JP7010391B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device equipped with an engine as a drive source, a first rotary electric machine, and a second rotary electric machine that generates electricity by the power of the engine.

Conventionally, in a hybrid vehicle equipped with an engine and a rotary electric machine (motor, generator, motor generator), a vehicle that travels while switching a traveling mode has been put into practical use. The driving mode is an EV mode that uses only the motor to drive using the charging power of the battery, a series mode that runs only with the motor while generating electricity from the engine, and a parallel mode that runs mainly with the engine and assists with the motor if necessary. Mode etc. are included.

In a hybrid vehicle capable of outputting engine power and motor power separately, a power transmission path from the engine to the drive wheels and a power transmission path from the motor to the drive wheels are provided separately. Further, in such a hybrid vehicle, a mode (parallel mode) in which the vehicle is mainly driven by an engine is generally selected at a high vehicle speed. In the parallel mode, when the motor assist is not required, that is, when the vehicle can be driven only by the power of the engine, the motor is rotated by the drive wheels. If the induced voltage generated by the rotation of the motor at this time exceeds the voltage of the drive battery, the regenerative brake will be applied to the vehicle, which may give the driver a sense of discomfort.

In the past, in order not to give such a feeling of strangeness, it was possible to prevent unintended regenerative braking from occurring during high-speed driving by performing weak magnetic flux control. However, since power is consumed to carry out the weakening magnetic flux control, it is not preferable to carry out this control from the viewpoint of improving the electric power cost. To solve such a problem, it has been proposed to provide a clutch (disconnecting mechanism) for disconnecting the motor from the power transmission path when the motor assist is not required while the engine is running (see, for example, Patent Document 1).

International Publication No. 2017/217067

However, in a vehicle equipped with the above clutch, even if the clutch in the disengaged state is started to be engaged, the connection is not completed immediately, so that it takes time for the power of the motor to be transmitted to the drive wheels. There is a problem of this. That is, a response delay may occur in a situation where motor assist is required.

By the way, the vehicle may be provided with a plurality of modes having different power performances (hereinafter referred to as "driving modes") in addition to the above-mentioned traveling modes. The driving modes include, for example, an eco mode that realizes eco-friendly driving that emphasizes fuel efficiency and electricity cost (hereinafter also referred to as "energy consumption rate"), a sports mode that realizes sporty driving that emphasizes acceleration, acceleration and energy. It includes a normal mode that emphasizes both consumption rates equally.

The driving mode may be automatically selected by the vehicle based on the driving tendency of the driver, or may be arbitrarily selected by the occupant. Depending on the selected operation mode, even if the above response delay occurs, the occupant does not always feel that the response is slow. That is, for each selected operation mode, the above response delay may or may not be allowed. For example, when the eco mode is selected, it is not always necessary to improve the response delay, but rather to improve the fuel consumption and the electricity cost are in line with the driver's intention and the driving mode.

The control device of this case was devised in view of such a problem, and is used when connecting a disconnection / disconnection mechanism in a disconnected state in a hybrid vehicle that can travel by the driving force of a rotary electric machine and the driving force of an engine. One of the purposes is to carry out control according to the operation mode. Not limited to this purpose, it is also an action and effect derived by each configuration shown in the embodiment for carrying out the invention described later, and it is also for other purposes of this case to exert an action and effect which cannot be obtained by the conventional technique. be.

(1) In the control device disclosed here, an engine, a first rotary electric machine, and a second rotary electric machine are mounted, and the power of the engine and the power of the first rotary electric machine are individually separated from each other from different power transmission paths. It is provided in a vehicle that generates electricity by transmitting the power of the engine to the drive wheels and also transmitting the power of the engine to the second rotary electric machine. For the vehicle, one of a disconnection / disconnection mechanism interposed on a power transmission path for transmitting the power of the first rotary electric machine to the drive wheels and a plurality of operation modes having different power performances is selected. A selection unit is provided. Further, in the control device, the relationship between the setting unit that sets the operation mode based on the input to the selection unit and the operating state of the first rotary electric machine and the second rotary electric machine in each of the operation modes is as follows. When the stored storage unit is connected to the disconnection mechanism in the disconnected state while the engine is being driven and the vehicle is accelerating, the operation corresponding to the operation mode stored in the storage unit and being set. It is provided with a control unit that controls the first rotary electric machine and the second rotary electric machine so as to be in a state.

The first rotary electric machine means an electric generator (motor generator) or an electric machine having a rotating armature or a field magnet and having at least an electric function. Further, the second rotary electric machine means an electric generator (motor generator) or a generator having a rotating armature or a field magnet and having at least a power generation function. Examples of the disconnection mechanism include a clutch mechanism such as a multi-plate clutch and a dog clutch, a synchro mechanism using an engaging member (sleeve), and a planetary gear mechanism using a sun gear, a carrier, and a ring gear.

(2) It is preferable that the storage unit stores a map for determining the operating state based on the accelerator opening degree and the accelerator opening speed for each operation mode.
(3) At least three control areas for determining the operating state of the first rotary electric machine and the second rotary electric machine are set in the map, and each of the control areas has the said. It is preferable that the operating state during the connection operation of the disconnection mechanism and the operating state after the connection of the disconnection mechanism is completed are set.

(4) The operation mode preferably includes a normal mode. In this case, in the map of the normal mode, among the at least three control regions, the operating state in which the first rotary electric machine is put into a no-load state and the second rotary electric machine is forced to run during the connection operation. After the connection is completed, it is preferable that the first control region in which the operating state for switching the first rotary electric machine to the power running state while transitioning the second rotary electric machine to no load is the widest.

(5) It is preferable that the operation mode includes an eco-mode in which the energy consumption rate is more important than the acceleration. In this case, in the map of the eco mode, among the at least three control regions, the operating state in which the first rotary electric machine and the second rotary electric machine are both in a no-load state during the connection operation. It is preferable that the second control area in which the operating state for switching the first rotary electric machine to the power running state among the first rotary electric machine and the second rotary electric machine after the completion of the connection is set is the widest.

(6) It is preferable that the operation mode includes a sports mode in which acceleration is more important than energy consumption rate. In this case, in the map of the sports mode, among the at least three control regions, the operating state in which the first rotary electric machine is put into a no-load state and the second rotary electric machine is forced to run during the connection operation. It is preferable that the third control area in which the operating state in which the first rotary electric machine is also driven after the connection is completed is set to be the widest.

According to the disclosed vehicle control device, by controlling the two rotary electric machines according to the operation mode being set, the response delay can be appropriately improved in the situation where the response delay cannot be tolerated, and the response delay can be tolerated. Then, it is possible to improve the electricity cost. As a result, it is possible to perform control according to the operation mode when connecting the disconnection / disconnection mechanism in the disconnected state.

It is a schematic diagram which illustrates the structure of the hybrid vehicle which mounts the control device which concerns on embodiment. This is an example of a map in which a driving mode is set according to a vehicle speed and a required driving force. It is a map exemplifying the correspondence relationship stored in the storage unit, (a) is a map of eco mode, (b) is a map of normal mode, and (c) is a map of sports mode. It is a figure for demonstrating power transmission, and shows the state which there is no motor assist in a parallel mode. It is a figure for demonstrating the power transmission, and shows the state when the required driving force increases from the state of FIG. It is a figure for demonstrating the power transmission, and shows the state when the clutch connection is completed from the state of FIG. It is a figure for demonstrating the power transmission, and shows the state which made the generator unloaded from the state of FIG. It is a flowchart illustrating the control content which is performed by the control apparatus of FIG.

A vehicle control device as an embodiment will be described with reference to the drawings. The embodiments shown below are merely examples, and there is no intention of excluding the application of various modifications and techniques not specified in the following embodiments. Each configuration of the present embodiment can be variously modified and implemented without departing from the gist thereof. In addition, it can be selected as needed, or it can be combined as appropriate.

[1. overall structure]
The control device 1 of the present embodiment is applied to the vehicle 10 shown in FIG. 1, and controls an engine 2, a motor 3, a generator 4, a clutch 7, 8, and the like mounted on the vehicle 10. The vehicle 10 is a hybrid vehicle equipped with an engine 2 as a drive source, a motor 3 for traveling (first rotary electric machine), and a generator 4 for power generation (second rotary electric machine). In this embodiment, it is assumed that these devices 2, 3 and 4 are mounted on the front side of the vehicle 10.

The generator 4 is connected to the engine 2 and can operate independently of the operating state of the motor 3. The vehicle 10 is provided with three types of traveling modes: EV mode, series mode, and parallel mode. These driving modes are selectively selected by the control device 1 according to the vehicle state, the driving state, the driving force required by the driver, and the like, and the engine 2, the motor 3, and the generator 4 are used properly according to the type. ..

FIG. 2 is an example of a map used when selecting a traveling mode according to a vehicle speed and a required driving force. The EV mode is a traveling mode in which the vehicle 10 is driven only by the motor 3 using the charging power of the driving battery 9 (see FIG. 1) while the engine 2 and the generator 4 are stopped. The EV mode is selected when both the required driving force and the vehicle speed are low or when the charge level of the battery 9 is high. The series mode is a traveling mode in which the engine 2 drives the generator 4 to generate electric power, and the motor 3 drives the vehicle 10 using the electric power. The series mode is selected when the required driving force is high or when the charge level of the battery 9 is low. The parallel mode is a traveling mode in which the vehicle 10 is mainly driven by the driving force of the engine 2 and the motor 3 assists the driving of the vehicle 10 as needed, and is selected when the vehicle speed is high or the required driving force is high. To.

In addition to the above-mentioned traveling modes, the vehicle 10 is provided with a plurality of operating modes having different power performances. The operation mode of the present embodiment includes three types of eco mode, sports mode, and normal mode. The eco mode is a driving mode that realizes eco-friendly driving that emphasizes fuel efficiency and electricity cost (hereinafter referred to as "energy consumption rate") rather than acceleration. On the contrary, the sports mode emphasizes acceleration rather than energy consumption rate. It is an operation mode that realizes a sporty driving. Further, the normal mode is an operation mode in which both acceleration and energy consumption rate are equally emphasized, and is also an initial mode automatically set when the main power of the vehicle 10 is turned from off to on. The driving mode may be automatically selected by the vehicle 10 based on the driving tendency of the driver or the like, or may be arbitrarily selected by the occupant. Depending on the type of operation mode, the control device 1 changes the axle output for the accelerator pedal depression operation.

As shown in FIG. 1, an engine 2 and a motor 3 are connected in parallel to a drive wheel 5 (here, a front wheel) via a transaxle 20 having a plurality of gears and clutches, and each of the engine 2 and the motor 3 is connected. Power is transmitted individually from different power transmission paths. That is, each of the engine 2 and the motor 3 drives the drive shaft 6 of the vehicle 10. Further, the generator 4 and the drive wheels 5 are connected in parallel to the engine 2 via the transaxle 20, and the power of the engine 2 is transmitted to the generator 4 in addition to the drive wheels 5.

The transaxle 20 is a power transmission device in which a final drive (final reducer) including a differential gear 18 (differential device, hereinafter referred to as “diff 18”) and a transmission (reducer) are integrally formed, and is a drive source. It incorporates multiple mechanisms responsible for power transmission between the driven device and the driven device.

The engine 2 is an internal combustion engine (gasoline engine, diesel engine) that uses gasoline or light oil as fuel. The engine 2 is a so-called transverse engine arranged laterally so that the direction of the crankshaft 2a coincides with the vehicle width direction of the vehicle 10, and is fixed to the right side surface of the transaxle 20. The crankshaft 2a is arranged parallel to the drive shaft 6. The operating state of the engine 2 may be controlled by the control device 1 or may be controlled by an electronic control device (not shown) different from the control device 1.

Both the motor 3 and the generator 4 of the present embodiment are electric generators (motor generators) having both a function as an electric motor and a function as a generator. The motor 3 is a drive source that transfers electric power to and from the battery 9, and mainly functions as an electric motor to drive the vehicle 10 and functions as a generator at the time of regeneration.

The generator 4 functions as an electric motor (starter) when starting the engine 2, and is driven by engine power to generate electricity when the engine 2 is operating. Further, the generator 4 transmits the driving force to the driving shaft 6 of the vehicle 10 in the power running state. Inverters (not shown) that convert direct current and alternating current are provided around (or inside each) the motor 3 and the generator 4. Each rotation speed and each operating state (power running operation, regeneration / power generation operation) of the motor 3 and the generator 4 are controlled by controlling the inverter.

The vehicle 10 is provided with a control device 1 that integrally controls various devices mounted on the vehicle 10. Further, the vehicle 10 is provided with an accelerator opening degree sensor 31 for detecting an accelerator pedal depression operation amount (accelerator opening degree) and a vehicle speed sensor 32 for detecting a vehicle speed. Further, the vehicle 10 is provided with a selection unit 33 in which one of a plurality of operation modes is selected. Examples of the selection unit include a switch operated by the driver to arbitrarily select a driving mode, and a function of the vehicle 10 recognizing and learning the driving tendency of the driver and automatically selecting the driving mode. The switch as the selection unit 33 is arranged at a position that can be operated by the driver during driving, and the function as the selection unit 33 is provided, for example, as a part of the function of the program executed by the control device 1. Alternatively, it may be provided in an electronic control device separate from the control device 1. The information detected by the accelerator opening sensor 31 and the vehicle speed sensor 32 and the input to the selection unit 33 are transmitted to the control device 1.

The control device 1 is an electronic control device configured as an LSI device or an embedded electronic device in which a microprocessor, ROM, RAM, or the like is integrated, and integrates and controls various devices mounted on the vehicle 10. The control device 1 of the present embodiment selects a traveling mode according to the driving force required by the driver and the like, controls various devices (for example, the engine 2 and the rotary electric machines 3 and 4) according to the selected traveling mode, and also has a transformer. It controls the disengagement state of the clutches 7 and 8 in the axle 20. Further, the control device 1 sets the selected operation mode, and changes the axle output for the operation of depressing the accelerator pedal according to the operation mode.

The transaxle 20 of the present embodiment is provided with six axes 11 to 16 arranged parallel to each other. Hereinafter, the rotation shaft coaxially connected to the crankshaft 2a is referred to as an input shaft 11, and the rotation shaft coaxially connected to the drive shaft 6 is referred to as an output shaft 12. Further, the rotation shafts connected coaxially with the rotation shaft of the motor 3 and the rotation shaft of the generator 4 are referred to as a motor shaft 13 and a generator shaft 14. Further, the rotation shaft arranged on the power transmission path between the motor shaft 13 and the output shaft 12 is called the first counter shaft 15, and is arranged on the power transmission path between the input shaft 11 and the output shaft 12. The rotating shaft is called the second counter shaft 16. Both ends of each of the six shafts 11 to 16 are pivotally supported by the casing of the transaxle 20 via bearings (not shown).

Inside the transaxle 1, three power transmission paths indicated by thick arrows with a pattern in FIG. 1 are formed. Specifically, a power transmission path (hereinafter referred to as "first path 41") from the engine 2 to the output shaft 12 via the input shaft 11 and the first counter shaft 15, and the motor shaft 13 and the second from the motor 3. A power transmission path from the engine 2 to the output shaft 12 via the counter shaft 16 (hereinafter referred to as "second path 42") and a power transmission path from the engine 2 to the generator shaft 14 via the input shaft 11 (hereinafter referred to as "third path"). 43 ”) is formed. The first path 41 and the second path 42 are power transmission paths for driving, and the third path 43 is a power transmission path for power generation.

On the first path 41, an input shaft 11 to which power is transmitted by rotating in synchronization with the generator 4 and a first counter shaft 15 to which power of the input shaft 11 is transmitted are provided. Further, a clutch 7 for connecting and disconnecting the power transmission is interposed in the middle of the first path 41 (on the first counter shaft 15 in this embodiment). Hereinafter, this clutch 7 is also referred to as an "engine clutch 7". The first counter shaft 15 meshes with the gear 15a that meshes with the gear 11a of the input shaft 11, the engine clutch 7, and the ring gear 18b of the differential 18 provided on the output shaft 12 in order from the right side (the side closer to the engine 2). A gear 15b is provided.

The engine clutch 7 is, for example, a wet multi-plate clutch or a dog clutch. The power on the upstream side (engine 2 and generator 4 side) of the power transmission path from the engine clutch 7 is transmitted to the output shaft 12 when the engine clutch 7 is engaged, and is cut off when the engine clutch 7 is disconnected (open). To. The disconnection / disconnection state of the engine clutch 7 is controlled by the control device 1.

The second path 42 is a power transmission path that transmits the driving force of the motor 3 to the drive wheels 5. On the second path 42, a motor shaft 13 to which power is transmitted by rotating in synchronization with the motor 3 and a second counter shaft 16 to which power of the motor shaft 13 is transmitted are provided. Further, a clutch 8 (disconnecting mechanism) for connecting and disconnecting the power transmission is interposed in the middle of the second path 42 (on the second counter shaft 16 in the present embodiment). Hereinafter, this clutch 8 will be referred to as a "motor clutch 8". The second counter shaft 16 is provided with a gear 16a that meshes with the gear 13a of the motor shaft 13, a motor clutch 8, and a gear 16b that meshes with the ring gear 18b of the differential 18 in order from the right side.

The motor clutch 8 is, for example, a wet multi-plate clutch or a dog clutch. The power on the upstream side of the power transmission path from the motor clutch 8 (that is, the driving force of the motor 3) is transmitted to the output shaft 12 when the motor clutch 8 is in the engaged state, and is cut off when the motor clutch 8 is in the disconnected (open) state. To. The disconnection / disconnection state of the motor clutch 8 is controlled by the control device 1.

The third path 43 is a path related to power transmission from the engine 2 to the generator 4 and power transmission from the generator 4 to the engine 2, and is responsible for power transmission when the generator 4 operates as a motor and a generator, respectively. Is. When the generator 4 operates as an electric motor, the input shaft 11 can be rotated by the driving force of the generator 4. The engine 2 and the generator 4 are directly connected to each other via gears 11a and 14a that mesh with each other without using a clutch. When the generator 4 operates as an electric motor, the driving force of the generator 4 is transmitted to the drive wheels 5 via a part of the third path 43 and a part of the first path 41.

In the present embodiment, when the traveling mode is the EV mode or the series mode, the engine clutch 7 is in the disengaged state and the motor clutch 8 is in the engaged state. When the traveling mode is the parallel mode and the motor assist (driving force of the motor 3) is unnecessary, the engine clutch 7 is engaged and the motor clutch 8 is disengaged. When the traveling mode is a parallel mode and motor assist is required, both the engine clutch 7 and the motor clutch 8 are engaged.

[2. Control configuration]
The control device 1 of the present embodiment is a motor 3 for connecting the motor clutch 8 based on the operation mode set at that time when the motor assist is required while traveling with only the driving force of the engine 2 and when accelerating. And the generator 4. Hereinafter, this control is referred to as "acceleration control". In the acceleration control, the accelerator pedal is depressed while the drive wheels 5 are being driven by the power of the engine 2 (while the engine 2 is being driven), and the motor clutch 8 is "disengaged" as the required driving force for the vehicle 10 increases. Is the control performed when changing from "to" to "engaged state". That is, the acceleration control is performed when the driving mode is set to the parallel mode and there is no motor assist.

The vehicle 10 of the present embodiment has three types of driving modes, the eco mode, the sports mode, and the normal mode described above. The driving mode may be selected by the occupant or may be automatically selected by the vehicle 10. In any case, in the acceleration control, the operation mode (what kind of driving should be realized) is grasped by referring to the operation mode being set, and the control according to the operation mode is realized. .. For example, when the operation mode is selected by the occupant, control according to the intention of the occupant is realized.

In the control device 1 of the present embodiment, a calculation unit 1A for calculating a required driving force, a first setting unit 1B for setting a driving mode, a second setting unit 1C for setting an operation mode, and acceleration control are performed. A storage unit 1D and a control unit 1E are provided for this purpose. These elements represent a part of the functions of the program executed by the control device 1, and are realized by software. However, a part or all of each function may be realized by hardware (electronic circuit), or software and hardware may be used in combination.

The calculation unit 1A calculates the required driving force (required output) for the vehicle 10 based on, for example, the accelerator opening degree (APS) detected by the accelerator opening degree sensor 31 and the vehicle speed detected by the vehicle speed sensor 32. The calculation unit 1A may calculate a more accurate required driving force in consideration of parameters such as front-rear acceleration, lateral acceleration, steering angle, and inclination of the vehicle body. The calculation unit 1A always calculates the required driving force not only when the acceleration control is performed, but also when the main power of the vehicle 10 is turned on or the vehicle speed is not 0.

The first setting unit 1B selects a traveling mode by applying the current vehicle speed and the required driving force to the map shown in FIG. 2, for example, and sets the traveling mode. The first setting unit 1B of the present embodiment changes each area of the map illustrated in FIG. 2 according to the charge state (charge rate) of the battery 9. For example, as the charge rate of the battery 9 decreases, the area of the map is changed so that the series mode is more easily selected than the EV mode. Instead of changing the map area, the first setting unit 1B may store a plurality of maps in which different areas are set for each charge rate of the battery 9 and select a map corresponding to the charge rate. good.

The second setting unit 1C (setting unit) sets the operation mode based on the input to the selection unit 33. The "input" here means an input signal transmitted from the switch to the second setting unit 1C when the driver operates the switch when the selection unit 33 is a switch, and the selection unit 33 is electronically controlled. When it is a function of the device, it means an input signal transmitted from this function to the second setting unit 1C. That is, the second setting unit 1C sets the driving mode of the vehicle 10 to the one selected by the driver or the vehicle 10. In the control device 1 of the present embodiment, the normal mode is automatically set when the main power of the vehicle 10 is turned from off to on.

The storage unit 1D stores the relationship between the operating state of the motor 3 and the generator 4 in each operation mode. The "operating state" referred to here is a control content carried out by control during acceleration, and specifically, is a content of when and how to control the motor 3 and the generator 4. The storage unit 1D of the present embodiment stores a map for determining the operating state based on the accelerator opening degree and the accelerator opening speed for each operation mode. The accelerator opening speed is the depression speed of the accelerator pedal, and corresponds to a value obtained by differentiating the accelerator opening degree detected by the accelerator opening degree sensor 31.

An example of the map stored in the storage unit 1D is shown in FIGS. 3 (a) to 3 (c). FIG. 3A is a map of eco-mode, FIG. 3B is a map of normal mode, and FIG. 3C is a map of sports mode. The horizontal axis of each map is the accelerator opening, the vertical axis is the accelerator opening speed, and at least three control areas are set for each map. Each control area includes an operating state during the connection operation of the motor clutch 8 (hereinafter, simply referred to as "connection operation") and an operating state after the connection of the motor clutch 8 is completed (hereinafter, simply referred to as "connection completion"). Is set. Although three control areas are set in the maps of FIGS. 3A to 3C, four or more control areas may be set.

Hereinafter, a specific description will be given. In the first control area indicated as "region 1" in the figure, the operating state in which the motor 3 is put into a no-load state and the generator 4 is forced to run during the connection operation, and the generator 4 is changed to the no-load state after the connection is completed. An operating state for switching the motor 3 to the power running state is set. That is, in the first control region, the driving force of the generator 4 is transmitted to the drive shaft 6 until the connection of the motor clutch 8 is completed to avoid the response delay, and after the connection of the motor clutch 8 is completed, By changing the rotary electric machine that generates the assist force from the generator 4 to the motor 3, the generator 4 is made to stand by as a generator while efficiently securing the assist force.

In the second control area indicated as "region 2" in the figure, there is an operating state in which both the motor 3 and the generator 4 are in a no-load state during the connection operation, and a motor among the motor 3 and the generator 4 after the connection is completed. An operating state for switching 3 to a power running state is set. That is, in the second control region, until the connection of the motor clutch 8 is completed, the two rotary electric machines 3 and 4 are put into a no-load state to improve the electricity cost, and after the connection of the motor clutch 8 is completed, By driving only the motor 3, eco-friendly driving is realized while efficiently securing the assist force.

In the third control area indicated as "region 3" in the figure, there is an operating state in which the motor 3 is put into a no-load state and the generator 4 is forced to run during the connection operation, and an operating state in which the motor 3 is also forced to run after the connection is completed. And are set. That is, in the third control region, as in the first control region, the driving force of the generator 4 is transmitted to the drive shaft 6 to avoid the response delay until the connection of the motor clutch 8 is completed, and the motor clutch 8 is used. After the connection is completed, the motor 3 is driven in addition to the generator 4 to realize a stronger feeling of acceleration.

As shown in FIG. 3A, in the eco-mode map, the second control area is the widest of the three control areas. That is, when the operating mode being set is the eco mode, the above-mentioned operating state set in the second control area is most likely to be implemented. As shown in FIG. 3B, in the map in the normal mode, the first control area is the widest of the three control areas. That is, when the operation mode being set is the normal mode, the above-mentioned operating state set in the first control area is most likely to be executed. As shown in FIG. 3C, in the sports mode map, the third control area is the widest of the three control areas. That is, when the driving mode being set is the sports mode, the above-mentioned operating state set in the third control area is most likely to be implemented.

The control unit 1E carries out the above-mentioned acceleration control. That is, when the control unit 1E connects the motor clutch 8 in the disconnected state while the engine 2 is being driven and accelerated, the motor 3 is in an operating state stored in the storage unit 1D and corresponding to the set operation mode. And the generator 4.

Here, the configuration of the control unit 1E will be described with reference to FIGS. 4 to 7. The thick arrow with a pattern in FIGS. 4 to 7 indicates how the power is transmitted. Further, since the engine clutch 7 is connected in the state shown in FIG. 4, the vehicle 10 is traveling only by the driving force of the engine 2.

As shown in FIG. 4, the control unit 1E determines the necessity of motor assist and accelerates when the parallel mode is set by the first setting unit 1B and the motor clutch 8 is in the disengaged state. Judgment as to whether or not it is carried out. The control unit 1E of the present embodiment performs the former determination based on the required driving force calculated by the calculation unit 1A, and implements the latter determination based on the accelerator opening degree and the vehicle speed. If motor assist is required during acceleration, the above acceleration control is performed, and if motor assist is not required or not during acceleration, acceleration control is not performed.

The control unit 1E of the present embodiment compares the required driving force with the maximum driving force of the engine 2, determines that "motor assist is required" if the former is larger than the latter, and "motor assist" if the former is less than or equal to the latter. No assistance is required. " A situation in which the required driving force becomes larger than the maximum driving force of the engine 2 is, for example, when the driver depresses the accelerator pedal for acceleration. That is, the situation where motor assist is required is often during acceleration. The maximum driving force of the engine 2 is preset in the control device 1 as a variable value that changes according to, for example, the vehicle speed. The control unit 1E acquires the vehicle speed at the time of determining the necessity of motor assist, and uses a value (maximum driving force) corresponding to the vehicle speed for the determination.

When the control unit 1E performs acceleration control, the map of the operation mode being set is selected, and the accelerator opening and the accelerator opening speed obtained by differentiating the accelerator opening speed are applied to the selected map. One is extracted from the three control areas, and the operating state set in the control area is acquired. For example, when the operation mode being set is the normal mode, the control unit 1E selects the map of the normal mode illustrated in FIG. 3 (b), and operates when the accelerator opening and the accelerator opening speed are applied to this map. If the point is the point A shown in FIG. 3B, the operating state set in the area 1 (first control area) is acquired.

In this case, as shown in FIG. 5, the control unit 1E runs the generator 4 by power running while connecting the motor clutch 8 in the disconnected state, and transmits the driving force of the generator 4 to the drive shaft 6. As a result, the driving force until the connection of the motor clutch 8 is completed is supplemented by the generator 4. The motor 3 at this time is in a no-load state. When the connection of the motor clutch 8 is completed, the driving force of the generator 4 and the driving force of the motor 3 can be temporarily transmitted to the drive shaft 6. When the connection is completed, the control unit 1E switches the motor 3 to the power running state while transitioning the generator 4 to no load. Therefore, as shown in FIG. 6, both the driving force of the generator 4 and the driving force of the motor 3 are temporarily transmitted to the drive shaft 6, and then, as shown in FIG. 7, the generator 4 is completely unloaded. In the state, only the driving force of the motor 3 is transmitted to the driving shaft 6.

Further, the operation mode being set is the normal mode, and the operation point when the accelerator opening degree and the accelerator opening speed are applied to the map of the normal mode illustrated in FIG. 3B is the area 2 (second control area). If it corresponds to, the operating state set in the second control area is acquired. In this case, the control unit 1E connects the motor clutch 8 while keeping both the motor 3 and the generator 4 in a no-load state. Then, when the connection of the motor clutch 8 is completed, the motor 3 is switched to the power running state as shown in FIG. 7.

Further, the operation mode being set is the normal mode, and the operation point when the accelerator opening degree and the accelerator opening speed are applied to the map of the normal mode illustrated in FIG. 3B is the area 3 (third control area). If it corresponds to, the operating state set in the third control area is acquired. In this case, as shown in FIG. 5, the control unit 1E runs the generator 4 by power running while connecting the motor clutch 8 in the disconnected state, and transmits the driving force of the generator 4 to the drive shaft 6. The motor 3 at this time is in a no-load state. After the connection of the motor clutch 8 is completed, as shown in FIG. 6, the motor 3 is also switched to the power running state to transmit the driving force of both the motor 3 and the generator 4 to the drive shaft 6.

It should be noted that the control unit 1E acquires the operating state to be executed at the time of acceleration from the map even when the operating mode being set is the eco mode or the sports mode, as in the case of the normal mode, so that the operating state is set. Controls the motor 3 and the generator 4.

[3. flowchart]
FIG. 8 is an example of a flowchart for explaining the control contents implemented by the above-mentioned control device 1. This flowchart is executed at a predetermined calculation cycle with the main power of the vehicle 10 turned on. It should be noted that the setting of the driving mode by the first setting unit 1B of the control device 1 and the setting of the operation mode by the second setting unit 1C are executed separately from this flowchart, and the set driving mode and the operation mode are executed separately. Each information shall be transmitted to the control unit 1E.

In step S1, the information detected by the sensors 31 and 32, the traveling mode setting information in the first setting unit 1B, and the operation mode setting information in the second setting unit 1C are transmitted. In step S2, it is determined whether or not the traveling mode being set is the parallel mode. If the current driving mode is not the parallel mode, this flowchart is returned. When the current traveling mode is the parallel mode, the process proceeds to step S3, the required driving force is calculated, and it is determined in step S4 whether or not the motor clutch 8 is in the disengaged state.

If the motor clutch 8 is in the disengaged state, the process proceeds to step S5, and it is determined whether or not the required driving force calculated in step S3 is larger than the maximum driving force of the engine 2. If this condition is not satisfied, this flowchart is returned. On the other hand, if the condition of step S5 is satisfied, the process proceeds to step S6, and the operating state corresponding to the operation mode being set is acquired from the correspondence relationship (map in this embodiment) stored in the storage unit 1D. In step S7, the connection of the motor clutch 8 is started, and the motor 3 and the generator 4 are controlled during the connection operation based on the operating state acquired in step S6 (step S8). Then, it is determined whether or not the connection of the motor clutch 8 is completed (step S9), and the control during the connection operation is continued until the connection is completed (step S8).

When the connection of the motor clutch 8 is completed and the engaged state is reached, the process proceeds to step S10, and the control of the motor 3 and the generator 4 after the connection is completed is executed based on the operating state acquired in step S6, and this flowchart is returned. In this case, in the next calculation cycle, the required driving force is calculated (step S3), and since the motor clutch 8 is in the engaged state, the process proceeds from step S4 to step S11.

In step S11, it is determined whether or not the required driving force calculated in step S3 is larger than the maximum driving force of the engine 2. When this condition is satisfied, this flowchart is returned and the connected state of the motor clutch 8 is maintained. On the other hand, if the condition of step S11 is not satisfied, the process proceeds to step S12, the motor clutch 8 is disengaged, the motor 3 and the generator 4 are both controlled to be in a no-load state (step S13), and this flowchart is returned.

[4. effect]
(1) In the control device 1 described above, when the disconnection / disconnection mechanism (motor clutch 8 in this embodiment) is changed from the disconnected state to the engaged state while the engine 2 is being driven and accelerated, it is stored in the storage unit 1D. The two rotary electric machines 3 and 4 are controlled so as to be in the operating state corresponding to the set operation mode being set. For example, in a situation where a response delay cannot be tolerated in a situation where motor assist is required, the generator 4 is controlled so that the driving force of the second rotary electric machine (generator 4 in this embodiment) is transmitted to the drive wheels 5. , Response delay can be improved appropriately. On the contrary, in the situation where the response delay can be tolerated, the electric cost can be improved by setting both the two rotary electric machines 3 and 4 to be in a no-load state. Therefore, when the motor clutch 8 in the disconnected state is connected, control according to the operation mode can be performed.

(2) In the storage unit 1D described above, a map for determining the operating state based on the accelerator opening degree and the accelerator opening speed is stored for each operation mode. As a result, according to the control device 1 described above, the degree of acceleration request of the occupant can be determined from the accelerator opening degree and the accelerator opening speed, so that control according to the operation mode can be performed.

(3) Further, at least three control areas are set in the map, and the operating state during the connection operation of the motor clutch 8 and the operating state after the connection of the motor clutch 8 is completed are set in each control area. ing. Therefore, it is possible to perform control according to the operation mode during the connection operation of the motor clutch 8 and after the connection is completed.

(4) Since the above-mentioned operation mode includes the normal mode and the first control area is the widest in the map of the normal mode, it is set to the first control area when the normal mode is selected. The operating state that has been set is the easiest to carry out. That is, in the normal mode, the response delay can be eliminated by driving the generator 4 during the connection operation of the motor clutch 8, and after the connection is completed, the vehicle 10 is driven by the motor 3 to efficiently secure the assist force. The generator 4 can be made to stand by as a generator. As described above, in the normal mode, the assist force can be secured while eliminating the response delay in the situation where the motor assist is required, so that the control according to the operation mode can be performed.

(5) The above-mentioned operation mode includes the eco mode, and since the second control area is the widest in the eco mode map, it is set to the second control area when the eco mode is selected. The operating state that has been set is the easiest to carry out. That is, in the eco mode, the electric cost can be improved by putting the rotary electric machines 3 and 4 in a no-load state during the connection operation of the motor clutch 8, and after the connection is completed, the vehicle 10 is driven by the motor 3 to efficiently assist. The generator 4 can be made to stand by as a generator while securing the power. In this way, in the eco mode, eco-driving with a suppressed energy consumption rate can be performed, so that control according to the operation mode can be performed.

(6) Since the above-mentioned driving mode includes the sport mode and the third control area is the widest in the map of the sport mode, it is set to the third control area when the sport mode is selected. The operating state that is being performed is the easiest to carry out. That is, in the sports mode, the response delay can be eliminated by driving the generator 4 during the connection operation of the motor clutch 8, and after the connection is completed, the vehicle 10 is driven by both the rotary electric machines 3 and 4 to provide a large assist force. Can be secured. As described above, in the sports mode, it is possible to realize a strong acceleration feeling while eliminating the response delay in the situation where the motor assist is required, so that the control according to the driving mode can be performed.

(7) In the map described above, three control areas are set, and depending on the accelerator operation, for example, the second control area or the third control area may be selected even in the normal mode. In other words, depending on the accelerator operation, the widest control area is not always selected in the map of the operation mode being set. That is, according to the control device 1 described above, not only the input to the selection unit 33 but also one of the occupant's operations called the accelerator operation can be considered, and when the motor clutch 8 in the disconnected state is connected, the operation mode and the occupant can be considered. It is possible to carry out control according to the intention of.

[5. others]
The content of the acceleration control described above is an example, and is not limited to the above-mentioned one. For example, the types of operation modes are not limited to the above-mentioned three (normal mode, eco mode, and sports mode), and two of these may be included, or other operation modes may be included. At least, the vehicle 10 may be provided with a plurality of operation modes having different power performances, and one of them may be configured to be arbitrarily selected. For example, only one of the switch and the function as the selection unit 33 may be provided.

Three control areas are set for each of the above three maps, but the type, number, shape, and size of the control areas are not particularly limited. For example, two control areas and a second control area may be set in the map of the eco mode, and two control areas and a third control area may be set in the map of the sport mode. .. The storage unit 1D may store the relationship between the operating states of the two rotary electric machines 3 and 4 in each operation mode, and may not be stored as the map as described above. For example, the operating states of the two rotary electric machines 3 and 4 for each operating mode are uniquely stored, and when the operating mode is the normal mode, the pre-stored operating states can be acquired regardless of the accelerator operation. It may be configured. The above-mentioned operating state is an example, and is not limited to the above-mentioned contents.

The control device 1 described above starts the acceleration control when the required driving force becomes larger than the maximum driving force of the engine 2 in the parallel mode without motor assist and during acceleration, but the acceleration control is started. The conditions are not limited to this. For example, a determination threshold value set to a value slightly smaller than the maximum driving force of the engine 2 is set, and acceleration control is performed when the required driving force exceeds this determination threshold value during parallel mode without motor assist and during acceleration. It may be configured to be used. The determination threshold value may be a fixed value set in advance, or may be a variable value set according to the traveling state of the vehicle 10.

The configuration of the transaxle 20 controlled by the control device 1 described above is an example, and is not limited to that described above. Further, the relative positions of the engine 2, the motor 3, and the generator 4 with respect to the transaxle 20 are not limited to those described above. The arrangement of the six axes 11 to 16 in the transaxle 20 may be set according to these relative positions. Further, the arrangement of gears provided on each shaft in the transaxle 20 is also an example, and is not limited to the above-mentioned one.

Further, the above-mentioned acceleration control is a vehicle equipped with two rotary electric machines (motor, motor generator, etc.) and an engine, and the power of the engine and the power of the first rotary electric machine are individually transferred from different power transmission paths. It is applicable to vehicles that transmit engine power to the drive wheels and also transmit engine power to the second rotary electric machine to generate power, and for the vehicle, power to transmit the power of the first rotary electric machine to the drive wheels. It suffices if a disconnection mechanism is provided on the transmission path. That is, the above-mentioned acceleration control may be applied to a vehicle equipped with a transmission other than the above-mentioned transaxle 20. In the above embodiment, the motor clutch 8 (clutch mechanism) is exemplified as the disconnection / disconnection mechanism, but the engagement / disengagement mechanism is not limited to this. For example, as the disconnection mechanism, a synchro mechanism using an engaging member (sleeve) or a planetary gear mechanism using a sun gear, a carrier, and a ring gear may be adopted. Similarly, the engine clutch 7 is not limited to the clutch mechanism, and may be a synchro mechanism or a planetary gear mechanism.

In the above-described embodiment, a front-wheel drive hybrid vehicle in which the engine 2 and the motor 3 are mounted on the front side of the vehicle 10 is exemplified, but in the above acceleration control, a rear motor (not shown) is mounted on the rear side of the vehicle. It can also be applied to the mounted four-wheel drive hybrid vehicle. Further, the rotary electric machines 3 and 4 mounted on the vehicle 10 are not limited to the motors 3 and 4 described above. The first rotary electric machine may be an electric generator (motor generator) or an electric machine having a rotating armature or a field and having at least an electric function. Further, the second rotary electric machine may be an electric generator (motor generator) or a generator having a rotating armature or a field and having at least a power generation function.

1 Control device 1A Calculation unit 1B First setting unit 1C Second setting unit (setting unit)
1D storage unit 1E control unit 2 engine 3 motor (first rotary electric machine)
4 Generator (second rotary electric machine)
5 Drive wheel 6 Drive shaft 7 Engine clutch 8 Motor clutch (disconnection mechanism)
9 Battery 10 Vehicle 20 Transaxle 33 Selection 41 First path (power transmission path)
42 Second path (power transmission path)
43 Third route

Claims (6)

The engine, the first rotary electric machine, and the second rotary electric machine are mounted, and the power of the engine and the power of the first rotary electric machine are individually transmitted to the drive wheels from different power transmission paths and the power of the engine. In the vehicle control device that generates electricity by transmitting the above to the second rotary electric machine.
For the vehicle, one of a disconnection / disconnection mechanism interposed on a power transmission path for transmitting the power of the first rotary electric machine to the drive wheels and a plurality of operation modes having different power performances is selected. With a selection section,
The control device is
A setting unit that sets the operation mode based on an input to the selection unit, and a setting unit.
A storage unit that stores the relationship between the operating states of the first rotary electric machine and the second rotary electric machine in each of the operation modes, and
When the disconnection mechanism in the disconnected state is connected while the engine is being driven and the vehicle is accelerating, the operation state corresponding to the operation mode being set stored in the storage unit is obtained. A control unit for controlling one rotary electric machine and the second rotary electric machine is provided.
The storage unit is a vehicle control device, characterized in that a map for determining an operating state based on an accelerator opening degree and an accelerator opening speed is stored in the storage unit for each operation mode. (delete) At least three control areas for determining the operating state of the first rotary electric machine and the second rotary electric machine are set in the map.
The first aspect of the present invention, wherein each control area is set to the operating state during the connection operation of the disconnection mechanism and the operation state after the connection of the disconnection mechanism is completed. Vehicle control device. The operation mode includes a normal mode.
In the map of the normal mode, among the at least three control regions, the operating state in which the first rotary electric machine is put into a no-load state and the second rotary electric machine is forced to run during the connection operation, and the connection completion. The third aspect of the present invention is characterized in that the first control region in which the operating state for switching the first rotary electric machine to the power running state while later transitioning the second rotary electric machine to a no-load state is the widest. Vehicle control device. The operation mode includes an eco mode that emphasizes energy consumption rate rather than acceleration.
In the map of the eco mode, among the at least three control regions, the operating state in which the first rotary electric machine and the second rotary electric machine are both in a no-load state during the connection operation and the connection. The claim is characterized in that the second control area in which the operating state for switching the first rotary electric machine to the power running state among the first rotary electric machine and the second rotary electric machine after completion is set is the widest. Item 3. The vehicle control device according to item 3. The operation mode includes a sports mode in which acceleration is more important than energy consumption rate.
In the map of the sports mode, among the at least three control regions, the operating state in which the first rotary electric machine is put into a no-load state and the second rotary electric machine is forced to run during the connection operation, and the connection completion. The vehicle control device according to any one of claims 3 to 5, wherein the third control area in which the operating state is set to be driven together with the first rotary electric machine is the widest. ..

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