution of the follow-up control. Further, the drive control unit 120 predicts that the required driving force Tr_tgt is increased when the vehicle speed when the preceding vehicle disappears during traveling at a constant inter-vehicle distance is significantly lower than the set target vehicle speed for low-speed traveling. May be. Further, the drive control unit 120 may predict that the required driving force Tr_tgt increases when the winker is operated during the constant distance between the vehicles or when the steering angle of the steering wheel is greatly changed.

  When the required driving force is not predicted to increase (S82: No), the drive control unit 120 continues the twin motor EV travel mode. On the other hand, when the required driving force is predicted to increase (S82: Yes), the process proceeds to step S84, and the drive control unit 120 determines whether or not the current vehicle speed V is in the high vehicle speed range. For example, the drive control unit 120 may determine whether or not the current vehicle speed V exceeds 80 km / h. When the current vehicle speed V is in the high vehicle speed range (S84: No), the drive control unit 120 cranks the engine 10 using the starter motor 13 in step S86, starts the engine 10, and then proceeds to step S88. , The engine clutch 42 is engaged to shift to the hybrid travel mode. In the high vehicle speed range, even if the starter motor 13 is driven, it is difficult for the driver to feel as noise.

  On the other hand, when the current vehicle speed is not in the high vehicle speed range (S84: No), the drive control unit 120 cranks the engine 10 by engaging the engine clutch 42 in step S90, starts the engine 10, and starts the hybrid operation. Switch to driving mode. Thus, the engine 10 can be started without causing noise due to the drive of the starter motor 13. Further, since the engine clutch 42 is not connected at a high vehicle speed range, wear and heat generation of the engine clutch 42 can be reduced.

  As described above, when the increase in the required driving force Tr_tgt is predicted while the vehicle traveling control is being performed in the twin motor EV driving mode, the engine 10 is started before the required driving force Tr_tgt actually increases. Is done. Accordingly, a decrease in acceleration response is suppressed.

  As described above, the hybrid vehicle control device and the hybrid vehicle system according to the present embodiment perform vehicle travel control in the twin motor EV travel mode when the required driving force Tr_tgt can be predicted. Therefore, the possibility of switching directly from the twin motor EV travel mode to the hybrid travel mode is reduced, and the usage area of the first motor generator 20 can be expanded. As a result, the region in which the EV travel mode can be selected is expanded, and it is possible to efficiently execute the travel control of the vehicle by fully utilizing the output ranges of the first motor generator 20 and the second motor generator 24. .

  In addition, the hybrid vehicle control device and the hybrid vehicle system according to the present embodiment are configured so that when the required driving force is predicted to increase while the vehicle traveling control is being executed in the twin motor EV traveling mode, the twin motor is preliminarily used. The EV travel mode is canceled and the hybrid travel mode is switched. Therefore, it is possible to suppress a decrease in acceleration response when the required driving force Tr_tgt is actually increased.

  In addition, the hybrid vehicle control device and the hybrid vehicle system according to the present embodiment, when switching from the twin motor EV travel mode to the hybrid travel mode, is in the twin motor EV travel mode when the vehicle speed is in the middle vehicle speed range. Then, the engine clutch 42 is engaged, and the engine 10 is cranked and started. Therefore, noise and vibration due to driving of the starter motor 13 are reduced. Further, when the vehicle speed is in the high vehicle speed range when switching from the twin motor EV travel mode to the hybrid travel mode, after the engine 10 is cranked and started by the starter motor 13 in the twin motor EV travel mode, The engine clutch 42 is engaged. Therefore, wear and heat generation of the engine clutch 42 are suppressed while reducing noise due to driving of the starter motor 13.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

  For example, in the above-described embodiment, the second motor generator 24 is disposed (serially disposed) on the power transmission path of the engine 10 and the first motor generator 20, but the hybrid vehicle system to which the present invention can be applied. The configuration is not limited to such an example. FIG. 13 shows a configuration example of the drive system 1 in which the second motor generator 24 is arranged in parallel (parallel arrangement) with respect to the power transmission path of the engine 10 and the first motor generator 20. In the drive system 1 shown in FIG. 13, a transmission clutch corresponding to the second transmission clutch 46 in the above embodiment is omitted. Even in this drive system 1, the hybrid vehicle according to the above embodiment is controlled by opening or closing the first transmission clutch 44 so as to correspond to the connection / disconnection of the first transmission clutch 44 in the above embodiment. Effects similar to those of the apparatus and the hybrid vehicle system can be obtained.

  In addition, each step of the flowchart in the above embodiment does not necessarily have to be processed in time series in the order described as the flowchart diagram. For example, each step in the drive control process may be processed in an order different from the order described in the flowchart diagram, or may be processed in parallel.

DESCRIPTION OF SYMBOLS 1 Drive system 10 Engine 20 1st motor generator 24 2nd motor generator 30 Automatic transmission 31 CVT
42 Engine clutch 44 First transmission clutch 46 Second transmission clutch 50 High voltage battery 70 Inverter 80 Drive wheel 100 Hybrid control unit (hybrid ECU)
200 Engine control unit (engine ECU)
300 Transmission control unit (transmission ECU)
400 Motor control unit (motor ECU)
500 Battery control unit (battery ECU)

Claims (10)

An engine control unit that controls an engine that generates driving force of the vehicle;
A first motor generator connected to the engine via an engine clutch; and a motor control unit for controlling a second motor generator connected to the first motor generator via a transmission clutch;
A clutch control unit for controlling connection and disconnection of the engine clutch and the transmission clutch;
A required driving force calculation unit for calculating the required driving force of the vehicle;
Based on the calculated required driving force of the vehicle, an EV traveling mode in which the vehicle is driven by at least one of the first motor generator and the second motor generator, or the first motor generator and A drive control unit configured to drive the vehicle while switching to at least one of the second motor generators and a hybrid travel mode in which the vehicle is driven by the engine;
The drive control unit drives the vehicle in a twin motor EV travel mode in which the vehicle is driven by the first motor generator and the second motor generator during a period in which the required driving force of the vehicle can be predicted. A control device for a hybrid vehicle.   The said drive control part drives the said vehicle in the said twin motor EV driving mode during execution of the control which maintains the speed of the said vehicle constant, or the control which makes the said vehicle follow a preceding vehicle. Hybrid vehicle control device.   The drive control unit starts the engine and switches to the hybrid travel mode when the required drive force of the vehicle is predicted to increase while the vehicle is being driven in the twin motor EV travel mode. The control apparatus of the hybrid vehicle of Claim 1 or 2.   The drive control unit according to any one of claims 1 to 3, wherein the drive control unit cancels the twin motor EV travel mode based on at least one information of an operating state of a winker, an operation amount of an accelerator pedal, and a steering angle of a steering wheel. The hybrid vehicle control device according to claim 1.   5. The control device for a hybrid vehicle according to claim 1, wherein the drive control unit opens the transmission clutch in a single motor EV traveling mode by the second motor generator. 6.   The hybrid vehicle control device according to any one of claims 1 to 5, wherein the drive control unit opens the engine clutch and fastens the transmission clutch in the twin motor EV travel mode.   The hybrid vehicle control device according to any one of claims 1 to 6, wherein the drive control unit fastens the engine clutch and the transmission clutch in the hybrid travel mode.   In the case where the engine is started while the vehicle is being driven in the twin motor EV travel mode, the drive control unit remains engaged with the transmission clutch when the vehicle is traveling at a medium speed range or lower. The hybrid vehicle control device according to claim 1, wherein the engine is started by rotating the crankshaft of the engine by engaging the engine clutch.   The drive control unit is configured to start the engine while the vehicle is driven in the twin motor EV travel mode, and keep the transmission clutch engaged when the vehicle is traveling in a high vehicle speed range. The hybrid vehicle control device according to any one of claims 1 to 8, wherein the engine clutch is continuously released and the engine is started by rotating a crankshaft of the engine by a starter motor. An engine that generates the driving force of the vehicle;
A first motor generator connected to the engine via an engine clutch;
A second motor generator connected to the first motor generator via a transmission clutch;
An engine control unit for controlling the engine;
A motor control unit for controlling the first motor generator and the second motor generator;
A clutch control unit for controlling connection and disconnection of the engine clutch and the transmission clutch;
A required driving force calculation unit for calculating the required driving force of the vehicle;
Based on the calculated required driving force of the vehicle, an EV traveling mode in which the vehicle is driven by at least one of the first motor generator and the second motor generator, or the first motor generator and A drive control unit configured to drive the vehicle while switching to at least one of the second motor generators and a hybrid travel mode in which the vehicle is driven by the engine;
The drive control unit drives the vehicle in a twin motor EV travel mode in which the vehicle is driven by the first motor generator and the second motor generator during a period in which the required driving force of the vehicle can be predicted. Let the hybrid vehicle system.

Images