JP3901116B2 - Hybrid car - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle capable of traveling with power from an internal combustion engine and power from an electric motor.
[0002]
[Prior art]
Conventionally, as this type of hybrid vehicle, the applicant has proposed a vehicle including an engine connected to a drive shaft via a planetary gear mechanism and an electric motor connected to the drive shaft via a transmission (patent). Reference 1). In this hybrid vehicle, the mode of power output from the motor to the drive shaft can be changed by connecting the motor to the drive shaft via a transmission.
[0003]
[Patent Document 1]
JP 2002-225578 A (FIG. 1)
[0004]
[Problems to be solved by the invention]
Even in such a hybrid vehicle, as with ordinary vehicles, it is a challenge to operate equipment mounted on the vehicle in a good state and to improve the energy efficiency of the vehicle as a whole. It is desirable to perform processing based on the above configuration.
[0005]
One object of the hybrid vehicle of the present invention is to operate the electric motor mounted on the vehicle in a better state. Another object of the hybrid vehicle of the present invention is to improve the energy efficiency of the entire vehicle. Another object of the hybrid vehicle of the present invention is to prevent the driver's unexpected torque from acting.
[0006]
[Means for solving the problems and their functions and effects]
The hybrid vehicle of the present invention employs the following means in order to achieve at least a part of the above object.
[0007]
The first hybrid vehicle of the present invention is
A hybrid vehicle capable of traveling with power from an internal combustion engine and power from an electric motor,
Transmission canceling means for transmitting power from the electric motor to the drive shaft connected to the axle and releasing the transmission;
Shift position detecting means for detecting the shift position;
Vehicle speed detection means for detecting the vehicle speed;
Control for controlling the transmission canceling means so that power from the motor is not transmitted to the drive shaft when neutral is detected as a shift position by the shift position detecting means and a vehicle speed higher than a predetermined vehicle speed is detected by the vehicle speed detecting means. Means,
It is a summary to provide.
[0008]
In the first hybrid vehicle of the present invention, when neutral is detected as a shift position and a vehicle speed equal to or higher than a predetermined vehicle speed is detected, the power from the motor is prevented from being transmitted to the drive shaft connected to the axle. The transmission cancellation | release means which performs transmission of the motive power to and cancellation | release of transmission is controlled. Therefore, the motor can be stopped when the shift is made neutral during traveling. As a result, it is possible to suppress the influence of the counter electromotive force of the motor caused by the rotation of the motor, that is, the unexpected braking torque.
[0009]
The second hybrid vehicle of the present invention is
A hybrid vehicle capable of traveling with power from an internal combustion engine and power from an electric motor,
Transmission canceling means for transmitting power from the electric motor to the drive shaft connected to the axle and releasing the transmission;
Shift position detecting means for detecting the shift position;
A rotational speed detection means for detecting the rotational speed of the rotating shaft of the electric motor;
When the neutral is detected as the shift position by the shift position detecting means, and the rotational speed more than a predetermined rotational speed is detected by the rotational speed detecting means, the transmission canceling means is arranged so that the power from the electric motor is not transmitted to the drive shaft. Control means for controlling;
It is a summary to provide.
[0010]
In the second hybrid vehicle of the present invention, when the neutral is detected as the shift position and the rotational speed of the motor is equal to or higher than the predetermined rotational speed, the motor is driven so that the power from the motor is not transmitted to the drive shaft connected to the axle. A transmission canceling means for transmitting power to the shaft and canceling the transmission is controlled. Therefore, the motor can be stopped when the shift is made neutral during traveling. As a result, it is possible to suppress the influence of the counter electromotive force of the motor caused by the rotation of the motor, that is, the unexpected braking torque.
[0011]
In such a first or second hybrid vehicle of the present invention, the control means uses the shift position detection means while the power from the electric motor is not transmitted to the drive shaft by the transmission release means. When the travel position is detected as the shift position, the transmission canceling means may be controlled so that the power from the electric motor is transmitted to the drive shaft. In this way, it is possible to quickly respond to the driver's intention to travel.
[0012]
In the third hybrid vehicle of the present invention,
A hybrid vehicle capable of traveling with power from an internal combustion engine and power from an electric motor,
Transmission canceling means for transmitting power from the electric motor to the drive shaft connected to the axle and releasing the transmission;
Target drive state setting means for setting a target drive state of the electric motor based on a driver's operation;
When the target drive state setting means sets a target drive state within a predetermined drive state range including a drive state in which the torque to be output from the motor is 0, the power from the motor is transmitted to the drive shaft. Control means for controlling the transmission release means so as not to be
It is a summary to provide.
[0013]
In the third hybrid vehicle of the present invention, when a target drive state within a predetermined drive state range including a drive state where the torque to be output from the electric motor is 0 based on the operation of the driver is set, Transmission canceling means for transmitting and releasing the power from the motor to the drive shaft is controlled so that the power from the motor is not transmitted to the drive shaft connected to the axle. Since the efficiency of the electric motor often decreases within a predetermined driving state range including a driving state in which the output torque is a value 0, the driving of the electric motor in such a low efficiency range can be suppressed. . As a result, the energy efficiency of the entire vehicle can be improved. Here, the “predetermined driving state range” may be a predetermined power range including a value 0 or a predetermined torque range including a value 0.
[0014]
In such a third hybrid vehicle of the present invention, the control means is configured such that the target drive state setting means performs the predetermined drive while the power from the electric motor is not transmitted to the drive shaft by the transmission release means. When the target drive state outside the range of the drive state is set, the transmission canceling unit may be controlled so that the power from the electric motor is transmitted to the drive shaft. In this way, it is possible to quickly respond to the driver's intention.
[0015]
The fourth hybrid vehicle of the present invention is
A hybrid vehicle capable of traveling with power from an internal combustion engine and power from an electric motor,
Transmission canceling means for transmitting power from the electric motor to the drive shaft connected to the axle and releasing the transmission;
Temperature detecting means for detecting the temperature of the electric motor;
Target power setting means for setting target power to be output from the internal combustion engine and the electric motor based on a driver's operation;
When the temperature detection means detects a temperature equal to or higher than a predetermined temperature and the target power setting means sets a target power less than a predetermined power, the transmission canceling means is controlled so that the power from the motor is not transmitted to the drive shaft. Control means to
It is a summary to provide.
[0016]
In the fourth hybrid vehicle of the present invention, a temperature equal to or higher than a predetermined temperature is detected as the temperature of the electric motor, and a power less than the predetermined power is set as a target power to be output from the internal combustion engine and the electric motor based on the operation of the driver. In this case, transmission canceling means for transmitting and releasing the power from the motor to the drive shaft is controlled so that the power from the motor is not transmitted to the drive shaft connected to the axle. Therefore, it can suppress that the temperature of an electric motor becomes more than predetermined temperature. As a result, the electric motor can be operated in a good state. Here, the “predetermined power” may be within a range of power that can be output from the internal combustion engine while the electric motor is stopped.
[0017]
In such a fourth hybrid vehicle of the present invention, the control means is configured so that the predetermined power is set by the target power setting means while the power from the electric motor is not transmitted to the drive shaft by the transmission release means. When a target power that exceeds the second predetermined power exceeding 2 is set, or when a temperature lower than a second predetermined temperature that is lower than a predetermined temperature is detected by the temperature detection means, the power from the electric motor is applied to the drive shaft. It may be a means for controlling the transmission release means so that it is transmitted. In this way, it is possible to quickly respond to the driver's intention to travel.
[0018]
The first to fourth hybrid vehicles of the present invention include drive shaft rotation speed detection means for detecting the rotation speed of the drive shaft, and the control means is connected to the motor when the transmission release means is connected. The transmission canceling means so that the power from the motor is transmitted to the drive shaft after the motor is driven and controlled to rotate at a rotational speed substantially corresponding to the rotational speed detected by the drive shaft rotational speed detection means. It can also be a means for controlling. In this way, the electric motor can be connected smoothly.
[0019]
In the first to fourth hybrid vehicles of the present invention, the transmission canceling means is a means capable of shifting the power from the motor with a changeable gear ratio and transmitting it to the drive shaft. You can also. If it carries out like this, the motive power from an electric motor can be shifted and transmitted to a drive shaft.
[0020]
In the first to fourth hybrid vehicles of the present invention, the remaining power is connected to the output shaft of the internal combustion engine, the drive shaft, and the third shaft, and the remaining power is input / output to / from any two of the three shafts. It is also possible to include a three-axis power input / output means for inputting / outputting power to the shaft and a second electric motor different from the electric motor capable of inputting / outputting power to / from the third shaft.
[0021]
1st thru | or 4th hybrid vehicle of this invention WHEREIN: It has the 1st rotor connected to the output shaft of the said internal combustion engine, and the 2nd rotor connected to the said drive shaft, and is accompanied by the input-output of electric power. It is also possible to provide a counter-rotor motor that transmits and receives power between the first rotor and the second rotor.
[0022]
In the first to fourth hybrid vehicles of the present invention, the internal combustion engine transmission means for transmitting the power of the output shaft of the internal combustion engine to the axle with a changeable gear ratio, and the internal combustion engine based on the running state of the vehicle And a shift control means for an internal combustion engine that controls the speed ratio of the speed change means.
[0023]
As a superordinate concept including these first to fourth hybrid vehicles, the hybrid vehicle of the present invention is
A hybrid vehicle capable of traveling with power from an internal combustion engine and power from an electric motor,
Transmission canceling means for transmitting power from the electric motor to the drive shaft connected to the axle and releasing the transmission;
Control means for controlling the transmission release means so that power from the electric motor is not transmitted to the drive shaft when the drive demand to the electric motor is low;
It can be considered that the gist is to provide.
[0024]
In the hybrid vehicle of the present invention as this superordinate concept, control is performed so that the power from the motor is not transmitted to the drive shaft when the drive demand to the motor is low. This “when the drive demand to the motor is low” corresponds to “when the shift position is neutral” in the above-described first and second hybrid vehicles, and “output from the motor” in the third hybrid vehicle. Corresponds to “when a target drive state within a range of a predetermined drive state including a drive state with a power torque of 0” is set. In the fourth hybrid vehicle, “the target power to be output from the internal combustion engine and the electric motor” This corresponds to “when target power less than the predetermined power is set”. With such a control, in the hybrid vehicle of the present invention that is conceptualized in this superordinate manner, an effect of suppressing an unexpected braking force as an influence of the counter electromotive force of the motor caused by the motor being driven, An effect of suppressing the driving of the electric motor in a low efficiency range, an effect of operating the electric motor in a good state, and the like can be achieved.
[0025]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the first embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a motor MG2 connected to the power distribution integration mechanism 30 via the transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle. Prepare.
[0026]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.
[0027]
The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to driving wheels 39a and 39b of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38. Note that the three axes connected to the power distribution and integration mechanism 30 when viewed as a drive system are the crankshaft 26 that is the output shaft of the engine 22 connected to the carrier 34, and the rotation shaft of the motor MG1 that is connected to the sun gear 31. The ring gear shaft 32a as a drive shaft is connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.
[0028]
Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and the temperature of the motor MG2. The motor temperature θm from the temperature sensor 46, the phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown), and the like are input, and the motor ECU 40 outputs a switching control signal to the inverters 41 and 42. It is output. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.
[0029]
The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of the double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.
[0030]
The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.
[0031]
The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening acc from the accelerator pedal position sensor 84 to be detected, the brake pedal position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. Has been. Further, the hybrid electronic control unit 70 outputs drive signals and the like to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.
[0032]
The hybrid vehicle 20 of the first embodiment configured in this way is the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are controlled so that T * and the required power P * are calculated and the calculated required torque T * and the required power P * are output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power P * is output from the engine 22, and all the power output from the engine 22 is power distribution integrated. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the mechanism 30, the motor MG1, and the motor MG2 and output to the ring gear shaft 32a, the required power P *, and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that power corresponding to the sum of the power and the power is output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is combined with the power distribution and integration mechanism 30. Required power P * with torque conversion by motor MG1 and motor MG2 Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to the ring gear shaft 32a, and the operation to stop the operation of the engine 22 and output the power corresponding to the required power P * from the motor MG2 to the ring gear shaft 32a. There are motor operation modes to be controlled. In each of these operation modes, the target rotational speed Nm1 * is set so that the motor MG1 has the rotational speed of the operating point at which the engine 22 is efficiently operated, and the rotational speed is controlled, and the motor MG2 is applied to the ring gear shaft 32a. Torque command Tm2 * is set and driven to be controlled so that required torque T * is output.
[0033]
Next, the operation of the hybrid vehicle 20 of the first embodiment, particularly the operation of connecting and disconnecting the motor MG2 will be described. FIG. 3 is a flowchart showing an example of a motor connection process executed by the hybrid electronic control unit 70. This process is repeatedly executed every predetermined time.
[0034]
When the motor connection process is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the shift position SP from the shift position sensor 82, the rotational speed Nm2 of the motor MG2, the state of the brakes B1 and B2, and the vehicle speed sensor 88. Processing for reading data necessary for processing such as the vehicle speed V is executed (step S100). Here, the rotational speed Nm2 of the motor MG2 is input by communication with the rotational speed Nm2 calculated by the motor ECU 40, and the state of the brakes B1 and B2 is read immediately before being output from the output port of the hybrid electronic control unit 70. This is performed by reading the on / off signal stored in the RAM 76 at a predetermined address.
[0035]
Subsequently, it is determined whether or not the shift position SP is neutral (hereinafter referred to as N range) (step S110). When the shift position SP is not in the N range, it is determined whether both the brakes B1 and B2 are turned off (step S120). Here, since both brakes B1 and B2 are not normally turned off, this determination is a negative result, and this routine is terminated. In other words, in the normal traveling state, the motor connection process is completed only by reading the information.
[0036]
If the driver operates the shift lever 81 and the shift position SP is set to the N range during traveling, a positive result is obtained in step S110, and it is determined whether or not the vehicle speed V is equal to or higher than the threshold value Vref (step S150). ). Here, the threshold value Vref is set as a vehicle speed at which the back electromotive force of the motor MG2 generated when the motor MG2 is rotated cannot be ignored. When the vehicle speed V is less than the threshold value Vref, it is determined that it is not necessary to consider the counter electromotive force of the motor MG2, and this process is terminated. When the vehicle speed V is equal to or greater than the threshold value Vref, a large counter electromotive force is generated in the motor MG2. The brakes B1 and B2 are both turned off so as not to be activated (step S160), and this process ends.
[0037]
When the driver operates the shift lever 81 after the brakes B1 and B2 are both turned off so as not to generate a large counter electromotive force in the motor MG2, the brake position is braked in step S120 when the shift position SP is set to a position other than the N range. It is determined that both B1 and B2 are off, and the motor MG2 is controlled to rotate at a rotational speed calculated by multiplying the vehicle speed V by the gear ratio k when the vehicle is in the Hi gear state (step S130). The brake B1 is turned on to place the transmission 60 in the Hi gear state (step S140), and this process is terminated. By connecting the motor MG2 in this way, torque shock that may occur at the time of connection can be suppressed.
[0038]
According to the hybrid vehicle 20 of the first embodiment described above, when the driver operates the shift lever 81 to the N range during traveling, the brakes B1 and B2 are turned off and the motor MG2 is disconnected from the ring gear shaft 32a. The influence of the counter electromotive force of the motor MG2 generated by rotating the MG2, that is, the unexpected braking torque can be suppressed. Further, in the hybrid vehicle 20 of the first embodiment, when the driver operates the shift lever 81 to the N range during traveling, the disconnected motor MG2 is immediately connected when the driver operates the shift lever 81 to the N range. Can respond quickly to the will. In addition, when the motor MG2 is connected, after the motor MG2 is controlled so that the connection state becomes the Hi gear state and the rotation speed of the motor MG2 becomes the rotation speed when the Hi gear state is set. Since the connection is made, torque shock that may occur when the motor MG2 is connected can be suppressed.
[0039]
In the hybrid vehicle 20 of the first embodiment, when the driver operates the shift lever 81 to the N range while traveling at a vehicle speed equal to or higher than the threshold value Vref, the brakes B1 and B2 are turned off and the motor MG2 is turned on the ring gear shaft. 32a, but when the driver operates the shift lever 81 to the N range while the motor MG2 is traveling at a rotational speed equal to or higher than the threshold Nref, the brakes B1 and B2 are turned off and the motor is turned off. The MG2 may be separated from the ring gear shaft 32a. The motor connection process in this case is shown in FIG. The motor connection process of FIG. 4 is obtained by replacing the process of comparing the vehicle speed V and the threshold value Vref in step S150 of the process of FIG. 3 with a process of comparing the rotational speed Nm2 of the motor MG2 and the threshold value Nref. Here, the threshold value Nref is set as the number of rotations of the motor MG2 that is so large that the counter electromotive force of the motor MG2 generated when the motor MG2 is rotated is not negligible. In this way, regardless of the state of the transmission 60, that is, the state of the Lo gear or the state of the Hi gear, the influence of the counter electromotive force of the motor MG2 generated by the rotation of the motor MG2, that is, unexpected. The braking torque can be prevented from acting.
[0040]
Next, a hybrid vehicle 20B as a second embodiment of the present invention will be described. The hybrid vehicle 20B of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIGS. In the following description of the hybrid vehicle 20B of the second embodiment, description will be made using the reference numerals used in the hardware configuration of the hybrid vehicle 20 of the first embodiment. Note that symbols other than the hardware configuration are used as the same meaning unless otherwise specified.
[0041]
In the hybrid vehicle 20B of the second embodiment, the motor MG2 is connected and disconnected by the motor connection process illustrated in FIG. This process is repeatedly executed every predetermined time. When the motor connection processing is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the motor temperature θm and the required torque T * of the motor MG2 from the temperature sensor 46, the rotational speed Nm2 of the motor MG2, and the brakes B1 and B2. Processing for reading data necessary for processing such as status is executed (step S300). Here, the required torque T * is set based on the operation mode, the accelerator opening degree Acc, and the vehicle speed V by a torque control routine (not shown) and written to a predetermined address in the RAM 76, so that the value is read. The reading of the rotational speed Nm2 of the motor MG2 and the state of the brakes B1 and B2 has been described above.
[0042]
Subsequently, it is determined whether or not the read motor temperature θm is lower than the threshold value θref (step S310). Here, the threshold value θref is set as a value lower than the upper limit of the allowable operating temperature of the motor MG2 or a value slightly lower than the upper limit of the temperature range in which the motor MG2 can operate efficiently. Now, let us consider a case where the motor temperature θm changes from a state lower than the threshold value θref to a state equal to or higher than the threshold value θref and again becomes lower than the threshold value θref.
[0043]
First, when the motor temperature θm is lower than the threshold value θref, since the motor temperature θm is lower than the threshold value θref, it is determined whether or not the brakes B1 and B2 are both turned off (step S320). Normally, since both the brakes B1 and B2 are not turned off, this determination is a negative result, and this routine is terminated. In other words, in the normal traveling state, the motor connection process is completed only by reading the information.
[0044]
When the motor temperature θm is equal to or higher than the threshold value θref, in step S310 Negative It is determined whether or not the required torque T * is less than the threshold value Tref (step S350). Here, the threshold value Tref is set as a required torque that can be traveled only by the power from the engine 22 even when the motor MG2 is stopped, and can be determined by the accelerator opening Acc, the vehicle speed V, or the like. When the required torque T * is equal to or greater than the threshold value Tref, it is determined that the power from the motor MG2 is also necessary, and this process ends. When the required torque T * is less than the threshold value Tref, the vehicle can travel only with the power from the engine 22. Judgment is made, both the brakes B1 and B2 are turned off, the motor MG2 is disconnected (step S360), and this process is terminated.
[0045]
When the motor temperature θm becomes equal to or higher than the threshold θref and the motor MG2 is disconnected and then the motor temperature θm becomes lower than the threshold θref, it is determined in step S320 that both the brakes B1 and B2 are off, and the motor MG2 Is multiplied by the gear ratio k in the Hi gear state to control the motor MG2 to rotate at the number of revolutions calculated (step S330), the brake B1 is turned on and the transmission 60 is in the Hi gear state (step S340). ), This process is terminated. By connecting the motor MG2 in this way, torque shock that may occur at the time of connection can be suppressed.
[0046]
According to the hybrid vehicle 20B of the second embodiment described above, when the temperature θm of the motor MG2 becomes equal to or higher than the threshold θref, the brakes B1 and B2 are turned off and the motor MG2 is disconnected from the ring gear shaft 32a. Can be stopped and cooled. As a result, it is possible to prevent the motor MG2 from being operated in a high temperature state with low efficiency. Moreover, even if the temperature θm of the motor MG2 is equal to or higher than the threshold value θref, the motor MG2 is driven as it is when the required torque T * is large, so that it can be adapted to the driver's travel request. In the hybrid vehicle 20B of the second embodiment, when the motor MG2 is connected when the temperature θm of the motor MG2 is less than the threshold θref, the connection state is changed to the Hi gear state and the rotation of the motor MG2 is performed. Since the connection is made after the motor MG2 is controlled so that the number of revolutions becomes the number of revolutions when the state is set to the Hi gear state, torque shock that may occur when the motor MG2 is connected can be suppressed.
[0047]
Next, a hybrid vehicle 20C as a third embodiment of the present invention will be described. The hybrid vehicle 20C of the third embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIGS. In the following description of the hybrid vehicle 20C of the third embodiment, description will be made using the reference numerals used in the hardware configuration of the hybrid vehicle 20 of the first embodiment. Note that symbols other than the hardware configuration are used as the same meaning unless otherwise specified.
[0048]
In the hybrid vehicle 20C of the third embodiment, the motor MG2 is connected and disconnected by the motor connection process illustrated in FIG. This process is repeatedly executed every predetermined time. When the motor connection process is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the torque command Tm2 * as the required torque for the motor MG2, the required power Pm2 * for the motor MG2, the state of the brakes B1 and B2, etc. A process of reading data necessary for the above process is executed (step S400). Here, although the torque command Tm2 * of the motor MG2 has been described above, the operation mode, the required torque T * required for the ring gear shaft 32a, the rotational speed of the ring gear shaft 32a (or the vehicle speed V), the state of the transmission 60 (Lo The required power P * output from the engine 22 that is operated at an efficient operation point (the power obtained by adding the charge / discharge power to the battery 50 when the battery 50 is charged / discharged) Is calculated and set when the required torque T * is output to the ring gear shaft 32a by power conversion by the power distribution and integration mechanism 30, the motor MG1, and the motor MG2. The required power Pm2 * for the motor can be calculated by multiplying the torque command Tm2 * by the rotational speed Nm2 of the motor MG2. The reading of the state of the brakes B1 and B2 has been described above.
[0049]
Subsequently, it is determined whether or not the absolute value of the read torque command Tm2 * of the motor MG2 is greater than or equal to the threshold value Tmref and whether or not the read absolute value of the requested power Pm2 * is greater than or equal to the threshold value Pmref (step S410). . Here, the threshold value Tmref is set as a lower limit torque at which the motor MG2 can be efficiently operated or a torque in the vicinity thereof, and the threshold value Pmref is sufficient to cover the required power Pm2 * from the motor MG2 with the power from the engine 22. It is set as a value smaller than the value that can be. Now, the absolute value of the torque command Tm2 * is less than the threshold value Tmref when the absolute value of the torque command Tm2 * of the motor MG2 is greater than or equal to the threshold value Tmref or the absolute value of the required power Pm2 * is greater than or equal to the threshold value Pmref. Consider a case where the absolute value of the power Pm2 * is also less than the threshold value Pmref, and the absolute value of the torque command Tm2 * is again greater than or equal to the threshold value Tmref or the absolute value of the required power Pm2 * is greater than or equal to the threshold value Pmref. .
[0050]
First, in a state where the absolute value of the torque command Tm2 * of the motor MG2 is greater than or equal to the threshold value Tmref or the absolute value of the required power Pm2 * is greater than or equal to the threshold value Pmref, a positive result is obtained in step S410, and the brakes B1 and B2 are It is determined whether or not both are turned off (step S420). Normally, since both the brakes B1 and B2 are not turned off, this determination is a negative result, and this routine is terminated.
[0051]
When the absolute value of torque command Tm2 * of motor MG2 is less than threshold value Tmref and the absolute value of required power Pm2 * is less than threshold value Pmref, in step S410. Negative In order to avoid driving the motor MG2 in an inefficient range, both the brakes B1 and B2 are turned off to disconnect the motor MG2 (step S460), and this process is terminated.
[0052]
When the absolute value of the torque command Tm2 * is equal to or greater than the threshold value Tmref or the absolute value of the required power Pm2 * is equal to or greater than the threshold value Pmref after the motor MG2 is disconnected, both the brakes B1 and B2 are set in step S420. It is determined that the motor MG2 is off, and the motor MG2 is controlled to rotate at a rotation speed calculated by multiplying the vehicle speed V by the gear ratio k when the vehicle is in the Hi gear state (step S430), and the brake B1 is turned on. The transmission 60 is set to the Hi gear state (step S440), and this process is terminated. By connecting the motor MG2 in this way, torque shock that may occur at the time of connection can be suppressed.
[0053]
According to the hybrid vehicle 20C of the third embodiment described above, when the absolute value of the torque command Tm2 * of the motor MG2 is less than the threshold value Tmref and the absolute value of the required power Pm2 * is less than the threshold value Pmref, the brakes B1 and B2 are turned off. Since the motor MG2 is separated from the ring gear shaft 32a, the driving of the motor MG2 in the inefficient range can be suppressed. As a result, the energy efficiency of the entire automobile can be improved. In the hybrid vehicle 20C of the third embodiment, after the motor MG2 is disconnected, the absolute value of the torque command Tm2 * is greater than or equal to the threshold value Tmref or the absolute value of the required power Pm2 * is greater than or equal to the threshold value Pmref. Sometimes, the disconnected motor MG2 is immediately connected, so that it is possible to quickly respond to the driver's will to travel. In addition, when the motor MG2 is connected, after the motor MG2 is controlled so that the connection state becomes the Hi gear state and the rotation speed of the motor MG2 becomes the rotation speed when the Hi gear state is set. Since the connection is made, torque shock that may occur when the motor MG2 is connected can be suppressed.
[0054]
In the hybrid vehicle 20C of the third embodiment, the motor MG2 is connected when the absolute value of the torque command Tm2 * of the motor MG2 is greater than or equal to the threshold value Tmref or the absolute value of the required power Pm2 * is greater than or equal to the threshold value Pmref. The motor MG2 is disconnected when the absolute value of the torque command Tm2 * of the motor MG2 is less than the threshold value Tmref and the absolute value of the required power Pm2 * is also less than the threshold value Pmref. When the absolute value of the torque command Tm2 * of the motor MG2 is equal to or greater than the threshold value Tmref, the motor MG2 is connected, and when the absolute value of the torque command Tm2 * of the motor MG2 is less than the threshold value Tmref, the motor MG2 is disconnected. If the absolute value of the required power Pm2 * of MG2 is greater than or equal to the threshold value Pmref The a state of connecting the motor MG2, may be as disconnecting the motor MG2 when the required power Pm2 * of the absolute value of the motor MG2 is less than a threshold value Pmref.
[0055]
The processing (motor connection processing) related to the disconnection and connection of the motor MG2 in the hybrid vehicles 20, 20B, and 20C shown in FIGS. 1 and 2 has been described above with reference to FIGS. Such motor connection processing may be performed independently, or may be performed by combining any two or three motor connection processing.
[0056]
In the hybrid vehicles 20, 20 </ b> B, and 20 </ b> C of the embodiment, the transmission 60 that can change gears in two stages and that can separate the motor MG <b> 2 from the ring gear shaft 32 a is used, but if the motor MG <b> 2 can be separated from the ring gear shaft 32 a. A stepped transmission of three or more stages may be used, or a continuously variable transmission may be used. Further, the transmission 60 may not be provided.
[0057]
In the hybrid vehicles 20, 20 </ b> B, and 20 </ b> C of the embodiment, when the motor MG <b> 2 is connected, the connection state is set to the Hi gear state and the rotation number when the rotation number of the motor MG <b> 2 is set to the Hi gear state. The motor MG2 is connected after being controlled so that the connection becomes the Lo gear state, and the motor MG2 has the rotation speed when the rotation speed is set to the Lo gear state. The connection may be made after controlling MG2. Alternatively, the Lo MG state or the Hi gear state may be selected from the operation mode when the motor MG2 is to be connected, and the Lo MG state or the Hi gear state may be connected.
[0058]
In the hybrid vehicles 20, 20B, and 20C of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The power of the motor MG2 is transferred to an axle (an axle connected to the wheels 193a and 193b in FIG. 7) different from an axle (an axle to which the drive wheels 39a and 39b are connected) to which the ring gear shaft 32a is connected via the transmission 60. It may be connected.
[0059]
In the hybrid vehicles 20, 20B and 20C of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30. As illustrated in the hybrid vehicle 220 of the eighth modification, an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b are provided. In addition, a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided. Further, as exemplified in the hybrid vehicle 320 in the modification of FIG. 9, a transmission 330 that shifts the power from the engine 22 and outputs it to the drive shaft connected to the axles of the drive wheels 39a and 39b may be provided. Good. In this case, the transmission 330 may be a stepped transmission or a continuously variable transmission. When the transmission 330 that shifts the power from the engine 22 and outputs it to the drive shaft connected to the axles of the drive wheels 39a and 39b is provided, as illustrated in the hybrid vehicle 420 of the modified example of FIG. The power output from the motor MG2 via the transmission 60 may be further shifted by the transmission 330 and transmitted to the drive wheels 39a and 39b. In the example of FIG. 10, a clutch may be used instead of the transmission 60.
[0060]
The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to a first embodiment of the present invention.
FIG. 2 is a configuration diagram showing an example of a configuration of a transmission 60. FIG.
FIG. 3 is a flowchart showing an example of motor connection processing in the hybrid vehicle 20 of the first embodiment.
FIG. 4 is a flowchart illustrating an example of a motor connection process according to a modification.
FIG. 5 is a flowchart showing an example of motor connection processing in the hybrid vehicle 20B of the second embodiment.
FIG. 6 is a flowchart showing an example of motor connection processing in the hybrid vehicle 20C of the third embodiment.
FIG. 7 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.
FIG. 8 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.
FIG. 9 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.
FIG. 10 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 of a modified example.
[Explanation of symbols]
20, 20B, 20C, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 3a 1st pinion gear, 63b 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 193a, 193b Drive wheel, 230 Pair rotor motor, 232 Inner rotor, 234 Outer rotor, 330 Transmission , MG1, MG2 motor, B1, B2 brake.

Claims (16)

A hybrid vehicle comprising an internal combustion engine capable of outputting power to a drive shaft connected to an axle and an electric motor capable of outputting power to the drive shaft ,
A transmission release means that is provided between the electric motor and the drive shaft, and transmits and releases only power from the electric motor to the drive shaft ;
Shift position detecting means for detecting the shift position;
Vehicle speed detection means for detecting the vehicle speed;
Control for controlling the transmission canceling means so that power from the motor is not transmitted to the drive shaft when neutral is detected as a shift position by the shift position detecting means and a vehicle speed higher than a predetermined vehicle speed is detected by the vehicle speed detecting means. Means,
A hybrid car with A hybrid vehicle comprising an internal combustion engine capable of outputting power to a drive shaft connected to an axle and an electric motor capable of outputting power to the drive shaft ,
A transmission release means that is provided between the electric motor and the drive shaft, and transmits and releases only power from the electric motor to the drive shaft ;
Shift position detecting means for detecting the shift position;
A rotational speed detection means for detecting the rotational speed of the rotating shaft of the electric motor;
When the neutral is detected as the shift position by the shift position detecting means, and the rotational speed more than a predetermined rotational speed is detected by the rotational speed detecting means, the transmission canceling means is arranged so that the power from the electric motor is not transmitted to the drive shaft. Control means for controlling;
A hybrid car with   When the driving position is detected as the shift position by the shift position detecting means while the power from the electric motor is not transmitted to the drive shaft by the transmission releasing means, the control means 3. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is a means for controlling the transmission release means so that power from the electric motor is transmitted to the drive shaft. A hybrid vehicle comprising an internal combustion engine capable of outputting power to a drive shaft connected to an axle and an electric motor capable of outputting power to the drive shaft ,
A transmission release means that is provided between the electric motor and the drive shaft, and transmits and releases only power from the electric motor to the drive shaft ;
Target drive state setting means for setting a target drive state of the electric motor based on a driver's operation;
When the target drive state setting means sets a target drive state within a predetermined drive state range including a drive state in which the torque to be output from the motor is 0, the power from the motor is transmitted to the drive shaft. Control means for controlling the transmission release means so as not to be
A hybrid car with   The hybrid vehicle according to claim 4, wherein the range of the predetermined driving state is a predetermined power range including a value of zero.   The hybrid vehicle according to claim 4 or 5, wherein the range of the predetermined drive state is a range of a predetermined torque including a value of zero.   The control means has a target drive state outside the range of the predetermined drive state by the target drive state setting means while the power from the electric motor is not transmitted to the drive shaft by the transmission release means. The hybrid vehicle according to any one of claims 4 to 6, which is means for controlling the transmission release means so that the power from the electric motor is transmitted to the drive shaft when set. A hybrid vehicle comprising an internal combustion engine capable of outputting power to a drive shaft connected to an axle and an electric motor capable of outputting power to the drive shaft ,
A transmission release means that is provided between the electric motor and the drive shaft, and transmits and releases only power from the electric motor to the drive shaft ;
Temperature detecting means for detecting the temperature of the electric motor;
Target power setting means for setting target power to be output from the internal combustion engine and the electric motor based on a driver's operation;
When the temperature detection means detects a temperature equal to or higher than a predetermined temperature and the target power setting means sets a target power less than a predetermined power, the transmission canceling means is controlled so that the power from the motor is not transmitted to the drive shaft. Control means to
A hybrid car with   The hybrid vehicle according to claim 8, wherein the predetermined power is within a range of power that can be output from the internal combustion engine with the electric motor stopped. When the target power exceeding the predetermined power is set by the target power setting means while the power from the electric motor is not transmitted to the drive shaft by the transmission canceling means, or the control means The hybrid vehicle according to claim 9, which is means for controlling the transmission release means so that power from the electric motor is transmitted to the drive shaft when a temperature lower than a predetermined temperature is detected by the temperature detection means. A hybrid vehicle according to any one of claims 3, 7, and 10,
Drive shaft rotation speed detection means for detecting the rotation speed of the drive shaft;
The control means drives and controls the motor so that the motor rotates at a rotational speed substantially corresponding to the rotational speed detected by the drive shaft rotational speed detection means when the electric motor is connected by the transmission release means. A hybrid vehicle, which is means for controlling the transmission release means so that power from the electric motor is transmitted to the drive shaft.   The hybrid vehicle according to any one of claims 1 to 11, wherein the transmission canceling means is a means capable of shifting the power from the electric motor and transmitting it to the drive shaft with a changeable gear ratio. A hybrid vehicle according to any one of claims 1 to 12,
Three-shaft power connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three shafts Input / output means;
A second electric motor different from the electric motor capable of inputting / outputting power to / from the third shaft;
A hybrid car with   A first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotor with input / output of electric power; The hybrid vehicle according to claim 1, further comprising a counter-rotor motor that transmits and receives power. A hybrid vehicle according to any one of claims 1 to 12,
Transmission means for an internal combustion engine that transmits the power of the output shaft of the internal combustion engine to the axle with a changeable gear ratio;
A shift control means for an internal combustion engine that controls a gear ratio of the shift means for the internal combustion engine based on a running state of the vehicle;
A hybrid car with A hybrid vehicle comprising an internal combustion engine capable of outputting power to a drive shaft connected to an axle and an electric motor capable of outputting power to the drive shaft ,
A transmission release means that is provided between the electric motor and the drive shaft, and transmits and releases only power from the electric motor to the drive shaft ;
Control means for controlling the transmission release means so that power from the electric motor is not transmitted to the drive shaft when the drive demand to the electric motor is low;
A hybrid car with

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