JP6855277B2 - vehicle - Google Patents

Description

The present invention relates to a vehicle having three prime movers.

Patent Document 1 describes a drive device for a hybrid vehicle including an engine, a motor, and a generator. The hybrid vehicle drive device includes an engine shaft arranged in parallel, a generator shaft, and an idler shaft, and the generator shaft is at least a hollow shaft rotatably attached to the inner peripheral shaft and the inner peripheral shaft. It has an outer peripheral shaft. The engine shaft connected to the crankshaft of the engine is connected to the inner peripheral shaft of the generator shaft having the generator on its axis via the generator drive gear. Further, the outer peripheral shaft of the generator shaft provided with the motor on its axis is connected to the idler shaft via the motor driving force transmission gear, and the engine shaft and the idler shaft are connected via the engine driving force transmission gear. The idler shaft and the differential device are connected via the final gear, and the differential device is connected to the drive wheels via the differential shaft. Further, the engine shaft is provided with a clutch for connecting or releasing the power transmission between the engine shaft and the idler shaft via the engine driving force transmission gear.

International Publication No. 2009/128288 Japanese Unexamined Patent Publication No. 2005-178479

In the drive device for a hybrid vehicle described in Patent Document 1 described above, the engine shaft connected to the crankshaft of the engine is connected to the inner peripheral shaft of the generator shaft provided with the generator on the axis via the generator drive gear. Therefore, the engine and the generator are always meshed with each other by gears. Therefore, when the generator assists the motor, the engine is always rotated by the rotation of the generator. Therefore, when the generator assists the motor, the generator needs to generate an output including the rotation of the engine. As a result, the energy consumed by the generator increases.

An object of the present invention is to provide a vehicle capable of preventing the remaining prime movers from being carried around by the operation when at least one of the three prime movers is activated.

In order to achieve the above object, the invention according to claim 1 is
The first motor (for example, the engine ENG in the embodiment described later), the second motor (for example, the second motor generator MG2 in the embodiment described later), and the third motor (for example, the first motor in the embodiment described later). A vehicle equipped with 1 motor generator MG1).
The first prime mover and the second prime mover can be connected to and disconnected from the power transmission path between the first prime mover and the second prime mover by the first disconnection / connection portion (for example, the clutch CL1 in the embodiment described later). Placed in
The second prime mover and the third prime mover can be connected to and disconnected from the power transmission path between the second prime mover and the third prime mover by a second disconnection portion (for example, the clutch CL2 in the embodiment described later). Placed in
In the third prime mover and the first prime mover, the power transmission path between the third prime mover and the first prime mover can be connected by the connection of the first connection portion and the connection of the second connection portion. Moreover, it is arranged so as to be able to be cut off by blocking at least one of the first connecting part and the second connecting part.
The third prime mover is connected to the driven portion of the vehicle and is connected to the driven portion .
The first prime mover is an internal combustion engine.
The second prime mover and the third prime mover are rotary electric machines.
It said second prime mover is in the high rotation side than the third prime mover, Ru an area of highly efficient operation point.

The invention according to claim 2 is the invention according to claim 1 .
When a deceleration request is generated in the vehicle during traveling by the power of the third prime mover with the first disconnection portion and the second disconnection portion open, the third prime mover regenerates.

The invention according to claim 3 is the invention according to claim 1 or 2 .
When a deceleration request is generated for the vehicle while traveling at a traveling speed of less than a predetermined value, only the third prime mover regenerates regardless of the disconnection state of the first connection portion and the second connection portion. ..

The invention according to claim 4 is the invention according to any one of claims 1 to 3 .
The second prime mover is driven by the first prime mover in a state where the first disconnection portion is fastened and the second disconnection portion is open, and the traveling speed is equal to or higher than a predetermined value by the power of the third prime mover. When a deceleration request is made to the vehicle during traveling, the absolute value of the difference between the rotation speed of the second disconnection portion on the third prime mover side and the rotation speed of the second prime mover side is equal to or greater than the threshold value. At that time, the third prime mover regenerates.

The invention according to claim 5 is the invention according to any one of claims 1 to 4 .
The second prime mover is driven by the first prime mover in a state where the first disconnection portion is fastened and the second disconnection portion is open, and the traveling speed is equal to or higher than a predetermined value by the power of the third prime mover. When a deceleration request is made to the vehicle during traveling, the absolute value of the difference between the rotation speed of the second coupling portion on the third prime mover side and the rotation speed of the second prime mover side is less than the threshold value. At that time, the second prime mover regenerates after opening the first connecting / connecting portion and fastening the second connecting / connecting portion.

The invention according to claim 6 is the invention according to any one of claims 1 to 5 .
When a deceleration request is made to the vehicle while traveling at a traveling speed of a predetermined value or more with the second connecting / disconnecting portion fastened, the second prime mover regenerates the vehicle.

According to the invention of claim 1, since the power transmission path between the first prime mover and the second prime mover can be connected and cut off by the first disconnection portion, the first disconnection portion is opened when the second prime mover is operated. By doing so, it is possible to prevent the first prime mover from rotating due to the rotation of the second prime mover. Therefore, the driving efficiency of the second prime mover is improved. Further, when the second prime mover is a rotary electric machine, the regenerative efficiency of the second prime mover is improved.
Further, according to the invention of claim 1, the second prime mover has a region of a highly efficient operating point on the high rotation speed side, while the third prime mover has a region of a highly efficient operating point on the low rotation speed side. , The second prime mover or the third prime mover can be selected according to the planned operating rotation speed of the rotary electric machine. The selection of the second prime mover or the third prime mover is performed by opening or fastening the first connection portion and the second connection portion.

In the invention of claim 2 , the third prime mover regenerates without changing the connection state of the first connection portion and the second connection portion. If the number of revolutions scheduled for deceleration regeneration is high, the second prime mover can regenerate with higher efficiency, but in order for the second prime mover to perform regeneration, it is necessary to fasten the second connection / disconnection part. , In order to fasten the second connecting / connecting portion, it is necessary to drive the second prime mover to adjust the rotation speed at the second connecting / connecting portion. In this way, although the regeneration of the second prime mover is highly efficient, it is preferable that the third prime mover regenerates even if the efficiency is low, based on the viewpoint of energy loss until the second prime mover starts regeneration. .. Therefore, the regenerative electric machine that regenerates with the first connection portion and the second connection portion open can be performed without changing the connection state of the first connection portion and the second connection portion. By using it as a prime mover, it is expected that the amount of energy recovery obtained during deceleration will increase.

In the invention of claim 3 , if the vehicle speed at the time of the deceleration request is less than a predetermined value, only the third prime mover regenerates. Since the rotation speed of the rotating electric machine scheduled for deceleration regeneration when the vehicle speed is less than a predetermined value is low, it is obtained during deceleration by the third prime mover having a highly efficient operating point region on the low rotation side. The amount of energy recovered is expected to increase.

If the vehicle speed when a deceleration request is generated while driving with the second connection / disconnection open is equal to or higher than a predetermined value, regeneration by the second prime mover having a highly efficient operating point region on the high rotation side. It is preferable that at least the second connecting / connecting portion is fastened in order for the second prime mover to regenerate. However, if the absolute value of the difference in rotation speeds at both ends of the second connection portion is equal to or greater than the threshold value, the energy loss that occurs when the second connection portion is fastened is large. Therefore, in the invention of claim 4 , even if the vehicle speed is equal to or higher than a predetermined value when a deceleration request is generated during driving with the second connecting portion open, both ends of the second connecting portion are used. If the absolute value of the rotation speed difference is equal to or greater than the threshold value, the third connection having a highly efficient operating point region on the low rotation side without changing the connection state of the first connection portion and the second connection portion. The prime mover regenerates. As a result, the amount of energy recovery obtained during deceleration is expected to increase.

If the vehicle speed when a deceleration request is generated while driving with the second connection / disconnection open is equal to or higher than a predetermined value, regeneration by the second prime mover having a highly efficient operating point region on the high rotation side. It is preferable that at least the second connecting / connecting portion is fastened in order for the second prime mover to regenerate. Further, if the absolute value of the difference in rotation speeds at both ends of the second connection portion is less than the threshold value, the energy loss that occurs when the second connection portion is fastened is small. Therefore, in the invention of claim 5 , when the vehicle speed is equal to or higher than a predetermined value when a deceleration request is generated while driving with the second connecting portion open, the difference in the number of rotations at both ends of the second connecting portion If the absolute value of is less than the threshold value, the second prime mover having a highly efficient operating point region on the high rotation side is regenerated after opening the first connection and fastening the second connection. I do. As a result, the amount of energy recovery obtained during deceleration is expected to increase.

In the invention of claim 6 , if the vehicle speed when a deceleration request is generated during traveling with the second connecting / disconnecting portion fastened is equal to or higher than a predetermined value, the second prime mover regenerates. Since the rotation speed of the rotating electric machine scheduled for deceleration regeneration when the vehicle speed is equal to or higher than a predetermined value is high, the second prime mover, which has a highly efficient operating point region on the high rotation side, regenerates and obtains during deceleration. The amount of regenerative energy generated is expected to increase. Further, the regeneration of the second prime mover is possible without changing the disconnection state of the first connection portion and the second connection portion, and no energy loss occurs when the second prime mover regenerates. The amount of energy recovery obtained during deceleration is expected to increase.

It is a block diagram which shows the internal structure of an HEV (vehicle) which can switch between a series system and a parallel system. It is a figure which shows each operation area of the 1st motor generator and the 2nd motor generator. It is a schematic block diagram of the drive device for a vehicle which comprises the vehicle shown in FIG. It is a figure which shows the power and the electric power transmission when it is set to the EV traveling mode in the 1st motor generator. It is a figure which shows the power and the electric power transmission when it is set to a series running mode. It is a figure which shows the power and the electric power transmission when it is set to the EV traveling mode in the 2nd motor generator. It is a figure which shows the power and the electric power transmission when it is set to the EV traveling mode in the 1st motor generator and the 2nd motor generator. It is a figure which shows the power and the electric power transmission when it is set to an engine running mode. It is a flowchart which shows the process flow of the ECU which performs the braking control according to the state of a vehicle. It is a flowchart which shows the process flow of the ECU which performs the braking control according to the state of a vehicle.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

The HEV (Hybrid Electrical Vehicle) is equipped with a motor generator and an engine, and travels by the power of the motor generator and / or the engine according to the traveling state of the vehicle. There are roughly two types of HEVs, a series system and a parallel system. Series-type HEVs run on the power of a motor generator. The engine is mainly used for power generation, and the power generated by another motor generator by the power of the engine is charged to a battery or supplied to the motor generator. On the other hand, the parallel type HEV runs by the power of either one or both of the motor generator and the engine. Further, an HEV capable of switching between both of these types is also known. In this type of HEV, the power transmission system is switched to either a series system or a parallel system by releasing or engaging (disengaging) the clutch according to the traveling state.

FIG. 1 is a block diagram showing an internal configuration of an HEV capable of switching between a series system and a parallel system. The HEV shown in FIG. 1 (hereinafter, simply referred to as “vehicle”) includes an engine (internal combustion engine) ENG, a first motor generator MG1, a second motor generator MG2, and a lockup clutch (hereinafter, simply referred to as “clutch”). ) CL1, CL2, battery BAT, vehicle speed sensor 101, rotation speed sensors 103, 104, VCU (Voltage Control Unit) 105, first inverter INV1, second inverter INV2, and ECU (Electronic Control Unit). It is equipped with 107. The thick solid line in FIG. 1 indicates the mechanical connection, the double dotted line indicates the power wiring, and the thin solid line arrow indicates the control signal or the detection signal.

The engine ENG drives the second motor generator MG2 as a generator in a state where the clutch CL1 is engaged and the clutch CL2 is released. Further, when the clutch CL1 and the clutch CL2 are engaged together, the engine ENG outputs the power for the vehicle to travel, and the power is transmitted via the clutch CL1, the clutch CL2, the differential gear D and the drive shaft 9. It is transmitted to the drive wheels DW and DW.

The first motor generator MG1 and the second motor generator MG2 are rotary electric machines.

The second motor generator MG2 is driven by the power of the engine ENG to generate electric power. Further, the second motor generator MG2 outputs the power for traveling the vehicle by supplying electric power from the battery BAT. The torque generated by the second motor generator MG2 is transmitted to the drive wheels DW and DW via the clutch CL2, the differential gear D and the drive shaft 9. Further, the second motor generator MG2 can operate as a generator when braking the vehicle.

The first motor generator MG1 operates as an electric motor by supplying electric power from at least one of the battery BAT and the second motor generator MG2, and generates power for the vehicle to travel. The torque generated by the first motor generator MG1 is transmitted to the drive wheels DW and DW via the differential gear D and the drive shaft 9. Further, the first motor generator MG1 can operate as a generator when the vehicle is braked.

In the comparison between the first motor generator MG1 and the second motor generator MG2, the first motor generator MG1 operates efficiently in the low rotation range, and the second motor generator MG2 operates efficiently in the high rotation range. FIG. 2 is a diagram showing each operating region of the first motor generator MG1 and the second motor generator MG2. As shown in FIG. 2, the first motor generator MG1 and the second motor generator MG2 have different regions of highly efficient operating points both during power running drive and during regenerative operation. Therefore, both when driven as an electric motor and when operating as a generator, the first motor generator MG1 is preferably operated at a low rotation speed, and the second motor generator MG2 is preferably operated at a high rotation speed.

The clutch CL1 connects or disconnects the power transmission path between the engine ENG and the second motor generator MG2 by opening or engaging in response to an instruction from the ECU 107. When the clutch CL1 is engaged, the second motor generator MG2 operates as a generator by the power output from the engine ENG. Further, if the clutch CL1 is in the open state when the vehicle is braked, the load on the second motor generator MG2 operating as a generator is reduced.

The clutch CL2 connects or disconnects the power transmission path between the first motor generator MG1 and the second motor generator MG2 by opening or engaging in response to an instruction from the ECU 107. When the clutch CL2 is engaged, the power output by the engine ENG or the second motor generator MG2 is transmitted to the drive wheels DW and DW. Further, if the clutch CL2 is engaged when the vehicle is braked, the second motor generator MG2 can operate as a generator.

The battery BAT has a plurality of storage cells connected in series and supplies a high voltage of, for example, 100 to 200 V. The storage cell is, for example, a lithium ion battery or a nickel hydrogen battery. The electric power output from the battery BAT is sent to at least one of the first motor generator MG1 and the second motor generator MG2 via the VCU 105, the first inverter INV1 and the second inverter INV2. Further, the battery BAT is charged with the regenerative power obtained when the first motor generator MG1 or the second motor generator MG2 operates as a generator when the vehicle is braked.

The vehicle speed sensor 101 detects the traveling speed (vehicle speed VP) of the vehicle. The signal indicating the vehicle speed VP detected by the vehicle speed sensor 101 is sent to the ECU 107.

The rotation speed sensor 103 detects the rotation speed of the shaft 37 connected to the first motor generator MG1 side of the clutch CL2. The rotation speed sensor 104 detects the rotation speed of the input shaft 21 connected to the second motor generator MG2 side of the clutch CL2. A signal indicating the rotation speed detected by the rotation speed sensors 103 and 104 is sent to the ECU 107.

The VCU 105 boosts the output voltage of the battery BAT when the first motor generator MG1 or the second motor generator MG2 operates as an electric motor. Further, the VCU 105 is a first motor generator MG1 or a second motor generator when the battery BAT is charged with the regenerative power generated by the first motor generator MG1 or the second motor generator MG2 and converted into direct current when the vehicle is braked. The output voltage of MG2 is stepped down. Further, the VCU 105 steps down the electric power generated by the second motor generator MG2 and converted into direct current by driving the engine ENG. The electric power stepped down by the VCU 105 is charged in the battery BAT.

The first inverter INV1 converts a DC voltage into an AC voltage and supplies a three-phase current to the first motor generator MG1. Further, the first inverter INV1 converts the AC voltage generated by the first motor generator MG1 into a DC voltage when the vehicle is braked.

The second inverter INV2 converts a DC voltage into an AC voltage and supplies a three-phase current to the second motor generator MG2. Further, the second inverter INV2 converts the AC voltage generated by the second motor generator MG2 by driving the engine ENG into a DC voltage. Further, the second inverter INV2 converts the AC voltage generated by the second motor generator MG2 into a DC voltage when the vehicle is braked.

The ECU 107 performs braking control according to the state of the vehicle by performing disconnection control of the first inverter INV1, the second inverter INV2 and VCU105, and the clutches CL1 and CL2 according to the state of the vehicle. Details of the control by the ECU 107 will be described later.

(Outline configuration of vehicle drive unit)
Next, the configuration of the vehicle drive device including the engine ENG, the first motor generator MG1, the second motor generator MG2, and the clutches CL1 and CL2 shown in FIG. 1 will be described in detail with reference to FIG. FIG. 3 is a schematic configuration diagram of a vehicle drive device constituting the vehicle shown in FIG.

The vehicle drive device 10 shown in FIG. 3 includes an engine ENG, a first motor generator MG1, a second motor generator MG2, clutches CL1 and CL2, a damper 13, and a transmission mechanism T, and is a first motor generator. The MG1 and the second motor generator MG2 are arranged so as to have a rotation axis in the same linear shape.

In the transmission mechanism T, an input shaft 21 arranged in the same linear shape as the engine output shaft 12 of the engine ENG and connected to the engine output shaft 12 and a motor generator connected to the first motor generator MG1 and the second motor generator MG2. The shaft 23 and the output shaft 25 connected to the differential gear D are arranged in parallel. The motor generator shaft 23 is composed of a first input / output shaft 29 directly connected to the first motor generator MG1 and a second input / output shaft 27 directly connected to the second motor generator MG2. The second input / output shaft 27 is inserted into the inside so as to be relatively rotatable.

A clutch CL1 is provided between the engine output shaft 12 and the input shaft 21. By engaging the clutch CL1, the power of the engine ENG is input to the input shaft 21, while the rotation of the input shaft 21 causes the power of the engine ENG to be input to the input shaft 21. You can also start the engine ENG. Further, by releasing the clutch CL1, the engine ENG is prevented from being accompanied by the rotation of the input shaft 21. The damper 13 provided on the input shaft 21 has an effect of reducing the shock when the power of the engine ENG is input to the input shaft 21.

The first drive gear 32 and the second drive gear 42 are attached to the input shaft 21 in this order from the engine ENG side toward the first motor generator MG1, and further, the first drive gear 32 and the second drive gear. A clutch CL2 is provided between the vehicle and the 42. By releasing or engaging the clutch CL2, the first drive gear 32 and the second drive gear 42 are in the disconnected state or the engaged state.

The second input / output shaft 27 of the motor generator shaft 23 is provided with a first driven gear 34 that meshes with the first drive gear 32 provided on the input shaft 21. Therefore, by engaging the clutch CL1 and releasing the clutch CL2, the engine ENG connected to the input shaft 21 and the second motor generator MG2 connected to the second input / output shaft 27 are connected so as to be able to transmit power, and the engine. The second motor generator MG2 can generate electricity by the power of the ENG. The first driven gear 34 has a smaller diameter than the first drive gear 32, and the rotation of the input shaft 21 is accelerated and transmitted to the second input / output shaft 27.

On the output shaft 25, a second driven gear 54 that meshes with the second drive gear 42 provided on the input shaft 21 and an output gear 56 connected to the differential gear D are formed on the drive wheel DW from the first motor generator MG1 side. They are installed in this order toward the side. Therefore, by engaging the clutch CL1 and the clutch CL2, the engine ENG connected to the input shaft 21 and the drive wheel DW connected to the differential gear D are connected so as to be able to transmit power, and the power of the engine ENG is transferred. Power transmission path transmitted to the drive wheel DW via the clutch CL1, the input shaft 21, the clutch CL2, the second drive gear 42, the second driven gear 54, the output shaft 25, the output gear 56, the differential gear D, and the drive shaft 9. Is established, and the engine can run through this power transmission path. At this time, as described above, the engine ENG connected to the input shaft 21 and the second motor generator MG2 connected to the second input / output shaft 27 are connected so as to be able to transmit power, so that the power of the engine ENG It is also possible to generate electricity with the second motor generator MG2.

Further, by releasing the clutch CL1 and engaging the clutch CL2, the drive wheel DW connected to the differential gear D and the second motor generator MG2 connected to the second input / output shaft 27 are connected so as to be able to transmit power. The power of the second motor generator MG2 is the second input / output shaft 27, the first driven gear 34, the first drive gear 32, the clutch CL2 (input shaft 21), the second drive gear 42, the second driven gear 54, and the output shaft. 25, a power transmission path transmitted to the drive wheel DW via the output gear 56, the differential gear D and the drive shaft 9 is established, and EV traveling (MG2_EV traveling) is performed by the second motor generator MG2 via this power transmission path. It can be carried out. At this time, as described above, by releasing the clutch CL1, the engine ENG is prevented from being accompanied by the rotation of the input shaft 21. On the contrary, the power of the drive wheel DW is also the drive shaft 9, the differential gear D, the output gear 56, the output shaft 25, the second driven gear 54, the second drive gear 42, the clutch CL2 (input shaft 21), and the first drive gear. Since it is transmitted to the second motor generator MG2 via 32, the first driven gear 34 and the second input / output shaft 27, energy regeneration can be performed by the second motor generator MG2. Also at this time, as described above, by releasing the clutch CL1, the engine ENG is prevented from being accompanied by the rotation of the input shaft 21.

A third drive gear 52 is integrally rotatably attached to the first input / output shaft 29 of the motor generator shaft 23 on the opposite side of the first motor generator MG1. The third drive gear 52 meshes with the second driven gear 54 attached to the output shaft 25. Therefore, the first motor generator MG1 connected to the first input / output shaft 29 and the drive wheel DW connected to the differential gear D are connected so as to be able to transmit power, and the power of the first motor generator MG1 is transferred to the third drive gear 52. , A power transmission path transmitted to the drive wheel DW via the second driven gear 54, the output shaft 25, the output gear 56, the differential gear D and the drive shaft 9 is established, and the first motor generator is transmitted via this power transmission path. EV running (MG1_EV running) can be performed on MG1. On the contrary, the power of the drive wheel DW is also the first motor via the drive shaft 9, the differential gear D, the output gear 56, the output shaft 25, the second driven gear 54, the third drive gear 52, and the first input / output shaft 29. Since it is transmitted to the generator MG1, energy regeneration can be performed by the first motor generator MG1.

(Vehicle driving mode)
The vehicle shown in FIG. 1 having the vehicle drive device 10 described above typically has the following travel modes.

[MG1_EV driving mode]
FIG. 4 is a diagram showing power and electric power transmission when the EV traveling mode (MG1_EV traveling mode) is set with the first motor generator MG1 as the drive source. In the vehicle set to the MG1_EV traveling mode, as shown in FIG. 4, both the clutches CL1 and CL2 are released and the engine ENG is stopped. The vehicle travels by the power of the first motor generator MG1 driven by the electric power supply from the battery BAT during the accelerated traveling.

During deceleration traveling, braking force is obtained by the first motor generator MG1 operating as a generator and regenerating regardless of the magnitude of the vehicle speed VP. Therefore, when the deceleration operation is performed during the traveling in the MG1_EV traveling mode, the deceleration regeneration of the first motor generator MG1 is performed without changing the disengagement state of the clutches CL1 and CL2. The "deceleration operation" in the present embodiment includes not only an operation in which the driver depresses the brake pedal but also an operation in which the driver releases the accelerator pedal.

[Series driving mode]
FIG. 5 is a diagram showing power and electric power transmission when the series running mode is set. In the vehicle set to the series running mode, as shown in FIG. 5, in principle, the clutch CL1 is engaged and the clutch CL2 is released. When the vehicle is accelerating, the engine ENG together with the power supply from the battery BAT in order to supply the power that the first motor generator MG1 can output the required driving force based on the accelerator pedal opening (AP opening) and the vehicle speed, etc. The electric power generated by the second motor generator MG2 is supplied by the operation of the first motor generator MG1.

During deceleration, the first motor generator MG1 or the second motor generator MG2 operates as a generator according to the magnitude of the vehicle speed VP and the magnitude of the absolute value (| ΔN |) of the rotation speed difference between the shafts at both ends of the clutch CL2. Braking force is obtained by performing regenerative braking. That is, when the deceleration operation is performed during the running in the series running mode, if the vehicle speed VP at this time is less than the predetermined value th, the clutches CL1 and CL2 operate efficiently in the low rotation range without changing the disengaged state. When the deceleration regeneration of the first motor generator MG1 is performed and the vehicle speed VP is equal to or higher than the predetermined value th, the first motor generator MG1 is subjected to the absolute value (| ΔN |) of the rotation speed difference between the shafts at both ends of the clutch CL2. Alternatively, deceleration regeneration of the second motor generator MG2 is performed. The predetermined value th is the traveling speed of the vehicle according to the rotation speed located between the high efficiency ranges of the first motor generator MG1 and the second motor generator MG2 shown in FIG.

When the vehicle speed VP when the deceleration operation is performed during running in the series running mode is the predetermined value th or more, the shafts at both ends of the clutch CL2 (the shaft 37 on the side of the first motor generator MG1 to which the second drive gear 42 is attached) If the absolute value (| ΔN |) of the rotation speed difference of the input shaft 21) on the second motor generator MG2 side is less than the threshold value dth, the clutch CL1 is released and the clutch CL2 is engaged to achieve high rotation. If the deceleration regeneration of the second motor generator MG2 that operates efficiently in the region is performed and the rotation speed difference (| ΔN |) is equal to or greater than the threshold value dth, the first clutch CL1 and CL2 are not changed. 1 The deceleration regeneration of the motor generator MG1 is performed. Even if the absolute value (| ΔN |) of the above-mentioned rotation speed difference immediately after the deceleration operation is performed when traveling at a vehicle speed VP of a predetermined value th or more in the series driving mode is the threshold value dth or more, the first motor If the absolute value (| ΔN |) of the rotation speed difference becomes less than the threshold value dth due to the deceleration regeneration of the generator MG1, the clutch CL1 is released and the clutch CL2 is engaged at that time. , The deceleration regeneration of the second motor generator MG2 may be performed.

[MG2_EV driving mode]
FIG. 6 is a diagram showing power and electric power transmission when the EV traveling mode (MG2_EV traveling mode) is set with the second motor generator MG2 as the drive source. In the vehicle set to the MG2_EV traveling mode, as shown in FIG. 6, in principle, the clutch CL1 is released and the clutch CL2 is engaged. The vehicle travels by the power of the second motor generator MG2 driven by the electric power supply from the battery BAT during the accelerated traveling. When traveling in the MG2_EV travel mode, the rotor of the first motor generator MG1 is rotated along with the drive of the second motor generator MG2. However, the ECU 107 performs zero torque control so that the first motor generator MG1 is in a no-load state.

During deceleration traveling, braking force is obtained by operating the first motor generator MG1 or the second motor generator MG2 as a generator and performing regeneration according to the magnitude of the vehicle speed VP. That is, when the deceleration operation is performed while traveling in the MG2_EV traveling mode, if the vehicle speed VP at this time is less than the predetermined value th, the clutch CL2 is released and the first motor generator MG1 that operates efficiently in the low rotation range is used. When the vehicle speed VP is equal to or higher than the predetermined value th, the deceleration regeneration of the second motor generator MG2, which operates efficiently in the high rotation range, is performed without changing the disengagement state of the clutches CL1 and CL2. ..

[2MG_EV driving mode]
FIG. 7 is a diagram showing power transmission and electric power transmission when the EV traveling mode (2MG_EV traveling mode) is set with the first motor generator MG1 and the second motor generator MG2 as drive sources. In the vehicle set to the 2MG_EV traveling mode, as shown in FIG. 7, in principle, the clutch CL1 is released and the clutch CL2 is engaged. During accelerated traveling, the vehicle travels by the power of the first motor generator MG1 and the second motor generator MG2, which are driven by the power supply from the battery BAT.

During deceleration traveling, braking force is obtained by operating the first motor generator MG1 or the second motor generator MG2 as a generator and performing regeneration according to the magnitude of the vehicle speed VP. That is, when the deceleration operation is performed while traveling in the 2MG_EV traveling mode, if the vehicle speed VP at this time is less than the predetermined value th, the clutch CL2 is released and the first motor generator MG1 that operates efficiently in the low rotation range is used. When the vehicle speed VP is equal to or higher than the predetermined value th, the deceleration regeneration of the second motor generator MG2, which operates efficiently in the high rotation range, is performed without changing the disengagement state of the clutches CL1 and CL2. ..

[Engine driving mode]
FIG. 8 is a diagram showing power transmission and electric power transmission when the engine running mode is set. In the vehicle set to the engine running mode, as shown in FIG. 8, in principle, the clutches CL1 and CL2 are engaged together. When accelerating, the vehicle travels by the power output by the engine ENG. When traveling in the engine traveling mode, the rotors of the first motor generator MG1 and the second motor generator MG2 are rotated together with the driving of the engine ENG. However, the ECU 107 performs zero torque control so that the first motor generator MG1 and the second motor generator MG2 are in a no-load state, respectively.

During deceleration traveling, braking force is obtained by operating the first motor generator MG1 or the second motor generator MG2 as a generator and performing regeneration according to the magnitude of the vehicle speed VP. That is, when the deceleration operation is performed during the running in the engine running mode, if the vehicle speed VP at this time is less than the predetermined value th, the clutch CL2 is released and the first motor generator MG1 that operates efficiently in the low rotation range When the vehicle speed VP is equal to or higher than the predetermined value th, the clutch CL1 is released and the deceleration regeneration of the second motor generator MG2 which operates efficiently in the high rotation range is performed.

(Control during vehicle braking)
9 and 10 are flowcharts showing a processing flow of the ECU 107 that performs braking control according to the state of the vehicle. As shown in FIG. 9, the ECU 107 determines whether or not there is a deceleration request due to a deceleration operation such as the brake pedal being depressed or the accelerator pedal being depressed being released (step S101), and if there is a deceleration request, the deceleration request is performed in step S103. move on. In step S103, the ECU 107 determines whether or not the vehicle speed VP is less than a predetermined value th (VP <th), proceeds to step S105 if VP <th, and if VP ≧ th, the step shown in FIG. Proceed to S121.

In step S105, the ECU 107 determines whether or not the traveling mode set in the vehicle is the MG1_EV traveling mode, and proceeds to step S107 if it is the MG1_EV traveling mode, and proceeds to step S109 if it is not the MG1_EV traveling mode. In step S107, the ECU 107 controls the first motor generator MG1 to operate as a generator, and the first motor generator MG1 performs deceleration regeneration.

In step S109, the ECU 107 determines whether or not the traveling mode set in the vehicle is the series traveling mode, and proceeds to step S107 if it is the series traveling mode, and proceeds to step S111 if it is not the series traveling mode. In step S111, the ECU 107 determines whether or not the driving mode set in the vehicle is MG2_EV driving mode or 2MG_EV driving mode, and if it is MG2_EV driving mode or 2MG_EV driving mode, proceeds to step S113 and proceeds to MG2_EV driving mode. Alternatively, if it is not in the 2MG_EV driving mode, the process proceeds to step S115.

In step S113, the ECU 107 controls to release the clutch CL2, and proceeds to step S107. In step S115, the ECU 107 determines whether or not the traveling mode set in the vehicle is the engine traveling mode, and if it is the engine traveling mode, the process proceeds to step S107.

In step S121 shown in FIG. 10, the ECU 107 determines whether or not the traveling mode set in the vehicle is the MG1_EV traveling mode, and if it is the MG1_EV traveling mode, the process proceeds to step S107 shown in FIG. If not, the process proceeds to step S123. In step S123, the ECU 107 determines whether or not the traveling mode set in the vehicle is the series traveling mode, and proceeds to step S125 if it is the series traveling mode, and proceeds to step S135 if it is not the series traveling mode.

In step S125, the ECU 107 determines whether or not the absolute value (| ΔN |) of the difference between the rotation speeds N1 and the rotation speed N2 is less than the threshold value dth (| ΔN | <ds), and | ΔN | If <ds, the process proceeds to step S127, and if | ΔN | ≧ dth, the process returns to step S125. In step S127, the ECU 107 engages the clutch CL2, controls the clutch CL1 to be released, and proceeds to step S141.

In step S135, the ECU 107 determines whether or not the driving mode set in the vehicle is MG2_EV driving mode or 2MG_EV driving mode, and if it is MG2_EV driving mode or 2MG_EV driving mode, proceeds to step S141 and proceeds to MG2_EV driving mode. Alternatively, if it is not in the 2MG_EV driving mode, the process proceeds to step S137. In step S137, the ECU 107 determines whether or not the traveling mode set in the vehicle is the engine traveling mode, and if it is the engine traveling mode, the process proceeds to step S139. In step S139, the ECU 107 controls to release the clutch CL1 and proceeds to step S141.

In step S141, the ECU 107 controls the second motor generator MG2 to operate as a generator, and the second motor generator MG2 performs deceleration regeneration.

As described above, according to the present embodiment, since the power transmission path between the engine ENG and the second motor generator MG2 can be connected and disconnected by the clutch CL1, the clutch CL1 is engaged when the second motor generator MG2 is operated. By opening the engine, it is possible to prevent the engine ENG from rotating due to the rotation of the second motor generator MG2. Therefore, the drive efficiency of the second motor generator MG2 is improved. In addition, the regenerative efficiency of the second motor generator MG2 is improved.

Further, since the second motor generator MG2 has a highly efficient operating point region on the high rotation speed side, while the first motor generator MG1 has a highly efficient operating point region on the low rotation speed side, the planned operation is performed. The first motor generator MG1 or the second motor generator MG2 can be selected according to the number of rotations. The selection of the second motor generator MG2 or the first motor generator MG1 is performed by releasing or engaging the clutch CL1 and the clutch CL2.

Further, in the vehicle of the present embodiment, in the MG1_EV traveling mode, the first motor generator MG1 regenerates without changing the disengagement state of the clutch CL1 and the clutch CL2. When the number of revolutions scheduled during deceleration regeneration is high, the second motor generator MG2 can regenerate with higher efficiency, but in order for the second motor generator MG2 to perform regeneration, it is necessary to engage the clutch CL2. Therefore, in order to engage the clutch CL2, it is necessary to drive the second motor generator MG2 to adjust the number of revolutions in the clutch CL2. As described above, although the regeneration of the second motor generator MG2 is highly efficient, the first motor generator MG1 is low in efficiency, based on the viewpoint of energy loss until the second motor generator MG2 starts regeneration. Is preferable to regenerate. Therefore, by using the first motor generator MG1 that can perform regeneration in the MG1_EV traveling mode without changing the disengagement state of the clutch CL1 and the clutch CL2, the amount of energy recovery obtained during deceleration can be increased. Expected.

Further, in the vehicle of the present embodiment, if the vehicle speed VP when the deceleration request is generated is less than the predetermined value th, only the first motor generator MG1 regenerates regardless of the traveling mode. Since the rotation speed of the rotating electric machine scheduled for deceleration regeneration when the vehicle speed VP is less than the predetermined value th is low, the first motor generator MG1 having a highly efficient operating point region on the low rotation side performs regeneration. , The amount of energy recovery obtained during deceleration is expected to increase.

Further, when the vehicle speed VP when a deceleration request is generated during traveling with the clutch CL2 released is equal to or higher than a predetermined value th, the second motor generator MG2 having a highly efficient operating point region on the high rotation side. In order for the second motor generator MG2 to regenerate, it is necessary to engage at least the clutch CL2. However, when the absolute value (| ΔN |) of the difference in rotation speeds at both ends of the clutch CL2 is equal to or greater than the threshold value dth, the energy loss that occurs when the clutch CL2 is engaged is large. Therefore, in the vehicle of the present embodiment, even when the vehicle speed VP is equal to or higher than the predetermined value th when a deceleration request is generated during traveling with the clutch CL2 open, the difference in the number of revolutions at both ends of the clutch CL2 is different. When the absolute value (| ΔN |) is equal to or higher than the threshold value dth, the first motor generator MG1 having a highly efficient operating point region on the low rotation side without changing the disengagement state of the clutch CL1 and the clutch CL2 Regenerate. As a result, the amount of energy recovery obtained during deceleration is expected to increase.

Further, when the vehicle speed VP when a deceleration request is generated during traveling with the clutch CL2 released is equal to or higher than a predetermined value th, the second motor generator MG2 having a highly efficient operating point region on the high rotation side. In order for the second motor generator MG2 to regenerate, it is necessary to engage at least the clutch CL2. Further, when the absolute value (| ΔN |) of the rotation speed difference between both ends of the clutch CL2 is less than the threshold value dth, the energy loss generated when the clutch CL2 is engaged is small. Therefore, in the vehicle of the present embodiment, when the vehicle speed VP is equal to or higher than the predetermined value th when a deceleration request is generated during traveling with the clutch CL2 open, the absolute value of the difference in the number of revolutions at both ends of the clutch CL2 ( If | ΔN |) is less than the threshold value dth, the clutch CL1 is released and the clutch CL2 is engaged, and then the second motor generator MG2 having a highly efficient operating point region on the high rotation side regenerates. .. As a result, the amount of energy recovery obtained during deceleration is expected to increase.

Further, in the vehicle of the present embodiment, if the vehicle speed VP when a deceleration request is generated during traveling with the clutch CL2 engaged is a predetermined value th or more, the second motor generator MG2 regenerates. Since the rotation speed of the rotating electric machine scheduled for deceleration regeneration when the vehicle speed VP is equal to or higher than a predetermined value th is high, the second motor generator MG2 having a highly efficient operating point region on the high rotation side regenerates. , The amount of regenerative energy obtained during deceleration is expected to increase. Further, the regeneration of the second motor generator MG2 is possible without changing the disengaged state of the clutch CL1 and the clutch CL2, and no energy loss occurs when the second motor generator MG2 regenerates, so that it is obtained at the time of deceleration. The amount of energy recovered is expected to increase.

The present invention is not limited to the above-described embodiment, and can be appropriately modified, improved, and the like.

10 Vehicle drive device 101 Vehicle speed sensor 103, 104 Rotation speed sensor 105 VCU
107 ECU
12 Engine output shaft 13 Damper 21 Input shaft 23 Motor generator shaft 25 Output shaft 27 Second input / output shaft 29 First input / output shaft 32 First drive gear 34 First driven gear 42 Second drive gear 52 Third drive gear 54 No. 2 Driven gear 56 Output gear 9 Drive shaft BAT Battery CL1, CL2 Lockup clutch D Differential gear DW Drive wheel ENG Engine INV1 1st inverter INV2 2nd inverter MG1 1st motor generator MG2 2nd motor generator T transmission mechanism

Claims (6)

A vehicle equipped with a first prime mover, a second prime mover, and a third prime mover.
The first prime mover and the second prime mover are arranged so that the power transmission path between the first prime mover and the second prime mover can be connected and cut off by the first disconnection portion.
The second prime mover and the third prime mover are arranged so that the power transmission path between the second prime mover and the third prime mover can be connected and cut off by the second disconnection portion.
In the third prime mover and the first prime mover, the power transmission path between the third prime mover and the first prime mover can be connected by the connection of the first connection portion and the connection of the second connection portion. Moreover, it is arranged so as to be able to be cut off by blocking at least one of the first connecting part and the second connecting part.
The third prime mover is connected to the driven portion of the vehicle and is connected to the driven portion .
The first prime mover is an internal combustion engine.
The second prime mover and the third prime mover are rotary electric machines.
It said second prime mover is in the high rotation side than the third prime mover, Ru an area of efficient operation point, the vehicle. The vehicle according to claim 1.
When a deceleration request is made to the vehicle during traveling by the power of the third prime mover with the first connection portion and the second connection portion open, the third prime mover regenerates the vehicle. .. The vehicle according to claim 1 or 2.
When a deceleration request is generated for the vehicle while traveling at a traveling speed of less than a predetermined value, only the third prime mover regenerates regardless of the disconnection state of the first connection portion and the second connection portion. ,vehicle. The vehicle according to any one of claims 1 to 3.
The second prime mover is driven by the first prime mover in a state where the first disconnection portion is fastened and the second disconnection portion is open, and the traveling speed is equal to or higher than a predetermined value by the power of the third prime mover. When a deceleration request is made to the vehicle during traveling, the absolute value of the difference between the rotation speed of the second disconnection portion on the third prime mover side and the rotation speed of the second prime mover side is equal to or greater than the threshold value. When the vehicle is regenerated by the third prime mover. The vehicle according to any one of claims 1 to 4.
The second prime mover is driven by the first prime mover in a state where the first disconnection portion is fastened and the second disconnection portion is open, and the traveling speed is equal to or higher than a predetermined value by the power of the third prime mover. When a deceleration request is made to the vehicle during traveling, the absolute value of the difference between the rotation speed of the second coupling portion on the third prime mover side and the rotation speed of the second prime mover side is less than the threshold value. When, the vehicle in which the second prime mover regenerates after opening the first connecting / connecting portion and fastening the second connecting / connecting portion. The vehicle according to any one of claims 1 to 5.
A vehicle in which the second prime mover regenerates when a deceleration request is made to the vehicle while traveling at a traveling speed of a predetermined value or more with the second connecting / disconnecting portion fastened.

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