WO2015060329A1 - Dispositif d'entraînement de véhicule hybride - Google Patents

Dispositif d'entraînement de véhicule hybride Download PDF

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Publication number
WO2015060329A1
WO2015060329A1 PCT/JP2014/078034 JP2014078034W WO2015060329A1 WO 2015060329 A1 WO2015060329 A1 WO 2015060329A1 JP 2014078034 W JP2014078034 W JP 2014078034W WO 2015060329 A1 WO2015060329 A1 WO 2015060329A1
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WIPO (PCT)
Prior art keywords
motor
vehicle
stable
motor generator
automatic transmission
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Application number
PCT/JP2014/078034
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English (en)
Japanese (ja)
Inventor
陽 宍戸
威士 東條
匡輔 森
Original Assignee
アイシン精機株式会社
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Application filed by アイシン精機株式会社 filed Critical アイシン精機株式会社
Priority to JP2015543876A priority Critical patent/JP6414070B2/ja
Publication of WO2015060329A1 publication Critical patent/WO2015060329A1/fr

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    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • 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
    • 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
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • 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
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a hybrid vehicle drive device having an engine and a motor.
  • the motor rotor is always rotated because the motor cannot be separated from the automatic transmission during stable running in which the vehicle speed does not change greatly. For this reason, along with the rotation of the rotor provided with the permanent magnet, eddy current due to electromagnetic induction is generated inside the stator that supports the field winding, and iron loss occurs. When the temperature of the motor reaches a specified value or more due to the occurrence of iron loss, it is necessary to limit the output of the motor in order to prevent further overheating of the motor. Moreover, mechanical loss accompanying rotation of a rotor and a member rotating with this also occurs.
  • the present invention has been made in view of such circumstances, and in a hybrid vehicle drive device having an engine and a motor, the hybrid vehicle drive device capable of preventing the occurrence of a loss generated by the motor during stable traveling. I will provide a.
  • the invention of the hybrid vehicle drive device includes an engine that outputs driving force to driving wheels of a vehicle, a motor that outputs driving force to the driving wheels, and An automatic changer comprising: an input shaft to which the driving force of the engine is input; and an output shaft that is rotationally connected to the drive wheel, and that changes a gear ratio obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft.
  • the motor when it is determined that the vehicle is in the stable travel state by a transmission, a stable travel state determination unit that determines whether the vehicle is in a stable travel state, and the stable travel state determination unit. When the vehicle is not in the stable running state by the stable running state determination unit, and the motor is changed automatically.
  • a motor withdrawal permission determining unit that determines withdrawal disallowed disallow be detached from the machine, if the determination of the withdrawal authorization is, having a motor disengagement portion for disengaging said motor from said automatic transmission.
  • the stable running state determination unit determines whether or not the vehicle is in a stable running state.
  • the motor detachment permission determination unit determines a detachment permission that permits the motor to be detached from the automatic transmission.
  • the motor detachment unit detaches the motor from the automatic transmission when the release permission is determined. In this way, when the vehicle is in a stable running state, the motor is detached from the automatic transmission and the motor does not rotate, so that it is possible to prevent losses such as iron loss and mechanical loss in the motor.
  • the separation permission determination unit determines that the separation is not permitted without allowing the motor to be separated from the automatic transmission.
  • the motor is not detached from the automatic transmission. Therefore, when the driver wants to re-accelerate the vehicle, the driving force can be transmitted from the motor to the drive wheels. A decrease in drivability is prevented. Further, when the driver wants to re-accelerate, the loss of energy for reconnecting the motor detached from the automatic transmission to the automatic transmission is prevented.
  • FIG. 1 shows an outline of a hybrid vehicle 1000 (hereinafter, abbreviated as a vehicle 1000) on which the drive device 100 is mounted.
  • a vehicle 1000 mainly includes a motor generator 1 (motor), an engine 2, a clutch 3, an automatic transmission 4, a differential 7, a control unit 10, an inverter device 15, a battery 16, and a position information acquisition unit. 17-1, a road information acquisition unit 17-2, a cruise control operation unit 18, a drive wheel 19, an accelerator pedal 91, an accelerator sensor 92, a brake pedal 93, and a brake sensor 94.
  • the drive device 100 of this embodiment (1st embodiment) is comprised from these.
  • the motor generator 1 outputs a driving force to the driving wheels 19 and regenerates the kinetic energy of the vehicle 1000 as electric energy, thereby applying a regenerative braking force to the driving wheels 19.
  • the motor generator 1 has a rotor 11 and a stator 12.
  • the motor generator 1 includes a three-phase synchronous machine in which a rotor 11 in which a permanent magnet is embedded in a rotor core is arranged at the shaft center, and a stator 12 in which a stator winding is wound around a slot of the stator core is arranged on the outer peripheral side of the rotor 11. Can be used.
  • the motor generator 1 is provided with a motor generator temperature sensor 13 for detecting the temperature of the stator 12 (motor generator 1) and outputting the detection signal to the control unit 10.
  • a motor generator rotation speed sensor 11-1 that detects the rotation speed of the rotor 11 (hereinafter abbreviated as “motor generator rotation speed Nmg”) is provided at a position adjacent to the rotor 11.
  • the engine 2 outputs a driving force to the drive wheels 19.
  • the engine 2 is a gasoline engine or a diesel engine that uses hydrocarbon fuel such as gasoline or light oil.
  • the engine 2 includes a drive shaft 21 and a fuel supply device 28.
  • the engine 2 is provided with a throttle valve 22 and an ignition device (not shown) for igniting the air-fuel mixture in the cylinder.
  • the drive shaft 21 rotates integrally with a crankshaft that is driven to rotate by a piston and outputs a driving force.
  • the throttle valve 22 is provided in the course of taking air into the cylinder of the engine 2.
  • the throttle valve 22 adjusts the amount of air taken into the cylinder of the engine 2.
  • the fuel supply device 28 is provided in the middle of the path for taking air into the engine 2 or in the cylinder head of the engine 2.
  • the fuel supply device 28 is a device that supplies fuel such as gasoline or light oil.
  • the clutch 3 connects or disconnects the drive shaft 21 of the engine 2 and the input shaft 41 of the automatic transmission 4.
  • the clutch 3 can be a wet multi-plate friction clutch or a dry single-plate friction clutch.
  • the clutch 3 includes a driving side member 31, a driven side member 32, and a clutch actuator 33.
  • the drive side member 31 is connected to the drive shaft 21.
  • the driven member 32 is connected to the input shaft 41.
  • the clutch actuator 33 switches the driving side member 31 and the driven side member 32 to a connected state or a disconnected state.
  • the automatic transmission 4 forms one shift stage among a plurality of shift stages having different speed ratios obtained by dividing the rotational speed of the input shaft 41 by the rotational speed of the first output shaft 42 or the second output shaft 43 to change the speed. Shifting is executed by changing the ratio.
  • the structure of the automatic transmission 4 will be described later in detail.
  • An input shaft rotational speed sensor 44 that detects the rotational speed of the input shaft 41 (hereinafter abbreviated as input shaft rotational speed Ni) and outputs this detection signal to the control unit 10 is provided at a position adjacent to the input shaft 41. ing. At a position adjacent to the first output shaft 42, the rotation speed of the first output shaft 42 (hereinafter referred to as the first output shaft rotation speed No 1) is detected, and this detection signal is output to the control unit 10. A speed sensor 45 is provided. At the position adjacent to the second output shaft 43, the rotation speed of the second output shaft 43 (hereinafter referred to as second output shaft rotation speed No. 2) is detected, and this detection signal is output to the control unit 10. A speed sensor 46 is provided.
  • a pair of drive wheels 19 is connected to the differential 7 via a pair of drive shafts 75.
  • the differential 7 absorbs the differential of each drive wheel 19.
  • the accelerator pedal 91 is swingably attached to the cab of the vehicle 1000.
  • the accelerator sensor 92 detects an accelerator opening degree Ac, which is an operation amount of the accelerator pedal 91, and outputs the accelerator opening degree Ac to the control unit 10.
  • the brake pedal 93 is swingably attached to the cab of the vehicle 1000.
  • the brake sensor 94 detects a brake stroke Br that is an operation amount of the brake pedal 93 and outputs the brake stroke Br to the control unit 10.
  • the inverter device 15 is electrically connected to the stator 12 and the battery 16. Moreover, the inverter apparatus 15 is connected so that communication with the control part 10 is possible. Based on the control signal from the control unit 10, the inverter device 15 boosts the DC current supplied from the battery 16 and converts it into an AC current, which is then supplied to the stator 12, and the motor generator 1 generates a driving force. The motor generator 1 is caused to function as a motor. The inverter device 15 causes the motor generator 1 to function as a generator based on a control signal from the control unit 10, converts the alternating current generated by the motor generator 1 into a direct current, and drops the voltage. Then, the battery 16 is charged. The inverter device 15 is provided with an inverter device temperature sensor 15-1 that detects the temperature of the inverter device 15 and outputs the detection signal to the control unit 10.
  • the control unit 10 performs overall control of the vehicle 1000.
  • the control unit 10 has an ECU.
  • the ECU includes “storage units” such as an input / output interface, a CPU, a RAM, and a non-volatile memory connected to each other via a bus.
  • the CPU executes a program corresponding to the flowcharts shown in FIGS.
  • the RAM temporarily stores variables necessary for execution of the program, and the “storage unit” stores detection values from various sensors and stores the program.
  • the control part 10 may be comprised with single ECU, and may be comprised with several ECU.
  • the control unit 10 includes a first output shaft rotational speed No1 detected by the first output shaft rotational speed sensor 45 (vehicle speed acquisition unit) and a second output detected by the second output shaft rotational speed sensor 46 (vehicle speed acquisition unit).
  • the vehicle speed V is calculated based on at least one of the shaft rotation speeds No2.
  • the control unit 10 calculates “required driving force” based on the accelerator opening degree Ac and the vehicle speed V output from the accelerator sensor 92. Then, the control unit 10 calculates a “required motor driving force” that can be output by the motor generator 1 based on the “required driving force”, the state of charge of the battery 16, and the vehicle speed V. Then, the control unit 10 calculates “required engine drive force” from “required drive force” and “required motor drive force”.
  • the control unit 10 adjusts the fuel supply amount of the fuel supply device 28 based on the “required engine driving force”.
  • the control unit 10 adjusts the opening degree S of the throttle valve 22 based on the “required engine driving force”, adjusts the intake air amount, and controls the ignition device. In this way, the control unit 10 controls the engine driving force output from the engine 2 to “required engine driving force” (hereinafter simply referred to as “control the engine 2”).
  • the control unit 10 controls the operation of the inverter device 15 to control the switching between the driving mode and the power generation mode of the motor generator 1 and the motor driving force output from the motor generator 1. Based on the “required motor driving force”, the control unit 10 controls the inverter device 15 to supply driving power from the battery 16 to the motor generator 1 and variably controls the frequency and effective value of the driving current. Control is performed so that the motor driving force output from the generator 1 becomes the “required motor driving force”.
  • the position information acquisition unit 17-1 receives “position information” from an artificial satellite such as a GPS (Global Positioning System) satellite and outputs the “position information” to the control unit 10.
  • the control unit 10 calculates the position of the vehicle 1000 based on the “position information”.
  • the road information acquisition unit 17-2 receives “road information” on which the vehicle 1000 travels and outputs the “road information” to the control unit 10. Based on the “road information”, the control unit 10 recognizes whether or not the road on which the vehicle 1000 is traveling is congested or closed.
  • the cruise control operation unit 18 is for turning on or off a cruise control described later, or for changing a setting, and is provided in a driver's seat such as a steering wheel.
  • the control unit 10 (cruise control execution unit) causes the vehicle speed V of the vehicle 1000 to be constant or the host vehicle 1000 is A well-known cruise control for controlling the motor generator 1 and the engine 2 so as to follow the preceding vehicle is executed.
  • the automatic transmission 4 includes an input shaft 41, a first output shaft 42, and a second output shaft 43 that are supported by a housing (not shown).
  • the input shaft 41, the first output shaft 42, and the second output shaft 43 are arranged in parallel.
  • the driving force of the engine 2 is input to the input shaft 41 via the clutch 3.
  • the first output shaft 42 and the second output shaft 43 are rotationally connected to the drive wheel 19 via the differential 7.
  • the first drive gear 51 and the third drive gear 53 are fixed to the input shaft 41 so as not to rotate relative to the input shaft 41. That is, the first drive gear 51 and the third drive gear 53 are fixed gears. Further, the input shaft 41 is provided with a second drive gear 52 and a fourth drive gear 54 so as to be rotatable relative to the input shaft 41. That is, the second drive gear 52 and the fourth drive gear 54 are idle gears. The second drive gear 52 and the fourth drive gear 54 are connected by a connection member 56. An engaging member 57 is attached to the connecting member 56.
  • a fourth hub 74 is attached to the input shaft 41 so as not to rotate relative to the input shaft 41 and to be movable in the axial direction.
  • the fourth hub 74 is disposed on the side of the engagement member 57.
  • the fourth hub 74 engages with or disengages from the engaging member 57.
  • the fourth hub 74 is moved in the axial direction by a fourth shift actuator 84 that operates according to a command from the control unit 10.
  • the first output shaft 42 is provided with a first driven gear 61, a second driven gear 62, a fourth driven gear 64, and a fifth driven gear 65 so as to be rotatable relative to the first output shaft 42. That is, the first driven gear 61, the second driven gear 62, the fourth driven gear 64, and the fifth driven gear 65 are idle gears.
  • the first driven gear 61 and the fifth driven gear 65 are provided adjacent to each other.
  • a first hub 71 is attached to the first output shaft 42 between the first driven gear 61 and the fifth driven gear 65 so as not to rotate relative to the first output shaft 42 and to move in the axial direction.
  • the first hub 71 selectively engages with the first driven gear 61 or the fifth driven gear 65 and is detached from at least one of the first driven gear 61 and the fifth driven gear 65.
  • the first hub 71 is moved in the axial direction by a first shift actuator 81 that operates according to a command from the control unit 10.
  • the second driven gear 62 and the fourth driven gear 64 are provided adjacent to each other.
  • a second hub 72 is attached to the first output shaft 42 between the second driven gear 62 and the fourth driven gear 64 so as not to rotate relative to the first output shaft 42 and to move in the axial direction.
  • the second hub 72 selectively engages with the second driven gear 62 or the fourth driven gear 64 and is detached from at least one of the second driven gear 62 and the fourth driven gear 64.
  • the second hub 72 is moved in the axial direction by a second shift actuator 82 that operates according to a command from the control unit 10.
  • a first output gear 68 is fixed to the first output shaft 42.
  • the first output gear 68 meshes with the ring gear 7-1 of the differential 7.
  • the second output shaft 43 is provided with a third driven gear 63 and a reverse driven gear 66 so as to be rotatable relative to the second output shaft 43. That is, the third driven gear 63 and the reverse driven gear 66 are idle gears.
  • the third driven gear 63 and the reverse driven gear 66 are provided adjacent to each other.
  • a third hub 73 is attached to the second output shaft 43 between the third driven gear 63 and the reverse driven gear 66 so as not to rotate relative to the second output shaft 43 and to move in the axial direction.
  • the third hub 73 selectively engages with the third driven gear 63 or the reverse driven gear 66 and is separated from at least one of the third driven gear 63 and the reverse driven gear 66.
  • the third hub 73 is moved in the axial direction by a third shift actuator 83 that operates in accordance with a command from the control unit 10.
  • the second output gear 69 is fixed to the second output shaft 43.
  • the second output gear 69 meshes with the ring gear 7-1 of the differential 7.
  • the first drive gear 51 and the first driven gear 61 are gears that mesh with each other and constitute the first speed.
  • the second drive gear 52 and the second driven gear 62 mesh with each other and constitute the second speed.
  • the third drive gear 53 and the third driven gear 63 are gears that mesh with each other and constitute the third speed.
  • the fourth drive gear 54 and the fourth driven gear 64 mesh with each other and constitute the fourth speed.
  • the third drive gear 53 and the fifth driven gear 65 are gears that mesh with each other and constitute the fifth speed.
  • the reverse driven gear 66 and the first driven gear 61 mesh with each other and constitute a reverse.
  • the gear ratio is a value obtained by dividing the number of teeth of the driven gears 61 to 65 by the number of teeth of the drive gears 51 to 54 that mesh with the driven gears 61 to 65.
  • the rotor 11 of the motor generator 1 is provided with a motor drive gear 14-1.
  • a motor driven gear 14-2 meshes with the motor drive gear 14-1.
  • the motor driven gear 14-2 meshes with the fourth drive gear 54.
  • the vehicle 1000 travels in the “electric travel mode” or “split travel mode”, and both travel modes can be switched during travel.
  • the “electric travel mode” is a mode in which the vehicle travels with the driving force of only the motor generator 1.
  • the “split travel mode” is a mode in which the vehicle travels by the driving force of the motor generator 1 and the driving force of the engine 2.
  • the vehicle 1000 travels in the “electric traveling mode”.
  • the control unit 10 controls the clutch actuator 33 so that the clutch 3 is in a disconnected state.
  • the engine 2 and the input shaft 41 are disconnected.
  • the control unit 10 outputs a control signal to the inverter device 15 to drive the motor generator 1 so that the motor driving force output from the motor generator 1 becomes the “required motor driving force”.
  • the automatic transmission 4 forms a low stage or a high stage, which will be described later.
  • the vehicle 1000 travels in the “split travel mode”.
  • the control unit 10 outputs a control signal to the clutch actuator 33 to connect the clutch 3 and connect the drive shaft 21 and the input shaft 41.
  • control unit 10 controls the throttle valve 22 and the fuel supply device 28 to drive the engine 2 so that the engine driving force output from the engine 2 becomes the “required engine driving force”. Then, the control unit 10 outputs a control signal to the inverter device 15 to drive the motor generator 1 so that the motor driving force output from the motor generator 1 becomes the “required motor driving force”. Alternatively, the control unit 10 outputs a control signal to the inverter device 15 and causes the motor generator 1 to generate power.
  • the control unit 10 determines that the accelerator pedal 91 is released (accelerator opening Ac is 0), or the brake pedal 93 is depressed (brake stroke Br is greater than 0). ), “Regenerative braking” is executed.
  • “regenerative braking” in principle, the control unit 10 controls the clutch actuator 33 so that the clutch 3 is in a disconnected state. Then, the control unit 10 outputs a control signal to the inverter device 15 to generate power in the motor generator 1 and generate a regenerative braking force.
  • the regenerative braking force is generated in the state where the clutch 3 is disengaged, the kinetic energy of the vehicle 1000 is not wasted due to the friction torque of the engine 2.
  • control unit 10 controls the clutch actuator 33 so that the clutch 3 is in a connected state, rotates the engine 2, and the friction torque of the engine 2 (so-called engine brake). ) Is used to decelerate the vehicle 1000.
  • the control unit 10 determines the gear position based on the “shift map” shown in FIG.
  • the “shift map” has a plurality of “shift lines” representing the relationship between the vehicle speed V and the accelerator opening degree Ac.
  • a second-speed up shift line and a third-speed up shift line are set in order from the speed increasing direction (from the slowest vehicle speed V to the faster speed).
  • a second speed down shift line and a first speed down shift line are set in order in the deceleration direction (from the higher vehicle speed V to the slower vehicle speed V).
  • a “shift line” is set for more gear stages.
  • the vehicle speed V gradually increases, and the traveling state of the vehicle 1000 (the vehicle speed V and the vehicle speed V).
  • the control unit 10 changes the “recognition shift speed” from the first speed to the second speed.
  • the vehicle speed V gradually decreases, and the traveling state of the vehicle 1000 is reduced by the first speed.
  • the control unit 10 changes the “recognition shift speed” from the second speed to the first speed.
  • the “recognition shift speed” is also changed for the second speed or higher.
  • control unit 10 refers to a “motor shift map” similar to the “shift map” shown in FIG. 2, and recognizes “low” or “high” based on the vehicle speed V and the accelerator opening degree Ac. Change "motor speed”.
  • the control unit 10 controls the shift actuators 81 to 84 based on the “operation table” shown in FIG. 3 so that the shift stage of the automatic transmission 4 becomes the “recognition shift stage”.
  • the hubs 71 to 74 shown in FIG. 1 are moved to the number or symbol side corresponding to the white circle, and the hubs 71 to 74 are moved to this.
  • the corresponding elements 61 to 66, 57 are engaged.
  • the control unit 10 When the engine 2 is started or stopped, the control unit 10 outputs a control signal to the clutch actuator 33 to bring the clutch 3 into a connected state. Next, a control signal is output to the fourth shift actuator 84 to engage the fourth hub 74 and the engaging member 57. The other hubs 71 to 73 are not engaged with any gear. In this state, since the first output shaft 42 and the second output shaft 43 are not rotationally connected to the input shaft 41, the vehicle 1000 does not start. The driving force of the engine 2 is transmitted through the clutch 3, the input shaft 41, the fourth hub 74, the engaging member 57, the connecting member 56, the fourth drive gear 54, the motor driven gear 14-2, and the motor drive gear 14-1. Then, the electric power is transmitted to the rotor 11 of the motor generator 1 and the motor generator 1 generates electric power.
  • the control unit 10 In the “electric travel mode”, when the “motor recognition shift speed” is the low speed, the control unit 10 outputs a control signal to the clutch actuator 33 to disconnect the clutch 3. Then, the control unit 10 outputs a control signal to the second shift actuator 82 to engage the second hub 72 with the second driven gear 62, thereby forming a low gear in the automatic transmission 4. The other hubs 71, 73, 74 are not engaged with any gear.
  • the driving force of the motor generator 1 is as follows: motor drive gear 14-1, motor driven gear 14-2, fourth drive gear 54, connection member 56, second drive gear 52, second driven gear 62, second hub 72.
  • the first output shaft 42, the first output gear 68, and the differential 7 are transmitted to the drive wheel 19.
  • the control unit 10 In the “electric travel mode”, when the “motor recognition shift speed” is the high speed, the control unit 10 outputs a control signal to the clutch actuator 33 to disconnect the clutch 3. Then, the control unit 10 outputs a control signal to the second shift actuator 82 to engage the fourth hub 74 with the fourth driven gear 64, thereby forming a high stage in the automatic transmission 4. The other hubs 71, 73, 74 are not engaged with any gear.
  • the driving force of the motor generator 1 is as follows: motor drive gear 14-1, motor driven gear 14-2, fourth drive gear 54, fourth driven gear 64, second hub 72, first output shaft 42, first output. It is transmitted to the drive wheel 19 through the gear 68 and the differential 7.
  • the control unit 10 In the “split travel mode”, when the “recognition shift speed” is the first speed, the control unit 10 outputs a control signal to the clutch actuator 33 to connect the clutch 3. Then, the control unit 10 outputs a control signal to the first shift actuator 81, engages the first hub 74 with the first driven gear 61, and outputs a control signal to the second shift actuator 82. 72 is engaged with the second driven gear 62 to form the first speed and the low gear in the automatic transmission 4. The other hubs 73 and 74 are not engaged with any gear.
  • the driving force of the engine 2 is driven through the clutch 3, the input shaft 41, the first drive gear 51, the first driven gear 61, the first output shaft 42, the first output gear 68, and the differential 7. 19 is transmitted.
  • the driving force of the motor generator 1 includes the motor drive gear 14-1, the motor driven gear 14-2, the fourth drive gear 54, the connection member 56, the second drive gear 52, the second driven gear 62, the second hub 72, the second hub 72, It is transmitted to the drive wheel 19 via the one output shaft 42, the first output gear 68, and the differential 7.
  • the driving force of the engine 2 is the clutch 3, the input shaft 41, the first drive gear 51, the first driven gear 61, the first output shaft 42, the second driven gear 62, the second It is transmitted to the rotor 11 of the motor generator 1 through the drive gear 52, the connecting member 56, the fourth drive gear 54, the motor driven gear 14-2, and the motor drive gear 14-1.
  • the control unit 10 moves the shift actuators 81 to 84 in accordance with the “operation table” shown in FIG.
  • the automatic transmission 4 forms the second to fifth gears and the low gear or the high gear.
  • the control unit 10 displays “stable” in the “operation table” shown in FIG. 3.
  • the shift actuators 81 to 84 are operated so as to be “traveling”, and the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42). Thereby, since the motor generator 1 does not rotate, the motor generator 1 is prevented from generating losses such as iron loss and mechanical loss.
  • the vehicle 1000 is in steady operation while the vehicle 1000 is traveling at a predetermined speed (for example, 80 km / h) or more, that is, the “required driving force” only by the driving force of the engine 2. Is included.
  • step S11 when it is determined that the motor generator 1 is rotationally connected to the automatic transmission 4 (first output shaft 42) (step S11: YES), the control unit 10 advances the program to step S12. On the other hand, when it is determined that the motor generator 1 is not rotationally connected to the automatic transmission 4 (first output shaft 42) (step S11: NO), the control unit 10 advances the program to step S17.
  • step S17 When the second hub 72 is engaged with the fourth driven gear 64, it is determined that the motor generator 1 is rotationally connected to the automatic transmission 4 (first output shaft 42).
  • step S12 when the control unit 10 determines that the “leaving permission flag” is ON (step S12: YES), the control unit 10 advances the program to step S15. On the other hand, when the control unit 10 determines that the “leaving permission flag” is OFF (step S12: NO), the process of step S12 is repeated.
  • the “leaving permission flag” is set to ON or OFF in the flowchart shown in FIG. 5 or FIG.
  • step S15 the control unit 10 (motor separation unit) controls the actuators 33 and 81 to 84 so as to achieve “stable travel” in the “operation table” shown in FIG. That is, in the state where the fifth speed is formed in the automatic transmission 4, the control unit 10 (motor detachment unit) outputs a control signal to the second shift actuator 82, and the second hub 72 is connected to the fourth driven gear 64.
  • the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42) by being detached. Then, the control unit 10 stops the inverter device 15.
  • step S15 ends, the control unit 10 advances the program to step S17.
  • step S17 when the control unit 10 determines that the “leaving permission flag” is OFF (step S17: YES), the control unit 10 advances the program to step S18. On the other hand, when the control unit 10 determines that the “leaving permission flag” is ON (step S17: NO), the control unit 10 repeats the process of step S17.
  • step S18 the control unit 10 based on the motor generator rotational speed Nmg detected by the motor generator rotational speed sensor 11-1 and the first output shaft rotational speed No1 detected by the first output shaft rotational speed sensor 45, The motor generator 1 is controlled so that the fourth driven gear 64 is synchronized with the first output shaft 42.
  • the control unit 10 determines that the fourth driven gear 64 is synchronized with the first output shaft 42 based on the detection signals detected by the motor generator rotational speed sensor 11-1 and the first output shaft rotational speed sensor 45. In this case, by outputting a control signal to the second shift actuator 82, by engaging the second hub 72 with the fourth driven gear 64, the motor generator 1 is rotationally connected to the first output shaft 42, It is rotationally connected to the automatic transmission 4. Then, the control unit 10 activates the inverter device 15. When step S18 ends, the control unit 10 advances the program to step S12.
  • step S21 when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 is a shift stage that can be detached from the automatic transmission 4 (input shaft 41, first output shaft 42) ( Step S21: YES), the program proceeds to Step S22.
  • the control unit 10 motor separation permission determination unit determines that the motor generator 1 is in a gear position that cannot be detached from the automatic transmission 4 (input shaft 41, first output shaft 42) (step). (S21: NO)
  • the program proceeds to step S31.
  • the fourth hub 74 When the gear stage of the automatic transmission 4 is 2nd speed or 4th speed, the fourth hub 74 is positioned at the neutral position and the motor generator 1 is separated from the input shaft 41, or the second hub 72 is When the motor generator 1 is detached from the first output shaft 42 by separating from the second driven gear 62 or the fourth driven gear 64, the automatic transmission 4 becomes neutral, and the driving force of the engine 2 is not transmitted to the drive wheels 19. It is determined that the speed of the motor generator 1 cannot be removed from the automatic transmission 4 (input shaft 41, first output shaft 42).
  • the gear stage of the automatic transmission 4 is 1st speed, 3rd speed, and 5th speed
  • the second hub 72 is detached from the second driven gear 62 or the fourth driven gear 64 and the motor generator 1 is moved to the first speed. Even if it is separated from the output shaft 42, there is no influence on the formed gear stage.
  • control unit 10 (motor separation permission determining unit) is a gear stage that can detach the motor generator 1 from the input shaft 41 only when the gear stage of the automatic transmission 4 is the fifth speed. If the shift speed of the automatic transmission 4 is 1st to 4th, it is determined that the motor generator 1 is a speed that cannot be detached from the input shaft 41.
  • step S22 when the control unit 10 (motor removal permission determining unit) determines that the motor generator 1 does not require power generation (step S22: YES), the program proceeds to step S23.
  • step S22: NO when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 needs to generate power (step S22: NO), the program proceeds to step S31.
  • the amount of charge of battery 16 is insufficient, or when engine 2 needs to be warmed up when engine 2 is started, it is determined that motor generator 1 needs to generate power.
  • step S23 when the control unit 10 (motor separation permission determining unit) determines that the “required driving force” is reached only by the driving force of the engine 2 (step S23: YES), the program proceeds to step S24.
  • step S23: NO when the control unit 10 (motor separation permission determination unit) determines that the “required driving force” is not reached only by the driving force of the engine 2 (step S23: NO), the program proceeds to step S31.
  • step S24 when the control unit 10 (motor separation permission determining unit) determines that the generation of the regenerative braking force is unnecessary based on the detection signal from at least one of the accelerator sensor 92 and the brake sensor 94 ( Step S24: YES), the program proceeds to Step S25.
  • the control unit 10 determines that the regenerative braking force needs to be generated (step S24: NO)
  • the program proceeds to step S31.
  • the control unit 10 determines that the accelerator pedal 91 is depressed based on the detection signal from the accelerator sensor 92, and the brake pedal 93 is not depressed based on the detection signal from the brake sensor 94. If it is determined, it is determined that the generation of the regenerative braking force is unnecessary. In other cases, it is determined that the generation of the regenerative braking force is necessary.
  • step S25 the control unit 10 (stable running state determination unit) determines that the temperature of the motor generator 1 is equal to or higher than the “first specified temperature” (for example, 130 to 150 ° C.) based on the detection signal from the motor generator temperature sensor 13. If it is determined that it is necessary to suppress the temperature rise of the motor generator 1 (step S25: YES), the program proceeds to step S26-1.
  • the control unit 10 (stable running state determination unit) determines that the temperature of the inverter device 15 is equal to or higher than the “second specified temperature” (for example, 70 to 80 ° C.) based on the detection signal from the inverter device temperature sensor 15-1.
  • step S25: YES If it is determined that the temperature rise of the inverter device 15 needs to be suppressed (step S25: YES), the program proceeds to step S26-1.
  • the control unit 10 stable running state determination unit determines that the temperature of the motor generator 1 is lower than the “first specified temperature” and the temperature of the inverter device 15 is lower than the “second specified temperature”. 1 and when it is determined that there is no need to suppress the temperature rise of the inverter device 15 (step S25: NO), the program proceeds to step S26-2.
  • step S26-1 the control unit 10 (stable running state determination unit) sets the “leaving permission speed” to “first leaving permission speed” and sets the “determination time” to “first determination time”.
  • the “first withdrawal permission speed” is a slower speed than a “second withdrawal permission speed” described later.
  • the “first determination time” is shorter than a “second determination time” described later.
  • the control unit 10 sets 80 km / h as the “first separation permission speed” and sets 0.5 Sec as the “first determination time”. . Further, for example, when the temperature of the motor generator 1 is 130 ° C.
  • the controller 10 passes the first point (100 km / h at 130 ° C.) and the second point (80 km / h at 150 ° C.).
  • the “first separation permission speed” is calculated and set. For example, when the temperature of the motor generator 1 is 130 ° C. to 150 ° C., the control unit 10 uses a linear function that passes through the third point (5 Sec at 130 ° C.) and the fourth point (0.5 Sec at 150 ° C.). Then, the “first determination time” is calculated and set by substituting the temperature of the motor generator 1.
  • step S26-2 the control unit 10 (stable running state determination unit) sets the “separation permission speed” to “second separation permission speed” (for example, 100 km), and sets the “determination time” to “second determination time”. (For example, 5 Sec).
  • step S ⁇ b> 25 it is determined that it is necessary to suppress the temperature rise of the motor generator 1 and the inverter device 15.
  • the “leaving permission speed” is changed from the “second leaving permission speed” to the “first leaving permission speed” (1 in FIG. 6), and the “determining time” is the “second determination time”. "Is changed to" first determination time "(2 in FIG. 6).
  • step S27 the control unit 10 (stable running state determination unit) has elapsed since the shift stage (T1 in FIG. 6) from which the motor generator 1 can be detached from the automatic transmission 4 (first output shaft 42). If it is determined that “determination time” (set in steps S26-1 and S26-2) has elapsed (step S27: YES, T2 in FIG. 6), the program proceeds to step S28. On the other hand, the control unit 10 (stable running state determination unit) has elapsed time (T1 in FIG. 6) after the motor generator 1 has been shifted to the automatic transmission 4 (first output shaft 42). If it is determined that the “determination time” has not elapsed (step S27: NO), the program is returned to step S21.
  • step S28 the control unit 10 (stable running state determination unit) can detach the motor generator 1 from the automatic transmission 4 (first output shaft 42) based on the detection signal from the first output shaft rotation speed sensor 45.
  • the “average vehicle speed” of the vehicle 1000 is calculated after the “determination time” elapses (T2 in FIG. 6) after reaching the correct gear position (T1 in FIG. 6).
  • step S28 ends the control unit 10 advances the program to step S29.
  • step S29 the control unit 10 (stable running state determination unit) determines that the “average vehicle speed” calculated in step S28 is faster than the “leaving permission speed” (set in steps S26-1 and S26-2). In that case (step S29: YES, T3 in FIG. 6), it is determined that the vehicle 1000 is in a stable running state, and the program proceeds to step S30. On the other hand, when the control unit 10 (stable running state determination unit) determines that the “average vehicle speed” calculated in step S28 is equal to or less than the “leaving permission speed” (step S29: NO), the vehicle 1000 It is determined that the vehicle is not in a stable running state, and the program proceeds to step S31.
  • step S30 the control unit 10 (motor separation permission determination unit) sets a “separation permission flag” to ON.
  • step S30 ends, the control unit 10 returns the program to step S21.
  • step S31 the control unit 10 (motor detachment permission determination unit) sets the “detachment permission flag” to OFF.
  • step S31 ends the control unit 10 returns the program to step S21.
  • step S41 when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 is a gear stage that can be detached from the automatic transmission 4 (first output shaft 42) (step S41: YES). ), The program proceeds to step S42. On the other hand, when the control unit 10 (motor separation permission determination unit) determines that the motor generator 1 is a gear stage that cannot be separated from the automatic transmission 4 (first output shaft 42) (step S41: NO). Then, the program proceeds to step S50.
  • the determination method of the control part 10 in step S41 is the same as the determination method of step S21 shown in FIG.
  • step S42 when the control unit 10 (motor separation permission determining unit) determines that the “required driving force” is reached only by the driving force of the engine 2 (step S42: YES), the program proceeds to step S43. On the other hand, when the control unit 10 (motor separation permission determination unit) determines that the “required driving force” is not reached only by the driving force of the engine 2 (step S42: NO), the program proceeds to step S50.
  • step S43 when the control unit 10 (motor separation permission determining unit) determines that the generation of the regenerative braking force is unnecessary based on the detection signal from at least one of the accelerator sensor 92 and the brake sensor 94 ( Step S43: YES), the program proceeds to Step S44. On the other hand, if the control unit 10 (motor separation permission determination unit) determines that the regenerative braking force needs to be generated (step S43: NO), the program proceeds to step S50.
  • the determination method of the control part 10 in step S43 is the same as the determination method of step S24 shown in FIG.
  • step S44 when the control unit 10 (stable travel state determination unit) determines that the above-described cruise control is being performed (step S44: YES), the control unit 10 determines that the vehicle 1000 is in a stable travel state, The program proceeds to step S49. On the other hand, when determining that the cruise control is not being executed (step S44: NO), the control unit 10 (stable travel state determination unit) determines that the vehicle 1000 is not in the stable travel state, and executes the program in step S45. Proceed to
  • step S45 the control unit 10 (stable travel time calculation unit) is predicted to reduce the vehicle speed V based on information from at least one of the position information acquisition unit 17-1 and the road information acquisition unit 17-2.
  • the position of a destination, waypoint, toll booth, traffic congestion point, etc. is recognized, and the expected stable running duration Tc until reaching the position is calculated.
  • the control unit 10 advances the program to step S46.
  • step S46 the control unit 10 (first loss energy calculation unit) calculates the motor generator loss energy LMGc at the time of stable running based on the following equation (1).
  • LMGc LMG ⁇ Tc (1)
  • LMGc Motor generator loss energy at the time of stable running
  • LMG Motor generator loss energy per unit time
  • Tc Expected stable running duration
  • step S46 ends, the control unit 10 advances the program to step S47.
  • the members that are rotationally connected to the rotor 11 are the motor drive gear 14-1, the motor driven gear 14-2, the fourth drive gear 54, the connection member 56, the second drive gear 52, the engagement member 57, the second A driven gear 62 and a fourth driven gear 64.
  • Loss energy LMGs when the motor generator is connected refers to the motor generator 1 when the motor generator 1 disconnected from the automatic transmission 4 (first output shaft 42) is connected to the automatic transmission 4 (first output shaft 42). In other words, the energy required when the fourth driven gear 64 is synchronized with the first output shaft 42 by the motor generator 1.
  • step S47 ends, the control unit 10 advances the program to step S48.
  • step S48 when control unit 10 (stable travel state determination unit) determines that motor generator loss energy LMGc when continuing stable travel is greater than loss energy LMGs when motor generator is connected (step S48: YES), vehicle 1000 Is in a stable running state, the program proceeds to step S49.
  • control unit 10 stable travel state determination unit
  • step S48: NO when control unit 10 (stable travel state determination unit) determines that motor generator loss energy LMGc when continuing stable travel is equal to or less than loss energy LMGs when motor generator is connected
  • step S50 the program proceeds to step S50.
  • step S49 the control unit 10 (motor separation permission determination unit) sets the “separation permission flag” to ON.
  • step S49 ends, the control unit 10 returns the program to step S41.
  • step S50 the control unit 10 (motor detachment permission determination unit) sets the “detachment permission flag” to OFF.
  • step S50 ends the control unit 10 returns the program to step S41.
  • the control unit 10 determines whether or not the vehicle 1000 is in a stable travel state (step S29 in FIG. 5 and steps S44 and S48 in FIG. 7). . Then, when the vehicle 1000 is in a stable running state (determined as YES in step S29 in FIG. 5, determined as YES in step S44 or step S48 in FIG. 6), the control unit 10 (motor separation permission determination unit) determines the motor. Determination of separation permission that permits the generator 1 to be detached from the automatic transmission 4 (first output shaft 42) is made (step S30 in FIG. 5 and step S49 in FIG. 7 with the “disengagement permission flag” turned ON). .
  • control unit 10 determines that the detachment permission is determined (when the “detachment permission flag” is ON, step S12 in FIG. 4 is YES), in step S15 in FIG.
  • the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42).
  • the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42) and the motor generator 1 does not rotate. And loss of mechanical loss is prevented.
  • Control unit 10 (leaving permission determination unit) automatically activates motor generator 1 when vehicle 1000 is not in a stable running state (NO in step S29 in FIG. 5 and NO in step S48 in FIG. 6). It is determined whether or not to disengage from the transmission 4 (the first output shaft 42) is not permitted (the “disengagement permission flag” is turned OFF. Step S31 in FIG. 5 and Step S50 in FIG. 7). Thus, when the vehicle 1000 is not in a stable running state, the motor generator 1 is not detached from the automatic transmission 4 (the first output shaft 42), and therefore when the driver wants to re-accelerate the vehicle 1000, the motor generator 1 Thus, the driving force can be transmitted to the driving wheel 19, and the drivability of the vehicle 1000 is prevented from being lowered. Further, when the driver wants to re-accelerate, the energy of the motor generator 1 separated from the automatic transmission 4 (first output shaft 42) is again connected to the automatic transmission 4 (first output shaft 42). Generation of loss (step S18 in FIG. 4) is prevented.
  • the control unit 10 (stable running state determination unit) becomes a shift stage in which the motor generator 1 can be removed (YES in step S21 in FIG. 5, T1 in FIG. 6) until the “determination time” elapses.
  • the “average vehicle speed” of the vehicle 1000 (T2 in FIG. 6) is faster than the “separation permission speed” (determined as YES in step S29 in FIG. 5)
  • the “leaving permission flag” is turned ON (step S30 in FIG. 5).
  • the vehicle 1000 is determined whether or not the vehicle 1000 is in a stable traveling state, and therefore, compared with a method for determining whether or not the vehicle 1000 is in a stable traveling state based on the vehicle speed V of the vehicle 1000 at that moment.
  • the automatic transmission 4 (first output shaft) is used to re-accelerate the vehicle 1000 because the vehicle 1000 is determined to be in the stable running state even though the vehicle 1000 is not in the stable running state.
  • the motor generator 1 detached from 42 is connected to the automatic transmission 4 (first output shaft 42) again.
  • energy loss is generated for connecting the motor generator 1 detached from the automatic transmission 4 (first output shaft 42) to the automatic transmission 4 (first output shaft 42) again (step S18 in FIG. 4). ) Is prevented.
  • the motor torque Tm generated by the motor generator 1 is small or zero (2 in FIG. 8).
  • the motor torque Tm generated in the motor generator 1 is large (1 in FIG. 8) and small (2 in FIG. 8)
  • the loss is caused by iron loss or mechanical loss compared to the generated motor torque Tm. Since the ratio of the generated energy is large, the efficiency of the motor generator 1 is deteriorated. Further, when the motor torque Tm is 0, only the iron loss and the mechanical loss are generated although the motor torque Tm is not generated.
  • the motor generator 1 is switched to the automatic transmission 4. By detaching from the (first output shaft 42), occurrence of iron loss and mechanical loss in the motor generator 1 is prevented. Since the above-mentioned “leaving permission speed” (“first leaving permission speed”, “second leaving permission speed”) is set to a speed at which the efficiency of the motor generator 1 deteriorates, the “average vehicle speed” is set to “leaving permission”. When the speed is higher than “speed”, the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42), and loss in the motor generator 1 is prevented.
  • step S29 it is determined whether or not the vehicle 1000 is in a stable traveling state at a “first separation permission speed” that is slower than the “second separation permission speed” (step S29).
  • step S29 when the “average vehicle speed” of vehicle 1000 is faster than “first departure permission speed” (determined as YES in step S29), it is determined that vehicle 1000 is in a stable running state, and motor generator 1 is The automatic transmission 4 (first output shaft 42) is detached (step S15 in FIG. 4), and further overheating of the motor generator 1 is prevented.
  • control unit 10 stable running state determination unit
  • the “determination time” is changed from the “second determination time” to the “first determination time”, and the “determination time” is shortened compared to the case where the temperature of the motor generator 1 is lower than the “first specified temperature”.
  • the “determination time” for determining whether or not the vehicle 1000 is in a stable running state after the motor generator 1 has reached a disengageable shift stage (after the vehicle 1000 satisfies the specified condition) is shortened. Therefore, the time from when the temperature of the motor generator 1 becomes equal to or higher than the “first specified temperature” until the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42) is shortened. Further overheating is prevented.
  • the control unit 10 determines whether or not the vehicle 1000 is in a stable driving state based on information from at least one of the position information acquisition unit 17-2 and the road information acquisition unit 17-2. (Steps S45 to S48 in FIG. 7). Thus, since it is determined whether or not the vehicle 1000 is in a stable running state based on the position information of the vehicle 1000 and road information on which the vehicle 1000 travels, whether or not the vehicle 1000 is in a stable running state with higher accuracy. Therefore, the loss generated in the motor generator 1 can be suppressed.
  • the control unit 10 determines that the motor generator loss energy LMGc (motor loss energy when continuing stable running) is greater than the loss energy LMGs when connecting the motor generator (loss energy when connecting the motor) ( If it is determined YES in step S48 of FIG. 7), it is determined that the vehicle 1000 is in a stable running state, and the “leaving permission flag” is turned ON (step S49). As a result, the motor generator 1 separated from the automatic transmission 4 (first output shaft 42) is made to return to the automatic transmission 4 (first output) more than the loss energy generated in the motor generator 1 when the vehicle 1000 is traveling.
  • LMGc motor loss energy when continuing stable running
  • the control unit 10 determines that the vehicle 1000 is in a stable travel state, "Is turned on (step S49). Thereby, it is determined that the vehicle 1000 is in a stable traveling state in accordance with the driver's intention to drive. Therefore, cruise control is executed and it is determined that the vehicle 1000 is in a stable running state.
  • the motor generator 1 is detached from the automatic transmission 4 (first output shaft 42), and the automatic transmission 4 (first output) Even if the re-acceleration of the vehicle 1000 is delayed due to the time required to connect the motor generator 1 separated from the output shaft 42) to the automatic transmission 4 (first output shaft 42) again, regardless of the driver's intention.
  • the driver does not feel uncomfortable.
  • control unit 10 determines whether vehicle 1000 is in a stable running state. Regardless, it decides whether or not to leave is permitted (“leave permission flag” is turned OFF. Step S31). Thereby, for example, when the charge amount of the battery 16 decreases and the motor generator 1 needs to generate electric power, or when the engine 2 warms up, the output of the engine 2 is increased and the motor generator 1 generates electric power. When the necessity arises, the motor generator 1 is not detached from the automatic transmission 4 (first output shaft 42), and the motor generator 1 can generate electric power. In addition, loss is prevented when the motor generator 1 once detached from the automatic transmission 4 (first output shaft 42) is connected to the automatic transmission 4 (first output shaft 42) again.
  • the control unit 10 executes power generation in the motor generator 1 when a situation in which the regenerative braking force is generated occurs (NO in step S24 in FIG. 5 or step S43 in FIG. 7). It is determined that it is necessary, and whether or not to leave is determined regardless of whether or not the vehicle 1000 is in a stable traveling state (the “leave leaving flag” is turned off. Step S31 in FIG. 5, step S31 in FIG. 7) S50). Thereby, regenerative braking force can be generated in the motor generator 1. Therefore, kinetic energy of vehicle 1000 can be recovered in motor generator 1 without waste.
  • control unit 10 determines that the “required driving force” is not reached only by the driving force output from the engine 2 (NO in step S23 of FIG. 5 or step S42 of FIG. 7). (Judgment) Regardless of whether or not the vehicle 1000 is in a stable running state, a decision not to leave is made (the “leave leave flag” is turned off. Step S31 in FIG. 5, step S50 in FIG. 7).
  • the motor generator 1 is prevented from being detached from the automatic transmission 4 (first output shaft 42) when only the driving force output by the engine 2 does not reach the required driving force. Therefore, by using the driving force of motor generator 1, the required driving force can be generated by engine 2 and motor generator 1, and the drivability of vehicle 1000 is prevented from being lowered.
  • the drive device 200 of the second embodiment shown in FIG. 9 includes an engine 2, an automatic transmission 4, and a differential 7 provided in series.
  • a motor clutch 35 that separates and connects the rotor 11 of the motor generator 1 and the connecting member 37 that is rotationally connected to the drive shaft 21 or the input shaft 48 of the automatic transmission 4 is provided.
  • the motor clutch 35 is driven by a motor clutch actuator 36. With this configuration, the rotor 11 of the motor generator 1 is detachably connected to the input shaft 48 of the automatic transmission 4.
  • the engine 2, the automatic transmission 4, and the differential 7 are provided in series.
  • a motor clutch 35 is provided for connecting and disconnecting the rotor 11 of the motor generator 1 and the connecting member 38 that is rotationally connected to the output shaft 49 of the automatic transmission 4. With such a configuration, the rotor 11 of the motor generator 1 is detachably connected to the output shaft 49 of the automatic transmission 4.
  • an output shaft rotational speed sensor 47 that detects the rotational speed of the output shaft 49 is provided at a position adjacent to the output shaft 49.
  • the control unit 10 calculates the vehicle speed V of the vehicle 1000 based on the detection signal detected by the output shaft rotation speed sensor 47.
  • the automatic transmission 4 includes automatic transmissions such as a torque converter type automatic transmission, a dual clutch transmission (DCT), an automated manual transmission (AMT), and a continuously variable transmission (CVT).
  • DCT dual clutch transmission
  • AMT automated manual transmission
  • CVT continuously variable transmission
  • step S21 of FIG. 5 or step S41 of FIG. 7 the control unit 10 performs a shift to the top gear in the automatic transmission 4.
  • the program is advanced to step S22 and step S42.
  • step S27 the control unit 10 advances the program to step S28 when the “determination time” has elapsed since the automatic transmission 4 was shifted to the top gear.
  • step S ⁇ b> 28 the control unit 10 calculates an “average vehicle speed” of the vehicle 1000 after the automatic transmission 4 is shifted to the top gear.
  • the vehicle speed V is calculated based on the detection signals from the rotation speed sensors 45, 46, and 47 that detect the rotation speeds of the output shafts 42, 43, and 49.
  • the vehicle speed V is calculated based on a detection signal from a wheel speed sensor that detects the wheel speed may be used.
  • the embodiment may be an embodiment in which the temperature of the motor generator 1 is estimated and acquired based on the electric power supplied from the inverter device 15 to the motor generator 1. Further, the embodiment may be an embodiment in which the temperature of the inverter device 15 is estimated and acquired based on the electric power supplied from the inverter device 15 to the motor generator 1.
  • control unit 10 determines that the vehicle 1000 is in a stable traveling state based on information from at least one of the position information acquisition unit 17-2 and the road information acquisition unit 17-2. Even if it is embodiment which judges whether it is, it does not interfere. For example, when there is a gradient at the tip of the road on which the vehicle 1000 travels and the automatic transmission 4 needs to shift from the current shift speed (5th speed in this embodiment) to a lower shift speed, There is no problem even in an embodiment in which it is determined that the vehicle is not in a stable running state and the “leaving permission flag” is turned off.
  • SYMBOLS 1 Motor generator (motor), 2 ... Engine, 4 ... Automatic transmission, 10 ... Control part (Stable driving state judgment part, Motor detachment permission determination part, Motor detachment part, Cruise control execution part, Stable driving time calculation part, (First loss energy calculation unit, second loss energy calculation unit), 13 ... motor generator temperature sensor (motor temperature acquisition unit), 17-1 ... position information acquisition unit, 17-2 ... road information acquisition unit, 19 ... drive wheel , 41 ... input shaft, 42 ... first output shaft (output shaft), 43 ... second output shaft (output shaft), 45 ... first output shaft rotational speed detection unit (vehicle speed acquisition unit), 46 ...
  • Second output shaft Rotational speed detection part vehicle speed acquisition part
  • 49 ... output shaft 49 ... output shaft
  • 92 ... accelerator sensor (required driving force detection part)
  • 100 ... hybrid vehicle drive device of the first embodiment 200 ... hybrid vehicle of the second embodiment Drive
  • 300 ... drive system for the hybrid vehicle of the third embodiment 1000 ... hybrid vehicle

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention concerne un dispositif d'entraînement de véhicule hybride qui peut réduire une perte produite dans un moteur durant un déplacement stable. Le dispositif comporte : un moteur (2) ; un groupe convertisseur (1) ; un arbre (41) d'entrée auquel une force d'entraînement est appliquée depuis le moteur (2) ; des arbres (42, 43) de sortie ; une transmission automatique (4) qui forme une position parmi une pluralité de différentes positions d'engrenage avec différents rapports de transmission de la vitesse de rotation de l'arbre (41) d'entrée divisée par la vitesse de rotation des arbres (42, 43) de sortie ; une unité de détermination (10) d'état de déplacement stable qui détermine si le véhicule est dans un état de déplacement stable ; une unité de détermination (10) de permission de désaccouplement de moteur qui réalise une détermination de permission de désaccouplement destinée à permettre le désaccouplement du groupe convertisseur (1) d'avec la transmission automatique (4) lorsque le véhicule est dans un état de déplacement stable ; et une unité de désaccouplement (10) de moteur qui désaccouple le groupe convertisseur (1) d'avec la transmission automatique (4) lorsque la détermination de permission de désaccouplement est réalisée.
PCT/JP2014/078034 2013-10-25 2014-10-22 Dispositif d'entraînement de véhicule hybride WO2015060329A1 (fr)

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US10252608B2 (en) * 2015-01-16 2019-04-09 Byd Company Limited Transmission unit, power transmission system and vehicle comprising the same
JP2019093774A (ja) * 2017-11-20 2019-06-20 スズキ株式会社 動力伝達装置

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JP2011516319A (ja) * 2008-02-26 2011-05-26 プジョー シトロエン オートモビル エス アー 電気トラクション機械をハイブリッド車に結合する方法、および前記方法を実施するためのハイブリッド車
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JP2010143579A (ja) * 1998-07-21 2010-07-01 Tokyo R & D Co Ltd ハイブリッド車両
JP2004007972A (ja) * 2002-04-12 2004-01-08 Ford Motor Co ハイブリッド電気自動車の制御方法
JP2005061312A (ja) * 2003-08-12 2005-03-10 Nissan Motor Co Ltd 車両の制御装置
JP2007069829A (ja) * 2005-09-08 2007-03-22 Toyota Motor Corp 車両の冷却装置
JP2009171727A (ja) * 2008-01-16 2009-07-30 Isuzu Motors Ltd 車両のエネルギ回生装置
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10252608B2 (en) * 2015-01-16 2019-04-09 Byd Company Limited Transmission unit, power transmission system and vehicle comprising the same
JP2019093774A (ja) * 2017-11-20 2019-06-20 スズキ株式会社 動力伝達装置
JP7031246B2 (ja) 2017-11-20 2022-03-08 スズキ株式会社 動力伝達装置

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