JP2019137266A - vehicle - Google Patents

Abstract

To provide a vehicle that comprises an internal combustion engine and a rotary electric machine and that actualizes a higher vehicle speed while suppressing an electric power consumption.SOLUTION: A vehicle comprises an internal combustion engine, a first rotary electric machine, and a second rotary electric machine, and also comprises first, second, and third switching devices that connect and disconnect transmission of turning force between the internal combustion engine and wheels, between the internal combustion engine and first rotary electric machine, and between the second rotary electric machine and wheels. A travel control part allows the vehicle to travel under weak field control over the second rotary electric machine in a third state in which the vehicle speed exceeds a first predetermined value and is equal to or less than a second predetermined value and requested driving power exceeds predetermined driving power, and allows the vehicle to travel by the engine in a second state in which the vehicle speed exceeds the first predetermined value and is equal to or less than the second predetermined value and the requested driving power is equal to or less than the predetermined driving power or in a fourth state in which the vehicle speed exceeds the second predetermined value.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle including an internal combustion engine and a rotating electrical machine.

  2. Description of the Related Art Conventionally, in a hybrid vehicle (HEV, (Hybrid Electric Vehicle)) including an engine and a motor that is a rotating electric machine, the rotational force between the engine and the generator is improved for the purpose of improving fuel consumption and / or running performance. It is known that a clutch for intermittent transmission is provided (Patent Document 1) In this vehicle, when power generation is unnecessary, the clutch and the clutch are disconnected to reduce the load on the engine and the generator. And driving performance are improved.

  By the way, in a vehicle in which wheels are driven by a rotating electrical machine such as a hybrid vehicle, when the vehicle speed is increased by increasing the applied voltage Vd to the rotating electrical machine, the torque that the rotating electrical machine can generate as the rotational speed of the rotating electrical machine increases. Tend to decline. This is because an induced voltage Vr in the opposite direction to the applied voltage Vd is generated as the rotational speed of the rotating electrical machine increases. As a result, the energization current of the rotating electrical machine is limited to a current determined by Vd−Vr with respect to the applied voltage Vd, and the driving force generated from the rotating electrical machine decreases as the vehicle speed increases.

  As a measure for reducing the driving force decrease accompanying the increase in speed, in HEV, when the driving force generated in the rotating electrical machine starts to decrease as the speed increases, so-called field weakening control is generally performed on the rotating electrical machine. Then, the induced voltage Vr is canceled to reduce the driving force.

  For example, in an IPM (Interior Permanent Magnet Motor) motor generally used in HEV as a rotating electric machine, this field weakening control is performed by flowing an additional current Id to the stator coil. That is, in addition to the drive current Iq that generates a rotating magnetic field orthogonal to the magnetic field of the rotor magnet in the stator coil, an additional current Id that generates a magnetic field in a direction parallel to the magnetic field lines of the rotor magnet is caused to flow. The induced voltage Vr is reduced by shifting the phase of the rotating magnetic field. In contrast to the field weakening control using the additional current Id, the control for driving the rotating electrical machine only by the driving current Iq that generates the orthogonal rotating magnetic field without using Id is called orthogonal control.

  In other words, the field-weakening control allows the power consumption associated with the additional current Id to be suppressed, thereby suppressing a decrease in the generated driving force of the motor accompanying an increase in the vehicle speed. However, even if field-weakening control is performed, the induced voltage Vr continues to rise as the vehicle speed increases, and the generated driving force does not increase for an increase in power consumption, and the efficiency of the rotating electrical machine as a motor decreases.

  As a result, in HEV, in the medium and high speed range where field-weakening control of the rotating electrical machine is required, the increase in power consumption becomes conspicuous as the vehicle speed increases, and the generated driving force from the rotating electrical machine continues to decrease and the vehicle speed increases. The limit vehicle speed (that is, the maximum vehicle speed that can be reached) is reached when the driving force is reduced to the minimum required for maintenance.

  FIG. 4 is a diagram illustrating an example of a configuration of a driving force transmission mechanism to wheels in a conventional HEV that uses an engine as power generation. A conventional vehicle 400 shown in FIG. 4 includes an engine 402, a first rotating electrical machine 404, and a second rotating electrical machine 406. 4 schematically shows a rotational force transmission path for transmitting rotational force (rotational torque) among the engine 402, the first rotating electrical machine 404, the second rotating electrical machine 406, and the wheels 408. It is. This rotational force transmission path is constituted by, for example, a rotary shaft, a gear, or the like (all not shown).

  The first branching device 410 transmits a rotational force between the engine 402 and / or the wheel 408 and the first rotating electrical machine 404. Further, the second branch device 414 transmits rotational force between the first branch device 410 and / or the wheel 408 and the second rotating electrical machine 406.

  The wheel 408 is driven by the second rotating electrical machine 406 operated by the battery 430 in a state where the switching device 412 that is a clutch is disconnected. The engine 402 is used to cause the first rotating electrical machine 404 to perform a power generation operation, and the first rotating electrical machine 404 always rotates together with the engine 402 to charge the battery 430. The battery 430 is charged by the second rotating electrical machine 406 driven by external force torque from the wheels 408 at the same time as the switching device 412 is disconnected at the time of deceleration or the like, and the engine 402 is stopped.

  In the above configuration, the maximum driving force that can be generated by the second rotating electrical machine 406 that drives the wheel 408 varies with the vehicle speed V, for example, as shown in FIG. Here, the horizontal axis indicates the vehicle speed V, and the vertical axis indicates the driving force P. A solid line 500 schematically illustrates the maximum driving force that the second rotating electrical machine 406 can achieve at each vehicle speed.

  In the drawing, the vehicle speed Vth0 is a vehicle speed at which an induced voltage Vr that cannot be ignored in the second rotating electrical machine 406 starts to be generated. In the speed region where the vehicle speed V is equal to or less than the predetermined value Vth0, the induced voltage Vr is negligibly small, and the second rotating electric machine 406 is driven by orthogonal control and can generate a driving force up to Pomax.

  On the other hand, in the region where the vehicle speed V exceeds the predetermined value Vth0, when the orthogonal control with respect to the second rotating electrical machine 406 is continued, the maximum value of the generated driving force rapidly decreases along the line 502 shown by the dashed line in the figure. For this reason, field weakening control is performed on the second rotating electrical machine 406 at a speed exceeding Vth0. As a result, the maximum driving force that can be output by the second rotating electrical machine 406 changes along the line 500, and the degree of reduction in the driving force with respect to the vehicle speed is reduced.

  When the vehicle speed V further increases and the maximum driving force of the second rotating electric machine 406 changing along the line 500 reaches the minimum driving force Pot required to maintain the vehicle speed, the vehicle speed becomes the limit value. Vomax is reached (ie, the maximum speed that can be reached).

  In the conventional vehicle described above, the induced voltage Vr generated in the second rotating electrical machine 406 increases as the vehicle speed V increases, and the power consumption increases due to the increase in the current Id used for field weakening control. That is, as the vehicle speed V increases, the power consumption that does not directly contribute to the generation of the driving force increases and the fuel consumption deteriorates.

  Further, in some cases, the maximum speed Vomax that can be reached by driving the wheels 408 only by the second rotating electrical machine 406 is higher than that of a vehicle that is not a so-called HEV that uses only an engine having the same displacement as the engine 402 as a power source. Can be a small value.

  On the other hand, including the above-mentioned Patent Document 1, teaches measures for reducing the increase in power consumption accompanying the increase in vehicle speed due to the field weakening control as described above and / or increasing the maximum reachable speed for HEV. There is no literature to do.

Japanese Patent Laid-Open No. 2017-100500

  From the above background, in a vehicle including an internal combustion engine and a rotating electrical machine, it is required to realize a higher vehicle speed while suppressing power consumption.

One aspect of the present invention is a first switching device that switches transmission of rotational force between an internal combustion engine and wheels between a connected state and a disconnected state, and a rotational force between the internal combustion engine and the first rotating electrical machine. A second switching device that switches the transmission of the motor to a connected state and a disconnected state, a third switching device that switches the transmission of the rotational force between the second rotating electrical machine and the wheel to a connected state and a disconnected state, A control device for controlling operations of the first switching device, the second switching device, and the third switching device, and for controlling operations of the internal combustion engine, the first rotating electrical machine, and the second rotating electrical machine; And a battery charged by the first rotating electrical machine and / or the second rotating electrical machine. When the vehicle state is a first state in which the vehicle speed is equal to or lower than a first predetermined value, the control device sets the first switching device to a disconnected state, and the second switching device and With the third switching device in the connected state, orthogonal control is performed on the second rotating electrical machine, and the wheels are driven by the second rotating electrical machine, and the vehicle speed exceeds the first predetermined value. When the second driving state is equal to or less than a second predetermined value and the required driving force required from the driver's driving operation is equal to or less than a predetermined driving force that can be generated by the internal combustion engine, the first switching device And the second switching device is in the connected state, the third switching device is in the disconnected state, the wheels are driven by the internal combustion engine, and the vehicle speed is such that the vehicle speed exceeds the first predetermined value, 2 is less than a predetermined value and the required drive Is in a third state exceeding the predetermined driving force, the first switching device is set in a disconnected state, the second switching device and the third switching device are set in a connected state, and weakened with respect to the second rotating electrical machine. When the wheel is driven by the second rotating electrical machine by performing field control, and the vehicle state is the fourth state in which the vehicle speed exceeds the second predetermined value, the first switching device is set to the connected state. The wheels are driven by the internal combustion engine with the second switching device and the third switching device disconnected.
According to another aspect of the present invention, the control device sets the first rotating electrical machine to a power generation mode when the state of the vehicle is the second state, and the first rotating electrical machine is driven by the internal combustion engine. The battery is configured to be rotated and charged.
According to another aspect of the present invention, when the state of the vehicle transitions to the first state, the control device is arranged in the order of the third switching device, the second switching device, and the first switching device. When switching to connection or non-connection is executed at a predetermined time interval and the state of the vehicle is shifted to the second state, the first switching device, the second switching device, the third switching device, In this order, switching to connection or non-connection is performed at predetermined time intervals, and when the state of the vehicle shifts to the third state, the third switching device, the second switching device, the first In the order of the switching device, switching to connected or disconnected is performed at a predetermined time interval, and when the state of the vehicle shifts to the fourth state, the first switching device, the second switching device, Connected or disconnected at predetermined time intervals in the order of the third switching device. Performing switching to is configured.
According to another aspect of the present invention, when the deceleration operation is performed in the vehicle, the control device sets the third switching device to a connected state at a predetermined time interval, and then the second switching device. Is set to the connected state, and then the first switching device is set to the disconnected state, and the internal combustion engine is stopped and the second rotating electrical machine is set to the power generation mode, and the second rotating electrical machine The battery is configured to be charged.

It is a figure showing composition of vehicles concerning one embodiment of the present invention. It is a figure which shows an example of the change of the driving force with respect to the vehicle speed in the vehicle shown in FIG. It is a flowchart which shows the procedure of the operation | movement of traveling control in the vehicle shown in FIG. It is a figure which shows an example of a structure of the conventional vehicle. It is a figure which shows an example of the change of the driving force with respect to the vehicle speed in the conventional vehicle shown in FIG.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a configuration of a vehicle 100 according to an embodiment of the present invention. The vehicle 100 is, for example, a hybrid vehicle (HEV), and includes an engine 102 that is an internal combustion engine, a first rotating electrical machine 104, and a second rotating electrical machine 106. The first rotating electrical machine 104 and the second rotating electrical machine 106 operate in two modes: a drive mode that operates as a motor and a power generation mode that performs a power generation operation as a generator. The first rotating electrical machine 104 is a generator that is driven mainly in the power generation mode by the driving force of the engine 102, and the second rotating electrical machine 106 is a motor that mainly drives the wheels 108 in the driving mode. The first rotating electrical machine 104 and the second rotating electrical machine 106 are, for example, IPM motors.

  Here, the bold line in FIG. 1 schematically shows a rotational force transmission path for transmitting rotational force (rotational torque) among the engine 102, the first rotating electrical machine 104, the second rotating electrical machine 106, and the wheels 108. It is shown. This rotational force transmission path is constituted by, for example, a rotary shaft, a gear, or the like (all not shown). A more detailed configuration of the rotational force transmission path is described in Patent Document 1, for example.

  In FIG. 1, the rotational torque output from the engine 102 is transmitted to the wheels 108 via the first branch device 110, the first switching device 112, and the second branch device 114. The first switching device 112 is, for example, a clutch controlled by an electronic control device 150 to be described later, and the torque transmission path between the first branch device 110 and the second branch device 114 is switched between a connected state and a disconnected state. Switch. That is, the first switching device 112 switches the transmission of rotational force between the engine 102, which is an internal combustion engine, and the wheels 108 between a connected state and a disconnected state.

  The first rotating electrical machine 104 is also connected to the first branch device 110 via a torque limiter 116 and a second switching device 118. The first branching device 110 transmits the rotational force between the engine 102 and / or the wheel 108 and the first rotating electrical machine 104.

  Torque limiter 116 prevents transmission of excessive rotational torque between engine 102 and first rotating electrical machine 104. The second switching device 118 is, for example, a clutch controlled by an electronic control device 150 to be described later, and the rotational force transmission path between the first branch device 110 and the first rotating electrical machine 104 is switched between a connected state and a disconnected state. Switch. That is, the second switching device 118 switches the transmission of the rotational force between the engine 102 that is an internal combustion engine and the first rotating electrical machine 104 between a connected state and a disconnected state.

  The second rotating electrical machine 106 is also connected to the second branch device 114 via the third switching device 120. The second branch device 114 transmits the rotational force between the first branch device 110 and / or the wheel 108 and the second rotating electrical machine 106.

  The third switching device 120 is, for example, a clutch that is controlled by an electronic control device 150 described later, and the rotational force transmission path between the second branching device 114 and the second rotating electrical machine 106 is switched between a connected state and a disconnected state. Switch. That is, the third switching device 120 switches the transmission of the rotational force between the second rotating electrical machine 106 and the wheel 108 between a connected state and a disconnected state.

  As shown in FIG. 1, the first rotating electrical machine 104 is connected to the wheel 108 via the first switching device 112 and the second switching device 118 without passing through the third switching device 120. The second rotating electrical machine 106 is connected to the wheel 108 via the third switching device 120 without passing through the first switching device 112 and the second switching device 118.

  The wheel 108 is provided with a hydraulic brake 122 that is a braking device that applies a braking force to the rotation of the wheel 108. The hydraulic brake 122 is, for example, a disc brake, and decelerates the vehicle 100 by applying resistance to the rotation of the wheel 108 by a user's operation of a brake pedal (not shown).

  Vehicle 100 also includes a battery 130. When the first rotating electrical machine 104 and / or the second rotating electrical machine 106 operate in the drive mode, the battery 130 discharges toward the first rotating electrical machine 104 and / or the second rotating electrical machine 106 and supplies electric power. Further, when the first rotating electrical machine 104 and / or the second rotating electrical machine 106 operates in the power generation mode, the battery 130 is charged with electricity generated by the first rotating electrical machine 104 and / or the second rotating electrical machine 106.

  The vehicle 100 also detects an ignition switch (IG-SW) 140 for starting the traveling operation of the vehicle 100 including the operation of the engine 102, a vehicle speed sensor 142 for detecting the vehicle speed of the vehicle 100, and a user's accelerator pedal operation amount. A brake sensor 146 that detects the accelerator pedal operation amount of the user and a brake pedal operation amount of the user is connected.

  As shown in FIG. 1, the vehicle 100 includes an electronic control device 150. Electronic control device 150 controls traveling of vehicle 100 based on inputs from IG-SW 140, vehicle speed sensor 142, accelerator sensor 144, and brake sensor 146.

  That is, the electronic control unit 150, based on these inputs, the engine 102, the first rotating electrical machine 104, the second rotating electrical machine 106, the first switching device 112, the second switching device 118, the third switching device 120, and the hydraulic pressure The movement of the vehicle 100 is controlled by controlling the operation of the brake 122.

  The electronic control device 150 includes an input / output unit 152 and a processing device 154. The input / output unit 152 is an input / output interface that exchanges signals between a device, a sensor, or an apparatus outside the electronic control device 150 and the processing device 154.

  The processing device 154 is, for example, a computer having a processor such as a CPU (Central Processing Unit), a ROM (Read Only Memory) in which a program is written, a RAM (Random Access Memory) for temporarily storing data, and the like. The processing device 154 includes, as functional elements (or functional units), a travel control unit 160, an engine control unit 162, a first rotating electrical machine control unit 164, a second rotating electrical machine control unit 166, and a switching device control unit. 168 and a hydraulic brake control unit 170.

  These functional elements included in the processing device 154 are realized, for example, when the processing device 154 that is a computer executes a program. The computer program can be stored in any storage medium that can be read by a computer.

  Instead of the above, all or part of the functional elements included in the processing device 154 may be configured by hardware including one or more electronic circuit components.

  The engine control unit 162 controls the operation of the engine 102 according to an instruction from the travel control unit 160 described later, and controls the rotation speed, output torque, and the like of the engine 102.

  The first rotating electrical machine control unit 164 controls the operation of the first rotating electrical machine 104 according to an instruction from the travel control unit 160. More specifically, the first rotating electrical machine control unit 164 sets the operation mode of the first rotating electrical machine 104 as a driving mode in which a rotational force is generated by power supply from the battery 130, and a rotational force applied from the engine 102, the wheel 108, or the like. The operation mode switching control for switching to the power generation mode in which power generation is performed is performed. Further, when the first rotating electrical machine control unit 164 operates the first rotating electrical machine 104 in the drive mode, the driving force and the number of rotations generated by the first rotating electrical machine 104 are targets given from the travel control unit 160, for example. Control to value. At that time, the first rotating electrical machine control unit 164 operates the first rotating electrical machine 104 by orthogonal control or field weakening control according to an instruction from the travel control unit 160. In the present embodiment, the first rotating electrical machine 104 is exclusively operated in the power generation mode, and generates power by the rotational torque from the engine 102 or the wheel 108 to charge the battery 130.

  The second rotating electrical machine control unit 166 controls the operation of the second rotating electrical machine 106 according to an instruction from the travel control unit 160. More specifically, the second rotating electrical machine control unit 166 sets the operation mode of the second rotating electrical machine 106 as a driving mode in which a rotational force is generated by power supply from the battery 130 and a rotational force applied from the engine 102, the wheel 108, or the like. The operation mode switching control for switching to the power generation mode in which power generation is performed is performed. In addition, when the second rotating electrical machine 106 is operated in the drive mode, the second rotating electrical machine control unit 166 determines the rotational force (rotational torque) and the rotational speed generated by the second rotating electrical machine 106, for example, the travel control unit 160. Control to the target value given by At this time, the second rotating electrical machine control unit 166 operates the second rotating electrical machine 106 by orthogonal control or field weakening control according to an instruction from the travel control unit 160.

  The switching device control unit 168 performs connection state switching control for switching the first switching device 112, the second switching device 118, and the third switching device 120 between a connected state and a non-connected state according to an instruction from the travel control unit 160.

  The hydraulic brake control unit 170 controls the operation of the hydraulic brake 122 according to an instruction from the travel control unit 160.

  The travel control unit 160 instructs the hydraulic brake control unit 170 to operate the hydraulic brake 122 based on a signal from the brake sensor 146. Further, the travel control unit 160 is based on the signals from the vehicle speed sensor 142 and the accelerator sensor 144, and the driving force and vehicle speed according to the signal from the accelerator sensor 144 (that is, according to the operation amount (pressing amount) of the accelerator pedal). The travel of the vehicle 100 is controlled so that Here, the driving force corresponding to the signal from the accelerator sensor 144 corresponds to the required driving force Preq.

  More specifically, the traveling control unit 160 of the electronic control device 150 serving as the control device is based on the current vehicle speed V obtained from the vehicle speed sensor 142, the required driving force Preq and the target vehicle speed obtained from the accelerator sensor 144. Using the engine control unit 162, the first rotating electrical machine control unit 164, the second rotating electrical machine control unit 166, and the switching device control unit 168, the traveling of the vehicle 100 is controlled as follows.

  First, traveling control unit 160 determines whether or not the state of vehicle 100 is the first state in which vehicle speed V of vehicle 100 is equal to or less than first predetermined value Vth1. In the first state, the travel control unit 160 instructs the switching device control unit 168 to place the first switching device 112 in a disconnected state and connect the second switching device 118 and the third switching device 120. State. At the same time, the traveling control unit 160 instructs the second rotating electrical machine control unit 166 to perform orthogonal control on the second rotating electrical machine 106 and drive the wheels 108 by the second rotating electrical machine 106.

  Here, the first predetermined value Vth1 can be determined in advance as the vehicle speed V at which field weakening control for the second rotating electrical machine 106 is started.

  Further, the traveling control unit 160 determines that the state of the vehicle 100 is such that the vehicle speed V exceeds the first predetermined value Vth1 and is equal to or lower than the second predetermined value Vth2, and is requested by the driving operation of the driver (that is, the accelerator It is determined whether or not it is in the second state where the required driving force Preq (according to the operation amount) is equal to or less than a predetermined driving force Pem that can be generated in the engine 102 that is the internal combustion engine. In the second state, the travel control unit 160 instructs the switching device control unit 168 to place the first switching device 112 and the second switching device 118 in the connected state and disconnect the third switching device 120. State. At the same time, the travel control unit 160 instructs the engine control unit 162 to drive the wheels 108 by the engine 102 that is an internal combustion engine.

  Here, the second predetermined value Vth2 is determined in advance as a speed at which the maximum driving force that can be generated by the second rotating electrical machine 106 under field-weakening control is lower than the predetermined driving force Pem that can be generated in the engine 102. Can do.

  Further, when the vehicle 100 is in the second state, the traveling control unit 160 instructs the first rotating electrical machine control unit 164 to set the first rotating electrical machine 104 to the power generation mode, and the engine 102 causes the first rotating electrical machine to be set. 104 is rotated to charge the battery 130.

  In addition, the traveling control unit 160 is in a third state in which the vehicle 100 is in a third state where the vehicle speed V exceeds the first predetermined value and is equal to or less than the second predetermined value, and the required driving force Preq exceeds the predetermined driving force Pem. Judge whether there is. In the third state, the travel control unit 160 instructs the switching device control unit 168 to place the first switching device 112 in a disconnected state and connect the second switching device 118 and the third switching device 120. State. At the same time, the traveling control unit 160 instructs the second rotating electrical machine control unit 166 to perform field weakening control on the second rotating electrical machine 106 and drive the wheels 108 by the second rotating electrical machine 106.

  Furthermore, traveling control unit 160 determines whether or not the state of vehicle 100 is a fourth state in which vehicle speed V exceeds a second predetermined value. In the fourth state, the traveling control unit 160 instructs the switching device control unit 168 to place the first switching device 112 in the connected state and disconnect the second switching device 118 and the third switching device 120. State. At the same time, the travel control unit 160 instructs the engine control unit 162 to drive the wheels 108 by the engine 102 that is an internal combustion engine.

  FIG. 2 is a diagram schematically illustrating an example of the driving force obtained in the vehicle 100 by the traveling control described above. In FIG. 2, the horizontal axis indicates the vehicle speed V, and the vertical axis indicates the driving force P. A solid line 200 in the figure indicates the maximum driving force that the vehicle 100 can achieve at each vehicle speed.

  Of the region sandwiched between the illustrated horizontal axis and the line 200, the illustrated region A-1 in which the vehicle speed V is equal to or less than the first predetermined value Vth1 corresponds to the first state and is driven by orthogonal control. The wheel 108 is driven by the driving force in the range up to Pemax.

  A region A-2 in which the vehicle speed V is greater than the first predetermined value Vth1 and less than or equal to the second predetermined value Vth2 and the driving force P is less than or equal to a predetermined driving force Pem that can be generated by the engine 102 corresponds to the second state. The wheel 108 is driven by the engine 102 and the battery 130 is charged by the first rotating electrical machine 104 driven by the engine 102.

  A region A-3 where the vehicle speed V is greater than the first predetermined value Vth1 and equal to or less than the second predetermined value Vth2 and the driving force P exceeds the predetermined driving force Pem that can be generated by the engine 102 corresponds to the third state and is weakened. The wheel 108 is driven by the second rotating electrical machine 106 under field control.

  A region A-4 where the vehicle speed V exceeds the second predetermined value Vth2 corresponds to the fourth state, and the wheels 108 are driven by the engine 102. A line 202 indicated by a one-dot chain line in the figure indicates the maximum driving force that can be obtained in the conventional vehicle 400 that drives the wheel 408 only by field weakening control of the second rotating electrical machine 406 without using the engine 402.

  By performing the traveling control described above, in the vehicle 100, the wheels 108 are driven using the engine 102 without using the second rotating electrical machine 106 in the areas A-2 and A-4. Thereby, in vehicle 100, the opportunity to perform field-weakening control of second rotating electrical machine 106 is reduced, and power consumption due to additional current Id that does not directly contribute to driving force can be reduced. In the vehicle 100, the wheel 108 is driven using the engine 102 without using the second rotating electrical machine 106 in the region A-4. Thereby, in the vehicle 100, the maximum speed that the vehicle 100 can reach can be improved as compared with the conventional method in which the wheel 108 is driven only by the second rotating electrical machine 106.

  That is, as shown by a dashed-dotted line 202 in the figure, in the conventional vehicle 400 in which the wheel 408 is driven by the second rotating electrical machine 406 regardless of the vehicle speed V, the vehicle speed V is equal to the second predetermined value Vth2. Even if it exceeds, it will decrease. Then, when the maximum driving force reaches the minimum driving force Pot required for maintaining the speed, the speed limit, that is, the maximum speed Vomax that can be reached is reached.

  In contrast, in the vehicle 100 of the present embodiment, when the vehicle speed V increases and the maximum driving force of the second rotating electrical machine 106 decreases to reach the second predetermined value Vth2 that reaches the predetermined driving force Pem of the engine 102. In addition, the drive source of the wheel 108 is switched to the engine 102. For this reason, in the vehicle 100, the state in which the driving force up to Pem larger than Poth is obtained even in the range of the vehicle speed V exceeding the second predetermined value Vth2, and therefore, it is possible to increase the vehicle speed V exceeding Vomax. Become. Specifically, when the vehicle speed V further increases and the minimum driving force necessary to maintain the vehicle speed reaches Pem, the reachable maximum speed Vemax is reached. Here, it should be noted that the minimum driving force required for maintaining the speed increases as the vehicle speed V increases.

  Further, in the travel control, the battery 130 is charged by the engine 102 using the first rotating electrical machine 104 when the vehicle speed V is in the second state before reaching Vth2. As a result, the vehicle 100 charges the battery 130 in preparation for the power demand necessary for using the headlamp, the air conditioner, etc. in the fourth state before the transition to the fourth state where the battery 130 is not charged. I can leave.

  Returning to FIG. 1, the traveling control unit 160 of the electronic control device 150 further switches when the state of the vehicle 100 transitions to any one of the first state, the second state, the third state, and the fourth state. The device control unit 168 is instructed to set the switching between the connected state and the disconnected state to the first switching device 112, the second switching device 118, and the third switching device 120 in a predetermined order. Perform at time intervals.

  Specifically, the predetermined order is set so that a period in which neither the second rotating electrical machine 106 or the engine 102 acting as a driving force source for the wheel 108 is connected to the wheel 108 occurs.

  More specifically, when the state of the vehicle 100 shifts to the first state, the traveling control unit 160 sequentially repeats the predetermined time intervals in the order of the third switching device 120, the second switching device 118, and the first switching device 112. (For example, 100 ms), switching to connection or non-connection is set.

  In addition, when the state of the vehicle 100 shifts to the second state, the travel control unit 160 connects or disconnects the first switching device 112, the second switching device 118, and the third switching device 120 at predetermined time intervals in this order. Set the switch to disconnected.

  In addition, when the state of the vehicle 100 shifts to the third state, the travel control unit 160 connects or disconnects the third switching device 120, the second switching device 118, and the first switching device 112 in this order at predetermined time intervals. Set the switch to disconnected.

  Furthermore, when the state of the vehicle 100 shifts to the fourth state, the traveling control unit 160 connects the first switching device 112, the second switching device 118, and the third switching device 120 in order in a predetermined time interval. Or, switch to non-connection is set.

  Thereby, in the vehicle 100, it is possible to prevent the wheels 108 from being in a so-called torque loss state, and it is possible to prevent instability of the vehicle behavior and deterioration of the riding comfort.

  When the travel control unit 160 of the electronic control device 150 shown in FIG. 1 detects that the deceleration operation has been performed by the brake sensor 146, the travel control unit 160 instructs the switching device control unit 168 to switch the first switching device 112. The disconnected state is set, and the second switching device 118 and the third switching device 120 are connected. At the same time, the traveling control unit 160 instructs the engine control unit 162 to stop the engine 102 and instructs the second rotating electrical machine control unit 166 to set the second rotating electrical machine 106 to the power generation mode and perform the second rotation. The battery 130 is charged by the electric machine 106. Thereby, in the vehicle 100, when the deceleration operation is performed, the regenerative operation is performed by the second rotating electrical machine 106, and the fuel efficiency can be improved.

  Further, when the traveling control unit 160 detects that a deceleration operation has been performed and sets each switching device as described above, the third switching device 120, the second switching device 118, the first switching device 112, In this order, switching to connection or disconnection is set at predetermined time intervals. Thereby, in the vehicle 100, the wheel 108 can be prevented from being in a so-called torque loss state, and a period in which the external force torque from the wheel 108 is not used for power generation and is wasted is generated. Can do.

  Next, the operation procedure of the travel control in the vehicle 100 will be described according to the flowchart shown in FIG. This operation starts when the power source of the electronic control unit 150 is turned on and ends when the power source is turned off.

  When the operation is started, the traveling control unit 160 determines whether or not the IG-SW 140 is turned on (S100), and when it is not turned on (S100, NO), it returns to step S100 and waits for it to be turned on. To do. On the other hand, when IG-SW 140 is turned on (S100, YES), travel control unit 160 instructs switching device control unit 168 to provide first switching device 112, second switching device 118, and third switching device 120. Are set in the connected state at predetermined time intervals in this order, and the first switching device 112 is subsequently set in the non-connected state at predetermined time intervals (S102). Thus, traveling control unit 160 can confirm that the operation of each switching device is normal, and can also make the state of each switching device be in a state in which vehicle 100 can perform a start operation. Whether or not each switching device operates normally with respect to the setting of the connection state can be detected, for example, by a signal from a sensor (not shown) provided in each switching device. In FIG. 3, “ON” indicates that each switching device is set to a connected state, and “OFF” indicates that it is set to a disconnected state. For example, “first switching device: ON” shown in step S102 in FIG. 3 means that the first switching device 112 is set to a connected state.

  Next, the traveling control unit 160 determines whether or not a deceleration operation has been performed based on a signal from the brake sensor 146 (S104). When the deceleration operation is performed (S104, YES), the traveling control unit 160 instructs the switching device control unit 168 to set the connection state for the third switching device 120 at predetermined time intervals. The setting to the connection state for the second switching device 118 and the setting to the non-connection state for the first switching device 112 are performed in this order (S106). At the same time, the traveling control unit 160 instructs the engine control unit 162 to stop the engine 102 and instructs the second rotating electrical machine control unit 166 to set the second rotating electrical machine 106 to the power generation mode and perform the second rotation. Charging of the battery 130 is started by the electric machine 106 (S108).

  Subsequently, traveling control unit 160 determines whether or not IG-SW 140 is turned off (S110). When it is turned off (S110, YES), the traveling control unit 160 instructs the switching device control unit 168 to disconnect the first switching device 112, the second switching device 118, and the third switching device 120. The state is set (S112). Thereby, even if the vehicle 100 is parked for a long time, it is possible to prevent the first switching device 112, the second switching device 118, and the third switching device 120 from being in a so-called clutch locked state. Thereafter, traveling control unit 160 returns to step S100 and waits for IG-SW 140 to be turned on.

  On the other hand, when IG-SW 140 is not turned off (S110, NO), traveling control unit 160 returns to step S104 and repeats the process.

  On the other hand, when the deceleration operation is not performed in step S104 (S104, NO), the traveling control unit 160 determines whether the vehicle speed V is equal to or less than the first predetermined value Vth1 based on the signal from the vehicle speed sensor 142. Is determined (S114). When the vehicle speed V is equal to or lower than the first predetermined value Vth1 (that is, the vehicle 100 is in the first state) (S114, YES), the traveling control unit 160 instructs the switching device control unit 168 to At this time interval, the setting to the connection state for the third switching device 120, the setting to the connection state for the second switching device 118, and the setting to the non-connection state for the first switching device 112 are performed in this order (S116). . At the same time, the traveling control unit 160 instructs the second rotating electrical machine control unit 166 to control the second rotating electrical machine 106 by orthogonal control to drive the wheels 108 (S118). Thereafter, traveling control unit 160 shifts the processing to step S110.

  On the other hand, when the vehicle speed V is not equal to or lower than the first predetermined value Vth1 in step S114 (S114, NO), the traveling control unit 160 determines whether or not the vehicle speed V is equal to or lower than the second predetermined value Vth2 (S120). . When the vehicle speed V is equal to or lower than the second predetermined value Vth2 (S120, YES), the traveling control unit 160 is based on a signal from the accelerator sensor 144, and the predetermined drive that the engine 102 can generate the required driving force Preq. It is determined whether or not the force Pem is exceeded (S122).

  When Preq exceeds Pem (that is, when vehicle 100 is in the third state) (S122, YES), traveling control unit 160 instructs switching device control unit 168 at predetermined time intervals. The setting of the third switching device 120 to the connected state, the setting of the second switching device 118 to the connected state, and the setting of the first switching device 112 to the non-connected state are performed in this order (S124). At the same time, the traveling control unit 160 instructs the second rotating electrical machine control unit 166 to control the second rotating electrical machine 106 by field weakening control and drive the wheels 108 (S126). Thereafter, traveling control unit 160 shifts the processing to step S110.

  On the other hand, when Preq does not exceed Pem in step S122 (that is, vehicle 100 is in the second state) (S122, NO), traveling control unit 160 instructs switching device control unit 168 to perform predetermined processing. At a time interval, the setting to the connection state for the first switching device 112, the setting to the connection state for the second switching device 118, and the setting to the non-connection state for the third switching device 120 are performed in this order (S128). At the same time, the travel control unit 160 instructs the engine control unit 162 to drive the wheels 108 by the engine 102 and instructs the first rotating electrical machine control unit 164 to charge the battery 130 by the first rotating electrical machine 104 ( S130). Thereafter, traveling control unit 160 shifts the processing to step S110.

  On the other hand, when the vehicle speed V exceeds the second predetermined value Vth2 in step S120 (that is, the vehicle 100 is in the fourth state) (S120, NO), the travel control unit 160 switches the switching device control unit 168. And setting the first switching device 112 to the connected state, setting the second switching device 118 to the disconnected state, and setting the third switching device 120 to the disconnected state at predetermined time intervals. In this order (S132). At the same time, the traveling control unit 160 instructs the engine control unit 162 to drive the wheels 108 by the engine 102, thereby causing the vehicle 100 to travel (S134). Thereafter, traveling control unit 160 shifts the processing to step S110.

  As described above, the vehicle 100 according to the present embodiment includes the first switching device 112 that switches the transmission of the rotational force between the engine 102 and the wheel 108 between the connected state and the disconnected state, the engine 102, And a second switching device 118 that switches the transmission of the rotational force between the rotating electrical machine 104 between a connected state and a disconnected state. In addition, the vehicle 100 includes a third switching device 120, a first switching device 112, and a second switching device 118 that switch the transmission of rotational force between the second rotating electrical machine 106 and the wheels 108 between a connected state and a disconnected state. And an electronic control unit 150 that controls the operations of the engine 102, the first rotating electrical machine 104, and the second rotating electrical machine 106, as well as controlling the operations of the third switching device 120. Furthermore, the vehicle 100 includes a battery 130 that is charged by the first rotating electrical machine 104 and / or the second rotating electrical machine 106.

  Then, the travel control unit 160 of the electronic control device 150 instructs the engine control unit 162, the first rotating electrical machine control unit 164, the second rotating electrical machine control unit 166, and the switching device control unit 168 to thereby change the state of the vehicle 100. However, when the vehicle speed V is in the first state that is equal to or less than the first predetermined value Vth1, the first switching device 112 is set in the disconnected state, the second switching device 118 and the third switching device 120 are set in the connected state, Orthogonal control is performed on the rotating electrical machine 106, and the wheels 108 are driven by the second rotating electrical machine 106.

  Further, the travel control unit 160 determines that the vehicle 100 is in a state where the vehicle speed V exceeds the first predetermined value Vth1 and is equal to or lower than the second predetermined value Vth2, and the required driving force Preq requested from the driving operation of the driver is When in the second state that is equal to or less than a predetermined driving force Pem that can be generated in the engine 102, the first switching device 112 and the second switching device 118 are connected, and the third switching device 120 is disconnected. The wheel 108 is driven by 102.

  In addition, the traveling control unit 160 determines that the vehicle 100 is in a third state in which the vehicle speed V exceeds the first predetermined value Vth1 and is equal to or less than the second predetermined value Vth2, and the required driving force Preq exceeds the predetermined driving force Pem. The first switching device 112 is disconnected, the second switching device 118 and the third switching device 120 are connected, and field weakening control is performed on the second rotating electrical machine 106 by the second rotating electrical machine 106. The wheel 108 is driven.

  Furthermore, when the state of the vehicle 100 is the fourth state where the vehicle speed V exceeds the second predetermined value Vth2, the traveling control unit 160 sets the first switching device 112 to the connected state, and sets the second switching device 118 and the third switching state. The wheel 108 is driven by the engine 102 with the switching device 120 in a disconnected state.

  Thereby, in the vehicle 100, the opportunity to perform field-weakening control of the second rotating electrical machine 106 is reduced by driving the wheels 108 using the engine 102 without using the second rotating electrical machine 106 in the second state and the fourth state. Thus, power consumption that does not directly contribute to the driving force can be reduced. Further, by driving the wheel 108 by the engine 102 in the fourth state, the maximum speed that the vehicle 100 can reach is improved as compared with the conventional vehicle 400 that drives the wheel 408 only by the second rotating electrical machine 406. be able to.

  In addition, this invention is not restricted to the structure of the said embodiment, In the range which does not deviate from the summary, it can implement in a various aspect.

  For example, in the above embodiment, the first rotating electrical machine 104 does not contribute to the driving of the wheel 108, but is not limited thereto. For example, when the charge amount of the battery 130 is sufficient to exceed a predetermined value in the first state or the third state, when the second rotating electrical machine 106 is used in the driving mode, the first rotating electrical machine 104 is also in the driving mode. And the wheel 108 may be driven by the first rotating electrical machine 104 and the second rotating electrical machine 106 by operating in the same manner as the second rotating electrical machine 106.

100, 400 ... vehicle, 102, 402 ... engine, 104, 404 ... first rotating electrical machine, 106, 406 ... second rotating electrical machine, 108, 408 ... wheel, 110, 410 ... first branching device, 112 ... first switching Device, 114, 414 ... 2nd branch device, 116, 416 ... Torque limiter, 118 ... 2nd switching device, 120 ... 3rd switching device, 130, 430 ... Battery, 140 ... Ignition switch (IG-SW), 142 ... Vehicle speed sensor, 144 ... accelerator sensor, 146 ... brake sensor, 150 ... electronic control unit, 152 ... input / output unit, 154 ... processing unit, 160 ... travel control unit, 162 ... engine control unit, 164 ... first rotating electrical machine control unit DESCRIPTION OF SYMBOLS 166 ... 2nd rotary electric machine control part, 168 ... Switching apparatus control part, 170 ... Hydraulic brake control part, 412 ... Switching apparatus.

Claims (4)

A first switching device that switches the transmission of rotational force between the internal combustion engine and the wheel between a connected state and a disconnected state;
A second switching device that switches transmission of rotational force between the internal combustion engine and the first rotating electrical machine between a connected state and a disconnected state;
A third switching device that switches the transmission of rotational force between the second rotating electrical machine and the wheel between a connected state and a disconnected state;
A control device that controls operations of the first switching device, the second switching device, and the third switching device, and that controls operations of the internal combustion engine, the first rotating electrical machine, and the second rotating electrical machine;
A battery charged by the first rotating electrical machine and / or the second rotating electrical machine;
A vehicle comprising:
The controller is
When the vehicle state is a first state in which the vehicle speed is equal to or lower than a first predetermined value, the first switching device is disconnected and the second switching device and the third switching device are connected. As a state, orthogonal control is performed on the second rotating electrical machine, and the wheels are driven by the second rotating electrical machine,
The predetermined driving force in which the vehicle speed is such that the vehicle speed exceeds the first predetermined value and is equal to or lower than a second predetermined value, and the required driving force required from the driving operation of the driver can be generated in the internal combustion engine. When the second state is as follows, the first switching device and the second switching device are connected, the third switching device is disconnected, and the wheels are driven by the internal combustion engine.
When the vehicle state is a third state in which the vehicle speed exceeds the first predetermined value, is equal to or less than the second predetermined value, and the required driving force exceeds the predetermined driving force, the first The switching device is in a disconnected state, the second switching device and the third switching device are in a connected state, field weakening control is performed on the second rotating electrical machine, and the wheels are driven by the second rotating electrical machine,
When the vehicle state is a fourth state in which the vehicle speed exceeds the second predetermined value, the first switching device is set to a connected state, and the second switching device and the third switching device are not connected to each other. Driving the wheel by the internal combustion engine,
The vehicle is configured as follows.   The control device sets the first rotating electrical machine to the power generation mode when the vehicle is in the second state, and charges the battery by rotating the first rotating electrical machine by the internal combustion engine. The vehicle according to claim 1, which is configured. The controller is
When the vehicle state transitions to the first state, switching to connection or disconnection is performed at predetermined time intervals in the order of the third switching device, the second switching device, and the first switching device. Run,
When the vehicle state transitions to the second state, the first switching device, the second switching device, and the third switching device are switched to connected or disconnected at predetermined time intervals in this order. Run,
When the vehicle state transitions to the third state, switching to connection or disconnection is performed at predetermined time intervals in the order of the third switching device, the second switching device, and the first switching device. Run,
When the state of the vehicle transitions to the fourth state, switching to connection or disconnection is performed at predetermined time intervals in the order of the first switching device, the second switching device, and the third switching device. Run,
The vehicle according to claim 1, configured as described above. When a deceleration operation is performed in the vehicle, the control device sets the third switching device to a connected state at a predetermined time interval, then sets the second switching device to a connected state, and thereafter The first switching device is set to a disconnected state, the internal combustion engine is stopped, the second rotating electrical machine is set to a power generation mode, and the battery is charged by the second rotating electrical machine. The vehicle according to any one of claims 1 to 3.

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