JP6167585B2 - Hybrid vehicle drive device - Google Patents

Description

  The present invention relates to a drive device for a hybrid vehicle in which wheels are driven by an engine and a motor.

  There is a conventional technique related to a drive device for a hybrid vehicle in which wheels are driven by an engine and a motor generator (see, for example, Patent Document 1). The drive device for a hybrid vehicle disclosed in Patent Literature 1 includes an engine, a clutch, a motor generator, and an automatic transmission with a torque converter, and enables the vehicle to travel using both the engine and the motor generator.

JP 2012-179999 A

  Generally, an air conditioner mounted on a vehicle is driven by an engine. However, in the hybrid vehicle driving device disclosed in Patent Document 1, when the air conditioner is driven when the vehicle is stopped, a pump plate of a torque converter is used. Will also rotate. For this reason, a mechanical loss occurs in the torque converter, and extra fuel is consumed, which causes a problem that the fuel efficiency of the hybrid vehicle drive device is deteriorated.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a hybrid vehicle drive device that can prevent deterioration of fuel consumption in a hybrid vehicle drive device including equipment driven by an engine. .

According to the invention according to claim 1, which has been made to solve the above-described problem, an engine that applies driving force to driving wheels, a motor that applies driving force to driving wheels, and the engine and the motor A clutch provided between and connected to the engine; and an output member rotatably connected to the motor; and a clutch for connecting or disconnecting the input member and the output member; the output member; An input shaft that is provided between the drive wheels and receives a driving force from the engine; an output shaft that is rotationally connected to the drive wheels; and a torque converter that is provided between the input shaft and the output shaft. An automatic transmission that selectively shifts a plurality of shift speeds with different gear ratios obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft, and is driven by the engine. And equipment that, a battery for supplying electric power to the motor, and a battery remaining amount detecting section for detecting a remaining amount of said battery, when said device is driven by the engine, when the vehicle is stopped, cutting the clutch state have a a standstill clutch control unit to the standstill clutch control unit, only when the remaining amount of the battery detected by the battery remaining amount detecting section is a specified amount or more, cutting the clutch To do .

The invention according to claim 2 is the invention according to claim 1 , further comprising: a brake operation member that operates a brake device that applies a braking force; and a brake operation amount detection unit that detects an operation amount of the brake operation member. The stop-time clutch control unit connects the clutch when the brake operation amount detection unit no longer detects an operation of the brake operation member.

According to the first aspect of the present invention, the stop-time clutch control unit disengages the clutch when the vehicle is stopped when the device is driven by the engine. Thus, even when the engine is rotating to drive the device when the vehicle is stopped, the clutch is disengaged and the rotation of the engine is not transmitted to the torque converter. For this reason, no mechanical loss occurs in the torque converter, so the fuel efficiency of the hybrid vehicle drive device does not deteriorate.
In addition, the stop-time clutch control unit disconnects the clutch only when the remaining amount of the battery is equal to or greater than the specified amount. Thereby, when the remaining amount of the battery is less than the specified amount, the clutch is not disengaged when the vehicle is stopped. For this reason, when the remaining amount of the battery is less than the specified amount and the vehicle cannot start with the driving force of only the motor, the driving force of the engine can be immediately transmitted to the driving wheels via the clutch, and the vehicle is quickly Can be started.

According to the invention of claim 2 , the stop-time clutch control unit connects the clutch when the operation of the brake operation member is not detected. As a result, the clutch is engaged in a state where the brake operation member is not operated, that is, in a state where the driver has an intention to start. For this reason, the driving force of the engine can be immediately transmitted to the drive wheels via the clutch, and the vehicle can be started quickly.

It is explanatory drawing of the hybrid vehicle by which the drive device for hybrid vehicles by one Embodiment of this invention is mounted. FIG. 3 is a flowchart of “stop clutch control” that is a control program executed by the control unit shown in FIG. 1. FIG. It is explanatory drawing of the hybrid vehicle by which the drive device for hybrid vehicles of another embodiment is mounted.

(Description of hybrid vehicle)
A drive device 1 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 schematically shows a drive device 1 of a hybrid vehicle (hereinafter abbreviated as a vehicle) provided with an engine 2 and a motor generator 6. In FIG. 1, thick lines indicate mechanical connections between the devices, broken arrows indicate control signal lines, and alternate long and short dashed arrows indicate vehicle power supply lines.

  As shown in FIG. 1, an engine 2, a clutch 5, a motor generator 6, an automatic transmission 8, and a differential 17 are arranged in series in this order in the vehicle. The differential 17 is connected to a right drive wheel 18R and a left drive wheel 18L of the vehicle. Hereinafter, the right driving wheel 18R and the left driving wheel 18L are collectively referred to as driving wheels 18R and 18L. The drive wheels 18R and 18L are front or rear wheels or front and rear wheels of the vehicle.

  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, a throttle valve 22, a fuel injection device 23, and a water temperature sensor 25, and is controlled by the control unit 10. The drive shaft 21 rotates integrally with a crank shaft that is driven to rotate by a piston, and outputs a driving force.

  The throttle valve 22 is arranged in the middle of a path for taking air into the engine 2. The fuel injection device 23 injects fuel into at least one of a path for taking air into the engine 2 and a combustion chamber. In the present embodiment, the drive shaft 21 of the engine 2 is connected to an input member 51 of the clutch 5 described later.

  The water temperature sensor 25 detects the temperature of cooling water that cools the engine 2 and outputs a detection signal to the control unit 10.

  A compressor 27a of an air conditioner 27 is connected to a drive shaft 21 of the engine 2 or a shaft that rotates in conjunction with the drive shaft 21 via a belt, a gear, or the like.

  The motor generator 6 has a rotor and a stator. The motor generator 6 drives the drive wheels 18L and 18R and generates power during deceleration to apply a regenerative braking force to the vehicle. The motor generator 6 may be a three-phase synchronous machine in which a stator having stator windings wound around slots of the stator core is disposed on the outer peripheral side, and a rotor in which a permanent magnet is embedded in the rotor core is disposed at the shaft center. The rotor is rotationally coupled to the output member 52 of the clutch 5 to rotate integrally, and is also rotationally coupled to the input shaft 81 of the automatic transmission 8 to rotate integrally.

  The battery 16 is a secondary battery that stores electric power, and supplies electric power to the motor generator 6 via the inverter device 15. The inverter device 15 boosts the voltage of the power supplied from the battery 16 based on the command from the control unit 10 and supplies the boosted voltage to the motor generator 6. Further, based on a command from control unit 10, inverter device 15 steps down the current generated in motor generator 6 and charges battery 16.

  The clutch 5 rotationally couples the rotor of the motor generator 6 and the drive shaft 21 of the engine 2 so that they can be connected and disconnected. The clutch 5 includes an input member 51 that is rotationally connected to the drive shaft 21 of the engine 2 and an output member 52 that is rotationally connected to the rotor. The clutch 5 may be a wet multi-plate friction clutch or a dry single-plate friction clutch provided with a clutch actuator 53 that switches between an input member 51 and an output member 52 between a connected state and a disconnected state.

  In this embodiment, the clutch actuator 53 uses a hydraulic operation mechanism that switches connection and disconnection between the input member 51 and the output member 52 by moving the operating oil using an oil pump. In the present embodiment, the normally closed type clutch 5 that is in a connected state when the clutch pressure Pc that is the hydraulic pressure of the operating oil is not generated and is switched to a disconnected state by the generation of the clutch pressure Pc is used.

  In the present embodiment, the engine 2 is started by rotating the drive shaft 21 by the motor generator 6 while the clutch 5 is connected.

  The automatic transmission 8 is provided between the output member 52 of the clutch 5 and the drive wheels 18R and 18L. The automatic transmission 8 includes a speed change mechanism (not shown) that selectively switches a plurality of speed stages having different speed ratios between the input member 86 (input shaft 81) and the output shaft 82. Machine. The speed ratio is a ratio obtained by dividing the rotational speed of the input member 86 (input shaft 81) by the rotational speed of the output shaft 82. The automatic transmission 8 includes an actuator 85 that operates the transmission transmission mechanism based on a command from the control unit 10.

  The automatic transmission 8 has a known torque converter 8a. The input member 86 of the automatic transmission 8 is rotationally connected to the rotor of the motor generator 6 via the torque converter 8a. The output shaft 82 is rotationally connected to the differential 17 and is rotationally connected to the drive wheels 18R and 18L. Torque converter 8 a has a pump plate 8 b that is rotationally connected to the rotor of motor generator 6 via input shaft 81, and a turbine plate 8 c that is rotationally connected to input member 86 of automatic transmission 8. The torque converter 8a includes a lockup clutch (not shown) that mechanically couples the pump plate 8b and the turbine plate 8c to maintain a synchronous rotation.

  In the unlocked state of the torque converter 8a, when the driving force of the engine 2 or the motor generator 6 is input to the input shaft 81, the pump plate 8b that is rotationally connected to the input shaft 81 rotates. The turbine plate 8c rotates with the rotation of the pump plate 8b, and the driving force is amplified between the pump plate 8b and the turbine plate 8c and input to the input member 86.

  In the vicinity of the output shaft 82, an output shaft rotational speed sensor 83 that detects the rotational speed of the output shaft 82 (transmission output shaft rotational speed No) is provided. The transmission output shaft rotational speed No detected by the output shaft rotational speed sensor 83 is output to the control unit 10. The transmission output shaft rotation speed No is proportional to the vehicle speed V.

  The vehicle includes a friction brake device 91 such as a disc brake or a drum brake that applies a friction braking force to wheels including the drive wheels 18R and 18L. The vehicle has a brake booster 92 that supplies hydraulic pressure to the friction brake device 91 based on a command from the control unit 10.

  The vehicle has an accelerator pedal 31, an accelerator sensor 32, a brake pedal 33, and a brake sensor 34. The accelerator sensor 32 detects the “request driving force” of the driver by detecting the operation amount of the accelerator pedal 31. The brake pedal 33 operates the friction brake device 91 and the regenerative braking device that is the motor generator 6. The brake sensor 34 detects the “request braking force” of the driver by detecting the operation amount of the brake pedal 33.

  The control unit 10 controls the hybrid vehicle drive device 1. The control unit 10 is connected to the throttle valve 22, the fuel injection device 23, the water temperature sensor 25, the clutch actuator 53, the output shaft rotation speed sensor 83, the actuator 85, and the brake booster 92.

  The control unit 10 includes an ECU that includes a CPU, a RAM, a storage unit, and a bus connecting them. The CPU executes a program corresponding to the flowchart shown in FIG. The RAM temporarily stores variables necessary for executing the program. The storage unit is configured by a nonvolatile memory or the like and stores the program.

  The control unit 10 acquires information about the accelerator opening degree Ac that means the relative value of the operation amount from the accelerator sensor 32 that detects the operation amount of the accelerator pedal 31. The control unit 10 calculates “required driving force” based on the accelerator opening degree Ac. The control unit 10 calculates the “motor driving force” based on information such as the remaining amount of the battery 16 and the vehicle speed V.

  The control unit 10 calculates the “engine driving force” based on the “required driving force” and the “motor driving force”. The control unit 10 controls the opening degree of the throttle valve 22 and the fuel injection amount of the fuel injection device 23 based on the “engine driving force” so that the driving force output from the engine 2 becomes the “engine driving force”. Control. A “required driving force” is applied to the vehicle by at least one of these “engine driving force” and “motor driving force”.

  The control unit 10 controls the operation of the inverter device 15 to perform switching control between the driving mode and the power generation mode of the motor generator 6 and controls the motor generator rotational speed Nm and the “motor driving force” of the motor generator 6. Do. Thus, when the motor generator 6 enters the power generation mode, a regenerative braking force is applied to the vehicle. That is, the motor generator 6 is a regenerative braking device.

  The control unit 10 detects the remaining amount of the battery 16 based on the information output from the inverter device 15. The control unit 10 determines whether to switch between the “electric travel mode” and the “split travel mode” based on the remaining amount of the battery 16 and the accelerator opening degree Ac. The “electric travel mode” is a travel mode in which the drive wheels 18R and 18L are driven only by the motor generator 6. In the “split running mode”, the driving wheels 18R and 18L are driven by the engine 2 and the motor generator 6, or the driving wheels 18R and 18L are driven by the driving force of the engine 2, and the motor generator is driven by the driving force of the engine 2. 6 is a mode for generating power.

  When the control unit 10 determines that the remaining amount of the battery 16 is low, the control unit 10 selects the “split travel mode” and drives the driving wheels 18R and 18L with the driving force of the engine 2 and also the driving force of the engine 2. Thus, the motor generator 6 generates power. When it is determined that the accelerator opening Ac is large and the “required driving force” is not reached only by the “motor driving force”, the “split running mode” is selected and the engine 2 and the motor generator 6 drive the driving wheels. 18R and 18L are driven.

  The control unit 10 operates the clutch actuator 53 to place the clutch 5 in a connected state or a disconnected state, and connect or disconnect the drive shaft 21 and the input member 86. In this way, the control unit 10 switches to the “electric travel mode” by disconnecting the clutch 5 and switches to the “split travel mode” by connecting the clutch 5.

  The control unit 10 acquires information on the brake opening degree Bk that means the relative value of the operation amount from the brake sensor 34 that detects the operation amount of the brake pedal 33. Then, the control unit 10 calculates a “required braking force” based on the brake opening degree Bk. The control unit 10 controls at least one of the brake booster 92 and the inverter device 15 so that the total of the “friction braking force” generated by the friction brake device 91 and the “regenerative braking force” generated by the motor generator 6 is “required control”. Control to be "power".

  A configuration including the engine 2, the clutch 5, the motor generator 6, the automatic transmission 8, the inverter device 15, the battery 16, the friction brake device 91, the brake booster 92, and the control unit 10 corresponds to the drive device 1.

(Description of stopping clutch control)
Next, “stop clutch control” will be described with reference to the flowchart shown in FIG. When the vehicle is ready to travel, the program proceeds to S11.

  In S11, when the control unit 10 determines that the air conditioner 27 that is a device connected to the engine 2 is driven by the engine 2 (S11: YES), the control unit 10 advances the program to S12, and the air conditioner 27 Is determined not to be driven by the engine 2 (S11: NO), the process of S11 is repeated.

  If the control unit 10 determines in S12 that the clutch 5 is connected (S12: YES), the program proceeds to S13, and if it is determined that the clutch 5 is disconnected (S12: NO) ) Return the program to S11.

  In S13, when the control unit 10 determines that the vehicle is stopped based on the detection signal from the output shaft rotation speed sensor 83 (S13: YES), the program proceeds to S14, and the vehicle stops. If it is determined that it is not (S13: NO), the program is returned to S11.

  In S14, when the control unit 10 determines that the remaining amount of the battery 16 is equal to or greater than a specified amount (for example, 80%) (S14: YES), the program proceeds to S15, and the remaining amount of the battery 16 is equal to the specified amount. If it is determined that there are fewer (S14: NO), the program is returned to S15.

  In S15, the control unit 10 estimates the oil temperature of the engine 2 based on the water temperature detected by the water temperature sensor 25. When the control unit 10 determines that the oil temperature of the engine 2 is equal to or higher than a specified oil temperature (for example, 70 ° C.) (S15: YES), the program proceeds to S16, and the oil temperature of the engine 2 reaches the specified oil temperature. When it is determined that the temperature is lower than the temperature (S15: NO), the program is returned to S11.

  In S <b> 16, the control unit 10 outputs the control signal to the clutch actuator 53 to disconnect the clutch 5. When S16 ends, the program proceeds to S17.

  In S17, when the control unit 10 determines that the brake pedal 33 is not depressed and the brake is released based on the detection signal from the brake sensor 34 (S17: YES), the program is executed in S18. If it is determined that the brake pedal 33 is depressed and the brake is not released (S17: NO), the program repeats the process of S17.

  In S <b> 18, the controller 10 connects the clutch 5 by outputting a control signal to the clutch actuator 53. When S18 ends, the program returns to S11.

(Effect of this embodiment)
As is apparent from the above description, the control unit 10 (the clutch control unit at the time of stopping) is such that when the equipment such as the air conditioner 27 is driven by the engine 2 (S11: YES in FIG. 2), the control unit 10 (S13 in FIG. 2) : YES), the clutch 5 is disengaged (S16). Thus, even when the engine 2 is rotating to drive equipment such as the air conditioner 27 when the vehicle is stopped, the clutch 5 is disengaged, so that the rotation of the engine 2 is not transmitted to the torque converter 8a. No mechanical loss occurs in the converter 8a.

  Further, since the motor generator 6 is not rotated, iron loss that occurs between the rotor and the stator and mechanical loss that occurs in the rotor bearings and the like do not occur. As described above, even when a device such as an air conditioner is driven by the engine 2 when the vehicle is stopped, the above-described mechanical loss and iron loss do not occur, so the fuel efficiency of the hybrid vehicle drive device 1 does not deteriorate.

  Further, the control unit 10 disconnects the clutch 5 only when the remaining amount of the battery 16 is equal to or more than the specified amount (S14 in FIG. 2: YES) (S16). Thereby, when the remaining amount of the battery 16 is less than the prescribed amount, the clutch 5 is not disengaged when the vehicle is stopped. For this reason, when the remaining amount of the battery 16 is less than the specified amount and the vehicle cannot start with the driving force of only the motor generator 6, the driving force of the engine 2 is immediately transmitted to the driving wheels 18R and 18L via the clutch 5. The vehicle can be started quickly.

  When the operation of the brake pedal 33 (brake operation member) is no longer detected (S17: YES in FIG. 2), the control unit 10 connects the clutch 5 (S18). As a result, the clutch 5 is in a connected state in a state where the brake pedal 33 is not operated, that is, in a state where the driver intends to start. For this reason, the driving force of the engine 2 can be immediately transmitted to the drive wheels 18R and 18L via the clutch 5, and the vehicle can be started quickly. That is, when the “required driving force” cannot be satisfied only by the driving force output from the motor generator 6, the driving force of the engine 2 is also transmitted to the driving wheels 18 </ b> R and 18 </ b> L, so that the vehicle can be started quickly.

(Description of another embodiment)
In the embodiment described above, as shown in FIG. 1, the engine 2, the clutch 5, the motor generator 6, the automatic transmission 8, the differential 17, and the drive wheels 18R and 18L are provided in this order. However, as shown in FIG. 3, even in the vehicle drive device 1 of the embodiment provided in the order of the engine 2, the clutch 5, the automatic transmission 8, the differential 17, the motor generator 6, and the drive wheels 18 </ b> R and 18 </ b> L. There is no problem. Further, the automatic transmission 8 and the motor generator 6 may be provided in parallel, and the output shaft 82 of the automatic transmission 8 and the rotor of the motor generator 6 may be connected to the differential 17.

  It goes without saying that the technical idea of the present invention can also be applied to such a vehicle drive device 1. That is, when the engine 2 is driving a device such as the air conditioner 27 when the vehicle is stopped, the clutch 5 is disconnected, so that the driving force of the engine 2 is not transmitted to the torque converter 8a, and the torque converter 8a is mechanically operated. There is no loss.

  In the embodiment described above, the device driven by the engine 2 is the air conditioner 27. However, the device driven by the engine 2 is not limited to the air conditioner 27, and may be a device such as a generator, an oil pump, a refrigerator or a compressor of a refrigerator.

  In the embodiment described above, the clutch 5 is the normally closed type clutch 5, but it is in a disconnected state when the clutch pressure Pc that is the hydraulic pressure of the operating oil is not generated, and is connected by the generation of the clutch pressure Pc. Even a normally open type clutch 5 that can be switched to is acceptable. In the embodiment described above, the clutch actuator 53 uses a hydraulic operation mechanism. However, the clutch actuator 53 may be an electric clutch actuator 53.

  In the embodiment described above, the input member 51 is directly connected to the drive shaft 21 of the engine 2, and the output member 52 is directly connected to the rotor of the motor generator 6. However, there may be an embodiment in which a mechanical element such as a gear is provided between the input member 51 and the drive shaft 21 and the input member 51 is connected to the drive shaft 21 via the mechanical element. Further, a mechanical element such as a gear is provided between the output member 52 and the motor generator 6 rotor, and the output member 52 may be connected to the rotor via the mechanical element.

  In the above description, the present invention has been described with respect to the embodiment using the motor generator 6 that operates as a motor that applies driving force to the drive wheels 18L and 18R and also operates as a generator. It may be a body embodiment.

  In the embodiment described above, the vehicle speed V is detected by the output shaft rotation speed sensor 83, and the stop of the vehicle is detected. However, the vehicle speed V may be detected by a wheel speed sensor that detects the rotational speed of the wheel, and the stop of the vehicle may be detected.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle drive device, 2 ... Engine, 5 ... Clutch, 6 ... Motor generator (motor, brake device), 8 ... Automatic transmission, 8a ... Torque converter, 10 ... Control part (stop clutch control part, battery) Remaining amount detection unit), 15 ... Inverter (remaining battery amount detection unit), 16 ... Battery, 18L, 18R ... Drive wheel, 27 ... Air conditioner (device driven by engine), 33 ... Brake pedal (brake operation member) 34 ... Brake sensor (brake operation amount detection unit) 51 ... Input member 52 ... Output member 81 ... Input shaft 82 ... Output shaft 91 ... Friction brake device (brake device)

Claims (2)

An engine that applies driving force to the drive wheels;
A motor for applying a driving force to the driving wheel;
A clutch provided between the engine and the motor and having an input member that is rotationally connected to the engine and an output member that is rotationally connected to the motor, and connects or disconnects the input member and the output member When,
An input shaft that is provided between the output member and the driving wheel and receives driving force from the engine, an output shaft that is rotationally connected to the driving wheel, and between the input shaft and the output shaft. An automatic transmission having a torque converter provided, and selectively switching a plurality of shift stages having different transmission ratios obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft;
A device driven by said engine,
A battery for supplying power to the motor;
A battery remaining amount detection unit for detecting the remaining amount of the battery;
In the case where the device is driven by the engine, when the vehicle is stopped, it has a, and stopping when the clutch control unit to the disconnected state the clutch,
The stop-time clutch control unit is a hybrid vehicle drive device that disengages the clutch only when the remaining amount of the battery detected by the remaining battery amount detection unit is equal to or greater than a specified amount . A brake operating member for operating a brake device for applying a braking force;
A brake operation amount detection unit for detecting an operation amount of the brake operation member,
The hybrid vehicle drive device according to claim 1, wherein the stop-time clutch control unit connects the clutch when the brake operation amount detection unit no longer detects an operation of the brake operation member.

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