JP6414070B2 - Hybrid vehicle drive device - Google Patents

Description

  The present invention relates to a hybrid vehicle drive device having an engine and a motor.

  Conventionally, there is a hybrid vehicle that travels using both engine and motor power. For example, in the hybrid vehicle disclosed in Patent Document 1, an engine, a motor, an automatic transmission, and a differential are provided in series.

Japanese Patent Laid-Open No. 2005-263061

  However, in the hybrid vehicle disclosed in Patent Document 1, the motor cannot be disconnected from the automatic transmission during stable running in which the vehicle speed does not change greatly, so the rotor of the motor is always rotated. For this reason, along with the rotation of the rotor provided with the permanent magnet, eddy current due to electromagnetic induction is generated inside the stator that supports the field winding, and iron loss occurs. When the temperature of the motor reaches a specified value or more due to the occurrence of iron loss, it is necessary to limit the output of the motor in order to prevent further overheating of the motor. Moreover, mechanical loss accompanying rotation of a rotor and a member rotating with this also occurs.

  The present invention has been made in view of such circumstances, and in a hybrid vehicle drive device having an engine and a motor, the hybrid vehicle drive device capable of preventing the occurrence of a loss generated by the motor during stable traveling. I will provide a.

The invention of the hybrid vehicle drive device according to claim 1, which has been made to solve the above-described problems, includes an engine that outputs driving force to driving wheels of a vehicle, a motor that outputs driving force to the driving wheels, and An automatic changer comprising: an input shaft to which the driving force of the engine is input; and an output shaft that is rotationally connected to the drive wheel, and that changes a gear ratio obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft. The motor, when it is determined that the vehicle is in the stable travel state by a transmission, a stable travel state determination unit that determines whether the vehicle is in a stable travel state, and the stable travel state determination unit. When the vehicle is not in the stable running state when the stable running state judging unit determines that the vehicle is not in the stable running state. A motor withdrawal permission determining unit that determines the disallow leaving disallow be detached from, when said disengagement permits the determination is made, a motor detachment portion to disengage said motor from said automatic transmission, the vehicle speed of the vehicle A vehicle speed acquisition unit that acquires the vehicle, and the stable running state determination unit is configured such that an average vehicle speed of the vehicle from when the vehicle satisfies a predetermined condition until a determination time elapses is faster than a permitted departure speed. In addition, it is determined that the vehicle is in the stable running state, and the automatic transmission has a shift stage in which the motor cannot be detached from the automatic transmission, and the motor can be detached from the automatic transmission. The prescribed condition is satisfied when a shift stage that can be operated is achieved.
The invention of the hybrid vehicle drive device according to claim 2, which has been made to solve the above-described problems, includes an engine that outputs driving force to driving wheels of a vehicle, a motor that outputs driving force to the driving wheels, and An automatic changer comprising: an input shaft to which the driving force of the engine is input; and an output shaft that is rotationally connected to the drive wheel, and that changes a gear ratio obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft. The motor, when it is determined that the vehicle is in the stable travel state by a transmission, a stable travel state determination unit that determines whether the vehicle is in a stable travel state, and the stable travel state determination unit. When the vehicle is not in the stable running state when the stable running state judging unit determines that the vehicle is not in the stable running state. A motor disengagement permission determination unit that determines disengagement disapproval that does not permit disengagement from the motor, a motor disengagement unit that disengages the motor from the automatic transmission when the disengagement permission is determined, and a vehicle speed of the vehicle A vehicle speed acquisition unit that acquires the vehicle, and the stable running state determination unit is configured such that an average vehicle speed of the vehicle from when the vehicle satisfies a predetermined condition until a determination time elapses is faster than a permitted departure speed. A motor temperature acquisition unit that determines that the vehicle is in a stable driving state and acquires the temperature of the motor, and the stable driving state determination unit is configured to detect when the temperature of the motor exceeds a specified temperature. Reduces the separation permission speed as compared with the case where the temperature of the motor is lower than the specified temperature.

  As described above, the stable running state determination unit determines whether or not the vehicle is in a stable running state. When the vehicle is in a stable running state, the motor detachment permission determination unit determines a detachment permission that permits the motor to be detached from the automatic transmission. The motor detachment unit detaches the motor from the automatic transmission when the release permission is determined. In this way, when the vehicle is in a stable running state, the motor is detached from the automatic transmission and the motor does not rotate, so that it is possible to prevent losses such as iron loss and mechanical loss in the motor.

  In addition, when the vehicle is not in a stable running state, the separation permission determination unit determines whether to disengage without permitting the motor to be separated from the automatic transmission. As a result, when the vehicle is not in a stable running state, the motor is not detached from the automatic transmission. Therefore, when the driver wants to re-accelerate the vehicle, the driving force can be transmitted from the motor to the drive wheels. A decrease in drivability is prevented. Further, when the driver wants to re-accelerate, the loss of energy for reconnecting the motor detached from the automatic transmission to the automatic transmission is prevented.

It is explanatory drawing of the vehicle carrying the drive device for hybrid vehicles of 1st embodiment. It is a graph with the horizontal axis as the vehicle speed and the vertical axis as the accelerator opening, and is an explanatory diagram of the shift line of the automatic transmission. It is an operation | movement table | surface which shows the operation state of each actuator. It is a flowchart of a motor generator connection / disconnection process. It is a flowchart of the motor generator detachment determination processing of the first embodiment. It is a time chart of motor generator detachment judgment processing of a first embodiment. It is a flowchart of the motor generator detachment determination processing of the second embodiment. It is a graph showing the efficiency of the motor generator with the horizontal axis representing the motor generator rotation speed and the vertical axis representing the motor torque. It is explanatory drawing of the vehicle carrying the drive device for hybrid vehicles of 2nd embodiment. It is explanatory drawing of the vehicle carrying the drive device for hybrid vehicles of 3rd embodiment.

(Description of hybrid vehicle)
A hybrid vehicle drive device 100 (hereinafter simply referred to as drive device 100) according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 shows an outline of a hybrid vehicle 1000 (hereinafter, abbreviated as a vehicle 1000) on which the drive device 100 is mounted.

  As shown in FIG. 1, a vehicle 1000 mainly includes a motor generator 1 (motor), an engine 2, a clutch 3, an automatic transmission 4, a differential 7, a control unit 10, an inverter device 15, a battery 16, and a position information acquisition unit. 17-1, road information acquisition unit 17-2, cruise control operation unit 18, drive wheel 19, accelerator pedal 91, accelerator sensor 92, brake pedal 93, and brake sensor 94. Motor generator 1, engine 2, clutch 3, automatic transmission 4, control unit 10, inverter device 15, battery 16, position information acquisition unit 17-1, road information acquisition unit 17-2, and cruise control operation unit 18 The drive device 100 of this embodiment (1st embodiment) is comprised from these.

  The motor generator 1 outputs a driving force to the driving wheels 19 and applies a regenerative braking force to the driving wheels 19 by regenerating the kinetic energy of the vehicle 1000 as electric energy. The motor generator 1 has a rotor 11 and a stator 12. The motor generator 1 includes a three-phase synchronous machine in which a rotor 11 in which a permanent magnet is embedded in a rotor core is arranged at the shaft center, and a stator 12 in which a stator winding is wound around a slot of the stator core is arranged on the outer peripheral side of the rotor 11. Can be used.

  The motor generator 1 is provided with a motor generator temperature sensor 13 that detects the temperature of the stator 12 (motor generator 1) and outputs the detection signal to the control unit 10. A motor generator rotation speed sensor 11-1 that detects the rotation speed of the rotor 11 (hereinafter abbreviated as “motor generator rotation speed Nmg”) is provided at a position adjacent to the rotor 11.

  The engine 2 outputs driving force to the drive wheels 19. The engine 2 is a gasoline engine or a diesel engine that uses hydrocarbon fuel such as gasoline or light oil. The engine 2 includes a drive shaft 21 and a fuel supply device 28. When the engine 2 is a gasoline engine, the engine 2 is provided with a throttle valve 22 and an ignition device (not shown) for igniting the air-fuel mixture in the cylinder.

  The drive shaft 21 rotates integrally with a crankshaft that is driven to rotate by a piston, and outputs a driving force. The throttle valve 22 is provided in the course of taking air into the cylinder of the engine 2. The throttle valve 22 adjusts the amount of air taken into the cylinder of the engine 2. The fuel supply device 28 is provided in the middle of the path for taking air into the engine 2 or in the cylinder head of the engine 2. The fuel supply device 28 is a device that supplies fuel such as gasoline or light oil.

  The clutch 3 connects or disconnects the drive shaft 21 of the engine 2 and the input shaft 41 of the automatic transmission 4. The clutch 3 can be a wet multi-plate friction clutch or a dry single-plate friction clutch. The clutch 3 includes a driving side member 31, a driven side member 32, and a clutch actuator 33. The drive side member 31 is connected to the drive shaft 21. The driven member 32 is connected to the input shaft 41. The clutch actuator 33 switches the driving side member 31 and the driven side member 32 to a connected state or a disconnected state.

  The automatic transmission 4 forms one shift stage among a plurality of shift stages having different speed ratios obtained by dividing the rotational speed of the input shaft 41 by the rotational speed of the first output shaft 42 or the second output shaft 43 to change the speed. Shifting is executed by changing the ratio. The structure of the automatic transmission 4 will be described later in detail.

  An input shaft rotational speed sensor 44 that detects the rotational speed of the input shaft 41 (hereinafter abbreviated as input shaft rotational speed Ni) and outputs this detection signal to the control unit 10 is provided at a position adjacent to the input shaft 41. ing. At a position adjacent to the first output shaft 42, the rotation speed of the first output shaft 42 (hereinafter referred to as the first output shaft rotation speed No 1) is detected, and this detection signal is output to the control unit 10. A speed sensor 45 is provided. At the position adjacent to the second output shaft 43, the rotation speed of the second output shaft 43 (hereinafter referred to as second output shaft rotation speed No. 2) is detected, and this detection signal is output to the control unit 10. A speed sensor 46 is provided.

  A pair of drive wheels 19 is connected to the differential 7 via a pair of drive shafts 75. The differential 7 absorbs the differential of each drive wheel 19.

  The accelerator pedal 91 is swingably attached to the cab of the vehicle 1000. The accelerator sensor 92 detects an accelerator opening degree Ac, which is an operation amount of the accelerator pedal 91, and outputs the accelerator opening degree Ac to the control unit 10. The brake pedal 93 is swingably attached to the cab of the vehicle 1000. The brake sensor 94 detects a brake stroke Br that is an operation amount of the brake pedal 93 and outputs the brake stroke Br to the control unit 10.

  The inverter device 15 is electrically connected to the stator 12 and the battery 16. Moreover, the inverter apparatus 15 is connected so that communication with the control part 10 is possible. Based on the control signal from the control unit 10, the inverter device 15 boosts the DC current supplied from the battery 16 and converts it into an AC current, which is then supplied to the stator 12, and the motor generator 1 generates a driving force. The motor generator 1 is caused to function as a motor. The inverter device 15 causes the motor generator 1 to function as a generator based on a control signal from the control unit 10, converts the alternating current generated by the motor generator 1 into a direct current, and drops the voltage. Then, the battery 16 is charged. The inverter device 15 is provided with an inverter device temperature sensor 15-1 that detects the temperature of the inverter device 15 and outputs the detection signal to the control unit 10.

  The control unit 10 performs overall control of the vehicle 1000. The control unit 10 has an ECU. The ECU includes “storage units” such as an input / output interface, a CPU, a RAM, and a non-volatile memory connected to each other via a bus. The CPU executes a program corresponding to the flowcharts shown in FIGS. The RAM temporarily stores variables necessary for execution of the program, and the “storage unit” stores detection values from various sensors and stores the program. In addition, the control part 10 may be comprised with single ECU, and may be comprised with several ECU.

  The control unit 10 includes a first output shaft rotational speed No1 detected by the first output shaft rotational speed sensor 45 (vehicle speed acquisition unit) and a second output detected by the second output shaft rotational speed sensor 46 (vehicle speed acquisition unit). The vehicle speed V is calculated based on at least one of the shaft rotation speeds No2. The control unit 10 calculates “required driving force” based on the accelerator opening degree Ac and the vehicle speed V output from the accelerator sensor 92. Then, the control unit 10 calculates a “required motor driving force” that can be output by the motor generator 1 based on the “required driving force”, the state of charge of the battery 16 and the vehicle speed V. Then, the control unit 10 calculates “required engine drive force” from “required drive force” and “required motor drive force”.

  The control unit 10 adjusts the fuel supply amount of the fuel supply device 28 based on the “required engine driving force”. When the engine 2 is a gasoline engine, the control unit 10 adjusts the opening degree S of the throttle valve 22 based on the “required engine driving force”, adjusts the intake air amount, and controls the ignition device. In this way, the control unit 10 controls the engine driving force output from the engine 2 to “required engine driving force” (hereinafter simply referred to as “control the engine 2”).

  The control unit 10 controls the switching of the drive mode and the power generation mode of the motor generator 1 and the motor driving force output from the motor generator 1 by controlling the operation of the inverter device 15. Based on the “required motor driving force”, the control unit 10 controls the inverter device 15 to supply driving power from the battery 16 to the motor generator 1 and variably controls the frequency and effective value of the driving current. Control is performed so that the motor driving force output from the generator 1 becomes the “required motor driving force”.

  The position information acquisition unit 17-1 receives “position information” from an artificial satellite such as a GPS (Global Positioning System) satellite and outputs the “position information” to the control unit 10. The control unit 10 calculates the position of the vehicle 1000 based on the “position information”. The road information acquisition unit 17-2 receives “road information” on which the vehicle 1000 travels, and outputs the “road information” to the control unit 10. Based on the “road information”, the control unit 10 recognizes whether or not the road on which the vehicle 1000 is traveling is congested or closed.

  The cruise control operation unit 18 is for turning on or off cruise control, which will be described later, or changing a setting, and is provided in a driver's seat such as a steering wheel. When the driver operates the cruise control operation unit 18 and the cruise control is turned on, the control unit 10 (cruise control execution unit) causes the vehicle speed V of the vehicle 1000 to be constant or the host vehicle 1000 is A well-known cruise control for controlling the motor generator 1 and the engine 2 so as to follow the preceding vehicle is executed.

(Structure of automatic transmission)
Below, the structure of the automatic transmission 4 is demonstrated. The automatic transmission 4 includes an input shaft 41, a first output shaft 42, and a second output shaft 43 that are supported by a housing (not shown). The input shaft 41, the first output shaft 42, and the second output shaft 43 are arranged in parallel. The driving force of the engine 2 is input to the input shaft 41 via the clutch 3. The first output shaft 42 and the second output shaft 43 are rotationally connected to the drive wheel 19 via the differential 7.

  A first drive gear 51 and a third drive gear 53 are fixed to the input shaft 41 so as not to rotate relative to the input shaft 41. That is, the first drive gear 51 and the third drive gear 53 are fixed gears. Further, the input shaft 41 is provided with a second drive gear 52 and a fourth drive gear 54 so as to be rotatable relative to the input shaft 41. That is, the second drive gear 52 and the fourth drive gear 54 are idle gears. The second drive gear 52 and the fourth drive gear 54 are connected by a connection member 56. An engaging member 57 is attached to the connecting member 56.

  A fourth hub 74 is attached to the input shaft 41 so as not to rotate relative to the input shaft 41 and to move in the axial direction. The fourth hub 74 is disposed on the side of the engagement member 57. The fourth hub 74 engages with or disengages from the engaging member 57. The fourth hub 74 is moved in the axial direction by a fourth shift actuator 84 that operates according to a command from the control unit 10.

  A first driven gear 61, a second driven gear 62, a fourth driven gear 64, and a fifth driven gear 65 are provided on the first output shaft 42 so as to be rotatable relative to the first output shaft 42. That is, the first driven gear 61, the second driven gear 62, the fourth driven gear 64, and the fifth driven gear 65 are idle gears.

  The first driven gear 61 and the fifth driven gear 65 are provided adjacent to each other. A first hub 71 is attached to the first output shaft 42 between the first driven gear 61 and the fifth driven gear 65 so as not to rotate relative to the first output shaft 42 and to move in the axial direction. The first hub 71 selectively engages with the first driven gear 61 or the fifth driven gear 65 and is detached from at least one of the first driven gear 61 and the fifth driven gear 65. The first hub 71 is moved in the axial direction by a first shift actuator 81 that operates according to a command from the control unit 10.

  The second driven gear 62 and the fourth driven gear 64 are provided adjacent to each other. A second hub 72 is attached to the first output shaft 42 between the second driven gear 62 and the fourth driven gear 64 so as not to rotate relative to the first output shaft 42 and to move in the axial direction. The second hub 72 selectively engages with the second driven gear 62 or the fourth driven gear 64 and is detached from at least one of the second driven gear 62 and the fourth driven gear 64. The second hub 72 is moved in the axial direction by a second shift actuator 82 that operates according to a command from the control unit 10.

  A first output gear 68 is fixed to the first output shaft 42. The first output gear 68 meshes with the ring gear 7-1 of the differential 7.

  A third driven gear 63 and a reverse driven gear 66 are provided on the second output shaft 43 so as to be rotatable relative to the second output shaft 43. That is, the third driven gear 63 and the reverse driven gear 66 are idle gears.

  The third driven gear 63 and the reverse driven gear 66 are provided adjacent to each other. A third hub 73 is attached to the second output shaft 43 between the third driven gear 63 and the reverse driven gear 66 so as not to rotate relative to the second output shaft 43 and to move in the axial direction. The third hub 73 selectively engages with the third driven gear 63 or the reverse driven gear 66 and is separated from at least one of the third driven gear 63 and the reverse driven gear 66. The third hub 73 is moved in the axial direction by a third shift actuator 83 that operates in accordance with a command from the control unit 10.

  A second output gear 69 is fixed to the second output shaft 43. The second output gear 69 meshes with the ring gear 7-1 of the differential 7.

  The first drive gear 51 and the first driven gear 61 are gears that mesh with each other and constitute the first speed. The second drive gear 52 and the second driven gear 62 mesh with each other and constitute the second speed. The third drive gear 53 and the third driven gear 63 are gears that mesh with each other and constitute the third speed. The fourth drive gear 54 and the fourth driven gear 64 mesh with each other and constitute the fourth speed. The third drive gear 53 and the fifth driven gear 65 are gears that mesh with each other and constitute the fifth speed. The reverse driven gear 66 and the first driven gear 61 mesh with each other and constitute a reverse.

  If the first output gear 68 and the second output gear 69 have the same number of teeth, the gear ratio constituting the first to fifth gears decreases in this order. The gear ratio is a value obtained by dividing the number of teeth of the driven gears 61 to 65 by the number of teeth of the drive gears 51 to 54 that mesh with the driven gears 61 to 65.

  The rotor 11 of the motor generator 1 is provided with a motor drive gear 14-1. A motor driven gear 14-2 meshes with the motor drive gear 14-1. The motor driven gear 14-2 meshes with the fourth drive gear 54.

(Explanation of electric travel mode and split travel mode)
Next, the “electric travel mode” and the “split travel mode” will be described. The vehicle 1000 travels in the “electric travel mode” or “split travel mode”, and both travel modes can be switched during travel. The “electric travel mode” is a mode in which the vehicle travels with the driving force of only the motor generator 1. The “split travel mode” is a mode in which the vehicle travels by the driving force of the motor generator 1 and the driving force of the engine 2.

  When the remaining amount of the battery 16 is sufficient, when the “required driving force” is reached only by the driving force of the motor generator 1, the vehicle 1000 travels in the “electric traveling mode”. In the “electric travel mode”, the control unit 10 controls the clutch actuator 33 so that the clutch 3 is in a disconnected state. As a result, the engine 2 and the input shaft 41 are disconnected. Then, the control unit 10 outputs a control signal to the inverter device 15 to drive the motor generator 1 so that the motor driving force output from the motor generator 1 becomes the “required motor driving force”. When the vehicle 1000 travels in the “electric travel mode”, the automatic transmission 4 forms a low stage or a high stage, which will be described later.

  If the motor generator 1 alone does not reach the “required driving force” or if the remaining amount of the battery 16 is low, the vehicle 1000 travels in the “split travel mode”. In the “split travel mode”, the control unit 10 outputs a control signal to the clutch actuator 33 to connect the clutch 3 and connect the drive shaft 21 and the input shaft 41.

  Then, the control unit 10 controls the throttle valve 22 and the fuel supply device 28 to drive the engine 2 so that the engine driving force output from the engine 2 becomes the “required engine driving force”. Then, the control unit 10 outputs a control signal to the inverter device 15 to drive the motor generator 1 so that the motor driving force output from the motor generator 1 becomes the “required motor driving force”. Alternatively, the control unit 10 outputs a control signal to the inverter device 15 and causes the motor generator 1 to generate power.

  When the vehicle 1000 is traveling, the control unit 10 determines that the accelerator pedal 91 is released (accelerator opening Ac is 0), or the brake pedal 93 is depressed (brake stroke Br is greater than 0). ), “Regenerative braking” is executed. In “regenerative braking”, in principle, the control unit 10 controls the clutch actuator 33 so that the clutch 3 is in a disconnected state. Then, the control unit 10 outputs a control signal to the inverter device 15 to generate power in the motor generator 1 and generate a regenerative braking force. Thus, since the regenerative braking force is generated in the state where the clutch 3 is disengaged, the kinetic energy of the vehicle 1000 is not wasted due to the friction torque of the engine 2. When the battery 16 is fully charged, the control unit 10 controls the clutch actuator 33 so that the clutch 3 is in a connected state, rotates the engine 2, and the friction torque of the engine 2 (so-called engine brake). ) Is used to decelerate the vehicle 1000.

(Explanation of shifting in automatic transmission)
The control unit 10 determines the gear position based on the “shift map” shown in FIG. As shown in FIG. 2, the “shift map” has a plurality of “shift lines” representing the relationship between the vehicle speed V and the accelerator opening degree Ac. A second-speed up shift line and a third-speed up shift line are set in order from the speed increasing direction (from the slowest vehicle speed V to the faster speed). Further, a second speed down shift line and a first speed down shift line are set in order in the deceleration direction (from the higher vehicle speed V to the slower vehicle speed V). Similarly, a “shift line” is set for more gear stages.

  In FIG. 2, in a state where the vehicle 1000 is traveling at the first speed of the automatic transmission 4 (P0 state), the vehicle speed V gradually increases, and the traveling state of the vehicle 1000 (the vehicle speed V and the vehicle speed V). When the relationship (with respect to the accelerator opening degree Ac) reaches a point P1 on the second-speed upshift line, the control unit 10 changes the “recognition shift speed” from the first speed to the second speed. On the other hand, when the vehicle 1000 is traveling at the second speed of the automatic transmission 4 (the state of P2), the vehicle speed V gradually decreases, and the traveling state of the vehicle 1000 is reduced by the first speed. When the point P3 on the line is reached, the control unit 10 changes the “recognition shift speed” from the second speed to the first speed. Similarly, the “recognition shift speed” is also changed for the second speed or higher.

  Further, the control unit 10 refers to a “motor shift map” similar to the “shift map” shown in FIG. 2, and recognizes “low” or “high” based on the vehicle speed V and the accelerator opening degree Ac. Change "motor speed".

  The control unit 10 controls the shift actuators 81 to 84 based on the “operation table” shown in FIG. 3 so that the shift stage of the automatic transmission 4 becomes the “recognition shift stage”. In addition, when the white circle is attached | subjected in the "operation table", each hub 71-74 shown in FIG. 1 is moved to the number and the symbol side corresponding to the said white circle, and the said hubs 71-74 are added to this. The corresponding elements 61 to 66, 57 are engaged.

  At the time of power generation when the engine 2 is started or stopped, the control unit 10 outputs a control signal to the clutch actuator 33 to bring the clutch 3 into a connected state. Next, a control signal is output to the fourth shift actuator 84 to engage the fourth hub 74 and the engaging member 57. The other hubs 71 to 73 are not engaged with any gear. In this state, since the first output shaft 42 and the second output shaft 43 are not rotationally connected to the input shaft 41, the vehicle 1000 does not start. The driving force of the engine 2 is transmitted via the clutch 3, the input shaft 41, the fourth hub 74, the engaging member 57, the connecting member 56, the fourth drive gear 54, the motor driven gear 14-2, and the motor drive gear 14-1. Then, the electric power is transmitted to the rotor 11 of the motor generator 1 and the motor generator 1 generates electric power.

  In the “electric travel mode”, when the “motor recognition shift speed” is the low speed, the control unit 10 outputs a control signal to the clutch actuator 33 to disengage the clutch 3. Then, the control unit 10 outputs a control signal to the second shift actuator 82 to engage the second hub 72 with the second driven gear 62, thereby forming a low gear in the automatic transmission 4. The other hubs 71, 73, 74 are not engaged with any gear.

  In this state, the driving force of the motor generator 1 is the motor drive gear 14-1, the motor driven gear 14-2, the fourth drive gear 54, the connection member 56, the second drive gear 52, the second driven gear 62, and the second hub 72. The first output shaft 42, the first output gear 68, and the differential 7 are transmitted to the drive wheel 19.

  In the “electric travel mode”, when the “motor recognition shift speed” is the high speed, the control unit 10 outputs a control signal to the clutch actuator 33 to disengage the clutch 3. Then, the control unit 10 outputs a control signal to the second shift actuator 82 to engage the fourth hub 74 with the fourth driven gear 64, thereby forming a high stage in the automatic transmission 4. The other hubs 71, 73, 74 are not engaged with any gear.

  In this state, the driving force of the motor generator 1 is the motor drive gear 14-1, the motor driven gear 14-2, the fourth drive gear 54, the fourth driven gear 64, the second hub 72, the first output shaft 42, the first output. It is transmitted to the drive wheel 19 through the gear 68 and the differential 7.

  In the “split travel mode”, when the “recognition shift speed” is the first speed, the control unit 10 outputs a control signal to the clutch actuator 33 to connect the clutch 3. Then, the control unit 10 outputs a control signal to the first shift actuator 81, engages the first hub 74 with the first driven gear 61, and outputs a control signal to the second shift actuator 82. 72 is engaged with the second driven gear 62 to form the first speed and the low gear in the automatic transmission 4. The other hubs 73 and 74 are not engaged with any gear.

  In this state, the driving force of the engine 2 is driven through the clutch 3, the input shaft 41, the first drive gear 51, the first driven gear 61, the first output shaft 42, the first output gear 68, and the differential 7. 19 is transmitted. The driving force of the motor generator 1 includes the motor drive gear 14-1, the motor driven gear 14-2, the fourth drive gear 54, the connection member 56, the second drive gear 52, the second driven gear 62, the second hub 72, It is transmitted to the drive wheel 19 via the one output shaft 42, the first output gear 68, and the differential 7. When the motor generator 1 performs power generation, the driving force of the engine 2 is the clutch 3, the input shaft 41, the first drive gear 51, the first driven gear 61, the first output shaft 42, the second driven gear 62, the second It is transmitted to the rotor 11 of the motor generator 1 through the drive gear 52, the connecting member 56, the fourth drive gear 54, the motor driven gear 14-2, and the motor drive gear 14-1.

  In the “split travel mode”, when the “recognition shift speed” is 2nd to 5th, the control unit 10 moves the shift actuators 81 to 84 in accordance with the “operation table” shown in FIG. By operating, the automatic transmission 4 forms the second to fifth gears and the low gear or the high gear.

  If it is determined that the vehicle 1000 is “stable traveling” in the state where the top gear 5 is formed in the automatic transmission 4, the control unit 10 displays “stable” in the “operation table” shown in FIG. 3. The shift actuators 81 to 84 are operated so as to be “running”, and the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42). Thereby, since the motor generator 1 does not rotate, the motor generator 1 is prevented from generating losses such as iron loss and mechanical loss. In the “stable running”, the vehicle 1000 is in steady operation while the vehicle 1000 is traveling at a predetermined speed (for example, 80 km / h) or more, that is, the “required driving force” only by the driving force of the engine 2. Is included. Hereinafter, regarding the “motor generator connection / disconnection process” and the “motor generator disconnection determination process” for releasing the motor generator 1 from the automatic transmission 4 (first output shaft 42) when the vehicle 1000 is “stable running”, This will be described below using each flowchart.

(Motor generator connection / disconnection processing)
The “motor generator connection / disconnection process” will be described below with reference to the flowchart shown in FIG. When vehicle 1000 is ready to travel, the “motor generator connection / disconnection process” program proceeds to step S11.

  In step S11, when it is determined that the motor generator 1 is rotationally connected to the automatic transmission 4 (first output shaft 42) (step S11: YES), the control unit 10 advances the program to step S12. On the other hand, when it is determined that the motor generator 1 is not rotationally connected to the automatic transmission 4 (first output shaft 42) (step S11: NO), the control unit 10 advances the program to step S17. When the second hub 72 is engaged with the fourth driven gear 64, it is determined that the motor generator 1 is rotationally connected to the automatic transmission 4 (first output shaft 42).

  In step S12, when the control unit 10 determines that the “leaving permission flag” is ON (step S12: YES), the control unit 10 advances the program to step S15. On the other hand, when the control unit 10 determines that the “leaving permission flag” is OFF (step S12: NO), the process of step S12 is repeated. The “leaving permission flag” is set to ON or OFF in the flowchart shown in FIG. 5 or FIG.

  In step S15, the control unit 10 (motor detachment unit) controls the actuators 33 and 81 to 84 so as to achieve “stable travel” in the “operation table” shown in FIG. That is, in the state where the fifth speed is formed in the automatic transmission 4, the control unit 10 (motor detachment unit) outputs a control signal to the second shift actuator 82, and the second hub 72 is connected to the fourth driven gear 64. The motor generator 1 is detached from the automatic transmission 4 (first output shaft 42) by being detached. Then, the control unit 10 stops the inverter device 15. When step S15 ends, the control unit 10 advances the program to step S17.

  In step S17, when the control unit 10 determines that the “leaving permission flag” is OFF (step S17: YES), the control unit 10 advances the program to step S18. On the other hand, when the control unit 10 determines that the “leaving permission flag” is ON (step S17: NO), the control unit 10 repeats the process of step S17.

  In step S18, the control unit 10 is based on the motor generator rotation speed Nmg detected by the motor generator rotation speed sensor 11-1 and the first output shaft rotation speed No1 detected by the first output shaft rotation speed sensor 45. The motor generator 1 is controlled so that the fourth driven gear 64 is synchronized with the first output shaft 42. The control unit 10 determines that the fourth driven gear 64 is synchronized with the first output shaft 42 based on the detection signals detected by the motor generator rotational speed sensor 11-1 and the first output shaft rotational speed sensor 45. In this case, by outputting a control signal to the second shift actuator 82, by engaging the second hub 72 with the fourth driven gear 64, the motor generator 1 is rotationally connected to the first output shaft 42, It is rotationally connected to the automatic transmission 4. Then, the control unit 10 activates the inverter device 15. When step S18 ends, the control unit 10 advances the program to step S12.

(Motor generator separation determination process of the first embodiment)
The “motor generator detachment determination process of the first embodiment” will be described below using the flowchart shown in FIG. 5 and the time chart shown in FIG. When the vehicle 1000 is ready to travel, the program of “motor generator separation determination process of the first embodiment” proceeds to step S21.

  In step S21, when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 is a shift stage that can be detached from the automatic transmission 4 (input shaft 41, first output shaft 42) ( Step S21: YES), the program proceeds to Step S22. On the other hand, when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 is in a gear position that cannot be detached from the automatic transmission 4 (input shaft 41, first output shaft 42) (step). (S21: NO), the program proceeds to step S31.

  When the gear stage of the automatic transmission 4 is 2nd speed or 4th speed, the fourth hub 74 is positioned at the neutral position and the motor generator 1 is separated from the input shaft 41, or the second hub 72 is When the motor generator 1 is detached from the first output shaft 42 by separating from the second driven gear 62 or the fourth driven gear 64, the automatic transmission 4 becomes neutral, and the driving force of the engine 2 is not transmitted to the drive wheels 19. It is determined that the speed of the motor generator 1 cannot be removed from the automatic transmission 4 (input shaft 41, first output shaft 42). On the other hand, when the gear stage of the automatic transmission 4 is 1st speed, 3rd speed, and 5th speed, the second hub 72 is detached from the second driven gear 62 or the fourth driven gear 64 and the motor generator 1 is moved to the first speed. Even if it is separated from the output shaft 42, there is no influence on the formed gear stage.

  In the present embodiment, the control unit 10 (motor separation permission determining unit) is a gear stage that can detach the motor generator 1 from the input shaft 41 only when the gear stage of the automatic transmission 4 is the fifth speed. When the shift stage of the automatic transmission 4 is 1st to 4th, it is determined that the motor generator 1 is a shift stage that cannot be detached from the input shaft 41.

  In step S22, when it is determined that the motor generator 1 does not require power generation (step S22: YES), the control unit 10 (motor separation permission determination unit) advances the program to step S23. On the other hand, when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 needs to generate power (step S22: NO), the program proceeds to step S31. When the amount of charge of battery 16 is insufficient, or when engine 2 needs to be warmed up when engine 2 is started, it is determined that motor generator 1 needs to generate power.

  In step S23, when the control unit 10 (motor separation permission determining unit) determines that the “required driving force” is reached only by the driving force of the engine 2 (step S23: YES), the program proceeds to step S24. On the other hand, when the control unit 10 (motor separation permission determination unit) determines that the “required driving force” is not reached only by the driving force of the engine 2 (step S23: NO), the program proceeds to step S31.

  In step S24, when the control unit 10 (motor separation permission determining unit) determines that the generation of the regenerative braking force is unnecessary based on the detection signal from at least one of the accelerator sensor 92 and the brake sensor 94 ( Step S24: YES), the program proceeds to Step S25. On the other hand, if the control unit 10 (motor separation permission determination unit) determines that the regenerative braking force needs to be generated (step S24: NO), the program proceeds to step S31. The control unit 10 determines that the accelerator pedal 91 is depressed based on the detection signal from the accelerator sensor 92, and the brake pedal 93 is not depressed based on the detection signal from the brake sensor 94. If it is determined, it is determined that the generation of the regenerative braking force is unnecessary. In other cases, it is determined that the generation of the regenerative braking force is necessary.

  In step S25, the control unit 10 (stable running state determination unit) determines that the temperature of the motor generator 1 is equal to or higher than the “first specified temperature” (for example, 130 to 150 ° C.) based on the detection signal from the motor generator temperature sensor 13. If it is determined that it is necessary to suppress the temperature rise of the motor generator 1 (step S25: YES), the program proceeds to step S26-1. The control unit 10 (stable running state determination unit) determines that the temperature of the inverter device 15 is equal to or higher than the “second specified temperature” (for example, 70 to 80 ° C.) based on the detection signal from the inverter device temperature sensor 15-1. If it is determined that it is necessary to suppress the temperature rise of the inverter device 15 (step S25: YES), the program proceeds to step S26-1. On the other hand, the control unit 10 (stable running state determination unit) determines that the temperature of the motor generator 1 is lower than the “first specified temperature” and the temperature of the inverter device 15 is lower than the “second specified temperature”. 1 and when it is determined that there is no need to suppress the temperature rise of the inverter device 15 (step S25: NO), the program proceeds to step S26-2.

  In step S26-1, the control unit 10 (stable running state determination unit) sets the “leaving permission speed” to “first leaving permission speed” and sets the “determination time” to “first determination time”. The “first withdrawal permission speed” is a slower speed than a “second withdrawal permission speed” described later. The “first determination time” is shorter than a “second determination time” described later. For example, when the temperature of the motor generator 1 is higher than 150 ° C., the control unit 10 sets 80 km / h as the “first separation permission speed” and sets 0.5 Sec as the “first determination time”. . Further, for example, when the temperature of the motor generator 1 is 130 ° C. to 150 ° C., the control unit 10 passes the first point (100 km / h at 130 ° C.) and the second point (80 km / h at 150 ° C.). By substituting the temperature of the motor generator 1 into the linear function, the “first separation permission speed” is calculated and set. Further, for example, when the temperature of the motor generator 1 is 130 ° C. to 150 ° C., the control unit 10 is a linear function that passes through the third point (5 Sec at 130 ° C.) and the fourth point (0.5 Sec at 150 ° C.). Then, the “first determination time” is calculated and set by substituting the temperature of the motor generator 1.

  In step S26-2, the control unit 10 (stable running state determination unit) sets the “separation permission speed” to “second separation permission speed” (for example, 100 km), and sets the “determination time” to “second determination time”. (For example, 5 Sec). As described above, when it is determined that it is not necessary to suppress the temperature rise of the motor generator 1 and the inverter device 15, it is determined in step S <b> 25 that it is necessary to suppress the temperature rise of the motor generator 1 and the inverter device 15. In this case, the “leaving permission speed” is changed from the “second leaving permission speed” to the “first leaving permission speed” (1 in FIG. 6), and the “determining time” is the “second determination time”. "Is changed to" first determination time "(2 in FIG. 6).

  In step S27, the control unit 10 (stable running state determination unit) has elapsed since the shift stage (T1 in FIG. 6) from which the motor generator 1 can be detached from the automatic transmission 4 (first output shaft 42). Is determined to have passed the “determination time” (set in steps S26-1 and S26-2) (step S27: YES, T2 in FIG. 6), the program proceeds to step S28. On the other hand, the control unit 10 (stable running state determination unit) has elapsed time (T1 in FIG. 6) after the motor generator 1 has been shifted to the automatic transmission 4 (first output shaft 42). If it is determined that the “determination time” has not elapsed (step S27: NO), the program is returned to step S21.

  In step S28, the control unit 10 (stable running state determination unit) can detach the motor generator 1 from the automatic transmission 4 (first output shaft 42) based on the detection signal from the first output shaft rotation speed sensor 45. The “average vehicle speed” of the vehicle 1000 is calculated after the “determination time” elapses (T2 in FIG. 6) after reaching the correct gear position (T1 in FIG. 6). When step S28 ends, the control unit 10 advances the program to step S29.

  In step S29, the control unit 10 (stable running state determination unit) determines that the “average vehicle speed” calculated in step S28 is faster than the “separation permission speed” (set in steps S26-1 and S26-2). In that case (step S29: YES, T3 in FIG. 6), it is determined that the vehicle 1000 is in a stable running state, and the program proceeds to step S30. On the other hand, when the control unit 10 (stable running state determination unit) determines that the “average vehicle speed” calculated in step S28 is equal to or less than the “leaving permission speed” (step S29: NO), the vehicle 1000 It is determined that the vehicle is not in a stable running state, and the program proceeds to step S31.

  In step S <b> 30, the control unit 10 (motor detachment permission determination unit) sets the “detachment permission flag” to ON. When step S30 ends, the control unit 10 returns the program to step S21.

  In step S <b> 31, the control unit 10 (motor detachment permission determination unit) sets the “detachment permission flag” to OFF. When step S31 ends, the control unit 10 returns the program to step S21.

(Motor generator separation determination process of the second embodiment)
The “motor generator detachment determination process according to the second embodiment” will be described below with reference to the flowchart shown in FIG. When the vehicle 1000 is ready to travel, the program of “motor generator separation determination process of the second embodiment” proceeds to step S41.

  In step S41, when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 is a gear stage that can be detached from the automatic transmission 4 (first output shaft 42) (step S41: YES). ), The program proceeds to step S42. On the other hand, when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 is a gear stage that cannot be separated from the automatic transmission 4 (first output shaft 42) (step S41: NO). Then, the program proceeds to step S50. In addition, the determination method of the control part 10 in step S41 is the same as the determination method of step S21 shown in FIG.

  In step S42, when the control unit 10 (motor separation permission determining unit) determines that the “required driving force” is reached only by the driving force of the engine 2 (step S42: YES), the program proceeds to step S43. On the other hand, when the control unit 10 (motor separation permission determination unit) determines that the “required driving force” is not reached only by the driving force of the engine 2 (step S42: NO), the program proceeds to step S50.

  In step S43, when the control unit 10 (motor separation permission determining unit) determines that the generation of the regenerative braking force is unnecessary based on the detection signal from at least one of the accelerator sensor 92 and the brake sensor 94 ( Step S43: YES), the program proceeds to Step S44. On the other hand, if the control unit 10 (motor separation permission determination unit) determines that the regenerative braking force needs to be generated (step S43: NO), the program proceeds to step S50. In addition, the determination method of the control part 10 in step S43 is the same as the determination method of step S24 shown in FIG.

  In step S44, when the control unit 10 (stable travel state determination unit) determines that the above-described cruise control is being performed (step S44: YES), the control unit 10 determines that the vehicle 1000 is in a stable travel state, The program proceeds to step S49. On the other hand, when determining that the cruise control is not being executed (step S44: NO), the control unit 10 (stable travel state determination unit) determines that the vehicle 1000 is not in the stable travel state, and executes the program in step S45. Proceed to

  In step S45, the control unit 10 (stable travel time calculation unit) is predicted to decrease the vehicle speed V based on information from at least one of the position information acquisition unit 17-1 and the road information acquisition unit 17-2. The position of a destination, waypoint, toll booth, traffic congestion point, etc. is recognized, and the expected stable running duration Tc until reaching the position is calculated. In addition, it is expected that the vehicle 1000 is in a stable running state up to a point where the vehicle speed V is predicted to decrease. When step S45 ends, the control unit 10 advances the program to step S46.

In step S46, the control unit 10 (first loss energy calculation unit) calculates the motor generator loss energy LMGc at the time of stable running based on the following equation (1).
LMGc = LMG × Tc (1)
LMGc: Motor generator loss energy at the time of stable running LMG: Motor generator loss energy per unit time Tc: Expected stable running duration

  When the motor generator 1 is rotating, iron loss and mechanical loss are generated as the rotor 11 rotates. Since the inverter device 15 is activated, power is consumed in the inverter device 15. The motor generator loss energy LMG per unit time is a loss energy obtained by totaling the iron loss and mechanical loss generated along with the rotation of the rotor 11 per unit time and the electric power consumed in the inverter device 15, and is set in advance. . When step S46 ends, the control unit 10 advances the program to step S47.

In step S47, the control unit 10 (second loss energy calculation unit) determines the motor generator connection loss energy LMGs based on the detection signal from the first output shaft rotation speed sensor 45 based on the following equation (2). Calculate.
LMGs = 1/2 × Im × (No1 × G) ² (2)
LMGs: Loss energy when the motor generator is connected Im: Inertia of the rotor 11 and the member rotationally connected to the rotor 11 No1: First output shaft rotational speed G: Conversion from the motor generator rotational speed Nmg to the rotational speed of the fourth driven gear 64 Coefficients The members that are rotationally connected to the rotor 11 are the motor drive gear 14-1, the motor driven gear 14-2, the fourth drive gear 54, the connection member 56, the second drive gear 52, the engagement member 57, and the second. A driven gear 62 and a fourth driven gear 64.

  Loss energy LMGs when the motor generator is connected refers to the motor generator 1 when the motor generator 1 disconnected from the automatic transmission 4 (first output shaft 42) is connected to the automatic transmission 4 (first output shaft 42). In other words, the energy required when the fourth driven gear 64 is synchronized with the first output shaft 42 by the motor generator 1. When step S47 ends, the control unit 10 advances the program to step S48.

  In step S48, when control unit 10 (stable travel state determination unit) determines that motor generator loss energy LMGc when continuing stable travel is greater than loss energy LMGs when motor generator is connected (step S48: YES), vehicle 1000 Is in a stable running state, the program proceeds to step S49. On the other hand, when control unit 10 (stable travel state determination unit) determines that motor generator loss energy LMGc when continuing stable travel is equal to or less than loss energy LMGs when motor generator is connected (step S48: NO), vehicle 1000 Is not in a stable running state, the program proceeds to step S50.

  In step S49, the control unit 10 (motor detachment permission determination unit) sets the “detachment permission flag” to ON. When step S49 ends, the control unit 10 returns the program to step S41.

  In step S50, the control unit 10 (motor detachment permission determination unit) sets the “detachment permission flag” to OFF. When step S50 ends, the control unit 10 returns the program to step S41.

  It should be noted that even in an embodiment where both the “motor generator leaving determination process of the first embodiment” and the “motor generator leaving determination process of the second embodiment” are executed, the “motor generator leaving determination process of the first embodiment” There may be an embodiment in which only one of “processing” and “motor generator separation determination processing of the second embodiment” is executed.

(Effect of this embodiment)
As is clear from the above description, the control unit 10 (stable travel state determination unit) determines whether or not the vehicle 1000 is in a stable travel state (step S29 in FIG. 5 and steps S44 and S48 in FIG. 7). . Then, when the vehicle 1000 is in a stable running state (determined as YES in step S29 in FIG. 5, determined as YES in step S44 or step S48 in FIG. 6), the control unit 10 (motor separation permission determination unit) determines the motor. Determination of separation permission that permits the generator 1 to be detached from the automatic transmission 4 (first output shaft 42) is made (step S30 in FIG. 5 and step S49 in FIG. 7 with the “disengagement permission flag” turned ON). . Then, the control unit 10 (motor detaching unit) determines that the detachment permission is determined (when the “detachment permission flag” is ON, step S12 in FIG. 4 is YES), in step S15 in FIG. The motor generator 1 is detached from the automatic transmission 4 (first output shaft 42). Thus, when the vehicle 1000 is in a stable running state, the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42) and the motor generator 1 does not rotate. And loss of mechanical loss is prevented.

  Control unit 10 (leaving permission determination unit) automatically activates motor generator 1 when vehicle 1000 is not in a stable running state (NO in step S29 in FIG. 5 and NO in step S48 in FIG. 6). It is determined whether or not to disengage from the transmission 4 (the first output shaft 42) is not permitted (the “disengagement permission flag” is turned OFF. Step S31 in FIG. 5 and Step S50 in FIG. 7). Thus, when the vehicle 1000 is not in a stable running state, the motor generator 1 is not detached from the automatic transmission 4 (the first output shaft 42), and therefore when the driver wants to re-accelerate the vehicle 1000, the motor generator 1 Thus, the driving force can be transmitted to the driving wheel 19, and the drivability of the vehicle 1000 is prevented from being lowered. Further, when the driver wants to re-accelerate, the energy of the motor generator 1 separated from the automatic transmission 4 (first output shaft 42) is again connected to the automatic transmission 4 (first output shaft 42). Generation of loss (step S18 in FIG. 4) is prevented.

  The control unit 10 (stable running state determination unit) becomes a shift stage in which the motor generator 1 can be removed (YES in step S21 in FIG. 5, T1 in FIG. 6) until the “determination time” elapses. When the “average vehicle speed” of the vehicle 1000 (T2 in FIG. 6) is faster than the “separation permission speed” (determined as YES in step S29 in FIG. 5), it is determined that the vehicle 1000 is in a stable running state, The “leaving permission flag” is turned ON (step S30 in FIG. 5). In this way, it is determined whether or not the vehicle 1000 is in a stable traveling state, and therefore, compared with a method for determining whether or not the vehicle 1000 is in a stable traveling state based on the vehicle speed V of the vehicle 1000 at that moment. Thus, it is determined whether or not the vehicle 1000 is in a stable traveling state, and it is prevented that the vehicle 1000 is determined to be in a stable traveling state even though the vehicle 1000 is not in a stable traveling state. . Therefore, the automatic transmission 4 (first output shaft) is used to re-accelerate the vehicle 1000 because the vehicle 1000 is determined to be in the stable running state even though the vehicle 1000 is not in the stable running state. It is not repeated that the motor generator 1 detached from 42) is connected to the automatic transmission 4 (first output shaft 42) again. As a result, energy loss is generated for connecting the motor generator 1 detached from the automatic transmission 4 (first output shaft 42) to the automatic transmission 4 (first output shaft 42) again (step S18 in FIG. 4). ) Is prevented.

  When the “average vehicle speed” of the vehicle 1000 until the “determination time” elapses after the motor generator 1 becomes a disengageable gear position is faster than the “disengagement permission speed”, and the vehicle 1000 is in a stable running state The motor torque Tm generated by the motor generator 1 is small or zero (2 in FIG. 8). When the motor torque Tm generated in the motor generator 1 is large (1 in FIG. 8) and small (2 in FIG. 8), the loss is caused by iron loss or mechanical loss compared to the generated motor torque Tm. Since the ratio of the generated energy is large, the efficiency of the motor generator 1 is deteriorated. Further, when the motor torque Tm is 0, only the iron loss and the mechanical loss are generated although the motor torque Tm is not generated. Therefore, when the “average vehicle speed” of the vehicle 1000 until the above “determination time” elapses is faster than the “separation permission speed” and the vehicle 1000 is in a stable running state, the motor generator 1 is switched to the automatic transmission 4. By detaching from the (first output shaft 42), occurrence of iron loss and mechanical loss in the motor generator 1 is prevented. Since the above-mentioned “leaving permission speed” (“first leaving permission speed”, “second leaving permission speed”) is set to a speed at which the efficiency of the motor generator 1 deteriorates, the “average vehicle speed” is set to “leaving permission”. When the speed is higher than “speed”, the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42), and loss in the motor generator 1 is prevented.

  Only when the speed is such that the motor generator 1 can be detached from the automatic transmission 4 (first output shaft 42) (YES in step S21 in FIG. 5 and step S41 in FIG. 7), the “disengagement permission flag” Is turned on (step S30 in FIG. 5, step S49 in FIG. 7). As a result, the motor generator 1 is in the automatic transmission 4 (first output shaft 42) at the second speed or the fourth speed, which is a gear stage in which the motor generator 1 cannot be detached from the automatic transmission 4 (first output shaft 42). By being separated from the automatic transmission 4, the automatic transmission 4 becomes neutral, and the driving force of the engine 2 is prevented from being transmitted to the drive wheels 19.

  When the temperature of motor generator 1 becomes equal to or higher than the “first specified temperature” (determined as YES in step S25 in FIG. 5), control unit 10 (stable running state determination unit) The "removal permission speed" is changed from "second disengagement permission speed" to "first disengagement permission speed", and the "disengagement permission speed" is lower than when the temperature of the motor generator 1 is lower than the "first specified temperature". Let Thereby, in step S29, it is determined whether or not the vehicle 1000 is in a stable traveling state at a “first separation permission speed” that is slower than the “second separation permission speed” (step S29). Therefore, when the “average vehicle speed” of vehicle 1000 is faster than “first departure permission speed” (determined as YES in step S29), it is determined that vehicle 1000 is in a stable running state, and motor generator 1 is The automatic transmission 4 (first output shaft 42) is detached (step S15 in FIG. 4), and further overheating of the motor generator 1 is prevented.

  When the temperature of motor generator 1 becomes equal to or higher than the “first specified temperature” (determined as YES in step S25 in FIG. 5), control unit 10 (stable running state determination unit) The “determination time” is changed from the “second determination time” to the “first determination time”, and the “determination time” is shortened compared to the case where the temperature of the motor generator 1 is lower than the “first specified temperature”. As a result, the “determination time” for determining whether or not the vehicle 1000 is in a stable running state after the motor generator 1 has reached a disengageable shift stage (after the vehicle 1000 satisfies the specified condition) is shortened. Therefore, the time from when the temperature of the motor generator 1 becomes equal to or higher than the “first specified temperature” until the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42) is shortened. Further overheating is prevented.

  The control unit 10 (stable travel state determination unit) determines whether or not the vehicle 1000 is in a stable travel state based on information from at least one of the position information acquisition unit 17-2 and the road information acquisition unit 17-2. (Steps S45 to S48 in FIG. 7). Thus, since it is determined whether or not the vehicle 1000 is in a stable running state based on the position information of the vehicle 1000 and road information on which the vehicle 1000 travels, whether or not the vehicle 1000 is in a stable running state with higher accuracy. Therefore, the loss generated in the motor generator 1 can be suppressed.

  The control unit 10 (stable running state determination unit) determines that the motor generator loss energy LMGc (motor loss energy when continuing stable running) is greater than the loss energy LMGs when connecting the motor generator (loss energy when connecting the motor) ( If it is determined YES in step S48 of FIG. 7), it is determined that the vehicle 1000 is in a stable running state, and the “leaving permission flag” is turned ON (step S49). As a result, the motor generator 1 separated from the automatic transmission 4 (first output shaft 42) is made to return to the automatic transmission 4 (first output) more than the loss energy generated in the motor generator 1 when the vehicle 1000 is traveling. If the loss energy generated in the motor generator 1 when coupled to the output shaft 42) is larger, it is not determined that the vehicle 1000 is in a stable running state, and the motor generator 1 is not connected to the automatic transmission 4 (first output shaft). 42) will not leave. As a result, it is possible to prevent loss energy from being generated due to the motor generator 1 being detached from the automatic transmission 4 (first output shaft 42), and the motor generator 1 is unnecessarily used by the automatic transmission 4 (first output shaft 42). 42) is prevented from being removed.

  When cruise control is being executed (YES in step S44 in FIG. 7), the control unit 10 (stable travel state determination unit) determines that the vehicle 1000 is in a stable travel state, "Is turned on (step S49). Thereby, it is determined that the vehicle 1000 is in a stable traveling state in accordance with the driver's intention to drive. Therefore, cruise control is executed and it is determined that the vehicle 1000 is in a stable running state. As a result, the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42), and the automatic transmission 4 (first output) Even if the re-acceleration of the vehicle 1000 is delayed due to the time required to connect the motor generator 1 separated from the output shaft 42) to the automatic transmission 4 (first output shaft 42) again, regardless of the driver's intention. Compared with the case where the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42), the driver does not feel uncomfortable.

  When it is necessary for motor generator 1 to execute power generation (determined NO in step S22 in FIG. 5), control unit 10 (motor separation permission determination unit) determines whether vehicle 1000 is in a stable running state. Regardless, it decides whether or not to leave is permitted (“leave permission flag” is turned OFF. Step S31). Thereby, for example, when the charge amount of the battery 16 decreases and the motor generator 1 needs to generate electric power, or when the engine 2 warms up, the output of the engine 2 is increased and the motor generator 1 generates electric power. When the necessity arises, the motor generator 1 is not detached from the automatic transmission 4 (first output shaft 42), and the motor generator 1 can generate electric power. In addition, loss is prevented when the motor generator 1 once detached from the automatic transmission 4 (first output shaft 42) is connected to the automatic transmission 4 (first output shaft 42) again.

  The control unit 10 (motor detachment permission determining unit) executes power generation in the motor generator 1 when a situation in which the regenerative braking force is generated occurs (NO in step S24 in FIG. 5 or step S43 in FIG. 7). It is determined that it is necessary, and whether or not to leave is determined regardless of whether or not the vehicle 1000 is in a stable traveling state (the “leave leaving flag” is turned off. Step S31 in FIG. 5, step S31 in FIG. 7) S50). Thereby, regenerative braking force can be generated in the motor generator 1. Therefore, kinetic energy of vehicle 1000 can be recovered in motor generator 1 without waste. Further, a delay in the generation of the regenerative braking force due to the motor generator 1 being detached from the automatic transmission 4 (first output shaft 42) is prevented. Further, the motor generator 1 detached from the automatic transmission 4 (first output shaft 42) is immediately connected to the automatic transmission 4 (first output shaft 42), thereby preventing the generation of regenerative braking force from being delayed. .

  When the control unit 10 (motor separation permission determination unit) determines that the “required driving force” is not reached only by the driving force output from the engine 2 (NO in step S23 of FIG. 5 or step S42 of FIG. 7). (Judgment) Regardless of whether or not the vehicle 1000 is in a stable running state, a decision not to leave is made (the “leave leave flag” is turned off. Step S31 in FIG. 5, step S50 in FIG. 7). Thus, the motor generator 1 is prevented from being detached from the automatic transmission 4 (first output shaft 42) when only the driving force output by the engine 2 does not reach the required driving force. Therefore, by using the driving force of motor generator 1, the required driving force can be generated by engine 2 and motor generator 1, and the drivability of vehicle 1000 is prevented from being lowered.

(Another embodiment)
In addition to the driving device 100 described above, the technical idea of the present invention can be applied to the driving device 200 of the second embodiment shown in FIG. 9 and the driving device 300 of the third embodiment shown in FIG. The drive device 200 of the second embodiment shown in FIG. 9 includes an engine 2, an automatic transmission 4, and a differential 7 provided in series. A motor clutch 35 that separates and connects the rotor 11 of the motor generator 1 and the connecting member 37 that is rotationally connected to the drive shaft 21 or the input shaft 48 of the automatic transmission 4 is provided. The motor clutch 35 is driven by a motor clutch actuator 36. With this configuration, the rotor 11 of the motor generator 1 is detachably connected to the input shaft 48 of the automatic transmission 4.

  Moreover, the drive device 300 of 3rd Embodiment shown in FIG. 10 is provided with the engine 2, the automatic transmission 4, and the differential 7 in series. A motor clutch 35 is provided for connecting and disconnecting the rotor 11 of the motor generator 1 and the connecting member 38 that is rotationally connected to the output shaft 49 of the automatic transmission 4. With such a configuration, the rotor 11 of the motor generator 1 is detachably connected to the output shaft 49 of the automatic transmission 4.

  9 and 10, an output shaft rotation speed sensor 47 that detects the rotation speed of the output shaft 49 is provided at a position adjacent to the output shaft 49. The control unit 10 calculates the vehicle speed V of the vehicle 1000 based on the detection signal detected by the output shaft rotation speed sensor 47.

  The automatic transmission 4 includes an automatic transmission such as a torque converter type automatic transmission, a dual clutch transmission (DCT), an automated manual transmission (AMT), and a continuously variable transmission (CVT).

  In the driving device 200 of the second embodiment and the driving device 300 of the third embodiment, in step S21 of FIG. 5 or step S41 of FIG. 7, the control unit 10 performs a shift to the top gear in the automatic transmission 4. The program is advanced to step S22 and step S42. In step S27, the control unit 10 advances the program to step S28 when the “determination time” has elapsed since the automatic transmission 4 was shifted to the top gear. In step S <b> 28, the control unit 10 calculates an “average vehicle speed” of the vehicle 1000 after the automatic transmission 4 is shifted to the top gear.

  In the embodiment described above, the vehicle speed V is calculated based on the detection signals from the rotation speed sensors 45, 46, and 47 that detect the rotation speeds of the output shafts 42, 43, and 49. However, an embodiment in which the vehicle speed V is calculated based on a detection signal from a wheel speed sensor that detects the wheel speed may be used.

  There may be an embodiment in which the temperature of the motor generator 1 is estimated and acquired based on the electric power supplied from the inverter device 15 to the motor generator 1. Further, the embodiment may be an embodiment in which the temperature of the inverter device 15 is estimated and acquired based on the electric power supplied from the inverter device 15 to the motor generator 1.

  In addition to the embodiment shown in the flowchart of FIG. 7, the control unit 10 is in a stable running state based on information from at least one of the position information acquisition unit 17-2 and the road information acquisition unit 17-2. Even if it is embodiment which judges whether it is, it does not interfere. For example, when there is a gradient at the tip of the road on which the vehicle 1000 travels and the automatic transmission 4 needs to shift from the current shift speed (5th speed in this embodiment) to a lower shift speed, There is no problem even in an embodiment in which it is determined that the vehicle is not in a stable running state and the “leaving permission flag” is turned off.

  DESCRIPTION OF SYMBOLS 1 ... Motor generator (motor), 2 ... Engine, 4 ... Automatic transmission, 10 ... Control part (Stable driving state judgment part, Motor detachment permission determination part, Motor detachment part, Cruise control execution part, Stable driving time calculation part, 1st loss energy calculation part, 2nd loss energy calculation part), 13 ... Motor generator temperature sensor (motor temperature acquisition part), 17-1 ... Position information acquisition part, 17-2 ... Road information acquisition part, 19 ... Drive wheel , 41 ... input shaft, 42 ... first output shaft (output shaft), 43 ... second output shaft (output shaft), 45 ... first output shaft rotational speed detection unit (vehicle speed acquisition unit), 46 ... second output shaft Rotational speed detection unit (vehicle speed acquisition unit), 49 ... output shaft, 92 ... Accelerator sensor (required driving force detection unit), 100 ... Hybrid vehicle driving device of the first embodiment, 200 ... Hybrid vehicle of the second embodiment Operated device, 300 ... drive system for the hybrid vehicle of the third embodiment, 1000 ... hybrid vehicle

Claims (9)

An engine that outputs driving force to the driving wheels of the vehicle;
A motor for outputting a driving force to the driving wheel;
An automatic changer comprising: an input shaft to which the driving force of the engine is input; and an output shaft that is rotationally connected to the drive wheel, and that changes a gear ratio obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft. A transmission,
A stable travel state determination unit that determines whether or not the vehicle is in a stable travel state;
When the stable travel state determination unit determines that the vehicle is in the stable travel state, the stable travel state determination unit determines whether or not to allow the motor to be detached from the automatic transmission. When it is determined that the vehicle is not in the stable running state, a motor disengagement permission determining unit that determines disengagement disapproval that does not permit disengagement of the motor from the automatic transmission;
A motor detachment section for detaching the motor from the automatic transmission when the detachment permission is determined ;
A vehicle speed acquisition unit for acquiring the vehicle speed of the vehicle,
When the average vehicle speed of the vehicle from when the vehicle satisfies a specified condition until the determination time elapses is faster than the disengagement permission speed, the stable running state determination unit determines that the vehicle is in the stable running state. Judgment
The automatic transmission has a shift stage in which the motor cannot be detached from the automatic transmission,
The hybrid vehicle drive device that satisfies the specified condition when the shift speed is such that the motor can be detached from the automatic transmission . An engine that outputs driving force to the driving wheels of the vehicle;
A motor for outputting a driving force to the driving wheel;
An automatic changer comprising: an input shaft to which the driving force of the engine is input; and an output shaft that is rotationally connected to the drive wheel, and that changes a gear ratio obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft. A transmission,
A stable travel state determination unit that determines whether or not the vehicle is in a stable travel state;
When the stable travel state determination unit determines that the vehicle is in the stable travel state, the stable travel state determination unit determines whether or not to allow the motor to be detached from the automatic transmission. When it is determined that the vehicle is not in the stable running state, a motor disengagement permission determining unit that determines disengagement disapproval that does not permit disengagement of the motor from the automatic transmission;
A motor detachment section for detaching the motor from the automatic transmission when the detachment permission is determined;
Anda vehicle speed acquisition unit that acquires the vehicle speed of the vehicle,
When the average vehicle speed of the vehicle from when the vehicle satisfies a specified condition until the determination time elapses is faster than the disengagement permission speed, the stable running state determination unit determines that the vehicle is in the stable running state. judges,
A motor temperature acquisition unit for acquiring the temperature of the motor;
The stable running state determination unit, when the temperature of the motor becomes a predetermined temperature or more, the detachment permission speed, drive hybrid vehicle where the temperature is lower than the lower than the prescribed temperature of the motor apparatus. A motor temperature acquisition unit for acquiring the temperature of the motor;
The stable running state determination unit, when the temperature of the motor becomes a predetermined temperature or higher, wherein said withdrawal permits speed, to claim 1 where the temperature of the motor lowers as compared with the case lower than the predetermined temperature Hybrid vehicle drive device. A motor temperature acquisition unit for acquiring the temperature of the motor;
The stable running state determination unit, when the temperature of the motor becomes a predetermined temperature or more, the determination time, claims 1 the temperature of the motor be shortened as compared with the case lower than the predetermined temperature the hybrid vehicle drive system according to any one of 3. Having at least one of a position information acquisition unit for acquiring position information of the vehicle and a road information acquisition unit for acquiring information of a road on which the vehicle travels;
The stable running state determination section, based on information from at least one of the position information acquisition unit and the road information acquisition unit, according to claim 1 wherein said vehicle is a determination whether the stable running state Item 5. The drive device for a hybrid vehicle according to any one of items 4 . Based on information from at least one of the position information acquisition unit and the road information acquisition unit, a stable travel time for calculating a stable travel continuation expected time that is a time from the present time until the vehicle stops or decelerates to a specified speed or less. An arithmetic unit;
Based on the expected stable travel duration calculated by the stable travel time calculation unit, the stable travel duration motor that is energy lost by the motor from the present time until the expected stable travel duration time elapses A first loss energy calculation unit for calculating loss energy;
A second loss energy calculation unit that calculates a loss energy when the motor is connected, which is energy consumed by the motor when the motor detached from the automatic transmission is connected to the automatic transmission again. And
When the stable running state determination unit is larger than the motor connection loss energy calculated by the second loss energy calculation unit, the motor loss energy at the time of stable running calculated by the first loss energy calculation unit, The hybrid vehicle drive device according to claim 5 , wherein the vehicle is determined to be in the stable running state. A cruise control execution unit that executes cruise control for controlling at least one of the engine and the motor so that the vehicle speed of the vehicle falls within a specified speed range;
The stable running state determination unit, when the cruise control by the cruise control execution unit is running, any one of claims 1 to 6, wherein the vehicle is judged to the stable running state The drive device for hybrid vehicles described in 1. The motor has a power generation function,
The motor withdrawal permission determining unit, when the need to run the generator in the motor is present, the vehicle regardless of whether the stable running state, claims 1 to determine the withdrawal unauthorized Item 8. The hybrid vehicle drive device according to any one of Items 7 to 9 . It has a required driving force detection unit that detects a driver's required driving force,
The motor leave acknowledge determining unit, only the driving force which the engine output, if it is determined not reach the required driving force detected by said driving force demand detection unit, the vehicle is the stable running state The hybrid vehicle drive device according to any one of claims 1 to 8 , wherein the determination of the disapproval of disengagement is made regardless of whether or not.

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