WO2011070848A1 - Véhicule hybride - Google Patents

Véhicule hybride Download PDF

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Publication number
WO2011070848A1
WO2011070848A1 PCT/JP2010/067878 JP2010067878W WO2011070848A1 WO 2011070848 A1 WO2011070848 A1 WO 2011070848A1 JP 2010067878 W JP2010067878 W JP 2010067878W WO 2011070848 A1 WO2011070848 A1 WO 2011070848A1
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WO
WIPO (PCT)
Prior art keywords
temperature
battery
gear
hybrid vehicle
shift
Prior art date
Application number
PCT/JP2010/067878
Other languages
English (en)
Japanese (ja)
Inventor
伊織 金森
武史 池上
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2009278935A external-priority patent/JP2011121413A/ja
Priority claimed from JP2009278937A external-priority patent/JP2011121415A/ja
Priority claimed from JP2009278936A external-priority patent/JP2011121414A/ja
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to RU2012128587/11A priority Critical patent/RU2518144C2/ru
Priority to DE112010004705T priority patent/DE112010004705T5/de
Priority to CN201080054966.3A priority patent/CN102712246B/zh
Priority to US13/509,240 priority patent/US8700242B2/en
Priority to BR112012013902A priority patent/BR112012013902A2/pt
Publication of WO2011070848A1 publication Critical patent/WO2011070848A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K2025/005—Auxiliary drives driven by electric motors forming part of the propulsion unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/246—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a hybrid vehicle including an electric motor and an internal combustion engine.
  • a hybrid vehicle having an internal combustion engine (engine) and an electric motor connected to a power storage device is known.
  • engine an internal combustion engine
  • a stepped transmission if the outside air temperature is low, the oil temperature of the transmission and the temperature of the power storage device are lowered, which may affect the shift response of the stepped transmission and the use of the electric motor.
  • a rotating member such as a shaft or gear constituting the electric motor or the transmission is set to a rotational speed corresponding to the gear ratio of the shift stage, a predetermined time is required for the shifting because of the moment of inertia of the rotating member. .
  • Patent Document 1 a control device for a vehicle drive device that limits stepped shift when an extremely low temperature state is detected is disclosed in Patent Document 1.
  • the gear ratio on the high speed side of the stepped transmission is prohibited, the gear ratio on the low speed side is selected, the rotational speed (rotational speed) of the rotating member constituting the transmission is increased, and the transmission The speed change response is improved by promoting the rise in the oil temperature.
  • Patent Document 2 discloses a vehicle battery control device that promotes internal heat generation by discharging a battery and raises the temperature of the battery.
  • the output of the power storage device decreases at the time of the low temperature or the high temperature as described above compared to the normal temperature. Therefore, in the case of a downshift that lowers the gear stage or an upshift that raises the gear stage with the transmission, the output of the motor decreases and the time required for the gear shift becomes longer, that is, the gear shift response decreases (shaking of the gear shift) occurs. There is a problem that drivability decreases.
  • Patent Document 1 tries to improve the shift response by promoting an increase in the oil temperature of the transmission at an extremely low temperature.
  • the present invention has been made in view of such a background, and in a hybrid vehicle including an internal combustion engine and an electric motor to which the power storage device is connected, even if the power storage device is at a low temperature or a high temperature, a decrease in drivability is prevented.
  • An object of the present invention is to provide a hybrid vehicle that can be used.
  • a first aspect of the present invention includes an internal combustion engine and an electric motor connected to a power storage device, and transmits power to the driven part from the electric motor and / or the internal combustion engine via a transmission, and the electric motor and the electric motor
  • a hybrid vehicle including a control unit capable of intermittently transmitting power to and from an internal combustion engine, including a temperature detection unit that detects or estimates a temperature of the power storage device, and the transmission includes the electric motor and / or the A first shift group capable of transmitting power from the internal combustion engine to the driven portion and having a plurality of gear stages having different gear ratios; and a second shift capable of transmitting power from the internal combustion engine to the driven portion.
  • the control unit shifts the gear position of the first gear group.
  • the output of the electric motor and the internal combustion engine is controlled so as to shift to a shift stage, and the vehicle travels using the shift stage of the second shift group adjacent to the intermediate stage of the first shift group.
  • the control unit sets the shift stage of the first shift group as an intermediate stage, and the shift stage of the second shift group adjacent to the intermediate stage.
  • a hybrid vehicle that does not cause a reduction in shift responsiveness and hence a decrease in drivability even at low or high temperatures.
  • the control unit controls the outputs of the electric motor and the internal combustion engine in response to the low temperature state, the high temperature state, and a normal state that is none of these. , Having a control map that defines the second and third control patterns, and switching from the third control pattern corresponding to the normal state to the first or second control pattern in the low temperature state or the high temperature state. It is preferable to control based on the control map.
  • control unit can transmit power from the internal combustion engine to the driven portion via the second shift group, and can transmit the power via the first shift group. It is preferable to control the motor to rotate such that the power between the motor and the driven part can be transmitted.
  • the power storage device it is possible to charge the power storage device by rotating the electric motor. That is, the power storage device is heated by passing a current through the internal resistance of the power storage device. For this reason, the power storage device can be changed from a low temperature (below the first predetermined temperature) to a normal temperature (above the first predetermined temperature and below the second predetermined temperature) in a relatively short time. Therefore, in a relatively short time, the power storage device can shift from the travel mode in the low temperature state to the travel mode at the normal temperature.
  • control unit enables power transmission between the electric motor and the internal combustion engine in the low temperature state, and also transmits the power from the internal combustion engine and the electric motor via the first shift group. It is preferable to perform control so that power is transmitted to the drive wheels.
  • control unit enables power transmission between the electric motor and the internal combustion engine when in a low temperature state, and also transmits the power from the internal combustion engine and the electric motor via the first shift group. Power is transmitted to the drive wheels. That is, the power storage device is heated by passing a current through the internal resistance of the power storage device.
  • the temperature of the power storage device can be changed from a low temperature (below the first predetermined temperature) to a normal temperature (above the first predetermined temperature and below the second predetermined temperature) in a relatively short time. Therefore, in a shorter time, the power storage device can shift from the traveling mode at the low temperature state to the traveling mode at the normal temperature.
  • the hybrid vehicle according to the first aspect of the present invention includes an auxiliary machine driven by the output of the electric motor or the internal combustion engine, and the auxiliary machine is driven at an intermediate stage of the first shift group in the high temperature state. It is preferred that According to this, since the temperature of the power storage device can be lowered by driving the auxiliary machine at a high temperature, it is possible to suppress a decrease in the output of the power storage device.
  • the auxiliary machine is, for example, a compressor of an in-vehicle air conditioner, and by driving this, the battery body of the power storage device can be cooled through the vehicle.
  • a second aspect of the present invention includes an internal combustion engine and an electric motor connected to a power storage device, and transmits power to the driven part from the electric motor and / or the internal combustion engine via a transmission, and the electric motor and the electric motor.
  • a hybrid vehicle including a control unit capable of intermittently transmitting power to and from an internal combustion engine, including a temperature detection unit that detects or estimates a temperature of the power storage device, and the transmission includes the electric motor and / or the A first shift group that can transmit power from the internal combustion engine to the driven part, and that has a plurality of shift stages with different gear ratios, and a second shift group that can transmit power from the internal combustion engine to the driven part.
  • the controller is configured to drive the driven unit from the internal combustion engine via the second shift group in a low temperature state where the temperature detected or estimated by the temperature detector is lower than a first predetermined temperature. Power can be transmitted to the power storage device. And controlling the discharge.
  • the control unit controls charging / discharging of the power storage device so that power can be transmitted from the internal combustion engine to the driven unit via the second shift group in the low temperature state.
  • the power storage device can be heated. That is, when the power storage device is in a low temperature state, the power storage device can be easily warmed by controlling the charge / discharge of the power storage device while allowing the second speed group to shift from the internal combustion engine regardless of the electric motor.
  • the normal temperature can be achieved in a relatively short time. For this reason, it is possible to make the time required for changing from the driving mode in the low temperature state to the normal driving mode relatively short, thereby improving drivability.
  • a third aspect of the present invention includes an internal combustion engine and an electric motor connected to a power storage device.
  • a hybrid vehicle including a control unit capable of intermittently transmitting power to and from an internal combustion engine, including a temperature detection unit that detects or estimates the temperature of the power storage device, and the control unit is detected by the temperature detection unit Alternatively, in a low temperature state in which the estimated temperature is lower than the first predetermined temperature, charging and discharging of the power storage device is controlled by setting the transmission to a neutral state.
  • the control unit in the low temperature state, can warm the power storage device by charging and discharging the power storage device with the transmission in the neutral state. That is, by controlling charging / discharging of the power storage device without affecting power transmission from the electric motor to the driven part, the temperature can be increased and the output of the power storage device can be increased. As a result, the time required to change from the travel mode in the low temperature state to the normal travel mode can be made relatively short, and drivability can be improved.
  • the control unit controls charging / discharging of the power storage device with a sinusoidal waveform having a frequency higher than a predetermined frequency. According to this, charging and discharging of the power storage device can be performed relatively easily. Moreover, the load of the electrical storage apparatus at the time of charging / discharging can be reduced by sending an alternating current through the internal resistance of the electrical storage apparatus. In addition, the power storage device can be heated relatively easily with a low load. As a result, the time required to change from the travel mode in the low temperature state to the normal travel mode can be made relatively short, and drivability can be improved.
  • the air conditioner is driven through the first shift group, and the control unit drives the air conditioner by the electric motor in the low temperature state. . According to this, the air conditioner can be driven to heat the power storage device.
  • an air inlet for sending the heating air sent from the air conditioner to the power storage device is provided. According to this, the power storage device can be efficiently warmed by introducing the air for heating into the intake port.
  • a fourth aspect of the present invention includes an internal combustion engine and an electric motor connected to a power storage device, and transmits power to the driven part from the electric motor and / or the internal combustion engine via a transmission, and the electric motor and the electric motor.
  • the hybrid vehicle includes a temperature detection unit that detects or estimates the temperature of the power storage device, and the control unit is detected or estimated by the temperature detection unit. In a low temperature state where the measured temperature is lower than the first predetermined temperature, or in a high temperature state where the temperature is equal to or higher than a second predetermined temperature higher than the first predetermined temperature, the SOC of the power storage device is controlled to an intermediate range It is characterized by that.
  • the control unit Controls the SOC of the power storage device to be in an intermediate range (for example, 50%).
  • a power storage device mounted on a hybrid vehicle has a low assist output (discharge amount) when SOC (charge status) is low, a large regenerative output (charge amount), and a high assist output when SOC is high.
  • the regenerative output is reduced.
  • the SOC of the power storage device is controlled to be in the intermediate range by the control unit of the present invention, so that the output of the power storage device is in the intermediate range in either the low temperature state or the high temperature state. It becomes an output at a certain time, and by making the time required for downshifting or upshifting from a predetermined shift stage at the time of shifting relatively short, it is possible to suppress shifting slack.
  • a hybrid vehicle that does not cause a reduction in shift responsiveness and hence a decrease in drivability even at low or high temperatures.
  • the transmission includes a first shift group including a plurality of shift stages having different gear ratios capable of transmitting power from the electric motor and / or the internal combustion engine to the driven part, and the internal combustion engine. And a second shift group capable of transmitting power to the driven part, and when the SOC of the power storage device is in a region higher or lower than the intermediate region, the control unit It is preferable that the gears are shifted in the shift group.
  • the second shift group that can transmit power from the internal combustion engine to the driven portion.
  • the looseness of the shift can be suppressed regardless of the output of the power storage device.
  • control unit defines a gear position of the first shift group according to the SOC of the power storage device. According to this, even when the vehicle is traveling at the gear position of the second gear group, the gear position of the first gear group can be set according to the SOC of the power storage device.
  • control unit shifts the SOC of the power storage device to the intermediate region faster as the temperature is lower in the low temperature state. According to this, in response to a decrease in the output of the power storage device as the temperature is lower, shifting of the SOC to the intermediate region at an extremely low temperature can be suppressed, thereby making it possible to suppress shifting.
  • control unit controls charging / discharging of the power storage device so as to promote heat generation of the power storage device. According to this, it is possible to suppress a decrease in output by raising the temperature of the power storage device, and thereby, it is possible to suppress the looseness of the shift.
  • the control unit can shift the SOC of the power storage device to a region higher than the intermediate region when the speed of the transmission is the highest. Is preferred. According to this, when the shift stage can be set to the highest stage, the shift can be performed with a normal control law by shifting the SOC of the power storage device to a high region.
  • the control unit can shift the SOC of the power storage device to a region lower than the intermediate region when the speed of the transmission is the lowest. Is preferred. According to this, when the shift stage can be set to the lowest stage, the shift can be performed with a normal control law by shifting the SOC of the power storage device to a low region.
  • the block diagram of the hybrid vehicle of 1st Embodiment of this invention The functional block diagram of ECU of the hybrid vehicle of 1st Embodiment of this invention.
  • 1 is an overall configuration diagram of a hybrid vehicle according to a first embodiment of the present invention. It is a figure which shows arrangement
  • FIG. 1 It is a figure which shows the output of a battery whose SOC is 50%, (a) shows assist output (discharge amount), (b) shows regenerative output (charge amount).
  • movement of the hybrid vehicle of 4th Embodiment of this invention The figure which shows the operation
  • the hybrid vehicle includes a power transmission device 1 and includes an engine 2 as a power generation source and an electric motor (motor / generator) 3 that can start the engine 2.
  • the engine 2 corresponds to the internal combustion engine in the present invention.
  • the power transmission device 1 is configured to be able to drive the driving wheels 4 by transmitting the power (driving force) of the engine 2 and / or the electric motor 3 to the driving wheels 4 which are driven parts.
  • the power transmission device 1 is configured to transmit power from the engine 2 and / or power from the drive wheels 4 to the electric motor 3 so that the electric motor 3 can perform a regenerative operation.
  • the power transmission device 1 is configured to be able to drive the auxiliary machine 5 mounted on the vehicle with the power of the engine 2 and / or the electric motor 3.
  • the auxiliary machine 5 is, for example, a compressor of an air conditioner (air conditioner), a water pump, an oil pump, or the like.
  • Engine 2 is an internal combustion engine that generates power (torque) by burning fuel such as gasoline, light oil, and alcohol.
  • the engine 2 has a driving force input shaft 2 a for inputting generated power to the power transmission device 1.
  • the engine 2 controls the power of the engine 2 by controlling the opening degree of a throttle valve (not shown) provided in an intake passage (not shown) in the same manner as a normal automobile engine.
  • the electric motor 3 is a three-phase DC brushless motor in the first embodiment.
  • the electric motor 3 includes a hollow rotor (rotary body) 3a that is rotatably supported in a housing, and a stator (stator) 3b.
  • the rotor 3a of the first embodiment is provided with a plurality of permanent magnets.
  • a stator (armature winding) 3ba for three phases is mounted on the stator 3b.
  • the stator 3b is fixed to a housing provided in a stationary part that is stationary with respect to the vehicle body, such as an outer case of the power transmission device 1.
  • the coil 3ba is electrically connected to a battery (power storage device, secondary battery) 7 as a DC power source via a power drive unit (hereinafter referred to as “PDU”) 6 which is a drive circuit including an inverter circuit. Yes.
  • PDU power drive unit
  • ECU electronice control unit
  • the ECU8 is electrically connected to each component of vehicles, such as power transmission device 1, engine 2, and electric motor 3, other than PDU6.
  • the ECU 8 corresponds to a control unit in the present invention.
  • the ECU 8 of the first embodiment is an electronic circuit unit including a CPU (Central processing unit), a RAM (Random access memory), a ROM (Read only memory), an interface circuit, and the like, and executes control processing defined by a program.
  • the power transmission device 1, the engine 2, the electric motor 3, and the like are controlled.
  • the ECU 8 includes a battery temperature detection unit 8a, an SOC detection unit 8b, a normal temperature processing unit 8c, and a low and high temperature processing unit 8d as means for realizing the functions in the present invention, as shown in FIG. The function of this ECU 8 will be described later.
  • functions realized by the control process of the ECU 8 include a function of controlling the operation of the engine 2 through an actuator for engine control such as an actuator for a throttle valve (not shown), and operations of various clutches and sleeves of various synchronizers described later. Is received through a signal from a driving force setting unit 9 for setting a driving force required for the driving wheel 4 from a function of controlling the vehicle via an actuator or a driving circuit (not shown), a vehicle speed, a rotation speed of the engine 2, and the like. The function etc. which control each component according to a driving state are controlled.
  • the ECU 8 has a low temperature state in which the temperature detected (or estimated) by the temperature detection unit 8a is lower than the first predetermined temperature, a high temperature state that is equal to or higher than a second predetermined temperature higher than the first predetermined temperature, And a control map that defines first, second, and third control patterns for controlling the outputs of the electric motor 3 and the engine 2 in correspondence with a normal state that is none of these.
  • a control map that defines first, second, and third control patterns for controlling the outputs of the electric motor 3 and the engine 2 in correspondence with a normal state that is none of these.
  • an operation program that is controlled based on the control map switched from the third control pattern corresponding to the normal state to the first or second control pattern is stored in the storage unit (memory). Storing.
  • the ECU 8 adjusts the power (torque) output from the rotor 3a by the motor 3 by controlling the current flowing through the coil 3ba via the PDU 6.
  • the electric motor 3 performs a power running operation for generating a power running torque in the rotor 3 a with the electric power supplied from the battery 7 and functions as a motor. That is, the electric power supplied to the stator 3b is converted into power by the rotor 3a and output.
  • the electric motor 3 performs a regenerative operation for generating regenerative torque in the rotor 3 a while generating power by the rotational energy given to the rotor 3 a and charging the battery 7. That is, the electric motor 3 also functions as a generator. That is, the power input to the rotor 3a is converted into electric power by the stator 3b.
  • the driving force setting unit 9 can set the driving force required for the driving wheels 4 based on, for example, the driver's operation and running state.
  • the driving force setting unit 9 for example, an accelerator sensor that detects the amount of depression of an accelerator pedal provided in the accelerator pedal, a throttle opening sensor that detects a throttle opening, and the like can be employed.
  • the various sensors 10 include, for example, an engine rotation speed detection unit 10a that detects the rotation speed of the engine 2, an electric motor rotation speed detection unit 10b that detects the rotation speed of the electric motor 3, a vehicle speed detection unit 10c that detects the vehicle speed, and power transmission.
  • a gear stage detection unit 10d that detects the gear stage of the transmission of the device 1
  • a shaft rotation speed detection unit 10e that detects the rotation speed of the power transmission shaft, and the like, and signals indicating detection results by the respective detection units (sensors).
  • the battery temperature detection unit 11 detects the temperature of the battery 7 (battery temperature) and sends a signal indicating the detection result to the ECU 8.
  • the SOC detection unit 12 detects the SOC of the battery 7 and sends a signal indicating the detection result to the ECU 8.
  • the SOC is represented by a value within the range of 0% to 100%.
  • the power transmission device 1 includes a power combining mechanism 13 that combines the power of the engine 2 and the power of the electric motor 3.
  • a power combining mechanism 13 that combines the power of the engine 2 and the power of the electric motor 3.
  • the power combining mechanism 13 will be described later.
  • the first main input shaft 14 is connected to the driving force input shaft 2a of the engine 2.
  • the first main input shaft 14 is disposed in parallel with the driving force input shaft 2a, and power from the engine 2 is input via the first clutch C1.
  • the first main input shaft 14 extends from the engine 2 side to the electric motor 3 side.
  • the first main input shaft 14 is configured to be connected to and disconnected from the driving force input shaft 2a of the engine 2 by the first clutch C1.
  • the first main input shaft 14 of the first embodiment is connected to the rotor 3 a of the electric motor 3.
  • the first clutch C1 is configured to be able to connect and disconnect the driving force input shaft 2a and the first main input shaft 14 under the control of the ECU 8.
  • the driving force input shaft 2a and the first main input shaft 14 are connected by the first clutch C1
  • power can be transmitted between the driving force input shaft 2a and the first main input shaft 14.
  • the connection between the driving force input shaft 2a and the first main input shaft 14 is disconnected by the first clutch C1
  • the power transmission is interrupted between the driving force input shaft 2a and the first main input shaft 14.
  • the first sub input shaft 15 is coaxially arranged with respect to the first main input shaft 14.
  • the power from the engine 2 is input to the first auxiliary input shaft 15 via the second clutch C2.
  • the second clutch C ⁇ b> 2 is configured to be able to connect and disconnect between the driving force input shaft 2 a and the first sub input shaft 15 under the control of the ECU 8.
  • the driving force input shaft 2a and the first auxiliary input shaft 15 are connected by the second clutch C2
  • power transmission between the driving force input shaft 2a and the first auxiliary input shaft 15 becomes possible.
  • the connection between the driving force input shaft 2a and the first auxiliary input shaft 15 is disconnected by the second clutch C2, power transmission is interrupted between the driving force input shaft 2a and the first auxiliary input shaft 15.
  • the first clutch C1 and the second clutch C2 are arranged adjacent to each other in the axial direction of the first main input shaft 14.
  • the first clutch C1 and the second clutch C2 of the first embodiment are constituted by a wet multi-plate clutch.
  • the first clutch C1 transmits the rotation of the driving force input shaft 2a to the first main input shaft 14 (first driving gear shaft) in a releasable manner
  • the second clutch C2 The rotation of the driving force input shaft 2a is releasably transmitted to the second main input shaft 22 (second driving gear shaft).
  • a reverse shaft 16 is arranged in parallel to the first main input shaft 14.
  • a reverse gear shaft 17 is rotatably supported on the reverse shaft 16.
  • the first main input shaft 14 and the reverse gear shaft 17 are always coupled via a gear train 18.
  • the gear train 18 is configured by meshing a gear 14 a fixed on the first main input shaft 14 and a gear 17 a provided on the reverse gear shaft 17.
  • the reverse shaft 16 is provided with a reverse gear 17c fixed on the reverse gear shaft 17 and a reverse synchronization device SR capable of switching connection and disconnection with the reverse shaft 16.
  • the intermediate shaft 19 is arranged in parallel to the reverse shaft 16 and in parallel to the first main input shaft 14.
  • the intermediate shaft 19 and the reverse shaft 16 are always connected via a gear train 20.
  • the gear train 20 is configured by meshing a gear 19 a fixed on the intermediate shaft 19 and a gear 16 a fixed on the reverse shaft 16.
  • the intermediate shaft 19 and the first auxiliary input shaft 15 are always connected via a gear train 21.
  • the gear train 21 is configured by meshing a gear 19 a fixed on the intermediate shaft 19 and a gear 15 a fixed on the first auxiliary input shaft 15.
  • the second main input shaft 22 is arranged parallel to the first main input shaft 14 with respect to the intermediate shaft 19.
  • the second main input shaft 22 and the intermediate shaft 19 are always connected via a gear train 23.
  • the gear train 23 is configured by meshing a gear 19 a fixed on the intermediate shaft 19 and a gear 22 a fixed on the second main input shaft 22.
  • the first main input shaft 14 has each of odd-numbered or even-numbered gears (odd-numbered third gear and fifth gear in the first embodiment) among the plurality of gears having different gear ratios.
  • the drive gear of the gear train is rotatably supported and connected to the electric motor 3.
  • the first main input shaft 14 corresponds to the first drive gear shaft in the present invention.
  • the second sub input shaft 24 is coaxially arranged with respect to the first main input shaft 14.
  • the second sub input shaft 24 is disposed closer to the electric motor 3 than the first sub input shaft 15.
  • the first main input shaft 14 and the second sub input shaft 24 are connected via a first synchronous meshing mechanism S1 (synchromesh mechanism in the first embodiment).
  • the first synchronous meshing mechanism S1 is provided on the first main input shaft 14, and selectively connects the third speed gear 24a and the fifth speed gear 24b to the first main input shaft 14.
  • the first synchronous meshing mechanism S1 is a well-known one such as a synchro clutch, and by moving the sleeve S1a along the axial direction of the second sub input shaft 24 by an actuator and a shift fork (not shown), The third speed gear 24 a and the fifth speed gear 24 b are selectively connected to the first main input shaft 14. Specifically, when the sleeve S1a moves from the illustrated neutral position to the third speed gear 24a side, the third speed gear 24a and the first main input shaft 14 are connected. On the other hand, when the sleeve S1a moves from the illustrated neutral position to the fifth speed gear 24b side, the fifth speed gear 24b and the first main input shaft 14 are connected.
  • the second main input shaft 22 has each of even-numbered or odd-numbered gears (even-numbered 2nd gear and 4th gear in the first embodiment) among the plurality of gears having different gear ratios.
  • the drive gear of the gear train is rotatably supported.
  • the second main input shaft 22 corresponds to the second drive gear shaft in the present invention.
  • the third sub input shaft 25 is coaxially arranged with respect to the second main input shaft 22.
  • the second main input shaft 22 and the third sub input shaft 25 are connected via a second synchronous meshing mechanism S2 (synchromesh mechanism in the first embodiment).
  • the second synchromesh mechanism S2 is provided on the second main input shaft 22, and is configured to selectively connect the second speed gear 25a and the fourth speed gear 25b to the second main input shaft 22.
  • the second synchromesh mechanism S2 is a well-known one such as a synchro clutch, and the second-speed gears 25a and 4 are moved by moving the sleeve S2a in the axial direction of the third auxiliary input shaft 25 by an actuator and shift fork (not shown).
  • the speed gear 25 b is selectively connected to the second main input shaft 22.
  • the sleeve S2a moves from the illustrated neutral position to the second speed gear 25a side, the second speed gear 25a and the second main input shaft 22 are connected.
  • the fourth speed gear 25b and the second main input shaft 22 are connected.
  • the third sub input shaft 25 and the output shaft 26 are coupled via a second gear train 27.
  • the second gear train 27 is configured by meshing a gear 25 a fixed on the third sub input shaft 25 and a gear 26 a fixed on the output shaft 26.
  • the third sub input shaft 25 and the output shaft 26 are coupled via a fourth speed gear train 28.
  • the fourth speed gear train 28 is configured by meshing a gear 25 b fixed on the third sub input shaft 25 and a gear 26 b fixed on the output shaft 26.
  • the output shaft 26 and the second auxiliary input shaft 24 are coupled via a third speed gear train 29.
  • the third speed gear train 29 is configured by meshing a gear 26 a fixed to the output shaft 26 and a gear 24 a fixed to the second auxiliary input shaft 24.
  • the output shaft 26 and the second auxiliary input shaft 24 are coupled via a fifth speed gear train 30.
  • the fifth speed gear train 30 is configured by meshing a gear 26b fixed to the output shaft 26 and a gear 24b fixed on the second sub input shaft 24.
  • the gears 26a and 26b of each gear train fixed to the output shaft 26 are referred to as driven gears.
  • a final gear 26c is fixed to the output shaft 26.
  • the rotation of the output shaft 26 is configured to be transmitted to the drive wheels 4 via the final gear 26c, the differential gear unit 31 and the axle 32.
  • the gear 24a and the gear 24b correspond to the first shift group.
  • the gears 25a and 25b correspond to the second shift group.
  • the first shift group and the second shift group correspond to a transmission.
  • the power combining mechanism 13 of the first embodiment is provided inside the electric motor 3. Part or all of the rotor 3a, the stator 3b, and the coil 3ba constituting the electric motor 3 are arranged so as to overlap the power combining mechanism 13 along a direction orthogonal to the axial direction of the first main input shaft 14. .
  • the power combining mechanism 13 includes a differential device that can differentially rotate the first rotating element, the second rotating element, and the third rotating element.
  • the differential device constituting the power combining mechanism 13 is a single pinion type planetary gear device, and includes three rotation elements: a sun gear 13s (first rotation element) and a ring gear 13r (second rotation). Element) and a carrier (third rotating element) 13c that rotatably supports a plurality of planetary gears 13p meshed with the sun gear 13s and the ring gear 13r between the sun gear 13s and the ring gear 13r. .
  • These three rotating elements 13s, 13r, and 13c can transmit power between each other, and rotate while maintaining a constant collinear relationship between the respective rotational speeds (rotational speeds).
  • the sun gear 13 s is fixed to the first main input shaft 14 so as to rotate in conjunction with the first main input shaft 14.
  • the sun gear 13s is fixed to the rotor 3a so as to rotate in conjunction with the rotor 3a of the electric motor 3. Thereby, the sun gear 13s, the first main input shaft 14, and the rotor 3a rotate in conjunction with each other.
  • the ring gear 13r is configured to be switchable between a fixed state and a non-fixed state with respect to the housing 33, which is a non-moving portion, by the third synchronous meshing mechanism SL. Specifically, by moving the sleeve SLa of the third synchronous meshing mechanism SL along the rotation axis direction of the ring gear 13r, the state in which the housing 33 and the ring gear 13r are fixed and the non-fixed state can be switched. It is configured as follows.
  • the carrier 13c is connected to one end of the second sub input shaft 24 on the electric motor 3 side so as to rotate in conjunction with the second sub input shaft 24.
  • the input shaft 5a of the auxiliary machine 5 is arranged in parallel to the reverse shaft 16.
  • the reverse shaft 16 and the input shaft 5a of the auxiliary machine 5 are coupled via, for example, a belt mechanism 34.
  • the belt mechanism 34 is configured by connecting a gear 17b fixed on the reverse gear shaft 17 and a gear 5b fixed on the input shaft 5a via a belt.
  • An auxiliary machine clutch 35 is interposed on the input shaft 5 a of the auxiliary machine 5.
  • the gear 5b and the input shaft 5a of the auxiliary machine 5 are connected coaxially through an auxiliary machine clutch 35.
  • the auxiliary machine clutch 35 is a clutch that operates to connect or disconnect between the gear 5 b and the input shaft 5 a of the auxiliary machine 5 under the control of the ECU 8.
  • the auxiliary machine clutch 35 when the auxiliary machine clutch 35 is operated in the connected state, the gear 5b and the input shaft 5a of the auxiliary machine 5 are coupled via the auxiliary machine clutch 35 so as to rotate integrally with each other. Further, when the auxiliary machine clutch 35 is operated in the disconnected state, the coupling between the gear 5b and the input shaft 5a of the auxiliary machine 5 by the auxiliary machine clutch 35 is released. In this state, power transmission to the first main input shaft 14 and the input shaft 5a of the auxiliary machine 5 is interrupted.
  • the power transmission device 1 shifts the rotational speed of the input shaft to a plurality of stages through the gear trains of a plurality of shift stages having different gear ratios, and outputs the speed to the output shaft 26. It is configured. That is, the power transmission device 1 of the first embodiment includes a stepped transmission. Further, in the power transmission device 1, it is defined that the gear ratio is smaller as the gear position is larger.
  • the electric motor 3 When starting the engine, the first clutch C1 is connected, the motor 3 is driven, and the engine 2 is started. That is, the electric motor 3 also has a function as a starter.
  • the first gear is established by connecting the ring gear 13r and the housing 33 (fixed state) by the third synchronous meshing mechanism SL.
  • the second clutch C ⁇ b> 2 is disconnected (hereinafter referred to as “OFF state”), and the first clutch C ⁇ b> 1 is connected (hereinafter referred to as “ON state”).
  • the driving force output from the engine 2 is transmitted to the drive wheels 4 through the sun gear 13s, the carrier 13c, the gear train 29, the output shaft 26, and the like.
  • the assist traveling by the electric motor 3 at the first speed stage (travel where the driving force of the engine 2 is assisted by the electric motor 3) can be performed. Furthermore, if the first clutch C1 is in the OFF state, EV traveling that travels only by the electric motor 3 can be performed.
  • the electric motor 3 is braked so that the vehicle is decelerated, the electric motor 3 can generate electric power, and the battery 7 can be charged via the PDU 6.
  • the ring gear 13r and the housing 33 are unfixed by the third synchronous mesh mechanism SL, and the second synchronous mesh mechanism S2 is connected to the second main input shaft 22 and the second gear 25a. It is established by that.
  • the second clutch C2 is turned on.
  • the driving force output from the engine 2 is the first auxiliary input shaft 15, the gear train 21, the intermediate shaft 19, the gear train 23, the second main input shaft 22, the second gear train 27, and the output. It is transmitted to the drive wheel 4 through the shaft 26 and the like.
  • the assist travel by the electric motor 3 at the second speed can be performed. Furthermore, in this state, driving by the engine 2 can be stopped and EV traveling can be performed.
  • the engine 2 may be in a fuel cut state or a cylinder resting state. Further, the decelerating regenerative operation can be performed at the second speed stage.
  • the ECU 8 is expected to upshift to the third speed depending on the traveling state of the vehicle. If the determination is made, the first synchronous meshing mechanism S1 sets the first main input shaft 14 and the third speed gear 24a in a connected state or a pre-shifted state approaching this state. As a result, the upshift from the second gear to the third gear can be performed smoothly.
  • 3rd speed is established by making 1st synchronous meshing mechanism S1 connect the 1st main input shaft 14 and the 3rd speed gear 24a.
  • the first clutch C1 is turned on.
  • the driving force output from the engine 2 is transmitted to the drive wheels 4 via the first main input shaft 14, the third speed gear train 29, the output shaft 26, and the like.
  • the first clutch C1 is turned on to drive the engine 2 and drive the electric motor 3, assist driving by the electric motor 3 at the third speed can be performed. Furthermore, the EV clutch can be performed with the first clutch C1 in the OFF state. In addition, during EV traveling, the first clutch C1 can be turned on to stop driving by the engine 2 and perform EV traveling. Further, the decelerating regenerative operation can be performed at the third speed stage.
  • the ECU 8 predicts whether the next gear to be shifted is the second gear or the fourth gear based on the traveling state of the vehicle.
  • the second synchronous meshing mechanism S2 is connected to the second speed gear 25a and the second main input shaft 22, or is in a preshift state in which this state is approached.
  • the second synchronous meshing mechanism S2 is connected to the fourth speed gear 25b and the second main input shaft 22 or is in a preshift state in which this state is approached. And Thereby, the upshift and the downshift from the third gear can be performed smoothly.
  • the fourth speed is established by bringing the second synchronous meshing mechanism S2 into a state where the second main input shaft 22 and the fourth speed gear 25b are connected.
  • the second clutch C2 is turned on.
  • the driving force output from the engine 2 is the first sub input shaft 15, the gear train 21, the intermediate shaft 19, the gear train 23, the second main input shaft 22, the fourth speed gear train 28, and the output. It is transmitted to the drive wheel 4 through the shaft 26 and the like.
  • the first clutch C1 is turned off, the second clutch C2 is turned on, and the ECU 8 is driven at the fourth speed by driving the engine 2, and then the gear stage to which the ECU 8 is next shifted based on the running state of the vehicle. Predict whether it is 3rd gear or 5th gear.
  • the first synchronous meshing mechanism S1 connects the first main input shaft 14 and the third speed gear 24a, or a preshift approaching this state. State.
  • the first synchronous mesh mechanism S1 connects the first main input shaft 14 and the fifth speed gear 24b, or a preshift approaching this state. State. Thereby, the upshift and the downshift from the fourth gear can be performed smoothly.
  • the fifth gear is established by bringing the first synchronous meshing mechanism S1 into a state where the first main input shaft 14 and the fifth gear 24b are connected.
  • the first clutch C1 is turned on.
  • the driving force output from the engine 2 is transmitted to the drive wheels 4 via the first main input shaft 14, the fifth speed gear train 30, the output shaft 26, and the like.
  • the EV clutch can be performed with the first clutch C1 in the OFF state. Further, the EV clutch can be performed by turning on the first clutch C1 and stopping the driving by the engine 2. Further, the decelerating regenerative operation can be performed at the fifth gear.
  • the ECU 8 determines that the next gear to be shifted is the fourth gear based on the traveling state of the vehicle while the vehicle is traveling at the fifth gear, the ECU 8 sets the second synchromesh mechanism S2 to 4 A state in which the speed gear 25b and the second main input shaft 22 are connected to each other, or a pre-shift state close to this state is set. Thereby, the downshift from the fifth gear to the fourth gear can be performed smoothly.
  • the reverse synchronous meshing mechanism SR is connected to the reverse shaft 16 and the reverse gear 17c
  • the second synchronous meshing mechanism S2 is connected to, for example, the second main input shaft 22 and the second speed gear 25a. It is established by setting it to the state.
  • the first clutch C1 is turned on.
  • the driving force output from the engine 2 is the first main input shaft 14, the gear train 18, the reverse gear 17c, the reverse shaft 16, the gear train 20, the intermediate shaft 19, the gear train 23, the second main input. It is transmitted to the drive wheel 4 via the shaft 22, the third auxiliary input shaft 25, the gear train 27, the output shaft 26, and the like.
  • EV traveling can also be performed by setting the first clutch C1 to the OFF state. Deceleration regenerative operation can be performed in the reverse gear.
  • the hybrid vehicle 100 according to the first embodiment includes an air conditioner 40.
  • the air conditioner 40 for example, a heat pump system can be adopted.
  • the air conditioner 40 includes a compressor 41, a heat exchanger 42 outside the vehicle compartment, a heat exchanger 43 inside the vehicle compartment, and a blower (fan) 44.
  • the compressor 41, the outdoor heat exchanger 42, and the indoor heat exchanger 43 are connected by a refrigerant passage.
  • the air conditioner 40 adjusts the temperature of the air in the vehicle interior by circulating the refrigerant through the outdoor heat exchanger 42 and the indoor heat exchanger 43 through the refrigerant passage.
  • it is configured to be able to switch between heating and cooling.
  • the air in the vehicle interior 100a may be heated by the heater core 45 using the heat generated by the cooling water of the engine 2.
  • the compressor 41 as the auxiliary machine 5 is connected to the gear 17b fixed on the reverse gear shaft 17 and the gear 5b fixed on the input shaft 5a via the belt by the belt mechanism 34.
  • the compressor 41 is configured to be rotationally driven by the electric motor 3 or the engine 2 via the first main input shaft 14.
  • the battery 7 is provided with a blower 7a for blowing the air in the vehicle compartment 100a to the battery body.
  • the battery 7 and PDU6 are provided in the luggage compartment 100b provided in the rear part of the vehicle.
  • the battery 7 and the PDU 6 are accommodated in a storage container 7b as a heat sink.
  • the container 7b includes a first air passage 7c that communicates with the vehicle interior 100a and a second air passage 7d that communicates with the cargo compartment 100b.
  • a blower 7a is provided in the second air passage.
  • ECU8 drives the compressor 41 as the auxiliary machine 5, for example, when battery temperature control conditions are satisfy
  • the pressure in the first air passage 7c and the storage container 7b becomes a negative pressure with respect to the vehicle interior 100a, and the air in the vehicle interior 100a is blown from the intake port 7e to the battery 7 body through the first air passage 7c.
  • the air in the container 7b is sent from the exhaust port 7f to the luggage compartment 100b through the second air passage 7d by the blower 7a.
  • the battery temperature detection unit 8a detects the temperature of the battery 7 based on a signal indicating the temperature of the battery 7 from the temperature detection unit 11. Moreover, the battery temperature detection part 8a estimates the temperature of the battery 7 by calculation based on the charge / discharge amount of the battery 7, an initial value, a full charge amount (full charge capacity), etc., for example, The temperature of the battery 7 May be detected.
  • the SOC detection unit 8b detects the SOC of the battery 7 based on the signal indicating the state of charge (SOC) of the battery 7 from the SOC detection unit 12. Further, the SOC detection unit 8b may detect the SOC by estimating the SOC of the battery 7 by calculation based on the charge / discharge amount of the battery 7, an initial value, and the like, for example.
  • SOC state of charge
  • the normal temperature processing unit 8c controls each component of the vehicle in the normal temperature traveling mode when the temperature of the battery 7 is in the normal temperature range.
  • the normal temperature range of the first embodiment is equal to or higher than the first predetermined temperature TL and lower than the second predetermined temperature TH.
  • the high temperature range of the battery 7 is equal to or higher than the second predetermined temperature TH.
  • the low temperature range of the battery 7 is lower than the first predetermined temperature TL.
  • the ECU 8 according to the first embodiment outputs (charges / discharges) the battery 7 when the battery 7 is extremely low temperature, specifically, less than the third predetermined temperature TLa lower than the first predetermined temperature TL or high temperature. Is controlled to restrict or prohibit.
  • the low / high temperature processing unit 8d Processing according to the temperature of the battery 7, specifically, low temperature or high temperature is performed. The function of the low and high temperature processing unit 8d will be described later.
  • the output of the battery 7 of the hybrid vehicle of the first embodiment specifically, the temperature change of the assist output (W) and the regenerative output (W) will be described.
  • the SOC of the battery 7 is set to 50%.
  • the discharge current amount corresponds to the assist output
  • the charge current amount corresponds to the regenerative output.
  • the assist output of the battery 7 shows a maximum value in a temperature range where the temperature of the battery 7 is close to a high temperature range, and decreases as the temperature decreases in a temperature range lower than that.
  • the regenerative output of the battery shows a minimum value in a temperature range where the temperature of the battery 7 is close to a high temperature range, and increases as the temperature decreases in a temperature range lower than that.
  • the ECU 8 performs control so as to limit or prohibit charging / discharging of the battery 7 when the temperature of the battery 7 is equal to or higher than the second predetermined temperature TH. Further, the ECU 8 performs control so as to limit or prohibit charging / discharging of the current of the battery 7 at an extremely low temperature of the battery 7 equal to or lower than the third predetermined temperature TLa. By limiting or prohibiting charging / discharging of the battery 7 at a high temperature or a low temperature, the load on the battery 7 is reduced.
  • the temperature of the battery 7 is set to a normal temperature range.
  • the assist output of the battery 7 increases and the regenerative output of the battery 7 decreases (the absolute value of the regenerative output decreases).
  • the assist output of the battery 7 decreases and the regenerative output of the battery 7 increases (the absolute value of the regenerative output increases).
  • the assist output and regenerative output of the battery 7 are approximately intermediate values between the SOC 25% and the SOC 75%. The characteristics of the assist output and regenerative output of the battery 7 are substantially the same even when the battery 7 is at a low temperature and at a high temperature.
  • the time required for the speed change is (1) the time required for the sleeve of the synchronous meshing mechanism to change the selected even gear stage from the meshing state to the non-meshing state, and (2) the electric motor 3, the transmission, The time required to set the rotational speed of the rotating member such as the power transmission shaft to the rotational speed corresponding to the gear position of the speed change destination (hereinafter referred to as rotation matching time), and (3) the odd speed stage of the speed change destination. The time required for bringing the sleeve of the synchronous meshing mechanism into the meshing state is added.
  • the second clutch C2 is in the connected state and is running by driving the engine at the fourth speed (even speed).
  • a torque Clutch Trq (C2) having a predetermined magnitude is generated in the second clutch C2.
  • the first clutch C1 is in a disconnected state, and the torque ClutchClTrq of the first clutch C1 is 0 (Nm).
  • the third speed stage is selected, and the electric motor 3 rotates at a rotational speed NMot (rpm) corresponding to the third speed stage.
  • the first synchronous meshing mechanism S1 when the engine is driven at the fourth speed by driving the engine, if it is determined to shift up to the fifth speed based on the driving state, the driving force request, etc., the first synchronous meshing mechanism S1 performs the fifth speed.
  • the gear 24b and the first main input shaft 14 are coupled.
  • the odd-numbered stage (3rd stage) is set to neutral. In detail, it sets to neutral by 1st synchronous meshing mechanism S1.
  • the drive torque of the electric motor 3 is controlled to be 0 (Nm).
  • the ECU 8 sets the target rotation speed of the motor 3 at the fifth gear from the rotation speed of the motor 3 at the third gear.
  • the output of the drive torque is controlled so that At this time, the target rotational speed of the electric motor 3 at the fifth speed stage is smaller than the rotational speed of the electric motor 3 at the third speed stage. For this reason, the ECU 8 performs regenerative control so as to reduce the rotation speed of the electric motor 3.
  • the first main input shaft 14 side when torque is output from the electric motor 3 (time t3), the first main input shaft 14 side is changed from the neutral state to the fifth gear (pre-shift up). Specifically, the ECU 8 controls the first main input shaft 14 and the fifth gear to be fixed by the first synchronous meshing mechanism S1.
  • the electric motor 3 is controlled to have a rotation speed corresponding to the fifth gear.
  • the time required to match the rotation speed of the motor 3 (rotation time) for pre-shifting from the 3rd speed to the 5th speed corresponds to the time t2 to the time t5. To do.
  • the first clutch C1 is engaged and the second clutch C2 is controlled to be in a disconnected state.
  • the first clutch C1 is controlled so as to be about 70% (half-clutch state) of the clutch torque when completely engaged.
  • the ECU 8 controls the engine rotational speed Ne so as to be a rotational speed corresponding to the fifth gear.
  • the fuel supply amount is decreased for a short time and the engine torque is decreased for a short time.
  • a predetermined driving torque is output by the electric motor 3 to assist driving by the engine 2.
  • rotating members such as the electric motor 3, the transmission, and the power transmission shaft have a moment of inertia. For this reason, when the battery output is relatively small when the battery 7 is at a low temperature or a high temperature, the rotation alignment time is relatively long.
  • the time required for rotation matching at each battery temperature when shifting the hybrid vehicle will be described. Specifically, based on the battery characteristics, vehicle speed, rotation speed of the motor 3, drive performance and regeneration performance of the motor 3, and the like, the rotation adjustment at the time of shifting from the even-numbered stage to the odd-numbered stage at each battery temperature is performed by computer calculation. The time required for was calculated.
  • the fifth speed stage from the rotation speed of the electric motor 3 corresponding to the third speed stage.
  • the rotation speed was set to correspond to.
  • the rotating members such as the rotor 3a and the first main input shaft 14 of the electric motor 3 have a predetermined moment of inertia.
  • the rotation matching time was calculated for each of the batteries A to C having different charge / discharge characteristics parameters of the battery 7.
  • the time required for the rotation alignment is preferably a predetermined time (for example, 0.5 seconds) or less in order to ensure drivability.
  • the time required for the above rotation adjustment is 0.5 seconds or more for the batteries B and C when the temperature is low. In the battery A, the time is 0.5 seconds at the first predetermined temperature TL or lower. In the first embodiment, since the time required for the rotation adjustment is set to a predetermined time (0.5 seconds) or less, drivability is maintained even when the battery 7 has a small output when the temperature is equal to or lower than the first predetermined temperature TL.
  • the battery temperature control according to the present invention is performed so as to prevent the decrease of the battery temperature. In addition, the control according to the present invention is performed so as to prevent a decrease in drivability even when the battery 7 is at a high temperature and the battery 7 has a small output.
  • the output (charge / discharge amount) of the battery 7 is relatively large, and the torque or reverse torque by the motor 3 is relatively large.
  • the SOC is 25%, 50%, and 75%
  • the time required for the pre-down shift is 0.1 second, and the time required for the pre-up shift is 0.1 second. For this reason, the time required for the pre-up shift and the pre-down shift is relatively short, and the drivability is good.
  • the time required for the pre-down shift with an SOC of 75% is 0.3 seconds, and the time required for the pre-up shift is 1.0 seconds.
  • the time required for the pre-down shift when the SOC is 50% is 0.5 seconds, and the time required for the pre-up shift is 0.5 seconds.
  • the time required for the pre-down shift when the SOC is 25% is 1.0 second, and the time required for the pre-up shift is 0.3 second.
  • the assist output is relatively small. Therefore, the rotation of the motor 3 during downshifting (rotational speed of the motor 3 during downshifting) Is relatively long.
  • the regenerative output is relatively small, so that the rotation adjustment of the motor 3 at the time of upshift (the motor 3 The time required to reduce the rotation speed is relatively long.
  • the SOC when the SOC is 75%, the time required for the upshift is relatively long. When the SOC is 25%, the time required for the downshift is relatively long. Therefore, in the first embodiment, when the battery 7 is in a low temperature state or a high temperature state and the output (charge / discharge amount) of the battery 7 is relatively low, the SOC is reduced to 50% or near 50%, thereby downshifting. Alternatively, the drivability is prevented from being lowered by controlling the time required for the upshift to be a predetermined time (about 0.5 seconds) or less.
  • the low and high temperature processing unit 8d performs the first shift when the temperature detected by the temperature detection unit 8a is lower than the first predetermined temperature TL or higher than the second predetermined temperature TH higher than the first predetermined temperature TL. It is defined as an intermediate speed (the third speed in the first embodiment) among the shift speeds of the group (odd speed). That is, in 1st Embodiment, it is limited to one gear stage (3rd speed stage) among the said odd-number stages. By doing so, for example, drivability can be prevented from being lowered without performing an operation of adjusting the rotation speed to the shift stage of the shift destination by the electric motor at the time of shifting.
  • the low and high temperature processing unit 8d can transmit power from the engine 2 to the drive wheels 4 via the second shift group (even stages), and the electric motor can be connected via the first shift group (odd stages).
  • the motor 3 is controlled to be rotated so that the power between the motor 3 and the drive wheel 4 can be transmitted.
  • the low and high temperature processing unit 8d enables power transmission between the electric motor 3 and the engine 2 when the temperature of the battery 7 is lower than the first predetermined temperature TL, and the first from the engine 2 and the electric motor 3. Control is performed so that power is transmitted to the drive wheels 4 through the shift group (odd number).
  • step ST11 it is determined whether or not the temperature of the battery 7 is lower than the first predetermined temperature TL or equal to or higher than the second predetermined temperature TH. As a result of the determination, if the temperature of the battery 7 is lower than the first predetermined temperature TL or equal to or higher than the second predetermined temperature TH, the process proceeds to step ST13. Otherwise, the process proceeds to step ST12. .
  • step ST12 when the temperature of the battery 7 is within the normal temperature range ( ⁇ 10 to 49 ° C.), the vehicle travels in the normal travel mode. At this time, the output of the battery 7 is larger than that at a low temperature or a high temperature. For this reason, in the hybrid vehicle according to the first embodiment, the shift can be performed in a relatively short time regardless of the SOC.
  • step ST ⁇ b> 13 the ECU 8 is an intermediate gear (for example, third gear) of the first gear group (odd gear) provided on the power transmission shaft (first main input shaft 14) on the connection side of the electric motor 3. Stipulate. For a plurality of shift stages (odd stages) provided on the power transmission shaft (first main input shaft 14) to which the electric motor 3 is connected at an extremely low temperature or a high temperature, the plurality of shift stages (a plurality of odd stages) Limited to one intermediate stage (for example, the third speed stage).
  • step ST14 when the temperature of the battery 7 detected by the battery temperature detection unit is high, the ECU 8 proceeds to the process of step ST15, and the temperature of the battery 7 is low (lower than the first predetermined temperature TL). In this case, the process proceeds to step ST16.
  • step ST15 when the ECU 8 drives a fan (blower device) 7a provided in the vicinity of the battery 7, the air in the vehicle is sent to the battery 7, whereby the battery 7 is cooled.
  • step ST16 the ECU 8 actively assists the motor during odd-numbered travel. For example, by performing motor assist when the battery 7 is at a low temperature, the battery 7 is charged and discharged, and the battery 7 itself generates heat due to the internal resistance of the battery 7, and the temperature of the battery 7 can be raised.
  • the lubricating oil and hydraulic oil (ATF: Automatic Transmission Fluid) of the electric motor 3 and the power transmission device 1 are also heated at the same time.
  • ATF Automatic Transmission Fluid
  • step ST17 the ECU 8 determines whether or not to shift to an even number on the basis of a traveling state, a driving force request, etc. during an odd number of steps.
  • the process proceeds to step ST18.
  • step ST18 the ECU 8 performs control so that the even-numbered stage and the odd-numbered stage are jointly connected to the output shaft 26 when shifting from the odd-numbered stage to the even-numbered stage.
  • the even-numbered and odd-numbered gears are engaged with the output shaft 26 together.
  • the first clutch C1 is in a disconnected state.
  • the co-meshing state refers to a state in which the third speed gear 24a and the first main input shaft 14 are connected by the first synchronous meshing mechanism S1, and the second speed gear 25a or 4 by the second synchronous meshing mechanism S2.
  • the speed gear 25 b is connected to the second main input shaft 22. That is, since the electric motor 3 can be rotated when the engine 2 is driven using even-numbered gears by driving the engine 2, the battery 7 can be heated.
  • Step ST12 the operation shown in steps ST13 to ST18 is performed until the temperature of the battery 7 reaches the normal temperature.
  • the normal travel mode normal charge / discharge control
  • the transmission of the power transmission device 1 includes a plurality of shift stages with different gear ratios that can transmit power from the electric motor 3 and / or the engine 2 to the drive wheels 4.
  • the ECU 8 changes the gear position of the transmission to the electric motor. It is defined as one intermediate speed (for example, 3rd speed) among the shift speeds of the first shift group (odd speed) on the 3 connection side.
  • the motor 3 is connected to the motor 3 connection side without performing the operation of adjusting the rotational speed to the shift speed of the shift destination by the motor 3 at the time of shifting.
  • the ECU 8 can transmit power from the engine 2 to the drive wheels 4 via the second shift group (even-numbered stages) by the low and high temperature processing unit 8d, and the first shift group.
  • the electric motor 3 can be rotated by enabling transmission of power between the electric motor 3 and the drive wheels 4 via (odd number of stages).
  • the battery 7 can be charged. That is, the battery 7 is heated by passing a current through the internal resistance of the battery 7. For this reason, the battery 7 can be changed from a low temperature (below the first predetermined temperature) to a normal temperature (above the first predetermined temperature and below the second predetermined temperature) in a relatively short time. That is, in a relatively short time, the battery 7 can shift from the travel mode in the low temperature state to the travel mode at the normal temperature.
  • the ECU 8 enables the power transmission between the electric motor and the engine 2 and the engine 2 when the temperature of the battery 7 is lower than the first predetermined temperature by the low and high temperature processing unit 8d.
  • the motor 3 is controlled to transmit power to the drive wheels 4 through the first shift group (odd number of stages).
  • the battery 7 is heated by passing a current through one shift group, that is, the internal resistance of the battery 7. For this reason, the temperature of the battery 7 can be changed from a low temperature (below the first predetermined temperature) to a normal temperature (above the first predetermined temperature and below the second predetermined temperature) in a relatively short time. That is, in a relatively short time, the battery 7 can shift from the travel mode in the low temperature state to the travel mode at the normal temperature.
  • the power transmission device 1 of the second embodiment is configured with seven forward speeds and one reverse speed, and the sixth speed and the seventh speed as the forward speed with respect to the power transmission apparatus 1 of the first embodiment. Are added.
  • a 7-speed gear train 37 is added to the power transmission device 1 of FIG. 1, and a 7-speed gear 24c that is a drive gear of the 7-speed gear train 37 is Between the third speed gear 24a and the fifth speed gear 24b, the first main input shaft 14 is rotatably supported.
  • the first main input shaft 14 and the second sub input shaft 24 are connected via a first synchronous meshing mechanism S1 and a third synchronous meshing mechanism S3 configured by a synchromesh mechanism.
  • the first synchronization engagement mechanism S1 and the third synchronization engagement mechanism S3 are provided on the first main input shaft 14.
  • the first synchronous mesh mechanism S1 selectively connects the third speed gear 24a and the seventh speed gear 24c to the first main input shaft 14, and the third synchronous mesh mechanism S3 connects the fifth speed gear 24b to the first main input shaft. 14 is selectively connected.
  • the first synchronous meshing mechanism S ⁇ b> 1 moves the sleeve S ⁇ b> 1 a along the axial direction of the second sub input shaft 24 by using an actuator and a shift fork (not shown).
  • the seventh speed gear 24 c is selectively connected to the first main input shaft 14. Specifically, when the sleeve S1a moves from the illustrated neutral position to the third speed gear 24a side, the third speed gear 24a and the first main input shaft 14 are connected. On the other hand, when the sleeve S1a moves from the illustrated neutral position to the seventh speed gear 24c side, the seventh speed gear 24c and the first main input shaft 14 are connected.
  • the third synchronous engagement mechanism S3 moves the sleeve S3a along the axial direction of the second auxiliary input shaft 24 with an actuator and a shift fork (not shown) to move the fifth speed gear 24b to the first. 1
  • the main input shaft 14 is selectively connected. Specifically, when the sleeve S3a moves from the illustrated neutral position to the fifth speed gear 24b side, the fifth speed gear 24b and the first main input shaft 14 are connected.
  • a 6-speed gear train 36 is added to the power transmission device 1 of FIG. 25c is rotatably supported on the second main input shaft 22 between the second speed gear 25a and the fourth speed gear 25b.
  • the second main input shaft 22 and the third sub input shaft 25 are connected via a second synchromesh mechanism S2 and a fourth synchromesh mechanism S4 configured by a synchromesh mechanism.
  • the second synchronization engagement mechanism S2 and the fourth synchronization engagement mechanism S4 are provided on the second main input shaft 22.
  • the second synchronous mesh mechanism S2 selectively connects the second speed gear 25a and the sixth speed gear 25c to the second main input shaft 22, and the fourth synchronous mesh mechanism S4 connects the fourth speed gear 25b to the second main input shaft. 22 is selectively connected.
  • the second synchronous meshing mechanism S ⁇ b> 2 moves the sleeve S ⁇ b> 2 a along the axial direction of the third sub input shaft 25 with an actuator and shift fork (not shown), and the second speed gear 25 a
  • the sixth speed gear 25c is selectively connected to the second main input shaft 22. Specifically, when the sleeve S2a moves from the illustrated neutral position to the second speed gear 25a side, the second speed gear 25a and the second main input shaft 22 are connected. On the other hand, when the sleeve S2a moves from the illustrated neutral position to the sixth speed gear 25c side, the sixth speed gear 25c and the second main input shaft 22 are connected.
  • the fourth synchronous mesh mechanism S4 moves the sleeve S4a along the axial direction of the third sub input shaft 25 with an actuator (not shown) and a shift fork.
  • the fourth speed gear 25b is selectively connected to the second main input shaft 22. Specifically, when the sleeve S4a moves from the illustrated neutral position to the fourth speed gear 25b side, the fourth speed gear 25b and the second main input shaft 22 are connected.
  • the third sub input shaft 25 and the output shaft 26 are coupled via a second speed gear train 27, a fourth speed gear train 28, and a sixth speed gear train 36.
  • the second speed gear train 27 is configured by meshing a gear 25 a fixed on the third sub input shaft 25 and a gear 26 a fixed on the output shaft 26.
  • the fourth speed gear train 28 is configured by meshing a gear 25 b fixed on the third sub input shaft 25 and a gear 26 b fixed on the output shaft 26.
  • the sixth speed gear train 36 is configured by meshing a gear 25c fixed on the third sub input shaft 25 and a gear 26d fixed on the output shaft 26.
  • the second sub input shaft 24 and the output shaft 26 are coupled via a third speed gear train 29, a fifth speed gear train 30 and a seventh speed gear train 37.
  • the third speed gear train 29 is configured by meshing a gear 24 a fixed on the second sub input shaft 24 and a gear 26 a fixed on the output shaft 26.
  • the fifth speed gear train 30 is configured by meshing a gear 24b fixed on the second auxiliary input shaft 24 and a gear 26b fixed on the output shaft 26.
  • the seventh speed gear train 37 is configured by meshing a gear 24c fixed on the second sub input shaft 24 and a gear 26d fixed on the output shaft 26.
  • a gear 26d as a driven gear that meshes with the sixth speed gear 25c and the seventh speed gear 24c is fixed to the output shaft 26 together with the gears 26a and 26b and the final gear 26c, which are driven gears.
  • the other configuration is the same as that of the power transmission device 1 in FIG.
  • the gear 24a and the gears 24b and 24c correspond to the first shift group. Further, the gear 25a and the gears 25b and 25c correspond to the second shift group. The first shift group and the second shift group correspond to a transmission.
  • the first to third speeds and the reverse speed are the same as those of the power transmission device 1 of the first embodiment, and thus the description thereof is omitted.
  • the fourth speed is established by bringing the fourth synchronous meshing mechanism S4 into a state where the second main input shaft 22 and the fourth speed gear 25b are connected.
  • the second clutch C2 is turned on.
  • the driving force output from the engine 2 is the first auxiliary input shaft 15, the gear train 21, the intermediate shaft 19, the gear train 23, the second main input shaft 22, the fourth speed gear train 28 and the output shaft. 26 is transmitted to the drive wheel 4 via 26 or the like.
  • the fourth speed gear 25b and the second main input shaft 22 are not connected by the fourth synchronous mesh mechanism S4 but the second synchronous mesh mechanism S2.
  • the point which connects is different from the power transmission device 1 of 1st Embodiment.
  • assist travel, EV travel, and deceleration regenerative operation can be performed even at the fourth speed.
  • the vehicle is traveling at the fourth speed, it is operated in the same manner as the power transmission device 1 of the first embodiment even when downshifting or preshifting to the third speed and performing upshifting or preshifting to the fifth speed.
  • the first main input shaft 14 and the 5th gear 24b are connected or brought close to this state by the third synchronous meshing mechanism S3.
  • the fifth gear is established by bringing the third synchronous meshing mechanism S3 into a state where the first main input shaft 14 and the fifth gear 24b are connected.
  • the first clutch C1 is turned on.
  • the driving force output from the engine 2 is transmitted to the drive wheels 4 via the first main input shaft 14, the fifth speed gear train 30, the output shaft 26, and the like.
  • the fifth gear 24b and the first main input shaft 14 are connected not by the first synchronous meshing mechanism S1 but by the third synchronous meshing mechanism S3.
  • the point which connects is different from the power transmission device 1 of 1st Embodiment.
  • assist travel, EV travel, and deceleration regenerative operation can be performed even at the fifth speed.
  • the ECU 8 predicts whether the next gear to be shifted is the fourth gear or the sixth gear based on the traveling state of the vehicle.
  • the fourth synchronous meshing mechanism S4 is connected to the fourth speed gear 25b and the second main input shaft 22, or a preshift state close to this state To do.
  • the second synchronous meshing mechanism S2 is connected to the sixth speed gear 25c and the second main input shaft 22 or is in a preshift state close to this state. To do. Thereby, the upshift or the downshift from the fifth gear can be performed smoothly.
  • the sixth speed is established by bringing the second synchronous meshing mechanism S2 into a state where the second main input shaft 22 and the sixth speed gear 25c are connected.
  • the second clutch C2 is turned on.
  • the driving force output from the engine 2 is the first auxiliary input shaft 15, the gear train 21, the intermediate shaft 19, the gear train 23, the second main input shaft 22, the sixth speed gear train 36 and the output shaft. 26 is transmitted to the drive wheel 4 via 26 or the like.
  • the assist travel by the electric motor 3 at the sixth speed can be performed. Furthermore, in this state, driving by the engine 2 can be stopped and EV traveling can be performed.
  • the ECU 8 predicts whether the next gear to be shifted is the fifth gear or the seventh gear based on the traveling state of the vehicle.
  • the third synchronous meshing mechanism S3 is brought into a state where the first main input shaft 14 and the fifth speed gear 24b are connected to each other or a preshift state in which this state is brought close to this state.
  • the ECU 8 predicts an upshift to the seventh speed
  • the first synchromesh mechanism S1 is brought into a state in which the first main input shaft 14 and the seventh speed gear 24c are connected to each other, or in a preshift state in which this state is brought close to this state. .
  • the upshift and the downshift from the sixth gear can be performed smoothly.
  • the seventh gear is established by bringing the first synchromesh mechanism S1 into a state where the first main input shaft 14 and the seventh gear 24c are connected.
  • the first clutch C1 is turned on.
  • the driving force output from the engine 2 is transmitted to the drive wheels 4 via the first main input shaft 14, the seventh speed gear train 37, the output shaft 26, and the like.
  • the 1st clutch C1 is made into an ON state, the engine 2 is driven, and the electric motor 3 is driven, the assist driving
  • the EV clutch can be performed with the first clutch C1 in the OFF state. Note that during EV traveling, the first clutch C1 can be turned on to stop driving by the engine 2, and EV traveling can be performed. Further, the decelerating regenerative operation can be performed at the seventh speed stage.
  • the ECU 8 determines that the next gear to be shifted is the sixth gear based on the traveling state of the vehicle while traveling at the seventh gear, the ECU 8 sets the second synchronous meshing mechanism S2 to 6 A state in which the speed gear 25c and the second main input shaft 22 are connected to each other, or a pre-shift state close to this state is set. As a result, the downshift from the seventh gear to the sixth gear can be performed smoothly.
  • the ECU 8 performs the same control as in the first embodiment in accordance with the temperature of the battery 7.
  • the low / high temperature processing unit 8d of the second embodiment performs the first shift when the temperature detected by the temperature detection unit 8a is lower than the first predetermined temperature TL or equal to or higher than the second predetermined temperature TH. It is defined as an intermediate stage (in the second embodiment, the third speed stage or the fifth speed stage) out of the group (odd speed stage). That is, in 2nd Embodiment, it limits to one gear stage (3rd speed stage or 5th speed stage) among the said odd-numbered stages. By doing so, for example, drivability can be prevented from being lowered without performing an operation of adjusting the rotation speed to the shift stage of the shift destination by the electric motor at the time of shifting.
  • the electric motor 3 is connected.
  • the speed By adjusting the speed to an even-numbered stage (2nd speed or 4th speed, or 4th speed or 6th speed) provided on the power transmission shaft (second main input shaft 22) side, the rotation adjustment by the motor 3 is performed. There is no need to perform this, and it is possible to prevent a reduction in shift response due to a decrease in battery output and a decrease in drivability.
  • the low and high temperature processing unit 8d of the second embodiment can transmit power from the engine 2 to the drive wheels 4 via the second shift group (even number stage), and the first shift group (odd number stage). ),
  • the power between the electric motor 3 and the drive wheel 4 can be transmitted, and the electric motor 3 is controlled to rotate.
  • the low and high temperature processing unit 8d is, for example, 2nd and 3rd speed, 3rd and 4th speed, 4th and 5th speed, 5th and 6th speed, or 6th speed.
  • the seventh gear are controlled so as to be engaged with the output shaft 22. In this state, the electric motor 3 can be rotated, and the battery 7 can be charged and discharged. That is, the battery 7 is heated by passing a current through the internal resistance of the battery 7.
  • hybrid vehicle according to a third embodiment of the present invention.
  • the configuration of the hybrid vehicle of the third embodiment is a hybrid vehicle having a transmission having the first to fifth gears having the same configuration as that of the first embodiment.
  • the description of the same configuration and function as in the first embodiment is omitted.
  • the function of the low and high temperature processing unit 8d of the hybrid vehicle of the third embodiment will be described.
  • the low / high temperature processing unit 8d transmits power from the engine 2 to the drive wheels 4 via the second shift group (even-numbered gears).
  • the battery 7 is controlled to be heated by enabling transmission and driving or regeneratively controlling the electric motor 3.
  • the low and high temperature processing unit 8d of the third embodiment warms the battery 7 by charging and discharging the battery 7 by driving or regenerative control of the electric motor 3. Specifically, as shown in FIG. 13, the battery 7 is charged and discharged by switching between driving and regeneration at a frequency higher than a predetermined frequency.
  • the ECU 8 performs the battery control according to the normal travel mode.
  • the low / high temperature processing unit 8d When the conditions for performing charge / discharge control at low temperature or high temperature are satisfied from time t11 to time t12, the low / high temperature processing unit 8d performs driving and regenerative control of the electric motor 3 at a relatively high frequency (200 Hz). The battery 7 is charged / discharged.
  • the ECU 8 After time t12, when the conditions for charge / discharge control at low temperature or high temperature are not satisfied, the ECU 8 performs battery control according to the normal travel mode.
  • the peak value of current due to charging / discharging of the battery 7 is set to 10A, and the frequency of current during charging / discharging is set to 200 Hz.
  • the frequency of the current during charging / discharging is preferably, for example, 200 Hz to 2000 Hz.
  • the peak value of the current at the time of charging / discharging and the frequency of the current at the time of charging / discharging are appropriately set according to the durability performance, AC resistance value, DC resistance value, etc. of the battery 7.
  • the low and high temperature processing unit 8d of the third embodiment is configured such that when the temperature detected by the temperature detection unit 8a is lower than the first predetermined temperature TL, the lower the temperature, the lower the battery temperature.
  • the battery 7 is driven or regeneratively controlled so that the amount of charge / discharge 7 is increased.
  • the low / high temperature processing unit 8 d determines that the temperature detected by the temperature detection unit 8 a is lower than the first predetermined temperature TL based on the temperature T of the battery 7.
  • the drive or regenerative control of the battery 7 is performed so that the charge / discharge amount of the battery 7 is increased as the temperature T is lower. By doing so, the battery 7 can be brought to the normal temperature in a shorter time as the battery temperature is lower.
  • the low and high temperature processing unit 8d of the third embodiment drives the compressor 41 as the auxiliary machine 5 by the electric motor 3 to Control to warm.
  • the low and high temperature processing unit 8d of the third embodiment drives the compressor 41 and heats the vehicle interior 100a by the air conditioner 40, and drives the air blower 7a to drive the air in the vehicle interior 100a to the battery 7.
  • the main body is blown to control the battery 7 to be heated.
  • step ST111 the ECU 8 determines whether the temperature of the battery 7 is lower than the first predetermined temperature TL or higher than the second predetermined temperature TH. As a result of the determination, if the temperature of the battery 7 is lower than the first predetermined temperature TL or equal to or higher than the second predetermined temperature TH, the process proceeds to step ST113. Otherwise, the process proceeds to step ST112.
  • step ST112 the ECU 8 travels in the normal travel mode when the temperature of the battery 7 is within the normal temperature range. At this time, the output of the battery 7 is larger than that at a low temperature or a high temperature. For this reason, in the hybrid vehicle of the third embodiment, a shift change can be performed in a relatively short time (for example, about 0.3 seconds) regardless of the SOC.
  • step ST113 the ECU 8 shifts to a speed stage (even number stage) provided on the power transmission shaft side to which the electric motor 3 is not connected.
  • a speed stage even number stage
  • the vehicle travels by driving the engine with an even-numbered gear stage (power transmission shaft to which no motor is connected), and the transmission gear on the odd-numbered stage side is set to neutral (the first synchronous meshing mechanism S1 is in the neutral position).
  • step ST114 the ECU 8 detects the temperature T of the battery 7 and proceeds to step ST115 if the temperature is low (T ⁇ TL), and proceeds to step ST119 if the temperature is high.
  • step ST115 the ECU 8 performs battery heating control.
  • the electric motor 3 is driven and regenerated so that the battery 7 is optimally charged / discharged to increase the temperature of the battery 7.
  • step ST116 the ECU 8 specifically controls the battery 7 by driving and regenerating the motor so that the peak value of the current due to charging / discharging of the battery 7 is 10A and the frequency of the current during charging / discharging is 200 Hz. Is charged and discharged. It is set as appropriate according to the peak value of the current, the frequency of the current during charging and discharging, the durability of the battery, the AC resistance value, the DC resistance value, and the like. At this time, it is preferable to control the temperature of the battery 7 to be increased by using the AC resistance of the battery 7 with a relatively small current so as not to deteriorate the battery 7.
  • step ST117 the ECU 8 causes the electric motor 3 to transmit the power from the power transmission shaft (first main input shaft 14) on the electric motor 3 connection side to the compressor 41 (air conditioner 40) as a load connected via a belt. Then, the compressor 41 is driven.
  • the compressor 41 as a load is driven by the electric motor 3 through a belt and the battery 7 is discharged, so that the battery 7 can generate heat and the battery temperature can be raised. Further, the ECU 8 drives the compressor 41 to heat the air in the vehicle interior 100a by the air conditioner 40.
  • step ST118 the ECU 8 controls the air blower 7a to drive the air in the vehicle interior 100a to the battery 7 so that the battery 7 is heated by the heat of the air. After the operations in steps ST115 to ST118, the process returns to step ST111.
  • step ST119 the ECU 8 controls the battery 7 to be cooled by driving a blower (fan) 7a provided in the vicinity of the battery 7 when the battery temperature is high.
  • a blower (fan) 7a provided in the vicinity of the battery 7 when the battery temperature is high.
  • step ST120 the ECU 8 further drives the compressor 41 with the electric motor 3, and cools the vehicle interior 100a by the air conditioner 40. By doing so, the air in the vehicle compartment becomes a temperature lower than the battery temperature.
  • step ST121 the ECU 8 can drive the air blower 7a to send the air in the vehicle interior 100a (temperature lower than the battery temperature) to the battery 7, dissipate the battery 7, and change the temperature from the high temperature state to the normal temperature. .
  • the process returns to step ST111.
  • the driving mode at normal temperature (charge / discharge control according to the normal driving mode) is set.
  • the ECU 8 passes from the engine 2 via the second shift group (even number stage).
  • power can be transmitted to the drive wheels 4 and the electric motor 3 is driven or regeneratively controlled to control the battery 7 to be heated. That is, when the battery 7 is at a low temperature, the battery 7 can be brought to the normal temperature in a relatively short time by heating the battery 7 relatively easily. For this reason, it is possible to make the time required for changing from the driving mode in the low temperature state to the normal driving mode to be a relatively short time, and to improve drivability.
  • the ECU 8 controls the driving and regeneration of the electric motor 3 so as to be switched at a frequency higher than a predetermined frequency to charge / discharge the battery 7. That is, the battery 7 can be charged and discharged relatively easily by switching the driving and regeneration of the electric motor 3 at a high frequency. Moreover, the load of the battery 7 at the time of charging / discharging can be reduced by flowing an alternating current through the internal resistance of the battery 7. Further, the battery 7 can be heated relatively easily with a low load. That is, it is possible to make the time required for changing from the travel mode in the low temperature state to the normal travel mode to be a relatively short time, and to improve drivability.
  • the electric motor 3 drives the compressor 41 for the air conditioner
  • a current flows through the internal resistance of the battery 7 due to the discharge of the battery 7, and the battery 7 is heated relatively easily.
  • Can do That is, it is possible to make the time required for changing from the travel mode in the low temperature state to the normal travel mode to be a relatively short time, and to improve drivability.
  • the ECU 8 drives the compressor 41 by the electric motor 3 and heats the vehicle interior 100 a by the air conditioner 40.
  • the blower 7a fan
  • the relatively warm air in the vehicle interior 100a is blown to the battery 7 body, and the battery 7 is heated. That is, the battery 7 can be changed from the low temperature state to the normal temperature state in a relatively simple and relatively short time, and drivability can be improved.
  • the temperature control of the battery 7 can be performed during traveling.
  • the transmission of the power transmission device 1 of the hybrid vehicle according to the third embodiment may be constituted by a transmission having seven shift stages from the first speed stage to the seventh speed stage as shown in FIG. Even in this case, the ECU 8 may perform similar control.
  • the configuration of the hybrid vehicle of the fourth embodiment is a hybrid vehicle having a transmission having the first to fifth gears having the same configuration as that of the third embodiment.
  • the description of the same configuration and function as those in the third embodiment is omitted.
  • the operation of the hybrid vehicle according to the fourth embodiment of the present invention will be described with reference to FIG.
  • step ST131 the ECU 8 determines whether the temperature of the battery 7 is lower than the first predetermined temperature TL or whether the temperature of the battery 7 is equal to or higher than the second predetermined temperature TH. As a result of the determination, if the temperature of the battery 7 is lower than the first predetermined temperature TL or equal to or higher than the second predetermined temperature TH, the process proceeds to step ST133. Otherwise, the process proceeds to step ST132.
  • step ST132 the ECU 8 travels in the normal travel mode when the battery temperature T is within the normal temperature range.
  • step ST133 the ECU 8 sets the gear position of the transmission to the neutral state.
  • step ST134 the ECU 8 controls the heating of the battery 7. Specifically, charging and discharging of the battery 7 is performed so that the temperature of the battery 7 is increased by using only the AC resistance of the battery 7 with a relatively small current when the transmission gear is in the neutral state.
  • the electric motor 3 is driven and regenerated.
  • step ST135 the ECU 8 specifically drives and regeneratively controls the electric motor 3 so that the peak value of the current due to charging / discharging of the battery 7 is 10A and the frequency of the current during charging / discharging is 200 Hz.
  • the battery 7 is charged / discharged.
  • an engine 2 and an electric motor 3 connected to a battery 7 are included. Power transmission from the electric motor 3 and / or the engine 2 to the drive wheels 4 via a transmission and between the electric motor 3 and the engine 2 are performed.
  • the hybrid vehicle control method may be applied to a hybrid vehicle that includes an ECU 8 that enables intermittent transmission of power. In this case, the electric motor 3 is driven or regeneratively controlled in a state where the transmission is neutral.
  • the hybrid vehicle has a first clutch C1 capable of connecting / disconnecting power transmission from the electric motor 3 or the engine 2 to the drive wheels 4, and a power transmission between the electric motor 3 and the engine 2 can be intermittently performed.
  • the second clutch C2 and the ECU 8 that controls the first clutch C1 and the second clutch C2 are provided, the present invention is not limited to this configuration.
  • the present invention may be applied to a hybrid vehicle having a relatively simple structure. Specifically, it has an engine 2, an electric motor 3 connected to an output shaft that operates with electric power supplied from a battery 7, and a stepped transmission, and the electric motor 3 adjusts the rotational speed of the stepped transmission. You may perform the operation
  • the transmission of the power transmission device 1 of the hybrid vehicle according to the fourth embodiment may be composed of a transmission having seven shift stages from the first speed stage to the seventh speed stage as shown in FIG. Even in this case, the ECU 8 may perform similar control.
  • the configuration of the hybrid vehicle of the fifth embodiment is a hybrid vehicle having a transmission with the first to fifth gears having the same configuration as that of the first embodiment.
  • the description of the same configuration and function as in the first embodiment is omitted.
  • the function of the low and high temperature processing unit 8d of the fifth embodiment will be described.
  • the low and high temperature processing unit 8d has a second temperature higher than the first predetermined temperature TL when the temperature of the battery 7 detected by the temperature detection unit 8a is lower than the first predetermined temperature TL.
  • the SOC of the battery 7 is controlled to be an intermediate value (for example, 50%) based on the detection result by the SOC detector 8b.
  • the low and high temperature processing unit 8d performs control so that power can be transmitted from the engine 2 to the drive wheels 4 through the transmission when the SOC is other than 50%, and the SOC is 50 based on the SOC of the battery 7.
  • the electric motor 3 is driven or regeneratively controlled so as to be%.
  • the ECU 8 performs processing so that the SOC becomes 50%.
  • the ECU 8 is set to the assist mode, for example, and travels by driving the engine 2 and the electric motor 3, and the auxiliary machine 5 (compressor) is operated with the first clutch C1 disconnected from the electric motor 3 and the engine 2. Etc.), the battery 7 is discharged, and the processing is performed so that the SOC becomes 50%.
  • the ECU 8 charges the battery 7 by regenerative control of the electric motor 3, for example, and sets the SOC to 50%. Control is performed as follows.
  • 50% of the SOC may have a predetermined width.
  • the ECU 8 may perform drive or regenerative control so that the SOC is equal to or higher than the first threshold SOCL and lower than the second threshold SOCH.
  • the first threshold SOCL is set to 45% and the second threshold SOCH is set to 55%.
  • the first threshold value SOCL and the second threshold value SOCH are appropriately set according to the traveling state. By doing so, it is possible to reduce the processing load of the ECU 8.
  • the low and high temperature processing unit 8d of the fifth embodiment can transmit power from the engine 2 to the drive wheels 4 via the even-numbered stage (second shift group), and the battery 7 by the SOC detection unit 8b. Based on the SOC, the shift speed (odd speed) of the first shift group is defined.
  • step ST211 the ECU 8 determines whether the temperature of the battery 7 is lower than the first predetermined temperature TL or higher than the second predetermined temperature TH. As a result of the determination, if the temperature of the battery 7 is lower than the first predetermined temperature TL or equal to or higher than the second predetermined temperature TH, the process proceeds to step ST213. Otherwise, the process proceeds to step ST212.
  • step ST212 the ECU 8 controls the vehicle 7 to travel in the normal travel mode when the temperature of the battery 7 is within the normal temperature range (normal temperature range). At this time, the output of the battery 7 is larger than that at a low temperature or a high temperature. For this reason, in the hybrid vehicle of the fifth embodiment, it is possible to perform gear shifting in a relatively short time regardless of the SOC.
  • step ST213 the ECU 8 performs charge / discharge control so that the SOC of the battery 7 becomes intermediate (50%). Specifically, the ECU 8 discharges the battery 7 when the SOC is 50% or more, and performs the charging process for the battery 7 when the SOC is less than 50%.
  • step ST214 the ECU 8 determines whether or not the gear position is the highest gear (the gear ratio is minimum). As a result of the determination, if the gear position is the highest (the gear ratio is minimum), the process proceeds to step ST215. Otherwise, the process proceeds to step ST216.
  • step ST215 the ECU 8 permits the movement to the high SOC side when the gear position is the highest gear (the gear ratio is minimum). Specifically, when the temperature T of the battery 7 is T ⁇ TL or T ⁇ TH and the gear position is set to the highest gear (the gear ratio is minimum), the ECU 8 sets the SOC to the high SOC side, Specifically, charging / discharging control of the battery 7 is performed so that it becomes 50% or more and 100% or less, preferably 60% or more and 75% (upper limit value during SOC travel). That is, in the above state, the ECU 8 prohibits the SOC from becoming 50% or less by charge / discharge control.
  • step ST215 the process proceeds to step ST212.
  • step ST216 the ECU 8 determines whether or not the gear position is the lowest gear (maximum gear ratio). If the result of this determination is that the gear position is the lowest, the process proceeds to step ST217. Otherwise, the process proceeds to step ST218.
  • step ST217 if the temperature T of the battery 7 is T ⁇ TL or T> TH and the gear position is set to the lowest speed (the gear ratio is maximum), the ECU 8 reduces the SOC to the low SOC side.
  • charge / discharge control of the battery 7 is performed so that it becomes 0% or more and less than 50%, preferably 25% or more and less than 40%. That is, in the above state, the ECU 8 prohibits the SOC of the battery 7 from becoming 50% or more by charge / discharge control.
  • step ST217 Since the time required for the pre-up shift at the low SOC at the low temperature or the high temperature is short compared with the case where the SOC is 50% at the low temperature or the high temperature, the drivability can be prevented from being lowered. After the process of step ST217, the process proceeds to step ST212.
  • step ST218 the ECU 8 determines whether or not the SOC of the battery 7 is near 50%. Specifically, it is determined whether or not the SOC of battery 7 is larger than a predetermined lower limit value SOCL and smaller than a predetermined upper limit value SOCH. When it is determined that the SOC of the battery 7 is near 50%, the process proceeds to step ST222, and otherwise, the process proceeds to step ST219.
  • step ST219 the ECU 8 performs control so as to shift to an even stage on the shaft side to which the electric motor 3 is not connected. Specifically, the ECU 8 changes the speed to an even-numbered stage on the shaft side to which the motor 3 is not connected, opens the first clutch C1, disconnects the motor 3 from the foot shaft, and sets the SOC to 50%. 3 is driven or regeneratively controlled.
  • drive control is performed when the SOC of the battery 7 is higher than 50%.
  • the motor 3 is idled while a load is applied, the compressor as the auxiliary machine 5 is driven, the engine assist is performed, and the like.
  • regenerative control is performed when the SOC of the battery 7 is lower than 50%. Specifically, regenerative control of the electric motor 3 is performed based on the driving force of the engine 2.
  • step ST220 the ECU 8 determines whether or not to pre-shift to the odd-numbered stage when the engine is running with the even-numbered stage selected, and if it is determined to perform pre-shift to the odd-numbered stage, Proceed to processing.
  • step ST221 the ECU 8 controls odd-numbered stages according to the SOC of the battery 7. Specifically, even when pre-shifting from an even stage to an odd stage, the battery 7 is charged / discharged by driving or regeneratively controlling the electric motor 3, so the battery 7 is managed based on the SOC. Specifically, the selection of the gear position by the first synchronous meshing mechanism S1 is changed according to the SOC. For example, the higher the SOC of the battery 7, the higher the gear ratio. In this way, even when the battery 7 is at a low temperature or a high temperature, a relatively short shift time is required when shifting from the second shift group (even number stage) to the first shift group (odd number stage). It is possible to prevent a decrease in drivability.
  • the ECU 8 performs control so as to permit pre-up and prohibit pre-down when the SOC is less than 50%, and permit pre-down when the SOC is 50% or more. In addition, it may be controlled to prohibit pre-up. By so doing, it is possible to make the time required for the gear shift relatively short, and it is possible to prevent a decrease in drivability.
  • step ST222 the ECU 8 determines whether or not the temperature of the battery 7 is lower than the first predetermined temperature TL. As a result, when the temperature of the battery 7 is lower than the first predetermined temperature TL, the process proceeds to step ST223, and otherwise, the process proceeds to step ST225.
  • step ST223 the ECU 8 performs charge / discharge control for heating the battery 7.
  • the battery 7 is discharged by controlling the driving of the electric motor 3, the battery 7 is charged by performing regenerative control on the rotating member such as the electric motor 3 rotating by inertia and the power transmission shaft.
  • the battery 7 is charged and discharged, and an alternating current flows through the internal resistance (AC resistance) of the battery 7. It generates heat.
  • the ECU 8 heats the vehicle interior 100a by the air conditioner 40 and drives the air blower 7a provided in the vicinity of the battery 7 so that the battery 7 in the high temperature state is driven by the air in the vehicle interior 100a. You may control so that it may heat.
  • step ST224 as shown in FIG. 14, the ECU 8 performs charge / discharge control so that the magnitude (for example, effective value) of the current during charge / discharge increases as the temperature T of the battery 7 decreases.
  • step ST225 the ECU 8 determines whether or not the temperature T of the battery 7 is higher than the second predetermined temperature TH.
  • control for cooling the battery 7 is performed.
  • the ECU 8 radiates heat from the battery 7 in a high temperature state by driving a blower 7 a provided in the vicinity of the battery 7.
  • the ECU 8 drives the compressor of the air conditioner 40, cools the vehicle interior 100a, and drives the blower 7a, thereby blowing relatively low-temperature air in the vehicle interior to the battery 7 so that it is in a high temperature state.
  • the battery 7 is dissipated.
  • the ECU 8 performs the second operation when the temperature detected by the temperature detection unit 8a is lower than the first predetermined temperature TL or higher than the first predetermined temperature TL.
  • the SOC of the battery 7 is controlled to be an intermediate value (50%) based on the detection result by the SOC detector 8b.
  • the time required for downshifting from a predetermined shift stage and the time required for upshifting can be relatively reduced. It can be a short time. Specifically, it is possible to make the time required for downshifting from a predetermined shift speed (even number) to an odd speed and the time required for upshifting to an odd speed relatively short. For this reason, even when the battery 7 is at a low temperature or a high temperature, it is possible to provide a hybrid vehicle that can prevent a decrease in drivability at the time of shifting.
  • the ECU 8 controls the power transmission from the engine 2 to the drive wheels 4 via the transmission, and based on the SOC of the battery 7, the SOC of the battery 7 is controlled.
  • the electric motor 3 is driven or regeneratively controlled so as to be 50%. That is, when the battery 7 is at a low temperature or a high temperature, the SOC of the battery 7 can be made 50% relatively easily and in a short time.
  • the hybrid vehicle of the fifth embodiment includes the first gear having a plurality of speed stages with different speed ratios, in which the transmission can transmit power from the electric motor 3 and / or the engine 2 to the drive wheels 4. And a second shift group (even stages) capable of transmitting power from the engine 2 to the drive wheels 4.
  • the ECU 8 can transmit power from the engine 2 to the drive wheels 4 via the second shift group (even numbered stages), and at the time of pre-shifting, the first shift is performed based on the SOC of the battery 7 by the SOC detector 8.
  • the gear ratio of the group (odd number). Then, for example, the higher the SOC of the battery 7, the higher the gear position with an odd gear ratio. That is, even when the battery 7 is at a low temperature or a high temperature, when shifting from an even number (second shift group) to an odd number (first shift group), a relatively short shift time can be achieved. A decrease in drivability can be prevented.
  • the ECU 8 charges / discharges the battery 7 as the temperature is lower based on the temperature of the battery 7.
  • the drive or regenerative control of the electric motor is performed so as to increase. That is, the drive or regenerative control of the electric motor 3 is performed so that the charge / discharge amount of the battery 7 is increased as the temperature of the battery 7 is lower. That is, the SOC of the battery 7 can be reduced to 50% in a relatively short time.
  • the ECU 8 heats the battery 7 by charging / discharging the battery 7 by driving or regenerative control of the electric motor 3. That is, the battery 7 is heated by passing a current through the internal resistance of the battery 7. For this reason, the battery 7 can be changed from a low temperature to a normal temperature in a relatively short time. That is, in a relatively short time, the battery 7 can shift from the travel mode in the low temperature state to the travel mode at the normal temperature.
  • the ECU 8 controls the SOC of the battery 7 to be larger than 50% when the transmission gear is at the highest gear (for example, the fifth gear).
  • the battery 7 has a low or high temperature and the SOC of the battery 7 is greater than 50%, the battery 7 has a relatively large assist output (discharge amount). For this reason, the time required for shifting from the highest gear to another gear (a gear having a larger gear ratio compared to the highest) is relatively short, and drivability may be relatively high. it can.
  • the ECU 8 performs control so that the SOC of the ECU 8 becomes smaller than 50% when the speed of the transmission is the lowest (first speed). That is, when the battery 7 is at a low temperature or a high temperature and the SOC of the storage ECU 8 is smaller than 50%, the battery 7 has a relatively large regenerative output. For this reason, the time required for shifting from the lowest gear (first gear) to another gear (a gear having a smaller gear ratio compared to the lowest) is relatively short, and drivability is relatively high. be able to.
  • the transmission of the power transmission device 1 of the hybrid vehicle according to the fifth embodiment may be composed of a transmission having seven shift stages from the first speed stage to the seventh speed stage as shown in FIG. Even in this case, the ECU 8 may perform similar control according to the temperature of the battery 7.
  • the configuration of the hybrid vehicle of the sixth embodiment is a hybrid vehicle having a transmission with the first to fifth gears having the same configuration as that of the fifth embodiment.
  • the description of the same configuration and functions as those in the fifth embodiment is omitted.
  • the low and high temperature processing unit 8d performs the snap operation when the battery 7 is at a very low temperature, specifically, when the temperature is equal to or lower than the third predetermined temperature TLa and the engine 2 is in an idle state. Control is performed so that the connection between the engine 2 and the electric motor 3 is disconnected by the first clutch C1.
  • the snap operation is an operation of increasing or decreasing the accelerator opening degree in a relatively short cycle when the engine 2 is in an idle state (for example, a rotational state at a predetermined rotational speed such as 700 rpm). For example, as shown in FIG. 19A, the engine speed Ne increases or decreases in a relatively short cycle.
  • step ST231 the ECU 8 determines whether or not the temperature of the battery 7 is lower than a third predetermined temperature TLa (for example, ⁇ 30 ° C.) or the temperature of the battery 7 is equal to or higher than a second predetermined temperature TH (for example, 49 ° C.). As a result of the determination, if the temperature of the battery 7 is lower than the third predetermined temperature TLa or the second predetermined temperature TH, the process proceeds to step ST233, and otherwise, the process proceeds to step ST232.
  • a third predetermined temperature TLa for example, ⁇ 30 ° C.
  • TH for example, 49 ° C.
  • step ST232 the ECU 8 travels in the normal travel mode when the temperature of the battery 7 is within the normal temperature range.
  • step ST233 the ECU 8 prohibits input / output of power to the battery 7.
  • step ST234 the ECU 8 determines whether or not the snap operation has been performed based on the detection by the driving force request setting unit 9 while the engine 2 is in the idle state. If it is determined that the snap operation has been performed, the process proceeds to step ST236. Otherwise, the process proceeds to step ST235.
  • step ST235 the ECU 8 maintains the state where the electric motor 3 and the engine 2 are connected by the first clutch C1, and the engine 2 rotates in this state.
  • the electric motor 3 At an extremely low temperature (in the case of ⁇ 30 ° C. or lower), in this state, the electric motor 3 is heated by heat conduction from the engine 2 to the electric motor 3 and rotation of the electric motor 3 by the engine 2.
  • the battery 7 is controlled to be cooled by driving the blower 7a in this state.
  • step ST236 the ECU 8 controls the first clutch C1 so as to disconnect the connection between the electric motor 3 and the engine 2. By disconnecting the first clutch C1, the battery 7 is controlled not to input / output power.
  • step ST235 and ST236 the process returns to step ST231. Then, when the battery temperature becomes equal to or higher than the first predetermined temperature TL and lower than the second predetermined temperature TH, the mode shifts to the normal temperature driving mode (charge / discharge control according to the normal driving mode).
  • the configuration of the hybrid vehicle of the seventh embodiment is a hybrid vehicle having a transmission having the first to fifth gears having the same configuration as that of the fifth embodiment.
  • the description of the same configuration and functions as those in the fifth embodiment is omitted.
  • the normal travel mode is set.
  • the ECU 8 controls the SOC of the battery 7 to be 50% as in the first embodiment.
  • the ECU 8 performs control so that the SOC of the battery 7 is 50%.
  • the ECU 8 sets one intermediate speed (for example, the third speed) in the first shift group (odd speed). Control as specified in). That is, the ECU 8 restricts to one intermediate stage among the shift stages of the first shift group, for example, without performing the operation of adjusting the rotational speed to the shift stage of the shift destination by the electric motor 3 at the time of the shift.
  • the vehicle By causing the vehicle to travel in a state that is defined as an intermediate speed among the shift speeds of one shift group (odd speed), it is possible to prevent a reduction in shift response and a decrease in drivability.
  • the rotational speed of the motor 3 during shifting to the shift stage of the shift destination Therefore, the drivability can be prevented from being lowered.
  • the transmission of the power transmission device of the hybrid vehicle may have a first gear to a seventh gear as shown in FIG. 12, or more.
  • the power transmission device of the hybrid vehicle may be configured such that the rotor of the motor and the ring gear of the planetary gear mechanism are fixed to each other, and the rotor and the sun gear of the motor are not fixed and are rotatable with respect to each other. Good.
  • the configuration of the ECU 8 is not limited to the above-described form.
  • the hybrid vehicle of the present invention it is possible to prevent a decrease in drivability even when the power storage device is at a low temperature or high temperature, which is useful for preventing a decrease in drivability of the hybrid vehicle. is there.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention concerne une transmission comprenant : un premier groupe de transmission pouvant transmettre de la puissance d'un moteur à des roues motrices et présentant de multiples étages de transmission dans le rapport de transmission ; et un second groupe de transmission pouvant transmettre de la puissance du moteur aux roues motrices. Lorsque la température d'une batterie détectée par un capteur de température est inférieure à une première température prédéterminée ou supérieure ou égale à une seconde température prédéterminée, une UCE règle l'étage de transmission du premier groupe de transmission à un étage intermédiaire, et exécute la commande de manière à fonctionner à un étage intermédiaire du second groupe de transmission voisin de l'étage intermédiaire du premier groupe de transmission.
PCT/JP2010/067878 2009-12-08 2010-10-12 Véhicule hybride WO2011070848A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
RU2012128587/11A RU2518144C2 (ru) 2009-12-08 2010-10-12 Гибридное транспортное средство
DE112010004705T DE112010004705T5 (de) 2009-12-08 2010-10-12 Hybridfahrzeug
CN201080054966.3A CN102712246B (zh) 2009-12-08 2010-10-12 混合动力车辆
US13/509,240 US8700242B2 (en) 2009-12-08 2010-10-12 Hybrid vehicle
BR112012013902A BR112012013902A2 (pt) 2009-12-08 2010-10-12 veículo híbrido

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2009-278935 2009-12-08
JP2009278935A JP2011121413A (ja) 2009-12-08 2009-12-08 ハイブリッド車両
JP2009-278936 2009-12-08
JP2009-278937 2009-12-08
JP2009278937A JP2011121415A (ja) 2009-12-08 2009-12-08 ハイブリッド車両
JP2009278936A JP2011121414A (ja) 2009-12-08 2009-12-08 ハイブリッド車両

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WO2011070848A1 true WO2011070848A1 (fr) 2011-06-16

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US (1) US8700242B2 (fr)
CN (1) CN102712246B (fr)
BR (1) BR112012013902A2 (fr)
DE (1) DE112010004705T5 (fr)
RU (1) RU2518144C2 (fr)
WO (1) WO2011070848A1 (fr)

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CN102966727A (zh) * 2011-08-31 2013-03-13 本田技研工业株式会社 变速器的控制装置
WO2013035728A1 (fr) * 2011-09-05 2013-03-14 本田技研工業株式会社 Dispositif de commande et procédé de commande de véhicule hybride
WO2013035729A1 (fr) * 2011-09-05 2013-03-14 本田技研工業株式会社 Dispositif de commande et procédé de commande de véhicule hybride
JP2013052800A (ja) * 2011-09-05 2013-03-21 Honda Motor Co Ltd ハイブリッド車両の制御装置および制御方法
JP2013052801A (ja) * 2011-09-05 2013-03-21 Honda Motor Co Ltd ハイブリッド車両の制御装置および制御方法
JP2013052799A (ja) * 2011-09-05 2013-03-21 Honda Motor Co Ltd ハイブリッド車両の制御装置および制御方法
JP2013052798A (ja) * 2011-09-05 2013-03-21 Honda Motor Co Ltd ハイブリッド車両の制御装置および制御方法
JP2013052796A (ja) * 2011-09-05 2013-03-21 Honda Motor Co Ltd ハイブリッド車両の制御装置および制御方法
JP2013052803A (ja) * 2011-09-05 2013-03-21 Honda Motor Co Ltd ハイブリッド車両の制御装置および制御方法
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US8700242B2 (en) 2014-04-15
RU2518144C2 (ru) 2014-06-10
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US20120245781A1 (en) 2012-09-27
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