JP5816713B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, for example, a double clutch transmission device is known in which two input shafts are connected to a crankshaft of an internal combustion engine via a clutch, and an electric motor is connected to one of the two input shafts (see, for example, Patent Document 1). ).

JP 2002-89594 A

  By the way, in the dual clutch transmission device according to the above prior art, when the rotation state of the output shaft suddenly changes due to, for example, sudden braking in the vehicle, the rotational phase of the electric motor connected to the input shaft may shift, or various mechanical There is a risk of damage at the connection site. In response to such a problem, for example, if the mechanical strength of the double clutch transmission device is increased so as to be able to absorb an excessive load acting in an emergency, the size and weight become excessive, and the mountability on a vehicle or the like is impaired. Problem arises.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hybrid vehicle capable of preventing occurrence of problems even when an excessive load acts on the transmission.

In order to solve the above problems and achieve the object, the present invention employs the following aspects.
(1) A hybrid vehicle according to one aspect of the present invention includes an internal combustion engine (for example, the internal combustion engine (engine) E (1) in the embodiment) and an electric motor (for example, the motor generator MG in the embodiment). (2)), and a transmission (for example, transmission 12 in the embodiment) that can be connected to and disconnected from the electric motor via first connecting / disconnecting means (for example, the synchro clutch S1, S2 in the embodiment), The internal combustion engine that can be connected to and disconnected from the electric motor via a second connecting / disconnecting unit (for example, the first clutch CL1 in the embodiment), and a rotation angle sensor that detects the rotation angle of the electric motor (for example, in the embodiment) Rotation angle sensor 19b), and when the amount of change in angular velocity of the electric motor based on the detection result of the rotation angle sensor is larger than a predetermined change amount, the first connecting / disconnecting means Control means (for example, management ECU 18d in the embodiment) for shutting off is provided, and the control means is the amount of change in the angular velocity of the electric motor during braking by a required braking force according to a braking operation of a driver while the vehicle is traveling. Is greater than the predetermined amount of change and the required braking force is equal to or less than a predetermined maximum braking force, the first connecting / disconnecting means is brought into a disconnected state.

(2) The hybrid vehicle according to (1) includes a brake (for example, the brake device B in the embodiment) that brakes the vehicle with a hydraulic pressure corresponding to the braking operation, and the braking operation is suddenly performed. At the time of sudden braking, the fluid pressure increases monotonously.

  According to the hybrid vehicle according to the aspect described in (1) above, when the angular velocity change amount of the motor is larger than the predetermined change amount, the power transmission between the rotating shaft of the motor and the output shaft of the transmission is cut off. Therefore, it is possible to prevent the occurrence of problems such as damage to the mechanical connection portion between the rotating shaft of the electric motor and the gear position.

  Further, in the case of (2), the power transmission between the motor and the transmission is interrupted during sudden braking, but the brake hydraulic pressure increases with the braking operation, so that the vehicle can be reliably braked. it can.

1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a block diagram of management ECU which concerns on embodiment of this invention. 4 is a flowchart showing an operation of the hybrid vehicle according to the embodiment of the present invention, particularly a process for interrupting power transmission in the transmission. It is a figure which shows an example of the change of the brake fluid pressure of the brake device at the time of the deceleration of the hybrid vehicle which concerns on embodiment of this invention.

Hereinafter, a hybrid vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
For example, as shown in FIG. 1, a hybrid vehicle 10 according to the present embodiment includes an internal combustion engine (engine) E (1) as a vehicle drive source, and a first clutch CL1 and a second clutch CL2 that are a pair of clutches. A dual clutch transmission 12, an output shaft (D) 13, a differential gear 14, drive wheels (W) 15 that are driven to rotate via the output shaft 13, and a vehicle drive source linked to the transmission 12. And a motor generator MG (2) that functions as a generator, a power drive unit (PDU) 16 connected to the motor generator MG, a battery 17 that exchanges power with the motor generator MG, a CPU (Central Processing Unit), etc. A motor ECU (MOTECU) 18a and a battery ECU (BATTE) constituted by electronic circuits It is constituted by a U) 18b and a transmission ECU (T / MECU) 18c and management ECU (MGECU) 18d.

  The motor generator MG is, for example, a three-phase (U-phase, V-phase, W-phase) DC brushless motor, and the driving force of the motor generator MG passes through the transmission 12 and the differential gear 14 to the left and right drive wheels W, It is distributed to W and transmitted. Further, when the driving force is transmitted from the driving wheel W side to the motor generator MG side during the deceleration of the hybrid vehicle 10, the motor generator MG functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is electrically converted. Recover as energy.

The motor generator MG is connected to the power drive unit 16, and the power drive unit 16 further includes the motor generator MG and power (for example, supply power supplied when the motor generator MG is driven, and regenerative power output when the motor generator MG is regenerated). ).
The power drive unit 16 includes, for example, a PWM inverter by pulse width modulation (PWM) including a bridge circuit formed by bridge connection using a plurality of transistor switching elements.

  Power drive unit 16 receives a control command output from motor ECU 18a and controls driving and regeneration of motor generator MG. For example, when the motor generator MG is driven, DC power output from the battery 17 is converted into three-phase AC power and supplied to the motor generator MG. Further, for example, during regeneration of the motor generator MG, the three-phase AC power output from the motor generator MG is converted into DC power and the battery 17 is charged.

  A motor ECU (ECU: Electronic Control Unit) 18a controls the operation of the motor generator MG by, for example, current feedback control (vector control) on the dq coordinates. For this reason, the motor ECU 18 detects, for example, the detection result signal output from the current sensor 19a that detects the current supplied to the motor generator MG from the power drive unit 16 and the rotation angle of the rotor MR of the motor generator MG, for example. A detection result signal output from a rotation angle sensor 19b such as a resolver is input.

  Then, the motor ECU 18 controls the power conversion operation of the power drive unit 16 as a signal to control the pulse input to the gate of each transistor constituting the bridge circuit of the PWM inverter of the power drive unit 16 (that is, each transistor by pulse width modulation). Pulse for on / off driving). The motor ECU 18 stores in advance a map (data) of the duty of this pulse, that is, an on / off ratio.

A battery ECU (ECU: Electronic Control Unit) 18b monitors the state of the battery 17, and based on detection signals of voltage, current, and temperature, the remaining capacity SOC (SOC: State of charge) of the battery 17 and the like. Various state quantities are calculated.
A transmission ECU (ECU: Electronic Control Unit) 18c controls the speed change operation of the transmission 12, for example, the connection / disconnection operation of the first and second clutches CL1 and CL2, and the connection / disconnection operation of each synchro clutch S1 to S4, for example. To do.
Further, a management ECU (ECU: Electronic Control Unit) 18d described later controls the ECUs 18a to 18c in an integrated manner.

The transmission 12 includes a dual clutch in which the first and second clutches CL1 and CL2 share the clutch housing 21. The clutch housing 21 includes a clutch body 22 of the first clutch CL1 and a clutch body 23 of the second clutch CL2. Is housed.
The first clutch CL1 is an electric clutch that connects the clutch body 22 to the clutch housing 21 by energization. The second clutch CL2 is an electric clutch that connects the clutch body 23 to the clutch housing 21 by energization.
The clutch housing 21 is integrally and coaxially fixed to the crankshaft CS of the internal combustion engine (engine) E.

  At each shaft end of the first main shaft (M) 24 of the transmission 12, the clutch main body 22 of the first clutch CL1 and the rotation shaft of the rotor MR of the motor generator MG are fixed integrally, and the first clutch CL1 is When fastened, the internal combustion engine (engine) E and the rotor MR of the motor generator MG are directly connected. The rotating shaft of the motor generator MG and the first main shaft (M) 24 are connected by, for example, spline fitting between a spline shaft 24a provided on one side and a spline bearing 24b provided on the other side. .

  The clutch body 23 of the second clutch CL2 is disposed on the opposite side of the internal combustion engine (engine) E (that is, the motor generator MG side) from the clutch body 22 of the first clutch CL1 in the clutch housing 11, and the first main shaft. (M) 24 is rotatably included and is integrally fixed to a second main shaft 25 a that is rotatable with respect to the first main shaft (M) 24.

Inside the motor generator MG, a planetary gear mechanism PGM including a sun gear 26, a planetary gear 27, and a ring gear 28, which are integrally fixed with the first main shaft (M) 24 as a central axis, is provided.
The center shaft 29 of the planetary gear 27 of the planetary gear mechanism PGM is rotatably supported by the carrier 30. The carrier 30 is fixed to the transmission unit 25b, and the transmission unit 25b includes the first main shaft (M) 24 rotatably via the sun gear 26 and is rotatable relative to the first main shaft (M) 24. Has been.
The transmission unit 25b and the second main shaft 25a are separated and independent from each other.

Between the ring gear 28 of the planetary gear mechanism PGM and the fixed gear F fixed so as not to rotate, a meshing synchro clutch S1 that can fix the ring gear 28 by connecting the ring gear 28 to the fixed gear F is provided. Is provided.
As a result, in this transmission 12, the rotating shaft of motor generator MG is directly connected to the first gear, which is an odd gear, among a plurality of gears (for example, the first gear to the seventh gear). Yes.
Each of the synchro clutches S1 to S4 is a synchronous clutch that is connected and disconnected by synchronizing the rotational speeds of the driving gear and the driven gear.

The first main shaft (M) 24 includes a reverse drive gear 41 that is coaxially and integrally fixed, and a fifth gear that is an idle gear that is disposed coaxially with the first main shaft (M) 24 and is rotatable. 5G.
The third speed gear 3G is coaxially and integrally fixed to the transmission unit 25b.
Between the first main shaft (M) 24 and the third speed gear 3G and the fifth speed gear 5G, the third speed gear 3G or the fifth speed gear 5G is selected and connected to the first main shaft (M) 24. A meshing-type synchro clutch S2 capable of transmitting a driving force from the first main shaft (M) 24 to the third speed gear 3G or the fifth speed gear 5G is provided.
As a result, in this transmission 12, among the plurality of shift speeds (for example, each of the 1st to 7th shift speeds), the rotation shaft of motor generator MG is connected to the 3rd and 5th shift speeds that are odd speeds. Directly connected.

  The second main shaft 25a is provided with a first drive gear 42 that is coaxially and integrally fixed.

  The reverse shaft (R) 31, the counter shaft (C) 32, the sub main shaft (S) 33, and the idle shaft (I) are parallel to the first main shaft (M) 24 and the second main shaft 25a. ) 34 and first and second accessory drive shafts (A1, A2) 35, 36 are provided.

The reverse shaft (R) 31 includes a reverse gear RG that is arranged coaxially with the reverse shaft (R) 31 and is rotatable and meshes with the reverse drive gear 41, and a reverse shaft (R) An idle shaft drive gear 43 that is coaxially and integrally fixed to 31 and meshes with the idle shaft gear 49 is provided.
Between the reverse shaft (R) 31 and the reverse gear RG, there is provided a meshing-type synchro clutch S3 that connects the reverse gear RG to the reverse shaft (R) 31 and can transmit driving force to each other. It has been.

The counter shaft (C) 32 includes a first counter gear 44 that is coaxially and integrally fixed to the counter shaft (C) 32 and meshes with the third speed gear 3G and the second speed gear 2G, and the counter shaft (C) 32. The second counter gear 45 is coaxially and integrally fixed to the fifth gear 5G and the fourth gear 4G, and is coaxially and integrally fixed to the counter shaft (C) 32 and is also fixed to be non-rotatable. A parking gear 46 that can mesh with a gear (not shown) and a third counter gear 47 that is coaxially and integrally fixed to the counter shaft (C) 32 and meshed with the output shaft gear 51 are provided.
The output shaft 13 includes an output shaft gear 51 that is coaxially and integrally fixed, and a differential gear 14.

The sub-main shaft (S) 33 includes a second-speed gear 2G that is an idle gear that is coaxially arranged with respect to the sub-main shaft (S) 33 and is rotatable and meshes with the first counter gear 44. A four-speed gear 4G which is an idle gear which is arranged coaxially with the sub-main shaft (S) 33 and is rotatable and meshes with the second counter gear 45, and a sub-main shaft (S) 33 An idle shaft drive gear 48 that is coaxially and integrally fixed is provided.
Between the sub-main shaft (S) 33 and the second-speed gear 2G and the fourth-speed gear 4G, the second-speed gear 2G or the fourth-speed gear 4G is selected and connected to the sub-main shaft (S) 33. In addition, a meshing synchro clutch S4 capable of transmitting a driving force from the sub-main shaft (S) 33 to the second gear 4G or the fourth gear 4G is provided.

The idle shaft (I) 34 is provided with an idle shaft gear 49 that is coaxially and integrally fixed. The idle shaft gear 49 is connected to the first drive gear 42 of the second main shaft 25a and the reverse shaft (R). ) 31 of the idle shaft drive gear 43 and the idle shaft drive gear 48 of the sub-main shaft (S) 33.
As a result, the driving force of the internal combustion engine (engine) E transmitted to the second main shaft 25a is sequentially transmitted through the first drive gear 42, the idle shaft gear 49, and the idle shaft drive gear 48 to the sub- In addition to being transmitted to the main shaft (S) 33, it is sequentially transmitted to the reverse shaft (R) 31 via the first drive gear 42, the idle shaft gear 49, and the idle shaft drive gear 43.

The first accessory drive shaft (A1) 35 is provided with a first gear 52 that is coaxially and integrally fixed to the first accessory drive shaft (A1) 35 and meshes with the reverse gear RG.
An air conditioner 53 and an oil pump 54 that supplies lubricating oil to, for example, the transmission 12 and the motor generator MG are connected to the second auxiliary machine drive shaft (A2) 36 via respective clutches (not shown). ing.
The first accessory drive shaft (A1) 35 and the second accessory drive shaft (A2) 36 are spanned between gears (not shown) that are coaxially and integrally fixed to the shafts 35, 36. The belt 55 is connected so that the driving force can be transmitted.

  Hereinafter, the operation of the transmission 12 will be described.

First, in the first speed traveling state such as when starting, the ring gear 28 of the planetary gear mechanism PGM is fixed by the synchro clutch S1, the third speed gear 3G is connected to the first main shaft (M) 24 by the synchro clutch S2, and the other Synchro clutch S3, S4 will be in the disengagement state which does not mesh with any gear. For example, at the time of starting, the first and second clutches CL1 and CL2 are disengaged and the driving force of the motor generator MG is transmitted to the first main shaft (M) 24, and then the first Only the clutch CL1 is engaged and the internal combustion engine (engine) E is ignited, so that the driving force of the motor generator MG and the internal combustion engine (engine) E is transmitted to the first main shaft (M) 24.
As a result, the driving force of the motor generator MG, the driving force of the motor generator MG and the internal combustion engine (engine) E, or the driving force of the internal combustion engine (engine) E are sequentially applied to the first main shaft (M) 24, the sun gear 26, The planetary gear 27, the third speed gear 3G, the first counter gear 44, the third counter gear 47, and the output shaft gear 51 are transmitted.

Further, in the third speed traveling state or the fifth speed traveling state, the connection of the synchro clutch S1 is released, and at least the second clutch CL2 is disengaged, and the third speed gear 3G or the fifth speed gear 5G is moved to the first main by the synchro clutch S2. The other synchro clutches S1, S3, S4 are connected to the shaft (M) 24 and are in a disengaged state where they do not mesh with any gear.
Accordingly, the driving force of the motor generator MG or the driving force of the motor generator MG and the internal combustion engine (engine) E is sequentially applied to the first main shaft (M) 24, the third speed gear 3G or the fifth speed gear 5G, It is transmitted to the counter gear 44 or the second counter gear 45, the third counter gear 47, and the output shaft gear 51.

Further, in the second speed traveling state or the fourth speed traveling state, the first clutch CL1 is disengaged, and the second speed gear 2G or the fourth speed gear 4G is connected to the sub main shaft (S) 33 by the synchro clutch S4. Synchro clutch S1-S3 will be in the disengagement state which does not mesh with any gear.
Accordingly, the driving force of the internal combustion engine (engine) E is sequentially changed to the second main shaft 25a, the first drive gear 42, the idle shaft gear 49, the idle shaft drive gear 48, the second speed gear 2G or the fourth speed. It is transmitted to the gear 4G, the first counter gear 44 or the second counter gear 45, the third counter gear 47, and the output shaft gear 51.
In this case, if necessary, the driving force of the motor generator MG is changed to the internal combustion engine (engine) even in the second speed traveling state or the fourth speed traveling state by the pre-shift state in which the synchro clutches S1 and S2 are in the contact state. The vehicle can travel in addition to the driving force E.

  When the shift stage shifts between an odd stage (eg, 1st speed, 3rd speed, 5th speed, etc.) and an even stage (eg, 2nd speed, 4th speed, etc.) due to upshifting or downshifting, the preshift state Is provided.

  In the pre-shift state provided during shifting up from an even number of stages (for example, 2nd speed, 4th speed, etc.) to an odd number of stages (for example, 3rd speed, 5th speed, etc.) S2 is switched to the contact state. Thereby, the counter shaft (C) 32 and the first main shaft (M) 24 are connected, and the clutch main body 22 of the first clutch CL1 connected to the first main shaft (M) 24 and the motor generator MG are connected. The rotor MR idles.

  For example, in a shift-up from a 4-speed traveling state to a 5-speed traveling state, a pre-shift state is provided during the transition from the 4-speed traveling state to the 5-speed traveling state. In this pre-shift state, the synchronized clutch S2 in the disconnected state is switched to a contact state in which the fifth speed gear 5G is connected to the first main shaft (M) 24. As a result, the clutch body 22 of the first clutch CL1 connected to the first main shaft (M) 24 and the rotor MR of the motor generator MG idle.

  In addition, in the pre-shift state provided while shifting up from an odd-numbered stage (for example, 1st speed, 3rd speed, etc.) to an even-numbered stage (for example, 2nd speed, 4th speed, etc.) The synchro clutch S4 is switched to the contact state. As a result, the counter shaft (C) 32, the sub-main shaft (S) 33, the idle shaft (I) 34, and the second main shaft 25a are sequentially connected to the second main shaft 25a. The clutch main body 23 of the second clutch CL2 running idles.

  For example, in a shift-up from a 3-speed traveling state to a 4-speed traveling state, a pre-shift state is provided during the transition from the 3-speed traveling state to the 4-speed traveling state. In this pre-shift state, the synchronized clutch S4 in the disconnected state is switched to a contact state in which the fourth speed gear 4G is connected to the sub-main shaft (S) 33. Thereby, the clutch main body 23 of the second clutch CL2 connected to the second main shaft 25a idles.

  Moreover, in the pre-shift state provided while shifting down from an odd-numbered stage (for example, 3rd speed, 5th speed, etc.) to an even-numbered stage (for example, 2nd speed, 4th speed, etc.) The synchro clutch S4 is switched to the contact state. As a result, the counter shaft (C) 32, the sub-main shaft (S) 33, the idle shaft (I) 34, and the second main shaft 25a are sequentially connected to the second main shaft 25a. The clutch main body 23 of the second clutch CL2 running idles.

  For example, in the downshift from the 3rd speed running state to the 2nd speed running state, the preshift state is provided during the transition from the 3rd speed running state to the 2nd speed running state. In this pre-shift state, the synchronized clutch S4 in the disconnected state is switched to a contact state in which the second speed gear 2G is connected to the sub-main shaft (S) 33. Thereby, the clutch main body 23 of the second clutch CL2 connected to the second main shaft 25a idles.

  Further, in the pre-shift state provided while shifting down from an even-numbered stage (for example, 2nd speed, 4th speed, etc.) to an odd-numbered stage (for example, 1st speed, 3rd speed, etc.) Synchro clutch S2 (or synchro clutches S2 and S1) is switched to the contact state. Thereby, the counter shaft (C) 32 and the first main shaft (M) 24 are connected, and the clutch main body 22 of the first clutch CL1 connected to the first main shaft (M) 24 and the motor generator MG are connected. The rotor MR idles.

  For example, in the downshift from the 2nd speed running state to the 1st speed running state, the preshift state is provided during the transition from the 2nd speed running state to the 1st speed running state. In this pre-shift state, the disengaged synchro clutch S2 is switched to a contact state in which the third speed gear 3G is connected to the first main shaft (M) 24, and the disengaged synchro clutch S1 disengages the ring gear 28 of the planetary gear mechanism PGM. Switch to the fixed contact state. As a result, the clutch body 22 of the first clutch CL1 connected to the first main shaft (M) 24 and the rotor MR of the motor generator MG idle.

  As shown in FIG. 2, for example, the management ECU (ECU: Electronic Control Unit) 18d includes an energy management unit 61, a device limit calculation unit 62, a target driving force calculation unit 63, a transient response control unit 64, and power distribution. A unit 65 and a power generation control unit 66 are provided.

  The energy management unit 61 uses various device state quantities, for example, state quantities such as the remaining capacity SOC of the battery 17 output from the battery ECU 18b, and state quantities of various in-vehicle devices such as the air conditioner 53 and the oil pump 54, for example. Based on this, various operation instructions related to the energy management operation of various devices such as charging / discharging of the battery 17 and required limit values (for example, power limit values) are output.

  The device limit calculation unit 62 outputs operation instructions for various devices based on various operation instructions and request limit values output from the energy management unit 61 and protection limit values related to protection of various devices.

For example, when the angular velocity change amount of the motor generator MG based on the detection result signal output from the rotation angle sensor 19b is larger than a predetermined change amount, the device limit calculation unit 62 and the rotation shaft of the motor generator MG and the transmission 12 An operation instruction for instructing to interrupt power transmission to the output shaft (D) 13 is output.
This operation instruction is, for example, each synchro clutch corresponding to an odd-numbered shift stage (for example, each of the first, third, and fifth shift stages) of the transmission 12 to which the rotation shaft of the motor generator MG is directly connected. Instructing to turn off S1 and S2.
Note that the device limit calculation unit 62 instructs to reduce the driving torque of the motor generator MG during power running or to switch the operation of the motor generator MG from power running to regeneration before generating the regenerative torque prior to the interruption of the power transmission. An operation instruction may be output.

  The operation instruction for instructing the interruption of the power transmission is, for example, an angular velocity of the motor generator MG at the time of parking in which the output shaft 13 is mechanically fixed by the parking gear 46 of the transmission 12 to prohibit rotation while the vehicle is running. This is output when the change amount is larger than the predetermined change amount.

  The operation instruction for instructing the interruption of the power transmission is, for example, a braking operation (for example, an operation in which the brake pedal is depressed suddenly or the amount of depression of the brake pedal is large) while the vehicle is traveling. When the braking with the required braking force according to the operation or the like is performed, if the angular velocity change amount of the motor generator MG is larger than the predetermined change amount and the required braking force is less than or equal to the predetermined maximum braking force, it is output.

The operation instruction for instructing the interruption of the power transmission is, for example, from an operation at an even number of gears (for example, each of the second gear and fourth gear) to an odd gear (for example, 1), 3rd speed, 5th speed, etc.) while the vehicle is traveling in a predetermined shift state (that is, pre-shift state) during the transition to travel in the first speed, third speed, and fifth speed. For example, when braking with a required braking force according to a sudden depression of the brake pedal or an operation with a large amount of depression of the brake pedal, the angular velocity change amount of the motor generator MG is larger than a predetermined change amount, and It is output if the required braking force is less than or equal to a predetermined maximum braking force.
In this case, the device restriction calculation unit 62 may further output an operation instruction for instructing the stop of the internal combustion engine (engine) E connected to the even-numbered speed stages of the transmission 12. As a result, the rotational resistance of the internal combustion engine (engine) E increases and the braking force increases.

  The operation instruction for instructing the interruption of the power transmission is, for example, in accordance with a braking operation (for example, depression of a brake pedal) performed by the driver while the vehicle travels with only the driving force of the motor generator MG. When braking with the required braking force, the angular velocity change amount of the motor generator MG is larger than the predetermined change amount and is output if the required braking force is less than or equal to the predetermined maximum braking force.

  The target driving force calculation unit 63, for example, various driving operation amounts (for example, accelerator opening degree) according to the driving operation of the driver and various vehicle state amounts (for example, engine speed, Speed) and the respective limit values output from the energy management unit 61 and the device limit calculation unit 62, each target driving force of the internal combustion engine (engine) E of the vehicle driving source and the motor generator MG is output.

  The transient response control unit 64 is, for example, based on the target driving force output from the target driving force calculation unit 63 and the respective limit values output from the energy management unit 61 and the device limit calculation unit 62. An operation instruction for the transient response of the engine (engine) E and the motor generator MG is set, and the operation instruction for the transient response is output together with the target driving force.

The power distribution unit 65, for example, based on the operation instruction output from the device limit calculation unit 62, the operation instruction for the transient response output from the transient response control unit 64, and the target driving force, and the internal combustion engine (engine) E and The power distribution of the motor generator MG is set, and control commands for instructing the operation of various devices are output according to the power distribution.
The power generation control unit 66, for example, based on the operation instruction output from the device limit calculation unit 62, the operation instruction for the transient response output from the transient response control unit 64, and the target driving force, only the driving force of the motor generator MG. Control commands for instructing the operation of various devices during EV traveling and when the motor generator MG generates electric power.

  The hybrid vehicle 10 according to the present embodiment has the above-described configuration. Next, an example of the operation of the hybrid vehicle 10, in particular, an example of a process for interrupting power transmission in the transmission 12 will be described.

First, in step S01 shown in FIG. 3, for example, whether or not the angular velocity change amount of the motor generator MG based on the detection result signal output from the rotation angle sensor 19b at the time of parking or the like is larger than a predetermined change amount. Determine.
If this determination is “NO”, the flow proceeds to the end.
On the other hand, if this determination is “YES”, the flow proceeds to step S 02.

Next, in step S02, the driving torque of motor generator MG during power running is forcibly reduced or the operation of motor generator MG is forcibly switched from power running to regeneration to generate regenerative torque.
Next, in step S03, each synchro corresponding to an odd-numbered gear stage (for example, each gear stage of 1st speed, 3rd speed, and 5th speed) of transmission 12 to which the rotation shaft of motor generator MG is directly connected. The clutches S1 and S2 are forcibly released to a disengaged state.

Next, in step S04, it is determined whether or not the angular velocity change amount of motor generator MG is within a predetermined range.
If this determination is “NO”, the flow proceeds to step S 05, and in this step S 05, the execution of the operations in steps S 02 and 03 described above is maintained, and the flow proceeds to end.
On the other hand, when the determination result is “YES”, the execution of the operations in steps S02 and S03 described above is stopped, the state is returned to a state where these operations are not performed, and the process proceeds to the end.

  Hereinafter, with reference to FIG. 4, for example, an operation at the time of deceleration of the hybrid vehicle 10, in particular, an operation of the brake device B such as a hydraulic booster type will be described.

For example, when the internal combustion engine (engine) E and the rotor MR of the motor generator MG are traveling in a directly connected state, for example, when the depression operation of the accelerator pedal is released at time t1, the internal combustion engine (engine) E is released after time t1. The braking force of the engine brake due to the rotational resistance is generated and deceleration is started.
For example, after time t2 when the brake pedal depressing operation is started and the brake switch is switched from OFF to ON, the REG hydraulic pressure that is the brake hydraulic pressure corresponding to the depressing force of the brake pedal depressing operation tends to increase. Change.
Then, for example, after time t3, when the REG hydraulic pressure becomes equal to or higher than the predetermined brake hydraulic pressure Pa, regeneration by the motor generator MG is started, and the braking force of the regenerative brake due to this regeneration is added to the braking force of the engine brake. In this way, further deceleration is performed.

  After this time t2, for example, after the time t3 when the regeneration is started, the time t4 when the deceleration is stabilized, and the time t5 when the reduction of the braking force of the regenerative brake starts, the engine brake and the regenerative brake are passed. In the period up to the time t6 when the generation of the engine ends, the M / C hydraulic pressure that is the brake hydraulic pressure corresponding to the braking pressure is set to the brake hydraulic pressure Pb corresponding to the required braking force as normal control. It is controlled to move up and down until it reaches. Then, after time t6 when the M / C hydraulic pressure reaches the brake hydraulic pressure Pb corresponding to the required braking force, for example, at time t7, the speed becomes zero and the vehicle stops.

  On the other hand, for example, during sudden braking in which the brake pedal is depressed suddenly, the M / C hydraulic pressure increases monotonously with the REG hydraulic pressure corresponding to the depressing force of the brake pedal depression. The brake fluid pressure Pb corresponding to the power is reached.

  Even in such a sudden braking, if the required braking force is equal to or less than a predetermined maximum braking force set in advance for the braking device B, the braking force output from the braking device B Only the vehicle can be decelerated. For this reason, the amount of change in the angular velocity of the motor generator MG is larger than the predetermined amount of change, so that power transmission between the rotating shaft of the motor generator MG and the output shaft (D) 13 of the transmission 12 is interrupted. Even if the synchro clutches S1 and S2 corresponding to the odd-numbered gears of the machine 12 (for example, the first gear, the third gear, and the fifth gear) are turned off and the resistance decreases, The driver's braking intention can be accurately reflected in the driving behavior.

  As described above, according to the hybrid vehicle 10 according to the embodiment of the present invention, when the angular velocity change amount of the motor generator MG is larger than the predetermined change amount, the rotation shaft of the motor generator MG and the output shaft (D ) Power transmission to and from 13 can be cut off. This prevents the occurrence of problems such as, for example, a shift in the rotational phase of the motor generator MG, or damage to the mechanical connection between the rotational shaft of the motor generator MG and the gear stage of the transmission 12, for example. Can do.

  Further, even when an excessive load is applied during execution of parking in transmission 12, and the angular velocity change amount of motor generator MG becomes larger than a predetermined change amount, the rotation shaft of motor generator MG is directly connected. The transmission of power between the rotating shaft of the motor generator MG and the output shaft (D) 13 of the transmission 12 can be cut off by disengaging the sync clutches S1 and S2 of the odd gears. As a result, it is possible to prevent the occurrence of problems such as, for example, a shift in the rotational phase of the motor generator MG, or damage to the mechanical connection between the rotating shaft of the motor generator MG and the odd-numbered shift speed. it can.

Further, for example, when the vehicle is traveling in the pre-shift state of the transmission 12 from the even-numbered stage to the odd-numbered stage or during traveling of the vehicle that travels only by the driving force of the motor generator MG, for example, the driver's braking operation is performed. Even if an excessive load corresponding to the motor acts on the motor generator MG and the angular speed change amount becomes larger than the predetermined change amount, each synchronization of the odd-numbered shift speeds where the rotation shaft of the motor generator MG is directly connected is performed. By disengaging clutches S1 and S2, power transmission between the rotation shaft of motor generator MG and output shaft (D) 13 of transmission 12 can be cut off. As a result, it is possible to prevent the occurrence of problems such as, for example, a shift in the rotational phase of the motor generator MG, or damage to the mechanical connection between the rotating shaft of the motor generator MG and the odd-numbered shift speed. it can.
In addition, since the power transmission is interrupted when the required braking force is equal to or less than the predetermined maximum braking force, even if the resistance is reduced due to disengagement of the synchro clutches S1 and S2. The required braking force equal to or less than the predetermined maximum braking force set in advance for the brake braking device B can be ensured, and the driver's braking intention can be accurately reflected in the traveling behavior of the vehicle.

  Further, by setting a predetermined change amount that is a threshold value with respect to the change amount of the angular speed of the motor generator MG so as to protect the spline fitting of the odd-numbered shift stage to which the rotation shaft of the motor generator MG is directly connected, the motor generator It is possible to prevent damage to the connecting portion between the rotating shaft of the MG and the shaft of the odd-numbered gear stage (first main shaft (M) 24).

  In the above-described embodiment, the first and second clutches CL1 and CL2 are hydraulic clutches that connect the clutch bodies 22 and 23 to the clutch housing 21 by supplying hydraulic oil from the oil pump. There may be.

  In the above-described embodiment, the transmission 12 includes the dual clutch in which the first and second clutches CL1 and CL2 share the clutch housing 21. However, the present invention is not limited to this. Other types of clutches may be provided.

DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 12 ... Transmission, 13 ... Output shaft, 18d ... Management ECU (control means), 19b ... Rotation angle sensor, B ... Brake device (brake), CL1 ... 1st clutch (2nd connection / disconnection means) , E: Internal combustion engine (engine), MG: Motor generator (electric motor), S1, S2: Synchro clutch (first connecting / disconnecting means)

Claims (2)

An internal combustion engine and an electric motor as a drive source of the vehicle;
A transmission capable of being connected to and disconnected from the electric motor via a first connection / disconnection means;
The internal combustion engine capable of being connected to and disconnected from the electric motor via a second connecting / disconnecting means;
A rotation angle sensor for detecting a rotation angle of the electric motor;
A hybrid vehicle comprising:
Control means for interrupting the first connecting / disconnecting means when the angular velocity change amount of the electric motor based on the detection result of the rotation angle sensor is larger than a predetermined change amount;
The control means includes
During braking with the required braking force according to the braking operation of the driver while the vehicle is running,
If the angular velocity change amount of the electric motor is larger than the predetermined change amount and the required braking force is equal to or less than a predetermined maximum braking force, the first connecting / disconnecting unit is brought into a cutoff state.
A hybrid vehicle characterized by that. A brake for braking the vehicle with a hydraulic pressure corresponding to the braking operation;
The hydraulic pressure increases monotonously during sudden braking when the braking operation is performed rapidly.
The hybrid vehicle according to claim 1.

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