JPWO2020152943A1 - Vehicle control device - Google Patents

Abstract

The vehicle is equipped with an engine (2), a first rotary electric machine (3), and a second rotary electric machine (4), and the power of the engine (2) and the power of the first rotary electric machine (3). Are individually transmitted to the drive wheels from different power transmission paths, and the power of the engine (2) is also transmitted to the second rotary electric machine (4). The vehicle is provided with a disconnection mechanism (20) on a power transmission path that transmits the power of the engine (2) to the drive wheels. Further, the vehicle control device (5) maintains the required torque of the engine (2) and makes a second rotation when the engaging state of the disconnection mechanism (20) is released while the engine (2) is operating. Controls the torque of the electric machine (4).

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 the traveling mode has been put into practical use. The driving mode includes the EV mode, which uses the charging power of the battery to drive only with the motor, the series mode, in which the generator is driven by the engine and travels only with the motor while generating electricity, and the motor, if necessary, while traveling mainly with the engine. Includes parallel mode to assist. The traveling mode is switched by controlling the clutches (disengagement mechanisms) interposed between the engine and the motor and the output shaft (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2013-43503

However, depending on the type of the disconnection mechanism interposed on the power transmission path, the magnitude and noise of the shift shock generated when the engagement state of the disconnection mechanism is released may become a problem. On the other hand, conventionally, the engine located on the upstream side (clutch upstream side) of the power transmission path from the engagement / disconnection mechanism (for example, the clutch) is controlled to reduce the torque on the clutch upstream side to approximately 0 Nm and eliminate the twist. After that, the clutch was released to reduce the shock.

However, in order to reduce the torque of the engine in the driving state to approximately 0 Nm, the amount of air must be finely controlled, and conversely, in order to increase the torque of the engine in the driven state to approximately 0 Nm, the amount of fuel is increased. I have to let you. As described above, there is also a problem in the method of reducing the torque to about 0 Nm by engine control. Therefore, it is desired to develop a device capable of easily eliminating the twist when the clutch is released and reducing the shift shock. It should be noted that such a problem may occur not only with the clutch but also with other disconnection / disconnection mechanisms.

The vehicle control device of the present case was devised in view of such a problem, and one of the purposes is to easily and accurately reduce the shock when the engaged state of the disconnection mechanism is released. 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 another purpose of this case to exert an action and effect that 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 transmits the power of the engine to the drive wheels and also transmits the power of the engine to the second rotary electric machine. The vehicle is provided with a disconnection mechanism on a power transmission path that transmits the power of the engine to the drive wheels. Further, the control device maintains the required torque of the engine and controls the torque of the second rotary electric machine when the engaging state of the disconnection mechanism is released during the operation of the engine.

The first rotary electric machine means an electric generator (motor generator) or an electric machine having a rotating armature or a field magnet and at least having 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 at least having a power generation function. Further, examples of the disconnection mechanism include a clutch mechanism such as a multi-plate clutch and a dog clutch (meshing clutch), and a synchronization mechanism using an engaging member (sleeve).

(2) It is preferable that the control device drives the second rotary electric machine as a generator to eliminate the twist on the upstream side of the power transmission path from the disconnection mechanism.

(3) When the control device releases the engagement state of the disconnection mechanism during sudden braking when the engine is operating and the operating speed of the brake pedal is at least the first speed, the control device is more than the disconnection mechanism. It is preferable to estimate the inertial torque on the upstream side of the power transmission path and control the second rotary electric machine so that the estimated inertial torque is offset by the generated torque of the second rotary electric machine.

(4) When the control device releases the engaged state of the disconnection mechanism while driving the engine, the control device offsets the driving torque of the engine with the generated torque of the second rotary electric machine. It is preferable to control the second rotary electric machine.

(5) It is preferable that the control device generates a supplementary torque in the first rotary electric machine to compensate for the drive torque offset by the power generation torque of the second rotary electric machine.

(6) In the control device, when the drive torque offset by the generated torque of the second rotary electric machine is larger than the supplementary torque that can be generated by the first rotary electric machine using the electric power of the vehicle-mounted battery. It is preferable to supply the electric power generated by the second rotary electric machine to the first rotary electric machine.

(7) When the control device releases the engaged state of the disconnection mechanism during coasting while the engine is driven, the control device drives the second rotary electric machine as an electric motor to drive the disconnection mechanism more than the disconnection mechanism. It is preferable to eliminate the twist on the upstream side of the power transmission path.

(8) In the above (3), the control device is in an engaged state of the disconnection mechanism during sudden braking when the engine is operating and the operating speed of the brake pedal is at least a second speed higher than the first speed. When opening the connection mechanism, it is preferable to open the connection / disconnection mechanism without estimating the inertial torque.

According to the disclosed vehicle control device, the twist on the upstream side of the disconnection mechanism can be eliminated by the second rotary electric machine without controlling the engine, so that the connection mechanism is engaged as compared with the case of controlling the engine. The shock when opening the combined state can be easily and highly accurately reduced.

It is a top view which illustrates the internal structure of the vehicle which mounted the control device which concerns on embodiment. It is a schematic side view of the power train provided with the transaxle mounted on the vehicle of FIG. FIG. 5 is a skeleton diagram showing a power train including the transaxle of FIG. This is an example of a map in which a driving mode is set according to the vehicle speed and the required output. This is an example of a timing chart when the clutch is released while the engine is running. This is an example of a timing chart when the clutch is released while the engine is running. This is an example of a timing chart when the clutch is released while the engine is driven and when braking suddenly. It is an example of the flowchart of the control at the time of clutch release carried out by the control device 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 can be combined as appropriate.

[1. overall structure]
The control device 5 of the present embodiment is applied to the vehicle 10 shown in FIG. 1 and controls the transaxle 1 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). The generator 4 is connected to the engine 2 and can operate independently of the operating state of the motor 3. Further, the vehicle 10 is provided with three types of traveling modes: EV mode, series mode, and parallel mode. These traveling modes are selectively selected by the control device 5 according to the vehicle state, the traveling state, the required output of the driver, and the like, and the engine 2, the motor 3, and the generator 4 are used properly according to the type.

FIG. 4 is an example of a map used when selecting a traveling mode according to a vehicle speed and a required output (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 6 (see FIG. 3) while the engine 2 and the generator 4 are stopped. The EV mode is selected when both the required output and the vehicle speed are low or when the charge level of the battery 6 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 output is high or when the charge level of the battery 6 is low. The parallel mode is a traveling mode in which the vehicle 10 is mainly driven by the power 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.

As shown in FIG. 1, the engine 2 and the motor 3 are connected in parallel to the drive wheels 8 (front wheels in the present embodiment) via the transaxle 1, and the powers of the engine 2 and the motor 3 are different from each other. It is transmitted individually from the transmission path. That is, each of the engine 2 and the motor 3 drives the output shaft 12 (see FIGS. 2 and 3) of the vehicle 10. Further, the generator 4 and the drive wheels 8 are connected in parallel to the engine 2 via the transaxle 1, and the power of the engine 2 is transmitted to the generator 4 in addition to the drive wheels 8.

The transformer axle 1 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 a plurality of mechanisms responsible for power transmission between the driven device and the driven device. The transaxle 1 of the present embodiment is configured to be capable of high-low switching (switching between high-speed stage and low-speed stage), and when traveling in parallel mode, the control device 5 controls the high gear according to the traveling state, required output, and the like. The stage and low gear stage can be switched.

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 sideways 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 1. The crankshaft 2a is arranged parallel to the drive shaft 9 of the drive wheels 8. The operating state of the engine 2 may be controlled by the control device 5, or may be controlled by an electronic control device (not shown) different from the control device 5.

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 for transmitting and receiving electric power to and from the battery 6, 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 the engine 2 is started, and is driven by engine power to generate electricity when the engine 2 is operated. 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 of the motor 3 and the generator 4 and each operating state (power running operation, regeneration / power generation operation) are controlled by controlling the inverter.

As shown in FIG. 3, the vehicle 10 is provided with a control device 5 that integrally controls various devices mounted on the vehicle 10. Further, the vehicle 10 includes an accelerator opening sensor 41 that detects the amount of depression of the accelerator pedal (accelerator opening), a vehicle speed sensor 42 that detects the vehicle speed, and a motor rotation speed sensor 43 that detects the rotation speed of the motor 3. And a brake sensor 44 that detects the operating speed of the brake pedal. The information detected by each of the sensors 41 to 44 is transmitted to the control device 5.

The control device 5 is an electronic control device configured as, for example, an LSI device or an embedded electronic device in which a microprocessor, ROM, RAM, etc. are integrated, and integrates and controls various devices mounted on the vehicle 10. The control device 5 of the present embodiment selects a traveling mode according to the output requested by the driver, controls various devices (engine 2, motor 3, etc.) according to the selected traveling mode, and is in the transaxle 1. Controls the engagement / disengagement state of the clutches 20 and 30. This control will be described later.

[2. Transaxle]
FIG. 2 is a side view of the power train 7 of the present embodiment as viewed from the left side. The power train 7 includes an engine 2, a motor 3, a generator 4, and a transaxle 1. Note that the engine 2 is omitted in FIG. FIG. 3 is a skeleton diagram of the power train 7 of the present embodiment. As shown in FIGS. 2 and 3, the transaxle 1 is provided with six axes 11 to 16 arranged parallel to each other. Hereinafter, the rotating shaft coaxially connected to the crankshaft 2a will be referred to as an input shaft 11.

Similarly, the rotating shafts connected coaxially with the drive shaft 9, the rotating shaft 3a of the motor 3, and the rotating shaft 4a of the generator 4 are referred to as an output shaft 12, a motor shaft 13, and a generator shaft 14. Further, the rotating shaft arranged on the power transmission path between the input shaft 11 and the output shaft 12 is called the first counter shaft 15, and is arranged on the power transmission path between the motor shaft 13 and the output shaft 12. The rotating shaft is called the second counter shaft 16. All of the six shafts 11 to 16 are pivotally supported by the casing 1C via bearings (not shown) at both ends.

Three power transmission paths are formed inside the transaxle 1. Specifically, as shown by a two-point chain line in FIG. 2, a power transmission path (hereinafter referred to as "first path 51") from the motor 3 to the output shaft 12 via the motor shaft 13 and the engine 2 A power transmission path (hereinafter referred to as "second path 52") reaching the output shaft 12 via the input shaft 11 and a path (hereinafter referred to as "second path 52") in which power is transmitted between the engine 2 and the generator shaft 14 via the input shaft 11 (hereinafter referred to as "second path 52"). Hereinafter referred to as "third path 53") is formed. Here, the first path 51 and the second path 52 are power transmission paths for driving, and the third path 53 is mainly a power transmission path for power generation.

As shown in FIG. 3, the first path 51 (see FIG. 2) is a path related to power transmission from the motor 3 to the drive wheels 8 connected to the drive shaft 9, and is responsible for power transmission of the motor 3. On the first path 51, 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, and the first path 51 A dog clutch 30, which will be described later, is interposed in the middle of the process to connect and disconnect the power transmission.

On the second path 52 (power transmission path, see FIG. 2), the input shaft 11 to which power is transmitted by rotating in synchronization with the generator 4 and the first counter shaft 15 to which power of the input shaft 11 is transmitted are transmitted. Is provided, and a dog clutch 20 (meshing clutch, disconnection mechanism), which will be described later, is interposed in the middle of the second path 52 to engage and disconnect the power transmission and switch between high and low.

The third path 53 (see FIG. 2) 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 when the generator 4 operates as an electric motor and a generator, respectively. It is responsible for power transmission. When the generator 4 operates as an electric motor, the input shaft 11 can be rotated by the power of the generator 4. The engine 2 and the generator 4 are directly connected to each other via a fixed gear 11a and a fixed gear 14a that mesh with each other without a clutch. The "fixed gear" means a gear that is provided integrally with the shaft and rotates synchronously with respect to the shaft (relatively non-rotatable). On the other hand, a gear that is pivotally supported so as to rotate relative to the shaft is called a "swing gear".

The input shaft 11 has a fixed gear 11a, a low side dog clutch 20 (hereinafter referred to as "low side dog clutch 20L"), a freewheeling gear 11L, and a fixed gear 11H in order from the right side (the side closer to the engine 2). And are provided. Further, the first counter shaft 15 is provided with a fixed gear 15a, a fixed gear 15L, an idle gear 15H, and a high-side dog clutch 20 (hereinafter, referred to as “high-side dog clutch 20H”) in this order from the right side. Be done. The fixed gear 15a of the first counter shaft 15 is always in mesh with the ring gear 18a of the differential 18 provided on the output shaft 12.

The idle gear 11L of the input shaft 11 has a smaller number of teeth than the adjacent fixed gear 11H, and always meshes with the fixed gear 15L of the first counter shaft 15 to form a low gear stage. Further, the fixed gear 11H of the input shaft 11 always meshes with the idle gear 15H of the first counter shaft 15 to form a high gear stage. The idle gears 11L and 15H have dog gears 11d and 15d integrally provided on the side surface of each tooth surface portion that meshes with the fixed gears 15L and 11H. Dog teeth (not shown) are provided at the tip portions (radial outer ends) of the dog gears 11d and 15d.

Both the high-side dog clutch 20H and the low-side dog clutch 20L are disconnection / disconnection mechanisms provided on the second path 52, and control the disconnection / disconnection state of the power of the engine 2 and switch between the high gear stage and the low gear stage. .. That is, in the present embodiment, a case where a dog clutch (meshing clutch) is adopted as the disconnection / disconnection mechanism is illustrated. In the present embodiment, when the traveling mode is the parallel mode, one of the high side dog clutch 20H and the low side dog clutch 20L is engaged and the other is disconnected. Which clutches 20H and 20L are engaged with is determined based on the vehicle speed and the required output, for example, as shown in FIG.

The low-side dog clutch 20L has a hub 21L fixed to the input shaft 11 and an annular sleeve 22L. Further, the high side dog clutch 20H has a hub 21H fixed to the first counter shaft 15 and an annular sleeve 22H. The sleeves 22L and 22H are non-rotatable relative to the hubs 21L and 21H and are slidably coupled in the axial direction. The sleeves 22L and 22H slide in the axial direction when an actuator (for example, a servomotor) (not shown) is controlled by the control device 5. A stroke sensor (not shown) for detecting the movement amount (stroke amount) is provided in the vicinity of the sleeves 22L and 22H. Further, spline teeth (not shown) that mesh with the dog teeth of the dog gears 11d and 15d are provided inside the sleeves 22L and 22H in the radial direction.

In the state where the sleeve 22L and the dog gear 11d are engaged, the driving force from the engine 2 is transmitted to the output shaft 12 through the gear pairs 11L and 15L on the low side. On the contrary, in the open state where the sleeve 22L and the dog gear 11d are separated from each other, the idle gear 11L idles, and the power transmission on the low side in the second path 52 is cut off. Further, in a state where the sleeve 22H and the dog gear 15d are engaged, the driving force from the engine 2 is transmitted to the output shaft 12 through the gear pairs 11H and 15H on the high side. On the contrary, in the open state where the sleeve 22H and the dog gear 15d are separated from each other, the idler gear 15H idles, and the power transmission on the high side in the second path 52 is cut off.

The second counter shaft 16 is provided with a fixed gear 16b, a parking gear 19, and a fixed gear 16a in this order from the right side. The fixed gear 16a is always in mesh with the ring gear 18a of the differential 18. The parking gear 19 is an element constituting the parking lock device, and when the P range is selected by the driver, it engages with a parking sprag (not shown) to rotate the second counter shaft 16 (that is, the output shaft 12). proclaim. The fixed gear 16b has a larger number of teeth than the idle gear 13M provided on the motor shaft 13, and is always in mesh with the idle gear 13M. The idler gear 13M has a dog gear 13d integrally provided on the left side of the tooth surface portion that meshes with the fixed gear 16b. A dog tooth is provided at the tip of the dog gear 13d.

The dog clutch 30 has a hub 31 fixed to the motor shaft 13 and an annular sleeve 32 that is non-rotatable relative to the hub 31 (motor shaft 13) and is slidably coupled in the axial direction. The sleeve 32 slides in the axial direction when an actuator (not shown) is controlled by the control device 5, and the movement amount (stroke amount) is detected by a stroke sensor (not shown). Spline teeth (all not shown) that mesh with the dog teeth at the tip of the dog gear 13d are provided inside the sleeve 32 in the radial direction.

In the present embodiment, the dog clutch 30 is engaged when the traveling mode is the EV mode or the series mode, or when the traveling mode is the parallel mode and the motor assist is required. That is, the sleeve 32 and the dog gear 13d are meshed (engaged), and the driving force from the motor 3 is transmitted to the output shaft 12. Further, when the traveling mode is the parallel mode and the assist by the motor 3 is unnecessary, the dog clutch 30 is disengaged. That is, the sleeve 32 and the dog gear 13d are separated from each other, the idle gear 13M idles, and the power transmission of the first path 51 is cut off. The dog clutch 30 of the first path 51 is not essential and may be omitted.

[3. Control configuration]
The control device 5 of the present embodiment controls to reduce the shift shock when the dog clutch 20 in the engaged state is released during the operation of the engine 2. Hereinafter, this control is referred to as "clutch release control". The clutch disengagement control is a control that is performed when the engine 2 is operating and the dog clutch 20 provided on the second path 52 is changed from the "engaged state" to the "disengaged state". Therefore, this control is performed when the traveling mode is set to the parallel mode.

In the clutch disengagement control, the control device 5 controls the generator 4 in a state where the required torque of the engine 2 is not changed between immediately before and immediately after the disengagement of the dog clutch 20 and is kept constant, thereby transmitting power more than the dog clutch 20. The twist on the upstream side (hereinafter referred to as "clutch upstream side") of the path (second path 52) is eliminated. That is, the twist that was conventionally eliminated by controlling the engine 2 is eliminated by controlling the generator 4 instead of the engine 2. The control device 5 releases the dog clutch 20 when the twist is released. In the clutch disengagement control, no special control is performed on the engine 2. Further, the required torque of the engine 2 is calculated by a conventionally known method using, for example, the accelerator opening degree and the vehicle speed.

The control device 5 of the present embodiment is provided with a function of selecting and setting a traveling mode based on the vehicle speed, the required output, the state of charge of the battery 6, and the like, in addition to the function of executing the above-mentioned clutch release control. In the present embodiment, the element having the former function is called "open control unit 5A", and the element having the latter function is called "mode setting unit 5B". These elements represent a part of the functions of the program executed by the control device 5, 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 together.

First, the mode setting unit 5B will be described. The mode setting unit 5B selects a traveling mode by applying the current vehicle speed and the required output to the map shown in FIG. 4, for example, and sets the traveling mode. The required output is an output (required driving force) required by the driver for the vehicle 10, and the larger the accelerator opening degree, the larger the value. The required output is estimated based on, for example, the accelerator opening degree (APS) detected by the accelerator opening degree sensor 41 and the vehicle speed detected by the vehicle speed sensor 42. In addition, a more accurate required output may be estimated in consideration of parameters such as front-rear acceleration, lateral acceleration, steering angle, and inclination of the vehicle body.

The mode setting unit 5B of the present embodiment changes each area of the map illustrated in FIG. 4 according to the state of charge (charge rate) of the battery 6. For example, as the charge rate of the battery 6 decreases, the map area is changed so that the series mode is more easily selected than the EV mode. Instead of changing the map area, the mode setting unit 5B may store a plurality of maps in which different areas are set for each charge rate of the battery 6 and select a map corresponding to the charge rate. ..

Here, using the map of FIG. 4 and the time chart of FIGS. 5 to 7, an example of switching the traveling mode (that is, switching from the parallel mode) when the clutch disengagement control is performed is given. explain. FIG. 5 is an example of a timing chart when the dog clutch 20 is released while the engine 2 is being driven, and FIG. 6 is an example of a timing chart when the dog clutch 20 is released while the engine 2 is driven. Further, FIG. 7 is an example of a timing chart when the dog clutch 20 is released while the engine 2 is driven and suddenly brakes.

For example, as shown in FIGS. 4 and 5, when the accelerator pedal is depressed while the vehicle 10 is running under the power of the engine 2 (while the engine is being driven, the operating point A in FIG. 4), the required output increases. Therefore, as shown in FIG. 4, the traveling mode is switched from the parallel mode of the high gear stage to the series mode or the parallel mode of the low gear stage. Therefore, as shown in FIG. 5, the dog clutch 20 (in this case, the high-side dog clutch 20H) is switched from the engaged state to the open state. Note that FIG. 5 illustrates a case where the parallel mode can be switched to the series mode.

Further, as shown in FIGS. 4 and 6, for example, when the vehicle 10 is coasting with the accelerator off (while the engine is driven, the driving point B in FIG. 4), the vehicle speed decreases, so that the vehicle speed decreases. As shown, the traveling mode is switched from the parallel mode of the high gear stage to the EV mode. Further, as shown in FIG. 7, when the vehicle 10 is coasting with the accelerator off and sudden braking is applied, the vehicle speed decreases, so that the traveling mode is changed from the parallel mode of the high gear stage to the EV mode. Can be switched to. Also in these cases, as shown in FIGS. 6 and 7, the dog clutch 20 (in this case, the high dog clutch 20H) is switched from the engaged state to the open state.

The release control unit 5A executes the above-mentioned clutch release control when the travel mode is switched from the parallel mode to another mode by the mode setting unit 5B. Specifically, the generator 4 is driven as a generator (power generation operation) or as an electric motor (power running operation) according to the traveling state when the clutch is disengaged (when the traveling mode is switched from the parallel mode to another mode). Then, after removing the twist on the upstream side of the clutch, the dog clutch 20 is released.

For example, as shown in FIG. 5, it is assumed that the traveling mode is switched from the parallel mode of the high gear stage to the series mode by depressing the accelerator pedal while the engine is being driven. When the release control unit 5A releases the high-side dog clutch 20H in the engaged state while the engine 2 is being driven, the drive torque (engine torque) of the engine 2 is offset by the power generation torque (generator torque) of the generator 4. The generator 4 is driven as a generator to eliminate the twist.

That is, the release control unit 5A causes the generator 4 to generate a torque (Tg in FIG. 5) having the same absolute value as the torque of the engine 2 located on the upstream side of the clutch (Te in FIG. 5) and having the opposite sign (Tg in FIG. 5). To eliminate the twist (time t1 to t2 in Fig. 5). When the twist is released, the release control unit 5A moves the sleeve 22H in a direction to separate it from the dog gear 15d, and switches the high-side dog clutch 20H from the engaged state to the open state (time t2 to t3 in FIG. 5). As a result, the driving mode is switched from the parallel mode to the series mode while suppressing the shift shock.

The release control unit 5A of the present embodiment applies a supplementary torque (Tm in FIG. 5) to the motor 3 to compensate for the drive torque of the engine 2 offset by the generated torque of the generator 4 in the above-mentioned clutch release control. generate. That is, by assisting the decrease in the drive torque of the engine 2 with the supplementary torque of the motor 3, the feeling of the drive torque coming off at the time of shifting is suppressed. The electric power source of the motor 3 at this time is basically the electric power of the battery 6. However, when the drive torque of the engine 2 offset by the generated torque of the generator 4 is larger than the compensation torque that can be generated by the motor 3 using the power of the battery 6 (that is, when the load is high), the compensation torque of the motor 3 Is insufficient, and the feeling of torque loss may not be suppressed.

Therefore, when the drive torque of the engine 2 offset by the generated torque of the generator 4 is larger than the supplementary torque that can be generated by the motor 3 using the electric power of the battery 6, the open control unit 5A of the present embodiment is a generator. The electric power generated in 4 is supplied to the motor 3. That is, by directly supplying the electric power generated by the generated torque for canceling the driving torque of the engine 2 to the motor 3, the electric power of the motor 3 which is not enough by the battery 6 alone is secured, and the compensation torque is increased. Try. Not only when the load is high, the electric power generated by the generated torque for canceling the driving torque of the engine 2 may be directly supplied to the motor 3. Further, if it is possible to generate a supplementary torque that can suppress the feeling of loss of the drive torque only by the electric power of the battery 6, the electric power generated by the generated torque for canceling the drive torque of the engine 2 may be charged to the battery 6. ..

Further, for example, as shown in FIG. 6, it is assumed that the traveling mode is switched from the parallel mode of the high gear stage to the EV mode during coasting while the engine is driven. When the release control unit 5A releases the high-side dog clutch 20H, which is in an engaged state during coasting while the engine 2 is driven, the release control unit 5A uses the braking torque (engine torque) of the engine 2 as the drive torque (generator torque) of the generator 4. The generator 4 is driven as an electric motor so as to cancel each other out, and the twist is eliminated.

That is, the release control unit 5A causes the generator 4 to generate a torque (Tg in FIG. 6) having the same absolute value as the torque of the engine 2 located on the upstream side of the clutch (Te in FIG. 6) and the opposite sign (Tg in FIG. 6). To eliminate the twist (time t11 to t12 in Fig. 6). When the twist is released, the release control unit 5A moves the sleeve 22H in a direction to separate it from the dog gear 15d, and switches the high-side dog clutch 20H from the engaged state to the open state (time t12 to t13 in FIG. 6). As a result, the traveling mode is switched while suppressing the shift shock.

Since the engine 2 is still operating in this state (time t13 in FIG. 6), the traveling mode is classified into the series mode. Therefore, when the high-side dog clutch 20H is in the open state, the open control unit 5A of the present embodiment stops the engine 2 by generating a large power generation torque in the generator 4 (time t14 to t15 in FIG. 6). Switch the driving mode to EV mode. That is, when the traveling mode is switched from the parallel mode to the EV mode, the series mode is temporarily passed. The timing for generating a large power generation torque (generating a negative torque) in the generator 4 is not limited to the time t14 shown in FIG. 6, but is set to the timing when the high side dog clutch 20H is released (time t13 in FIG. 6). You may.

The release control unit 5A of the present embodiment provides the motor 3 with a compensation torque (Tm in FIG. 6) for compensating for the braking torque of the engine 2 offset by the drive torque of the generator 4 in the above-mentioned clutch release control. generate. That is, by assisting the decrease in the braking torque of the engine 2 with the supplementary torque (regenerative torque) of the motor 3, the feeling of acceleration during shifting is suppressed.

Further, for example, as shown in FIG. 7, it is assumed that a sudden brake is applied while the engine is driven and the traveling mode is switched from the parallel mode of the high gear stage to the EV mode. The term "sudden braking" as used in the present embodiment means a braking time in which the operating speed (depressing speed) of the brake pedal is equal to or higher than the first speed B1. The first speed B1 is a threshold value of the operating speed of the brake pedal for determining whether or not the driver intends to stop the vehicle 10 at an early stage, and is set in advance. In the control device 5 of the present embodiment, in addition to the first speed B1, a second speed B2 higher than the first speed B1 is set. The time chart of FIG. 7 illustrates a case where the operating speed of the brake pedal is equal to or higher than the first speed B1 and lower than the second speed B2.

As shown in FIG. 7, the release control unit 5A estimates the inertial torque on the upstream side of the clutch when the high side dog clutch 20H, which is in the engaged state during the operation (driven) and sudden braking of the engine 2, is released. At the same time, the generator 4 is controlled so that the estimated inertial torque is offset by the generated torque of the generator 4. This is because when sudden braking is applied, the torque (inertial torque) of the inertia of the engine 2 and generator 4 located on the upstream side of the clutch is added to the drive shaft torque (D / S torque), which is a negative value. This is because the existing drive shaft torque changes to a positive value (time t21 to t22 in FIG. 7), and twisting occurs.

The open control unit 5A calculates the rotational angular acceleration from the rotational speed of the motor 3 detected by the motor rotational speed sensor 43, and multiplies this value by the preset inertia of the engine 2 and the generator 4. Estimate the inertial torque with. A wheel speed sensor may be provided instead of the motor rotation speed sensor 43, and the inertial torque may be estimated using the wheel speed sensor value. The open control unit 5A drives the generator 4 as a generator so as to cancel the estimated inertial torque with the generated torque (generator torque) of the generator 4 to eliminate the twist (time t22 to t23 in FIG. 7).

When the twist is released, the release control unit 5A moves the sleeve 22H in a direction to separate it from the dog gear 15d, and switches the high-side dog clutch 20H from the engaged state to the open state (time t23 to t24 in FIG. 7). As a result, the traveling mode is switched while suppressing the shift shock. Since the engine 2 is still operating in this state (time t24 in FIG. 7), the traveling mode is classified into the series mode as in the case of FIG.

Therefore, when the high-side dog clutch 20H is in the open state, the open control unit 5A of the present embodiment stops the engine 2 by generating a large power generation torque in the generator 4 (time t25 to t26 in FIG. 7). Switch the driving mode to EV mode. That is, even in this case, when the traveling mode is switched from the parallel mode to the EV mode, the series mode is temporarily passed. The timing for generating a large power generation torque (generating a negative torque) in the generator 4 is not limited to the time t25 shown in FIG. 7, but is set to the timing when the high side dog clutch 20H is released (time t24 in FIG. 7). You may.

The release control unit 5A of the present embodiment releases the high-side dog clutch 20H, which is in an engaged state during sudden braking when the engine 2 is operating (driven) and the operating speed of the brake pedal is the second speed B2 or higher. In this case, the high-side dog clutch 20H is released without estimating the inertial torque described above. That is, when the inclination of the brake (BRK) graph shown in FIG. 7 is larger than the inclination shown in the figure (operating speed ≥ B2), the torque (inertial torque) corresponding to the inertia of the engine 2 and the generator 4 is driven. The movement of the sleeve 22H is started before the shaft torque (D / S torque) is applied. As a result, the stop of the vehicle 10 is prioritized over the reduction of the shift shock.

[4. flowchart]
FIG. 8 is an example of a flowchart for explaining the contents of the clutch disengagement control described above. This flowchart is executed in the open control unit 5A of the control device 5 at a predetermined calculation cycle while the vehicle 10 is traveling. It is assumed that the setting of the traveling mode by the mode setting unit 5B of the control device 5 is executed separately from this flowchart, and the information of the traveling mode to be set is transmitted to the open control unit 5A.

In step S1, the information detected by the sensors 41 to 44 and the traveling mode setting information by the mode setting unit 5B are transmitted. In step S2, it is determined whether or not the parallel mode can be switched to another traveling mode. If the current driving mode is not the parallel mode, or if the current driving mode is the parallel mode and the mode cannot be switched to another mode, this flowchart is returned.

If it is determined in step S2 that the parallel mode can be switched to another traveling mode, it is determined in step S3 whether or not the operating speed of the brake pedal is less than the first speed B1. That is, in step S3, it is determined whether or not the traveling mode is changed due to sudden braking. If the operating speed <B1, the process proceeds to step S4 (if the braking is not sudden), and if the operating speed ≥ B1, the process proceeds to step S9.

In step S4, it is determined whether or not the engine torque is a positive value (whether or not the engine 2 is being driven). If the engine torque> 0, the process proceeds to step S5, and the generator 4 is operated to generate electricity to eliminate the twist, and the motor 3 is operated by power running to realize the required output of the driver. In the following step S6, it is determined whether or not the absolute value of the power generation torque of the generator 4 and the absolute value of the engine torque are equal, and the processes of steps S5 and S6 are repeated until these torque values are equal.

Then, when the absolute value of the generated torque of the generator 4 and the absolute value of the engine torque become equal, the process proceeds to step S13, and the dog clutch 20 is changed from the “engaged state” to the “open state”. That is, in step S13, the sleeve of the dog clutch 20 (for example, the sleeve 22H) starts to slide and move in the direction away from the dog gear (for example, the dog gear 15d), and the dog clutch 20 is opened.

If it is determined in step S4 that the engine torque is ≦ 0, the process proceeds to step S7, the generator 4 is forced to run to eliminate the twist, and the motor 3 is regenerated to apply the regenerative brake to the vehicle 10. Make it work. In the following step S8, it is determined whether or not the absolute value of the drive torque of the generator 4 and the absolute value of the engine torque are equal, and the processes of steps S7 and S8 are repeatedly executed until these torque values are equal. Then, when the absolute value of the drive torque of the generator 4 and the absolute value of the engine torque become equal, the process proceeds to step S13, and the dog clutch 20 is changed from the "engaged state" to the "open state".

If it is determined in step S3 that the operating speed ≥ B1, the process proceeds to step S9, and it is determined whether or not the operating speed of the brake pedal is less than the second speed B2. If the operating speed <B2, the process proceeds to step S10, and the inertial torque on the upstream side of the clutch is estimated. In the following step S11, the twist is eliminated by operating the generator 4 to generate electricity. In step S12, it is determined whether or not the absolute value of the generated torque of the generator 4 and the absolute value of the inertial torque estimated in step S10 are equal, and the processes of steps S11 and S12 are performed until these torque values are equal. It is carried out repeatedly.

Then, when the absolute value of the generated torque of the generator 4 and the absolute value of the inertial torque become equal, the process proceeds to step S13, and the dog clutch 20 is changed from the “engaged state” to the “open state”. If it is determined in step S9 that the operation speed ≥ B2, steps S10 to S12 are skipped and the process proceeds to step S13. In this case, the dog clutch 20 is changed from the “engaged state” to the “open state” without estimating the inertial torque or the like. Further, when the dog clutch 20 is released in step S13, this flowchart is returned.

[5. effect]
(1) In the control device 5 described above, the disconnection / disconnection mechanism (here, the dog clutch 20) provided on the power transmission path 52 for transmitting the power of the engine 2 to the drive wheels 8 is "engaged" during the operation of the engine 2. When changing from the "state" to the "open state", the twist on the upstream side of the clutch is eliminated by controlling the second rotary electric machine (generator 4 in this embodiment). Since the generator 4 is a rotary electric machine that can be controlled easily and with high accuracy as compared with the engine 2, the shock at the time of disengaging the clutch can be easily and accurately reduced. Further, since the control device 5 described above only maintains the required torque of the engine 2 when the clutch is disengaged (no special control is performed on the engine 2), the control configuration can be simplified.

(2) By driving the generator 4 as a generator to eliminate the twist, the electric power generated when the clutch is released can be charged to the battery 6 or the first rotary electric machine (main) while eliminating the twist on the upstream side of the clutch. In the embodiment, it can be used by supplying it to the motor 3).

(3) For example, as shown in FIG. 7, when the dog clutch 20 in the engaged state is released during sudden braking when the engine 2 is operating and the operating speed of the brake pedal is the first speed B1 or higher, the control device is used. 5 estimates the inertial torque on the upstream side of the clutch, and controls the generator 4 so that the estimated inertial torque is offset by the generated torque of the generator 4. As a result, the twist on the upstream side of the clutch can be eliminated, so that the shock when the clutch is released can be suppressed.

(4) Further, for example, as shown in FIG. 5, when the dog clutch 20 in the engaged state is released while the engine 2 is being driven, the control device 5 uses the generated torque of the generator 4 as the driving torque of the engine 2. The generator 4 is controlled so as to cancel each other out. That is, when the engine 2 is generating the drive torque, the twist on the upstream side of the clutch can be eliminated by generating the generated torque that can absorb the drive torque and cancel it out, so that the shock at the time of clutch release can be caused. Can be suppressed. In the past, as shown by the broken line in FIG. 5, the amount of air in the engine was finely controlled so that the torque of the engine in the driven state was approximately 0 Nm instead of the generator torque. According to this, such control becomes unnecessary, and the control configuration can be simplified.

(5) In the control device 5 described above, in the case shown in FIG. 5, a supplementary torque for compensating for the driving torque of the engine 2 offset by the generated torque of the generator 4 is generated in the motor 3. As a result, the feeling of the drive torque coming off can be ensured by the motor 3, so that even if the dog clutch 20 is used, shifting with less shock can be realized.

(6) Further, in the control device 5 described above, when the drive torque of the engine 2 offset by the generated torque of the generator 4 is larger than the supplementary torque that can be generated by the motor 3 using the power of the vehicle-mounted battery 6. , The electric power generated by the generator 4 is directly supplied to the motor 3. That is, when the clutch is released in high load operation, the motor assist may be insufficient for the battery capacity, but in this case (when the decrease in the drive torque cannot be sufficiently compensated by the battery power alone), the generator 4 Since the shortage can be compensated by using the electric power generated in the above to assist the motor, it is possible to realize a shift with less shock even if the dog clutch 20 is used.

(7) Further, in the above-mentioned control device 5, for example, as shown in FIG. 6, when the dog clutch 20 in the engaged state is released during coasting while the engine 2 is driven, the generator 4 is driven as an electric motor. Eliminate the twist. During coasting when the engine is driven, the twisting direction is reversed as compared with the case where the engine is being driven as shown in FIG. Can suppress the shock of. In the past, as shown by the broken line in FIG. 6, control was performed to increase the fuel amount and air amount of the engine so that the torque of the driven engine would be approximately 0 Nm instead of the generator torque. According to the control device 5 described above, such control becomes unnecessary, and the control configuration can be simplified and the fuel consumption can be improved.

(8) In the control device 5 described above, when the dog clutch 20 in the engaged state is released during sudden braking when the engine 2 is operating and the operating speed of the brake pedal is the second speed B2 or higher, the inertial torque. The dog clutch 20 is released without estimating. As a result, it is possible to give priority to stopping the vehicle 10 rather than reducing the shock when the clutch is released, so that the vehicle 10 can be stopped quickly.

[6. others]
The content of the clutch disengagement control described above is an example, and is not limited to the above-mentioned one. In the above-described embodiment, when the operating speed of the brake pedal is the second speed B2 or higher, the dog clutch 20 is released without estimating the inertial torque or the like, but the operating speed is the first speed B1 or higher. At the time of a certain sudden braking, the inertial torque may be estimated without fail.

Further, in the above-described embodiment, the three situations shown in FIGS. 5 to 7 have been described as examples, but the clutch disengagement control may not be performed in all of these situations. Further, in the above embodiment, the clutch disengagement control performed when the parallel mode of the high gear stage is changed to another traveling mode (EV mode or series mode) has been described, but the parallel mode of the high gear stage and the low gear stage have been described. The above-mentioned clutch release control may be performed when the parallel mode is switched. Further, when the parallel mode of the low gear stage is changed to the series mode, the above-mentioned clutch release control may be performed.

The configuration of the transaxle 1 controlled by the control device 5 described above is an example, and is not limited to that described above. For example, in the transaxle 1 described above, the dog clutch 20 is provided on each of the input shaft 11 and the first counter shaft 15, but one dog clutch may be provided on one of the shafts 11 and 15. Further, the meshing clutch (disengagement mechanism) arranged on the second path 52 may not have a high-low switching function. Even with such a configuration, the same effect as the above-mentioned effect can be obtained by performing the above-mentioned clutch release control by the control device 5.

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

Further, the clutch disengagement control described above 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 separated from each other from different power transmission paths. It is applicable to vehicles that transmit engine power to the drive wheels as well as to the second rotary electric machine, and the vehicle is connected or disconnected on the power transmission path that transmits the engine power to the drive wheels. It suffices if a mechanism is provided. That is, the clutch release control described above may be applied to a vehicle provided with a transmission other than the transaxle 1 described above. Further, in the above embodiment, a case where a dog clutch (meshing clutch) is adopted as the disconnection mechanism is illustrated, but the engagement / disengagement mechanism is not limited to this. For example, as the disconnection mechanism, a synchronization mechanism using an engaging member (sleeve) may be adopted.

In the above-described embodiment, a two-wheel drive hybrid vehicle in which the engine 2 and the motor 3 are mounted on the front side of the vehicle 10 is illustrated, but the above-mentioned clutch release control is performed on the rear side of the vehicle (not shown). It can also be applied to a four-wheel drive hybrid vehicle equipped with. In this case, for example, the rear motor may generate a supplementary torque for supplementing the driving torque of the engine 2 offset by the generated torque of the generator 4. 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 field and at least having a power generation function.

1 Transaxle 2 Engine 3 Motor (1st rotary electric machine)
4 Generator (second rotary electric machine)
5 Control device 5A Open control unit 5B Mode setting unit 6 Battery 8 Drive wheel 9 Drive shaft 10 Vehicle 20 Dog clutch (meshing clutch, disconnection mechanism)
20H high side dog clutch (high side meshing clutch, disconnection mechanism)
20L low side dog clutch (low side meshing clutch, disconnection mechanism)
52 Second path (power transmission path)
B1 first speed
B2 second speed

Claims (8)

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 is transmitted. In the vehicle control device that also transmits the above to the second rotary electric machine.
The vehicle is provided with a disconnection mechanism on a power transmission path that transmits the power of the engine to the drive wheels.
The control device is characterized in that when the engaged state of the disconnection mechanism is released during the operation of the engine, the required torque of the engine is maintained and the torque of the second rotary electric machine is controlled. , Vehicle control device. The control of the vehicle according to claim 1, wherein the control device drives the second rotary electric machine as a generator to eliminate twisting on the upstream side of the power transmission path from the disconnection mechanism. Device. When the control device releases the engaged state of the disconnection mechanism during sudden braking when the engine is operating and the operating speed of the brake pedal is equal to or higher than the first speed, the power transmission is performed more than the disconnection mechanism. 2. The second rotary electric machine is characterized in that the inertial torque on the upstream side of the path is estimated and the second rotary electric machine is controlled so that the estimated inertial torque is offset by the generated torque of the second rotary electric machine. The vehicle control device described. When the engagement state of the disconnection mechanism is released while the engine is being driven, the control device has the second type so as to offset the drive torque of the engine with the generated torque of the second rotary electric machine. The vehicle control device according to claim 2 or 3, wherein the rotary electric machine is controlled. 4. The control device according to claim 4, wherein the control device generates a supplementary torque in the first rotary electric machine to compensate for the drive torque offset by the power generation torque of the second rotary electric machine. Vehicle control device. In the control device, when the drive torque offset by the power generation torque of the second rotary electric machine is larger than the supplementary torque that can be generated by the first rotary electric machine using the power of the vehicle-mounted battery, the control device is used. The vehicle control device according to claim 5, wherein the electric power generated by the second rotary electric machine is supplied to the first rotary electric machine. When the control device releases the engaged state of the disconnection mechanism during coasting while the engine is driven, the control device drives the second rotary electric machine as an electric machine to transmit power more than the disconnection mechanism. The vehicle control device according to any one of claims 1 to 6, wherein the twist on the upstream side of the route is eliminated. When the control device releases the engaged state of the disconnection mechanism during sudden braking when the engine is operating and the operating speed of the brake pedal is at least a second speed higher than the first speed, the control device is described. The vehicle control device according to claim 3, wherein the engaged state of the disconnection mechanism is released without estimating the inertial torque.

Images