JP2022034724A - Vehicle control device - Google Patents

Abstract

To restrain behavior change in a vehicle when varying travel mode.SOLUTION: A vehicle control device 10 is applied to a vehicle 200 which comprises an engine 20, a first motor 30, a trans-axle 50, a first clutch 40, a second clutch 70, and a second motor 90 as a driver. The vehicle control device 10 comprises a stop control execution part which executes stop control which stop the engine 20 after functioning the second clutch 70 as cut-off state while functioning the first clutch 40 as connection state when switching from hybrid travel mode to electric travel mode and a return control execution part which executes return control which functions the first clutch 40 as cut-off state after the stop control is executed and at the same time functions the second catch 70 as connection state after increasing rotational speed of the first motor 30 and then adapting it to rotational speed of the trans-axle 50. The stop control execution part executes the stop control in such a condition as to transmit drive force from the second motor 90 to the trans-axle 50.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device.

The vehicle control device described in Patent Document 1 is applied to a vehicle including an engine and a motor as drive sources and a transaxle that transmits the driving force of these drive sources to the drive wheels. The vehicle is equipped with a first clutch in which the engine, the motor, and the transaxle are connected in order, and a second clutch in which the connection between the engine and the motor can be disconnected, and a second clutch in which the connection between the motor and the transaxle can be disconnected. There is. The vehicle control device described in Patent Document 1 switches the traveling mode of the vehicle between the hybrid traveling mode and the electric traveling mode by controlling the first clutch and the second clutch. In the hybrid driving mode, the first clutch and the second clutch are connected, and the driving force of both the engine and the motor is transmitted to the transaxle. In the electric traveling mode, the first clutch is disengaged while the second clutch is connected, and only the driving force of the motor is transmitted to the transaxle.

Japanese Unexamined Patent Publication No. 2012-245913

When switching from the hybrid driving mode that uses the driving force of the engine to the electric driving mode that does not use the driving force of the engine, it is necessary to perform stop control for stopping the engine. In stop control, in order to regenerate the energy of the engine with the motor, the connection between the engine and the motor is maintained with the first clutch in the connected state, while the influence of the engine stop does not affect the drive wheels. , The connection between the engine and the motor and the transformer axle may be disconnected with the second clutch disengaged. In such a configuration, the power transmission to the transaxle may be interrupted when shifting from the hybrid driving mode to the electric driving mode, which may cause a change in the behavior of the vehicle. The vehicle control device described in Patent Document 1 does not take these points into consideration, and there is room for improvement.

In the vehicle control device for solving the above problems, an engine as a first drive source, a motor as a second drive source, and a transaxle that transmits the engine and the drive force of the motor to the drive wheels are connected in order. A first disconnection mechanism provided between the engine and the motor, a second disconnection mechanism provided between the motor and the transaxle, and a third connected to the transaxle. It is applied to a vehicle provided with a drive body as a drive source, and by controlling the first disconnection mechanism and the second disconnection mechanism, the vehicle is driven by using the driving force of both the engine and the motor. It is a vehicle control device that switches between a hybrid driving mode and an electric driving mode in which a vehicle is driven using only the driving force of the motor, and has a driving mode switching unit that switches from the hybrid driving mode to the electric driving mode. The traveling mode switching unit includes a stop control execution unit that executes stop control for stopping the engine after the first disconnection / disconnection mechanism is in a connected state and the second disconnection / disconnection mechanism is in a disconnected state, and the stop control. After the stop control is executed by the execution unit, the first disconnection mechanism is put into a disconnection state, and when the first disconnection mechanism is in the disconnection state, the rotation speed of the motor is increased to increase the rotation speed of the transformer. The stop control execution unit includes a return control execution unit that executes return control in which the second disconnection mechanism is connected in accordance with the rotation speed of the axle, and the stop control execution unit drives a driving force from the drive body to the transformer axle. The stop control is executed in the state of transmitting.

In the above stop control, the connection between the engine and the motor and the transaxle is disconnected by the second disconnection mechanism being disconnected. Therefore, the driving force of these engines and motors is not transmitted to the transaxle. In the above configuration, a drive body which is a drive source different from the engine and the motor is connected to the transaxle, and stop control is performed in a state where the drive force is transmitted from the drive body to the transaxle. Therefore, it is possible to suppress interruption of power transmission to the transaxle when shifting from the hybrid driving mode to the electric driving mode. Therefore, according to the above configuration, it is possible to suppress the change in the behavior of the vehicle due to the interruption of the power transmission to the transaxle when the traveling mode is changed.

The schematic diagram which shows the schematic structure of a vehicle. Functional block diagram of the vehicle control device. A flowchart showing a flow of a series of processes related to switching of a driving mode. (A) to (g) are timing charts showing the transition of each parameter related to the switching of the driving mode.

An embodiment of the vehicle control device will be described with reference to FIGS. 1 to 4.
As shown in FIG. 1, the vehicle 200 provided with the vehicle control device 10 is provided with an engine 20 as a first drive source and a first motor 30 as a second drive source. The engine 20 includes a main body portion 20A including a cylinder block, a cylinder head, a cylinder head cover, and the like, and a crankshaft 20B provided so as to project from the main body portion 20A. The first motor 30 includes a stator 31 formed in an annular shape and a rotor 32 arranged at the center of the stator 31 and rotatably provided. The stator 31 has a coil 31A, and rotates the rotor 32 by energizing the coil 31A. Further, the rotor 32 includes a rotor shaft 32A, and generates electricity in the coil 31A by rotating the rotor shaft 32A by an external force in a non-energized state of the coil 31A. In this way, the first motor 30 functions as an electric motor or a generator.

A first clutch 40 as a first disconnection / disconnection mechanism is provided between the engine 20 and the first motor 30. A crankshaft 20B and a rotor shaft 32A are connected to the first clutch 40. The first clutch 40 can continuously change the transmission torque. As the first clutch 40, for example, a wet multi-plate clutch capable of changing the transmission torque by controlling the amount of hydraulic oil and the hydraulic pressure can be adopted. By connecting the first clutch 40, the crankshaft 20B and the rotor shaft 32A are connected. Further, by disengaging the first clutch 40, the connection between the crankshaft 20B and the rotor shaft 32A is disconnected. As described above, the first clutch 40 has a function of disconnecting and connecting the engine 20 and the first motor 30.

Further, the vehicle 200 is provided with a transaxle 50 that transmits the driving force of the engine 20 and the first motor 30 to the drive wheels 61. The transaxle 50 has an automatic transmission 51 and a differential gear 52.

The automatic transmission 51 includes an input shaft 51A, an output shaft 51B, and a transmission unit 51C that changes the gear ratio, which is the ratio of the rotation speeds of the input shaft 51A and the output shaft 51B. The speed change unit 51C is composed of a planetary gear mechanism, and the gear ratio is changed in multiple stages by controlling a clutch and a brake provided inside. The transmission 51C is not limited to the one using the planetary gear mechanism, and a continuously variable transmission or the like can also be adopted.

The output shaft 51B of the automatic transmission 51 is connected to the differential gear 52. The differential gear 52 transmits the power of the output shaft 51B to the left and right drive wheels 61 through the drive shaft 60.

A second clutch 70 as a second disconnection / disconnection mechanism is provided between the first motor 30 and the transaxle 50. The rotor shaft 32A of the first motor 30 and the input shaft 51A of the automatic transmission 51 are connected to the second clutch 70. The second clutch 70 is capable of continuously changing the transmission torque. As the second clutch 70, for example, a wet multi-plate clutch capable of changing the transmission torque by controlling the amount of hydraulic oil and the hydraulic pressure can be adopted. By connecting the second clutch 70, the rotor shaft 32A and the input shaft 51A are connected. Further, by disengaging the second clutch 70, the connection between the rotor shaft 32A and the input shaft 51A is disconnected. As described above, the second clutch 70 has a function of disconnecting and connecting the first motor 30 and the transaxle 50.

The driving force of the engine 20 is transmitted in the order of the first clutch 40, the first motor 30, and the second clutch 70, and is transmitted to the transaxle 50. Further, the driving force of the first motor 30 is transmitted to the transaxle 50 through the second clutch 70. As described above, the vehicle 200 has a power transmission path connected in the order of the engine 20, the first motor 30, and the transaxle 50.

Further, the vehicle 200 is provided with a power switching mechanism 80 connected to the input shaft 51A of the automatic transmission 51 and a second motor 90 connected to the power switching mechanism 80. The second motor 90 corresponds to a drive body as a third drive source. The configuration of the third motor is the same as the configuration of the second motor 90. The rotor shaft 90A of the second motor 90 is connected to the power switching mechanism 80. The driving force of the second motor 90 is transmitted to the transaxle 50 through the power switching mechanism 80. The power switching mechanism 80 is composed of, for example, a known gear mechanism or the like, and the first state in which the driving force of the engine 20 and the first motor 30 is transmitted to the transaxle 50 and the driving force of the second motor 90 are transmitted to the transaxle. The power transmission path can be switched between the second state of transmission to 50 and the second state.

The vehicle 200 is provided with various sensors for detecting the state of the vehicle 200. As various sensors, the engine rotation speed sensor 100 that detects the engine rotation speed Ne, which is the rotation speed of the crank shaft 20B of the engine 20, and the motor rotation speed Nm, which is the rotation speed of the rotor shaft 32A of the first motor 30, are detected. It includes a motor rotation speed sensor 101. Further, the various sensors detect the transmission rotation speed sensor 102 that detects the transmission rotation speed Ni, which is the rotation speed of the input shaft 51A of the automatic transmission 51, the accelerator sensor 103 that detects the operation amount of the accelerator pedal, and the vehicle speed. The vehicle speed sensor 104 is included.

Output signals from various sensors are input to the vehicle control device 10. That is, output signals from the engine rotation speed sensor 100, the motor rotation speed sensor 101, the transmission rotation speed sensor 102, the accelerator sensor 103, the vehicle speed sensor 104, and the like are input to the vehicle control device 10. Further, the vehicle control device 10 calculates the charge rate of the battery mounted on the vehicle 200 from the charge / discharge status of the battery (not shown). The vehicle control device 10 has a CPU, a ROM, and a RAM, and the CPU executes a program stored in the ROM based on output signals from various sensors and the charge rate of the battery to drive the vehicle 200. Control the state.

The vehicle control device 10 includes an electronic control unit 11, an engine controller 12, a first clutch controller 13, a first motor controller 14, a second clutch controller 15, a transaxle controller 16, a power switching mechanism controller 17, and a second motor controller 18. It is configured with.

The electronic control unit 11 sets each control amount of the vehicle 200 by performing an operation based on output signals from various sensors. For example, the electronic control unit 11 calculates the required output of the vehicle 200 based on the output signal from the accelerator sensor 103 and the output signal from the vehicle speed sensor 104. In the electronic control unit 11, a map showing the relationship between the accelerator operation amount and the vehicle speed and the required output is obtained and stored in advance by an experiment or a simulation. The electronic control unit 11 calculates the required output of the vehicle 200 based on this map. Then, when the electronic control unit 11 calculates the required output of the vehicle 200, the required output on the engine side, which is the required output of the engine 20, and the required output of the first motor 30 are based on the accelerator operation amount, the vehicle speed, and the charge rate of the battery. Set the required output on the motor side, which is the required output. As a result, the drive amount of the engine 20 and the drive amount of the first motor 30 are set according to the load state and the vehicle speed of the vehicle 200.

The engine controller 12 controls the drive of the engine 20 so that the required output on the engine side can be obtained based on the required output on the engine side set by the electronic control unit 11.
The first clutch controller 13 calculates the target engagement torque of the first clutch 40 based on the engine side required output and the motor side required output set by the electronic control unit 11, the engine rotation speed Ne, the motor rotation speed Nm, and the like. do. Then, the first clutch 40 is controlled to the connected state or the disconnected state by adjusting the hydraulic pressure so that the target fastening torque can be obtained. When the first clutch controller 13 transmits power with the first clutch 40 in the connected state, the first clutch controller 13 switches control between the connected state in which the first clutch 40 is connected and the sliding state in which the first clutch 40 is slid. Is also possible.

The first motor controller 14 controls the first motor 30 so that the required output on the motor side can be obtained based on the required output on the motor side set by the electronic control unit 11.
The second clutch controller 15 calculates the target engagement torque of the second clutch 70 based on the required output of the vehicle 200 calculated by the electronic control unit 11, the motor rotation speed Nm, the transmission rotation speed Ni, and the like. Then, the second clutch 70 is controlled to the connected state or the disconnected state by adjusting the hydraulic pressure so that the target fastening torque can be obtained. When the second clutch controller 15 transmits power with the second clutch 70 in the connected state, the control is switched between the connected state in which the second clutch 70 is connected and the sliding state in which the second clutch 70 is slid. Is also possible.

The transaxle controller 16 calculates an appropriate gear ratio in the current operating state based on the accelerator operation amount and the vehicle speed. Then, the automatic transmission 51 is controlled so as to have the calculated gear ratio. As a result, the gear ratio in the automatic transmission 51 is automatically changed.

The power switching mechanism controller 17 controls the power switching mechanism 80 to switch the transmission of power of the automatic transmission 51 to the input shaft 51A between the first motor 30 side and the second motor 90 side. That is, the state of the power switching mechanism 80 is the first state in which the driving force is transmitted from the engine 20 and the first motor 30 to the transaxle 50, and the second state in which the driving force is transmitted from the second motor 90 to the transaxle 50. Switch with the state.

The second motor controller 18 sets the second motor 90 so that the driving force of the second motor 90 is transmitted to the transaxle 50 when the power switching mechanism 80 is in the second state by the power switching mechanism controller 17. Control.

Such a vehicle control device 10 travels the vehicle 200 in the traveling mode of the vehicle 200 only by the driving force of the first motor 30 at a low load / low vehicle speed such as when the vehicle 200 starts from a stopped state. Set to the electric driving mode. In this case, the first motor 30 is driven with the first clutch 40 in the disengaged state, the second clutch 70 in the connected state, and the power switching mechanism 80 in the first state. As a result, the driving force of the first motor 30 is transmitted to the transaxle 50 to drive the vehicle 200. Further, for example, when the vehicle 200 is traveling at high speed or under a heavy load, the traveling mode of the vehicle 200 is set to a hybrid traveling mode in which the vehicle 200 is driven by using the driving force of both the engine 20 and the first motor 30. In this case, the power switching mechanism 80 is set to the first state and the engine 20 is driven while the first clutch 40 and the second clutch 70 are connected. As a result, the driving force of the engine 20 and the first motor 30 is transmitted to the transaxle 50 to drive the vehicle 200.

Further, as shown in FIG. 2, the vehicle control device 10 has a traveling mode switching unit 110 that switches the traveling mode of the vehicle 200 from the hybrid traveling mode to the electric traveling mode as a functional unit. The traveling mode switching unit 110 includes a power switching control unit 120, a stop control execution unit 130, and a return control execution unit 140 as functional units.

The power switching control unit 120 has a second state in which the driving force is transmitted from the engine 20 and the first motor 30 to the transaxle 50 prior to the execution of the stop control for stopping the engine 20 when switching the traveling mode. Power switching control for switching to a state in which the driving force is transmitted from the motor 90 to the transaxle 50 is executed. The power switching control unit 120 is composed of an electronic control unit 11, a power switching mechanism controller 17, and a second motor controller 18, and as functional units, a switching determination unit 121, a second motor drive unit 122, and a power switching unit It is equipped with 123.

The switching determination unit 121 determines whether or not to switch the traveling mode of the vehicle 200 from the hybrid traveling mode to the electric traveling mode. The switching determination unit 121 determines, for example, that the operation state for switching to the electric travel mode is set when the accelerator operation amount becomes 0 during the execution of the hybrid travel mode.

The second motor drive unit 122 drives the second motor 90 when the switching determination unit 121 determines the switching of the traveling mode. In the present embodiment, the second motor drive unit 122 sets the drive amount of the second motor 90 based on the required output of the vehicle 200 at that time.

The power switching unit 123 switches the power switching mechanism 80 from the first state to the second state after the second motor 90 is driven by the second motor drive unit 122. As a result, the state in which the driving force is transmitted from the engine 20 and the first motor 30 to the transaxle 50 is switched to the state in which the driving force is transmitted from the second motor 90 to the transaxle 50.

The stop control execution unit 130 executes stop control for stopping the engine 20 in a state where the power transmission path is switched by the power switching control unit 120 and the driving force is transmitted from the second motor 90 to the transaxle 50. .. In the stop control, the engine 20 is stopped after the second clutch 70 is in the disengaged state while the first clutch 40 is in the connected state. The stop control execution unit 130 is composed of an electronic control unit 11, an engine controller 12, a first motor controller 14, and a second clutch controller 15, and as functional units, a stop control start unit 131, an engine stop unit 132, and an engine stop unit 132. A stop control end unit 133 is provided.

The stop control start unit 131 starts the stop control in a state where the power switching control is completed and the driving force is transmitted from the second motor 90 to the transaxle 50. The stop control start unit 131 starts the stop control by disengaging the second clutch 70.

The engine stop unit 132 stops the engine 20 by performing a fuel cut when the second clutch 70 is in the disengaged state by the stop control start unit 131.
The stop control end unit 133 ends the stop control based on whether or not the engine 20 has stopped after the fuel cut is performed by the engine stop unit 132. In the present embodiment, the stop control end unit 133 ends the stop control when the engine rotation speed Ne becomes 0.

The return control execution unit 140 executes the return control after the stop control is executed by the stop control execution unit 130. In the return control, the first clutch 40 is in the disengaged state, and when the first clutch 40 is in the disengaged state, the rotation speed of the first motor 30 is increased to match the rotation speed of the transaxle 50. The second clutch 70 is in the connected state. The return control execution unit 140 is composed of an electronic control unit 11, a first clutch controller 13, a first motor controller 14, a second clutch controller 15, a power switching mechanism controller 17, and a second motor controller 18. The return control execution unit 140 includes a return control start unit 141, a first motor drive unit 142, a rotation speed determination unit 143, a second clutch connection unit 144, a power return unit 145, and a return control end unit 146 as functional units. ing.

The return control start unit 141 starts the return control when the stop control is terminated by the stop control end unit 133. The return control start unit 141 starts the return control by disengaging the first clutch 40.

When the return control is started by the return control start unit 141, the first motor drive unit 142 drives the first motor 30 to increase the motor rotation speed.
When the first motor 30 is driven by the first motor drive unit 142, the rotation speed determination unit 143 sets the motor rotation speed Nm to the transmission based on the output signals from the motor rotation speed sensor 101 and the transmission rotation speed sensor 102. It is determined whether or not the rotation speed is equal to Ni.

The second clutch connection unit 144 controls the second clutch 70 to the connected state when the rotation speed determination unit 143 determines that the motor rotation speed Nm and the transmission rotation speed Ni are equal to each other.

The power return unit 145 switches the power switching mechanism 80 from the second state to the first state when the second clutch 70 is controlled to the connected state by the second clutch connection unit 144. As a result, the state in which the driving force is transmitted from the second motor 90 to the transaxle 50 is restored to the state in which the driving force is transmitted from the first motor 30 to the transaxle 50.

The return control end unit 146 stops driving the second motor 90 when the power switching mechanism 80 is switched to the first state by the power return unit 145. As a result, the return control is terminated.

Next, with reference to FIG. 3, a series of processing flow related to switching from the hybrid traveling mode to the electric traveling mode executed by the vehicle control device 10 will be described. This series of processes is repeatedly executed at predetermined control cycles.

As shown in FIG. 3, when the vehicle control device 10 starts this series of processes, the traveling mode switching unit 110 first executes power switching control. In the power switching control, the switching determination unit 121 determines whether or not the traveling mode of the vehicle 200 is switched from the hybrid traveling mode to the electric traveling mode (step S300). In this process, when the hybrid driving mode is being executed and the accelerator operation amount is 0, it is determined that the vehicle is in the driving state of switching the driving mode of the vehicle 200 to the electric driving mode (step S300: YES). .. When the travel mode switching determination is made in this way, the second motor drive unit 122 next drives the second motor 90 (step S301). In this state, since the power switching mechanism 80 is still in the first state, the driving force of the second motor 90 is not transmitted to the transaxle 50.

Then, when the second motor 90 is driven, the power switching unit 123 next switches the power switching mechanism 80 from the first state to the second state (step S302). As a result, the state in which the driving force is transmitted from the engine 20 and the first motor 30 to the transaxle 50 is switched to the state in which the driving force is transmitted from the second motor 90 to the transaxle 50. Since the driving force of the second motor 90 is set based on the required output of the vehicle 200, the change in the behavior of the vehicle 200 due to switching the state of the power switching mechanism 80 can be suppressed.

Next, the traveling mode switching unit 110 executes stop control for stopping the engine 20. In the stop control, the stop control start unit 131 starts the stop control by disengaging the second clutch 70 (step S303). Then, after the second clutch 70 is disconnected while the first clutch 40 is connected in this way, the engine stop unit 132 then performs a fuel cut to stop the engine 20 (step S304).

Next, the stop control end unit 133 determines whether or not the engine rotation speed Ne becomes 0 (step S305). In this process, when the engine 20 is still in the stopping process and the engine rotation speed Ne is not 0, a negative determination is made (step S305: NO). In this case, the process of step S305 is repeatedly executed. After that, when the engine 20 is stopped and the engine rotation speed Ne becomes 0, a positive determination is made in the process of step S305 (step S305: YES), and the stop control is terminated by the stop control end unit 133. In this way, the engine 20 is stopped.

When the stop control is completed, the traveling mode switching unit 110 executes the return control. In the return control, the return control start unit 141 starts the return control by disengaging the first clutch 40 (step S306). Then, in the state where the first clutch 40 is disengaged and the connection between the engine 20 and the first motor 30 is disconnected, the first motor drive unit 142 drives the first motor 30 to rotate the motor speed. Nm is increased (step S307). After that, the rotation speed determination unit 143 determines whether or not the motor rotation speed Nm is equal to the transmission rotation speed Ni (step S308). Immediately after driving the first motor 30, the motor rotation speed Nm has not risen to the transmission rotation speed Ni, and a negative determination is made in this process (step S308: NO). In this case, the process of step S308 is repeatedly executed. After that, when the motor rotation speed Nm rises to the transmission rotation speed Ni, a positive determination is made in the process of step S308 (step S308: YES), and then the process proceeds to step S309. In the process of step S309, the second clutch connecting portion 144 controls the second clutch 70 to the connected state. After that, the power return unit 145 switches the power switching mechanism 80 from the second state to the first state. As a result, the state in which the driving force is transmitted from the second motor 90 to the transaxle 50 is restored to the state in which the driving force is transmitted from the first motor 30 to the transaxle 50 (step S310). After that, the return control end unit 146 stops driving the second motor 90 (step S311). As a result, the return control is terminated, and a series of processes related to switching from the hybrid traveling mode to the electric traveling mode is terminated.

On the other hand, when the electric driving mode is being executed or the hybrid driving mode is being executed but the accelerator operation amount is not 0, the switching determination unit 121 makes a negative determination in the process of step S300. (Step S300: NO). In this case, since the driving mode of the vehicle 200 is not in the operating state of switching from the hybrid traveling mode to the electric traveling mode, the traveling mode switching unit 110 ends this series of processes without performing the subsequent processes.

Next, the operation and effect of this embodiment will be described with reference to FIG.
(1) Before the timing t1 in FIG. 4, as shown in FIGS. 4A to 4C, (e), and (f), the engine 20 and the first motor 30 are driven by the accelerator operation. The first clutch 40 and the second clutch 70 are in a connected state. Further, as shown in FIGS. 4 (d) and 4 (g), the second motor 90 is not driven, and the power switching mechanism 80 is controlled to the first state. Therefore, the driving force is transmitted from the engine 20 and the first motor 30 to the transaxle 50, and the vehicle 200 is traveling in the hybrid traveling mode.

After that, as shown in FIG. 4A, when the accelerator operation amount becomes 0 at the timing t1, the hybrid traveling mode is switched to the electric traveling mode. That is, as shown in FIG. 4D, the vehicle control device 10 first drives the second motor 90 at the timing t1 when the accelerator operation amount becomes 0. Then, when the rotation speed of the second motor 90 rises to the rotation speed set based on the required output of the vehicle (timing t2), as shown in FIG. 4 (g), the power switching mechanism 80 is changed from the first state to the first state. Switch to 2 states. By executing the power switching control in this way, the driving force is transmitted from the second motor 90 to the transaxle 50 from the state in which the driving force is transmitted from the engine 20 and the first motor 30 to the transaxle 50 in the state of the vehicle 200. Switch to the state where it is.

After that, as shown in FIG. 4 (f), the vehicle control device 10 disengages the second clutch 70 and executes fuel cut to execute stop control of the engine 20. As a result, the engine 20 is stopped in a state where the connection between the engine 20 and the first motor 30 and the transaxle 50 is disconnected. As shown in FIG. 4B, the rotation speed of the engine 20 (engine rotation speed Ne) decreases after the timing t2 when the fuel cut is executed. In this process, as shown in FIG. 4 (e), the first clutch 40 is in the connected state and the engine 20 and the first motor 30 are connected. Therefore, as shown in FIG. 4 (c), the first clutch 40 is connected. The rotation speed of one motor 30 (motor rotation speed Nm) decreases in the same manner as the rotation speed of the engine 20. In the first motor 30, the kinetic energy of the engine 20 is regenerated as electric energy in the process of stopping the engine 20. After that, as shown in FIG. 4B, when the rotation speeds of the engine 20 and the first motor 30 become 0 at the timing t3, the vehicle control device 10 ends the stop control of the engine 20 and executes the return control. .. At the timing t3, the rotation speed of the first motor 30 is also 0.

At the timing t3 when the stop control is completed, the vehicle control device 10 sets the first clutch 40 in the disengaged state as shown in FIG. 4 (e). Then, as shown in FIG. 4C, the first motor 30 is driven. As a result, the rotation speed of the first motor 30 is increased in a state where the connection between the engine 20 and the first motor 30 is disconnected. After that, at the timing t4 when the rotation speed of the first motor 30 rises to the transmission rotation speed Ni, the power switching mechanism 80 is switched from the second state to the first state as shown in FIG. 4 (g). Then, as shown in FIG. 4 (f), the second clutch 70 is in the connected state. As a result, the state in which the driving force is transmitted from the second motor 90 to the transaxle 50 is restored to the state in which the driving force is transmitted from the first motor 30 to the transaxle 50. Further, at the timing t4, as shown in FIG. 4D, the driving of the second motor 90 is stopped. As a result, the rotation speed of the second motor 90 becomes 0 at the timing t5. The vehicle control device 10 ends the return control by stopping the drive of the second motor 90, and completes the switching of the traveling mode.

As described above, in the present embodiment, the stop control is performed in a state where the driving force is transmitted from the second motor 90, which is a driving source different from the engine 20 and the first motor 30, to the transaxle 50. Therefore, when shifting from the hybrid traveling mode to the electric traveling mode, it is possible to prevent the power transmission to the transaxle 50 from being interrupted. Therefore, it is possible to suppress the change in the behavior of the vehicle 200 due to the interruption of the power transmission to the transaxle 50 when the traveling mode is changed.

(2) In the stop control, the engine 20 is stopped after the second clutch 70 is in the disengaged state. Therefore, it is not necessary to put the second clutch 70 in the slipped state in order to transmit the driving force to the transaxle 50, and it is possible to suppress the wear of the second clutch 70 caused by the slipped state.

(3) In the power switching control, the drive amount of the second motor 90 is set based on the required output of the vehicle 200. Therefore, it is possible to suppress the change in the behavior of the vehicle 200 before and after the switching when the power switching mechanism 80 is switched from the first state to the second state.

(4) In the return control, the motor rotation speed Nm is adjusted to the transmission rotation speed Ni, and then the second clutch 70 is connected. Therefore, it is possible to suppress the change in the behavior of the vehicle 200 before and after the switching when the second clutch 70 is switched from the disengaged state to the connected state.

This embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
-In the return control, the state of the power switching mechanism 80 is switched after the second clutch 70 is connected. Instead of such a configuration, the second clutch 70 may be connected after switching the state of the power switching mechanism 80. Even with such a configuration, by adjusting the motor rotation speed Nm to the transmission rotation speed Ni and connecting the second clutch 70, it is possible to suppress changes in the behavior of the vehicle 200 before and after the connection of the second clutch 70. Is possible.

-In the return control, these are equal when the motor rotation speed Nm and the transmission rotation speed Ni match, and when the difference between the motor rotation speed Nm and the transmission rotation speed Ni is equal to or less than a predetermined value. It may be determined that the second clutch 70 is connected.

-The return control may be started before the end of the engine stop control. That is, after the fuel cut is performed by the stop control and before the engine rotation speed Ne decreases to 0, the first clutch 40 may be in the disengaged state and the driving of the first motor 30 may be started. According to such a configuration, although the amount of energy regeneration by the first motor 30 is reduced, it is possible to switch the traveling mode at an early stage.

In the power switching control, the power switching mechanism 80 is switched from the first state to the second state after driving the second motor 90, but the power switching mode is not limited to this. For example, the second motor 90 may be driven after the power switching mechanism is switched from the first state to the second state. That is, it is also possible to change the order of the processing of step S301 and the processing of step S302 in FIG. In the power switching control, it is desirable to drive the second motor 90 at an appropriate timing in order to suppress a change in the behavior of the vehicle 200 when the power switching mechanism 80 is switched from the first state to the second state.

The setting mode of the drive amount of the second motor 90 in the power switching control is not limited to the above embodiment. In short, the drive amount and drive mode of the second motor 90 may be set so that the vehicle speed does not change before and after the power is switched. With such a configuration, it is possible to further suppress the change in the behavior of the vehicle 200 when the traveling mode is changed.

-In the stop control, the stop control is terminated based on the engine rotation speed Ne becoming 0, but the stop control may be terminated based on the motor rotation speed Nm becoming 0.
Although the configuration in which the second motor 90 as the third drive source is connected to the input shaft 51A of the automatic transmission 51 via the power switching mechanism 80 has been described, the connection mode to the transaxle 50 in the third drive source is described. Not limited to this. For example, it may be connected to the output shaft 51B of the automatic transmission 51, or may be connected to the transmission unit 51C.

In the above embodiment, the power switching mechanism 80 is provided to transmit the driving force of the engine 20 and the first motor 30 to the transaxle 50 and the driving force of the second motor 90 to the transaxle 50. The configuration is switched between the second state and the configuration, but such a configuration can be changed. For example, in a state where the driving force of the first motor 30 is transmitted to the input shaft 51A, the driving force of the second motor 90 can be additionally transmitted to the input shaft 51A. In this configuration, when the driving mode is switched from the hybrid driving mode to the electric driving mode, the second motor 90 is driven and stopped in a state where the driving force is additionally transmitted from the second motor 90 to the transaxle 50. By executing the control, the same operation and effect as those of the above embodiment can be obtained.

-Although the second motor 90 is adopted as the drive body as the third drive source, the drive body is not limited to this. For example, in addition to a motor or the like that is electrically driven, a driving body that is driven by heat or magnetic force to generate power may be used to transmit the driving force to the transaxle 50.

10 ... Vehicle control device 11 ... Electronic control unit 12 ... Engine controller 13 ... 1st clutch controller 14 ... 1st motor controller 15 ... 2nd clutch controller 16 ... Transaxle controller 17 ... Power switching mechanism controller 18 ... 2nd motor controller 20 ... Engine 20A ... Main body 20B ... Crank shaft 30 ... First motor 31 ... Stator 31A ... Coil 32 ... Rotor 32A ... Rotor shaft 40 ... First clutch 50 ... Trans axle 51 ... Automatic transmission 51A ... Input shaft 51B ... Output shaft 51C ... Shift 52 ... Differential gear 60 ... Drive shaft 61 ... Drive wheel 70 ... Second clutch 80 ... Power switching mechanism 90 ... Second motor 90A ... Rotor shaft 100 ... Engine rotation speed sensor 101 ... Motor rotation speed sensor 102 ... Shift Machine rotation speed sensor 103 ... Accelerator sensor 104 ... Vehicle speed sensor 110 ... Driving mode switching unit 120 ... Power switching control unit 121 ... Switching judgment unit 122 ... Second motor drive unit 123 ... Power switching unit 130 ... Stop control execution unit 131 ... Stop Control start unit 132 ... Engine stop unit 133 ... Stop control end unit 140 ... Return control execution unit 141 ... Return control start unit 142 ... First motor drive unit 143 ... Rotation speed determination unit 144 ... Second clutch connection unit 145 ... Power return Part 146 ... Return control end part 200 ... Vehicle

Claims (1)

An engine as a first drive source, a motor as a second drive source, and a transaxle that transmits the engine and the driving force of the motor to the drive wheels are connected in order, and are provided between the engine and the motor. Applicable to a vehicle including a first disconnection mechanism provided, a second disconnection mechanism provided between the motor and the transaxle, and a drive body as a third drive source connected to the transaxle. Being done
By controlling the first disconnection mechanism and the second disconnection mechanism, a hybrid traveling mode in which the vehicle is driven by using the driving force of both the engine and the motor, and only the driving force of the motor are used. It is a vehicle control device that switches between the electric driving mode in which the vehicle is driven.
It has a driving mode switching unit that switches from the hybrid driving mode to the electric driving mode.
The traveling mode switching unit is
A stop control execution unit that executes stop control for stopping the engine after the first disconnection mechanism is in the connected state and the second disconnection mechanism is in the disconnected state.
After the stop control is executed by the stop control execution unit, the first disconnection mechanism is put into a disconnection state, and the rotation speed of the motor is increased when the first disconnection mechanism is in the disconnection state. The transaxle is provided with a return control execution unit that executes return control in which the second disconnection mechanism is connected in accordance with the rotation speed of the transaxle.
The stop control execution unit is a vehicle control device that executes the stop control in a state where the driving force is transmitted from the driving body to the transaxle.

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