JPH10103111A - Driving gear for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a shock, when control is switched from regenerative driving to driving by an engine, from overlapping with a shift shock. SOLUTION: At deceleration time, by drive wheels 1RL, 1RR, a pump motor 13 is driven, operating oil in a reservoir tank 15 is accumulated in an accumulator 17 (regenerative brake). At starting acceleration time, by the pump motor 13 receiving an accumulated pressure in the accumulator 17, the drive wheel is driven (regenerative driving). Between an engine 2 and the drive wheel, a clutch 6 and an automatic transmission 7 are interposed, at regenerative braking time, at regenerative driving time, the clutch 6 is disconnected. When operation is switched from the regenerative driving to driving by the engine 2, the clutch 6 is connected. In a prescribed period before or after the point of connection time of the clutch 6, a shift of the automatic transmission is inhibited. At regenerative driving time, a particular shift characteristic easily making a shift up is used, first after a shift to a 2-speed shift, after a prescribed period, the clutch 6 can be also set so as to perform its connection.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle provided with a regenerative braking device for performing regenerative braking for recovering braking energy during deceleration and performing regenerative driving using the energy recovered by regenerative braking as a driving force during acceleration. The present invention relates to a drive device.

[0002]

2. Description of the Related Art Some vehicles have a braking energy regenerating device that uses braking energy during deceleration as driving force during acceleration. That is, a pump / motor connected to the driving wheels and connected to the reservoir tank and the accumulator is provided, and the pump / motor is driven by the driving wheels during deceleration to accumulate the working oil in the reservoir tank. The pressure accumulated in the accumulator as regenerative energy during braking (regenerative braking), and the pressure accumulated in the accumulator during acceleration (regenerative energy that becomes the recovered braking energy)
In some cases, the pump / motor is driven (regenerative drive) (see, for example, JP-A-61-175152).
Reference). In order to prevent the engine from being unnecessarily driven by regenerative energy during regenerative driving, it has been proposed to cut off the connection between the engine and the drive wheels.

[0003]

By the way, when the connection between the engine and the drive wheels is cut off during the regenerative drive, the connection between the engine and the drive wheels is switched when the drive is switched from the regenerative drive to the drive by the engine. The shock is likely to occur when performing. In particular, in a vehicle having an automatic transmission, if the connection between the engine and the drive wheels is performed almost at the same time as the shift, a large shock will be generated, and some measures are desired in this regard. .

The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent or reduce a large shock by preventing the timing of switching from regenerative driving to driving by an engine and the timing of shifting from overlapping. It is an object of the present invention to provide a drive device for a vehicle that can be used.

[0005]

In order to achieve the above object, the present invention adopts the following solution. That is, in the vehicle drive device, the connection between the engine and the drive wheel is interrupted until the first predetermined period elapses from the start of the regenerative drive, and the engine and the drive wheel are connected after the first predetermined period elapses. An automatic transmission is interposed between the engine and the drive wheels, and a suppression means is provided for suppressing both the shift of the automatic transmission and the connection between the engine and the drive wheels from occurring within the second predetermined period. Yes, it is.
Preferred embodiments based on the above solution are as described in claims 2 to 7 in the claims.

In order to achieve the above object, the present invention adopts another solution as follows. That is,
In a drive device of a vehicle in which an automatic transmission is interposed in a power transmission path between an engine and wheels, a pump motor that is drivingly connected to wheels is switched between a pump operation and a motor operation of the pump motor. Switching means, first connection / disconnection means for connecting / disconnecting power transmission between the wheel and the pump / motor, a reservoir for containing a hydraulic fluid which is a drive source for the pump / motor, An accumulator for accumulating hydraulic fluid in the reservoir pumped by the pump operation of the pump / motor as the wheels rotate when power transmission between the motor and the motor is connected; Accelerator pedal operation amount detection means for detecting a value relating to the operation amount of the pedal; hydraulic fluid detection means for detecting the amount of the hydraulic fluid stored in the accumulator; Second disconnection means for connecting / disconnecting the power transmission between the emissions, and the switching means and the first clutching means second
Control means for controlling the disconnection means; and suppression means, wherein the control means controls the braking energy when the detection result of the accelerator pedal operation amount detection means is smaller than a predetermined value. Controlling the switching means to switch the pump / motor to the pump operation so as to collect the power, and controlling the first disconnection means to connect the power transmission between the wheels and the pump / motor, and The second connection means is controlled to cut off the power transmission between the wheel and the engine, and the detection result of the accelerator pedal operation amount detection means indicates that the accelerator pedal operation amount is larger than the predetermined value. When the hydraulic fluid detecting means detects that the amount of hydraulic fluid in the accumulator is equal to or more than a predetermined amount, the pump / motor is driven to regenerate braking energy. Controlling the switching means to switch the power to the power, controlling the first disconnection means to connect the power transmission between the wheels and the pump / motor, and further controlling the power transmission between the wheels and the engine. Disconnecting for a first predetermined time and connecting the second connection after the first predetermined time has elapsed;
It is performed so as to control the disconnection means, and the occurrence of both the shift of the automatic transmission and the drive connection between the engine and the wheels during the second predetermined time is suppressed by the suppression means. It is like that. Note that the accelerator pedal operation amount detection means may indirectly detect a brake operation.

[0007]

According to the first aspect of the present invention, since the connection timing between the engine and the drive wheels is forcibly shifted for a second predetermined period with respect to the shift timing of the automatic transmission, a large shock is generated. Is prevented or reduced.

According to the second aspect, the second predetermined period can be secured by a simple method of changing the shift characteristics.

According to the third aspect, the effect corresponding to the first aspect can be obtained by a delay method of forcibly prohibiting the shift for the second predetermined period after the connection between the engine and the drive wheels.

According to the fourth aspect, by connecting the engine and the driving wheels in the second speed state in which the gear ratio is smaller than in the first speed and a large shock is less likely to occur, the shock can be prevented or reduced. This is preferable for effective operation.

According to the fifth aspect, when the regenerative energy is small enough to make it impossible to connect the engine and the driving wheels at the second speed, the regenerative driving is prohibited.
Shock prevention can be completely performed.

According to the sixth aspect, by setting the second speed before connecting the engine and the driving wheels, the effect corresponding to the fourth aspect can be reliably obtained.

According to the seventh aspect, the effect corresponding to the sixth aspect can be obtained by changing the shift characteristic.

According to the eighth aspect, a more specific one capable of obtaining the same effect as the effect according to the first aspect is provided.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In FIG. 1, 1FL is a left front wheel,
1FR is a right front wheel, 1RL is a left rear wheel, and 1RR is a right rear wheel. The torque generated by the engine 2, that is, the driving force, is transmitted to the differential gear 4 via the electromagnetic clutch 6, the automatic transmission 7, and the propeller 3, and then transmitted to the left drive shaft 5.
L, and is transmitted to the left rear wheel 1RR via the right drive shaft 5R. In the embodiment, the automatic transmission 7 comprises a torque converter and a multi-stage transmission gear mechanism. In the embodiment, the multi-stage transmission gear mechanism has four forward stages and one reverse stage.

A power transmission mechanism 11 using a chain or a gear is interposed between the automatic transmission 7 (the output shaft thereof) and the propeller shaft 3, and the power transmission mechanism 11 includes an electromagnetic clutch 12. The pump / motor 13 is connected via the pump. The power transmission mechanism 11 is always connected to the rear wheels 1RL and 1RR as drive wheels, whereby the pump / motor 13 is connected to the drive wheels on condition that the clutch 12 is connected. Will be.

The pump motor 13 is of a swash plate type variable displacement type as described later (see Japanese Patent Laid-Open No. 61-1751).
52, one of the connecting ports is connected via a pipe 14 to a reservoir tank 15 storing working oil, and the other connecting port is connected to a pipe 16.
Is connected to the accumulator 17 via the. Piping 1
6 is connected to an electromagnetic control valve 18 which shuts off the pump motor and the accumulator 17 and the operation oil from the pump motor 13 to the accumulator 13. The state is changed between a state in which only the flow is permitted and a state in which only the flow of the working oil from the accumulator 17 to the pump / motor 13 is permitted.

During regenerative braking during deceleration when the accelerator pedal operation amount is equal to or less than a predetermined value (in this embodiment, the accelerator opening is zero), the clutch 12 is connected, and the control valve 18 is moved from the pump / motor 13 to the accumulator. The state is such that the working oil flows to 17. In this state, the pump motor 13 is driven to rotate by the driving force (kinetic energy) from the driving wheels, and sucks and pressurizes the working oil in the reservoir tank 15 to accumulate the pressure in the accumulator 17.
At the time of this regenerative braking, the clutch 6 is disconnected to disconnect the engine 2 from the drive wheels 1RL and 1RR, so that the engine brake is not effective and the engine 2 is not forcedly rotated by the drive wheels. Only
The braking energy is more sufficiently recovered, and the fuel efficiency is improved. Further, at the time of regenerative braking, the engine 2 is stopped, so that the fuel consumption is further improved because the engine 2 does not need to be idling.

At the time of regenerative driving in which the accelerator pedal operation amount becomes larger than a predetermined value, the clutch 12 is connected, and the control valve 18 is set in a state where the operating oil flows from the accumulator 17 to the pump / motor 13. . In this state, the pump motor 13 is driven to rotate by the high-pressure operating oil from the accumulator 17, and the drive wheels are driven by using the pump motor 13 as a traveling drive source of the vehicle. Also during this regenerative drive, the clutch 6 is disconnected and the engine 2 is stopped. In addition,
When there is no accumulator pressure sufficient to perform the regenerative drive, the engine 2 is driven without performing the regenerative drive, and the clutch 6 is connected at this time.

When the regenerative braking or the regenerative drive is not performed, the control valve 18 keeps the pump motor 13 and the accumulator 17 shut off, and the clutch 12 is disconnected (the pump motor 13 is turned off). Stopped).

In FIG. 1, an accelerator pedal 21 and an accelerator pedal 22 are shown.
Is a brake pedal, 23 is a starter of the engine 2
And 24, output adjusting means for controlling the output of the engine 2. The output adjusting means 24 includes a throttle actuator that electromagnetically drives the throttle opening when the engine is driven, and a fuel injection valve. 2
Is stopped.

In the embodiment, two types of throttle characteristics indicating the throttle opening according to the operation amount of the accelerator pedal 21 are set, and are appropriately switched and used.
More specifically, as shown in FIG. 6, a first characteristic and a second characteristic are created and stored in advance as characteristic lines indicating the throttle opening (target throttle opening) according to the accelerator pedal operation amount. I have. The first characteristic indicated by the solid line in the figure is that, in a small region where the accelerator pedal operation amount is equal to or less than a predetermined value AP1, the throttle opening is zero regardless of the accelerator pedal operation amount. The throttle opening is set to gradually increase from zero as the amount increases. As described above, in the first characteristic, in a small region where the accelerator pedal operation amount is equal to or less than the predetermined value AP1, a play in which the throttle opening is set to zero is set.

On the other hand, the second characteristic shown by the broken line in the figure is
The play is not set, and the throttle opening is set to gradually increase from zero as the operation amount of the accelerator pedal increases from zero. Thus, the second characteristic has a smaller play area than the first characteristic (the play is set to zero in FIG. 6). The throttle valve is electromagnetically driven and controlled so as to have a characteristic selected from the first characteristic or the second characteristic shown in FIG. Control). And when performing regenerative drive,
The first characteristic with play is selected, and when driving only with the engine 2, the second characteristic without play is selected.

An example of the variable displacement pump / motor 13 is schematically shown in FIG. In FIG. 2, reference numeral 31 denotes a pump shaft, and a cylinder 32 and a piston 33 are provided so as to rotate integrally with the pump shaft. The cylinder 32 is sequentially connected to the pipe 1 according to the rotation thereof.
4 and 16 are communicated. The amount of relative displacement of the piston 33 with respect to the cylinder 32 is changed by the inclined plate 34. At a neutral position (a position orthogonal to the pump shaft 31) indicated by a solid line in FIG. The displacement is set to zero and the pump / motor 1
The discharge amount from 3 is set to zero regardless of whether it is used as a pump or a motor.

When the inclined plate 34 is inclined from the neutral position in the direction indicated by θP in FIG. 2, the piston 33 is displaced relative to the cylinder 32 and the pipe 1 is moved from the pipe 14 side.
A mode in which the working oil flows to the side 6 (pump function).
Then, as the inclination angle (tilt angle) of the inclined plate 34 increases, the relative displacement amount of the piston 33 with respect to the cylinder 32 increases, and the amount of the working oil flowing from the pipe 14 to the pipe 16, that is, the discharge amount, increases. The maximum tilt angle is θ
Indicated as P.

When the inclined plate 34 is inclined from the neutral position in the direction indicated by θM in FIG. 2, the piston 33 is displaced relative to the cylinder 32, and the
In this mode, the working oil flows to the fourth side (motor function).
Then, as the inclination angle (tilt angle) of the inclined plate 34 increases, the relative displacement amount of the piston 33 with respect to the cylinder 32 increases, and the amount of working oil flowing from the pipe 16 to the pipe 14, that is, the discharge amount, increases. The maximum tilt angle is θ
Shown as M.

The tilt angle of the inclined plate 34 is adjusted by a hydraulic control valve 35. A piston 35b is slidably fitted in a cylinder 35a of the control valve 35, and the piston 35b is connected to the inclined plate 34. That is, the displacement position of the piston 35b is
Is determined.

By controlling the supply and discharge of control hydraulic pressure to and from the two chambers 35c and 35d of the cylinder 35a defined by the piston 35b, the displacement position of the piston 35b, that is, the tilt angle, is changed. The control oil pressure is generated by a pump (not shown) driven by the pump shaft 31, and the supply and discharge control of the control oil pressure to the chambers 35a and 35b is performed by a switching control valve (not shown).

The piston 35b is normally urged to return to the neutral position by return springs 36e and 35f. The switching control valve for controlling the supply and discharge of the hydraulic pressure to the chambers 35c and 35d is controlled by the duty control so that the piston 35b is at a desired position. When the piston 35b is located at the stroke end of the cylinder 35a, there is no need to supply and discharge the control oil pressure to and from the chambers 35c and 35d (no leakage due to duty control), and the consumption of the control oil pressure is reduced accordingly. As a result, fuel efficiency is improved. For this reason,
In the embodiment, on the pump side or the motor side, the maximum tilt angle (maximum tilt angle (maximum tilt angle) is set so that the pump motor 13 can be used at or near the maximum tilt angle as much as possible. Are determined as follows.

That is, at the time of deceleration of the vehicle, the required driving force of the pump / motor 13 is reduced by an amount corresponding to the running resistance of the vehicle as compared with the time of acceleration. It is necessary to output in consideration of the driving force, but at the time of deceleration used as a pump, the running resistance functions as the driving force of the pump motor 13). In view of this and the fact that the efficiency of the pump / motor 13 is highest when the above-described maximum tilt angle is used, in the embodiment, the maximum tilt angle θP when used as a pump is set as the maximum tilt angle θP when used as a motor. Maximum tilt angle θM
Is smaller by a predetermined amount (θP <θM).
The position of the stopper 36 for determining the pump-side maximum tilt angle θP and the position of the stopper 37 for determining the motor-side maximum tilt angle θM are set so as to satisfy <θM.

In FIG. 3, U is a control unit (controller) constituted by using a microcomputer, which receives signals from various sensors (detection means) and inputs signals to various actuators. The control signal is output to the controller. The control unit U includes a CPU that performs functions of an arithmetic unit, a determination unit, and a determination unit, and a ROM and a RAM serving as storage units.
It has.

The sensor S1 detects the operation amount of the accelerator pedal 21 (accelerator opening). The sensor S2 detects the operation amount of the brake pedal. The sensor S3 detects the pressure of the accumulator 17 (accumulated pressure). The sensor S4 detects a vehicle speed. The sensor S6 detects the engine speed. The sensor S7 detects the throttle opening. The control unit U also controls a brake actuator that adjusts the braking force of a hydraulic friction brake as a main brake attached to the drive wheels 1RL and RR.

FIG. 4 shows the basics of how to use regenerative energy during regenerative driving and how to recover braking energy during regenerative braking. That is, at the time of regenerative driving, the required driving force (target driving force) is set according to the operation amount of the accelerator pedal 21. However, in the above-described play range, the driving is performed using only the regenerative energy (engine). Stop). When the operation amount of the accelerator pedal 21 increases, the engine 2 is driven in addition to the regenerative driving. FIG. 5 shows the accelerator pedal 21 during the regenerative drive.
This indicates a state where the maximum regenerative driving force is larger than the required driving force FA when the operation amount is set to AS smaller than the predetermined value AP1, and the pump is operated so as to satisfy the required driving force FA. -The tilt angle of the motor 13 is adjusted.

Even if the operation amount of the accelerator pedal 21 is within the above-mentioned play range, when the required driving force cannot be satisfied only by the regenerative drive, the engine is driven (the regenerative drive and the engine drive are used together). When regenerative driving is not possible, driving by the engine 2 alone is performed.

At the time of regenerative braking, a required braking force (target braking force) is set in accordance with the operation amount of the brake pedal 22.
The play is set as in the case of No. 1 (setting of BP1 corresponding to AP1). That is, when the operation amount of the brake pedal 22 is equal to or smaller than the predetermined value BP1, braking is performed only by regenerative braking. When the operation amount of the brake pedal 22 exceeds BP1, a normal brake (a hydraulic friction brake) is also operated by controlling the brake actuator in addition to the regenerative braking. The regenerative braking is also performed during deceleration when the brake pedal is not depressed, and the target braking force at this time may be a certain constant value. However, it is preferable that the target braking force is set to increase as the vehicle speed increases, for example.

The control unit U performs the shift control of the automatic transmission 7 based on the shift characteristics previously created and stored. The shift characteristics include a normal shift characteristic and a regenerative drive shift characteristic. Two types are set. FIG. 7 shows a 1-2 shift-up line among the two types of shift characteristics. The shift characteristic for regenerative driving at least has a shift-up line at a lower vehicle speed side as compared with the normal shift characteristic. And the direction is set to be easily shifted up.

The control by the control unit U will be described with reference to the flowchart of FIG. 8, focusing on the intermittent control and the shift control of the clutch 6 during regenerative driving. In the following description, a case where regenerative driving is performed at the time of starting is shown, and R indicates a step.

First, at R1, it is determined whether or not the accumulator pressure is large enough to perform the regenerative drive until the shift to the second speed is performed by comparing with the normal shift characteristic. If the determination in R1 is NO, the regenerative drive is prohibited in R2, and then the normal shift characteristic is selected in R3.

If the determination in R1 is YES, the regenerative drive is executed in R4, and then the regenerative drive shift characteristic is selected in R5. This regenerative drive shift characteristic, in combination with the determination condition setting in R1, is such that the regenerative drive is not performed until a predetermined period (second predetermined period) elapses after the shift from the first speed to the second speed by the regenerative drive. It is set so that it can be continued. In other words, the gear is shifted up to the second speed at a timing earlier by a predetermined period than when the accumulator pressure is reduced to switch to driving by the engine 2 (the clutch 6 is connected).

After R5, at R6, it is determined whether or not switching to driving by the engine 2 has been completed, that is, whether the clutch 6 has been engaged. When the determination in R6 is NO, the determination in R6 is repeated as it is, and when the determination in R6 is YES, a time T corresponding to a predetermined period (second predetermined period) is set in R7.

After R7, at R8, the predetermined time T
Is determined, the shift is prohibited at R9 (for example, the shift from the second speed to the third speed is prohibited). If the determination in R8 is YES, the shift is permitted in R10 (for example, the shift from the second speed to the third speed is permitted).

Modification (FIG. 9)

FIG. 9 shows another example of the regenerative drive control and the shift control, and only the normal shift characteristic is set as the shift characteristic. First, in R21, it is determined whether or not a regenerative drive is being performed. If the determination in R21 is NO, the shift is permitted in R22.

If the determination in R21 is YES, the shift is prohibited in R23. Thereafter, at R24,
It is determined whether or not switching to driving by the engine 2 has been performed, that is, whether or not the clutch 6 has been connected. This R
If the determination in S24 is NO, the process returns to R23, and the shift is continuously inhibited.

If the determination in R24 is YES, R25-
The process of R28 is performed, and since this corresponds to R6 to R10 in FIG. 8, a duplicate description thereof will be omitted.

Modifications (FIGS. 10 and 11)

FIGS. 10 and 11 show an example in which the torque generated by the engine 2 is controlled so that the shock when the clutch 6 is connected can be further reduced. First,
FIG. 10 shows a basic state in which the generated torque control of the engine 2 is not particularly performed. The time point t1 is a state immediately before the accumulator pressure starts to largely decrease, and is a time point immediately before the end of the regenerative drive (the time point when the clutch 6 is connected). . Although the engine 2 is rotated at a point slightly before the time t1, the generated torque of the engine 2 is initially small during idle rotation due to the play AP1 setting of the accelerator pedal 21.

After the time point t1, the driving wheels are driven by the combined torque of the reduced regenerative driving force and the torque generated by the engine 2, and at the time point t2, the driving state is completely switched to the driving state by the engine 2 alone. At the time point t2, the generated torque of the engine 2 is still small corresponding to the idling rotation. Therefore, after the time point t2, the driver depresses the accelerator pedal to satisfy the required torque during the regenerative driving. However, when switching from the regenerative drive to the drive by the engine 2, initially, the generated torque of the engine 2 is small equivalent to the idling rotation, so that the torque difference becomes larger than the large torque at the time of the regenerative drive. Will occur.

FIG. 11 shows that the idle speed is increased by increasing the opening of an ISC valve (not shown) for adjusting the opening of a bypass passage which bypasses the throttle valve of the engine 2 by performing idle-up. Thus, the above-described torque difference is reduced so that the pull-in shock is reduced. The idle-up period may be set, for example, as a predetermined time, or may be set until the accelerator pedal opening reaches a predetermined value or more.

Modification (FIG. 12)

FIG. 12 shows another example in which the above-described pull-in shock is reduced when switching to driving by the engine 2 is performed. In this example, the driving is switched to the driving by the engine 2 earlier than the case shown in FIGS. 10 and 11, that is, before the accumulator pressure is largely reduced. Then, by controlling the tilt angle of the pump / motor 13,
By gradually reducing the generated torque of the pump / motor 13,
The combined torque of the torque of the pump / motor 13 and the torque of the engine 2 changes gradually.

Modification (FIG. 13)

FIG. 13 shows an example in which the idling of the engine 2 when switching to driving by the engine 2 is reduced. That is, the engine 2 is rotated before the clutch 6 is connected. At this time, the engine 2 operates in a no-load state until the clutch 6 is connected,
Rotational upswing is likely to occur. For this reason, during the period from the start of rotation of the engine 2 to a predetermined time after the connection of the clutch 6, the ignition timing is retarded so as to prevent or reduce the rotational speed.

Although the embodiment has been described above, the present invention is not limited to this and includes, for example, the following case.

When the operation amount of the accelerator pedal is small, only the regenerative driving is performed, when the operation amount of the accelerator pedal is large, only the engine is driven, and when the operation amount of the accelerator pedal is intermediate, the regenerative driving and the driving by the engine are used together. You may do so.

When the operation amount of the brake pedal is small, only the regenerative braking is performed, when the operation amount of the brake pedal is large, the braking is performed only by the friction brake, and when the operation amount of the brake pedal is intermediate, the regenerative braking and the braking by the friction brake are performed. May be used together.

The regenerative energy device is not limited to the hydraulic type, but may be of an appropriate type such as an electric type. However, in order to sufficiently store the braking energy, to secure a large driving force, and from the viewpoint of cost, it is preferable to use a hydraulic type as shown in the embodiment.

The amount of operation of the accelerator pedal or the amount of operation of the brake pedal may be indicated by the pedaling force instead of the stroke.

During regenerative braking or regenerative driving, the engine 2 may be operated at idle.

When the engine 2 and the driving wheels are shut off during regenerative driving or regenerative braking, the automatic transmission 7 (the multi-speed transmission gear mechanism thereof) is forcibly changed to a new position in preference to the driver's range position selection. This may be achieved by making it trillal. In this case, it is not necessary to separately provide the clutch 6. In addition, the engine 2 is better than the automatic transmission 7.
Although the pump / motor 13 may be connected on the side, in this case, the connection between the engine and the drive wheels using the neutral of the automatic transmission 7 as described above cannot be performed.

In the driving mode shown in FIG. 1, that is, when the automatic transmission 7 has the clutch 6 and the automatic transmission 7 does not participate in the transmission of torque to the drive wheels during regenerative driving, the clutch 6 is disconnected during regenerative driving. Automatic transmission 7 with
May be forced to be neutral. When switching to driving by the engine 2, the connection of the clutch 6 and the neutral release of the automatic transmission 7 may be performed with a shift for a predetermined period. By doing so, the connection shock of the clutch 6 is not transmitted to the drive wheels, and the driver is less likely to experience the shock. This is preferable for preventing the connection shock of the clutch 6 from being mistaken for the shift shock (to avoid misunderstanding the shift speed recognized by the driver).

It is also possible to set the regenerative drive shift characteristic so that the first speed does not exist (the first speed region of the normal speed characteristic is also the second speed region) (in the regenerative drive, the second speed starts). .

The present invention is not limited to a shift between the first and second speeds, but includes a range in which regenerative driving is performed, for example, including a shift between the second and third speeds. Depending on the situation, the present invention can also be applied at the time of shifting between all shift speeds.

Each step described in the flowchart can be expressed by adding a name of a means to a higher-level expression indicating its function content.

The object of the present invention is not limited to what is specified, but also implicitly includes providing what is described as substantially preferred or advantageous.

[Brief description of the drawings]

FIG. 1 is an overall view of a drive system showing one embodiment of the present invention.

FIG. 2 is a diagram schematically showing an example of a pump / motor.

FIG. 3 is a diagram showing an example of a control system according to the present invention.

FIG. 4 is a diagram showing an example of an area setting for performing regenerative driving and regenerative braking.

FIG. 5 is a partially enlarged view of FIG. 4;

FIG. 6 is a diagram showing two examples of throttle opening degree characteristics according to the presence or absence of a play setting for accelerator pedal operation.

FIG. 7 is a diagram showing an example of setting two types of shift characteristics.

FIG. 8 is a flowchart showing a control example of the present invention.

FIG. 9 is a flowchart showing a control example according to a modification of the present invention.
G.

FIG. 10 is a time chart showing a mode of a pull-in shock when switching to driving by an engine.

FIG. 11 is a time chart showing an example in which a pull-in shock is reduced by idling up of an engine.

FIG. 12 is a time chart showing an example in which the pull-in shock is reduced by controlling the tilt angle of the pump / motor.

FIG. 13 is a time chart showing an example of reducing the rotational speed immediately after starting the engine by retarding the ignition timing.

[Description of sign]

 1FR, 1RR: Drive wheel 2: Engine 6: Clutch (for connecting and disconnecting engine and drive wheel) 7: Automatic transmission 13: Pump / motor 15: Reservoir tank 17: Accumulator 21: Accelerator 22: Brake pedal 23: Starter motor 24: Output adjusting means U: Control unit

Claims (8)

[Claims] 1. A drive system for a vehicle, wherein a connection between an engine and a drive wheel is interrupted until a first predetermined period elapses from the start of regenerative driving, and an engine and a drive wheel are connected after the first predetermined period elapses. In the apparatus, an automatic transmission is interposed between the engine and the drive wheels, and a suppression unit that suppresses both occurrence of a shift of the automatic transmission and a connection between the engine and the drive wheels within a second predetermined period A drive device for a vehicle, comprising: 2. An automatic transmission according to claim 1, wherein during automatic regenerative driving, the shift characteristic of the automatic transmission is set such that both the connection between the engine and the drive wheels and the shift do not occur within the second predetermined time. A drive device for a vehicle, wherein a regenerative drive shift characteristic set so as to be different from the characteristic is set. 3. The vehicle according to claim 1, wherein the shift of the automatic transmission is prohibited during the second predetermined period from the connection between the engine and the drive wheels. Drive. 4. The system according to claim 1, wherein when the automatic transmission is shifted to the second speed, control of regenerative driving is performed so that connection between the engine and drive wheels is performed. A drive device for a vehicle, comprising: 5. The regenerative driving is prohibited when regenerative energy is small and regenerative driving cannot be continued until the second speed is achieved. A drive device for a vehicle, characterized in that: 6. The automatic transmission according to claim 4, wherein a shift of the automatic transmission is performed at a point in time that is equal to or longer than the second predetermined period before the connection between the engine and the drive wheels is performed. A vehicle drive device characterized by the above-mentioned. 7. The regenerative drive transmission characteristic according to claim 6, wherein the shift characteristic of the automatic transmission is changed to a shift characteristic for regenerative drive which is changed to shift up at a vehicle speed lower than the normal shift characteristic during regenerative driving. A driving device for a vehicle, wherein the driving device is set so as to: 8. A drive device for a vehicle in which an automatic transmission is interposed in a power transmission path between an engine and wheels, a pump motor drivingly connected to wheels, and a pump operation of the pump motor. Switching means for switching between motor operation, first connection / disconnection means for connecting / disconnecting power transmission between the wheel and the pump / motor, and a reservoir for containing a hydraulic fluid which is a driving source of the pump / motor; An accumulator for accumulating hydraulic fluid in the reservoir pumped by the pump operation of the pump / motor as the wheels rotate when power transmission between the wheel and the pump / motor is connected; Accelerator pedal operation amount detection means for detecting a value relating to an operation amount of an accelerator pedal by a driver; and a hydraulic fluid detection means for detecting an amount of the hydraulic fluid stored in the accumulator. Step and second connecting / disconnecting power transmission between wheels and engine
Disconnection means; control means for controlling the switching means, the first disconnection means and the second disconnection means; and a suppression means, wherein control by the control means is performed by the accelerator pedal operation amount detection means. When the detection result indicates that the operation amount of the accelerator pedal is equal to or less than a predetermined value, the pump / pump is used to recover braking energy.
Controlling the switching means to switch the motor to the pump operation, and controlling the first disconnection means to connect the power transmission between the wheel and the pump motor; The second disconnection means is controlled to cut off the power transmission, and the detection result of the accelerator pedal operation amount detection means indicates that the accelerator pedal operation amount is larger than the predetermined value and the hydraulic fluid detection means When it is detected that the amount of hydraulic fluid in the accumulator is equal to or more than a predetermined amount, the pump pump is regenerated to regenerate braking energy.
Controlling the switching means to switch the motor to motor operation and controlling the first disconnection means to connect the power transmission between the wheels and the pump / motor; Power transmission is cut off for a first predetermined time and the second disconnection means is controlled so as to be connected after the first predetermined time has elapsed. A drive device for a vehicle, wherein generation of both a shift of an automatic transmission and a drive connection between an engine and wheels is suppressed.