JP2013150478A - Vehicle, and vehicle control device, - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control technology that can control a rotor of an electric motor to receive mechanical power from a driving wheel, and takes round at high speed rotation.SOLUTION: A vehicle 1 includes: a first electric motor 10 that can output a mechanical power from a rotor 11 toward a driving wheel 77; a first motor separation clutch D that can intercept the power transmission between the rotor 11 of the first electric motor 10 and the driving wheel 77; and a control device 100 that controls the first motor separation clutch D in a disengaged state so that the power transmission between the driving wheel 77 and the rotor 11 becomes intercepted when the rotational speed of the rotor of the first electric motor 10 is more than the setting speed. When the first motor rotational speed is more than the setting speed, the rotor 11 of the first electric motor 10 will never be taken to turn round by the driving wheel 77.

Description

  The present invention relates to a vehicle control technology including an electric motor capable of outputting mechanical power from a rotor toward a drive wheel.

  Some electric vehicles including only an electric motor as a prime mover and hybrid vehicles including an internal combustion engine and an electric motor as prime movers are provided with a clutch capable of interrupting power transmission between the prime mover and driving wheels. For example, in Patent Document 1, a first clutch is provided between the engine and the electric motor, and a second clutch is provided between the electric motor and the differential device. It has been proposed to run at high speed. Patent Document 2 proposes a technique for interrupting power transmission between an output shaft of an engine and drive wheels during vehicle deceleration. Patent Document 3 proposes a technique in which power transmission between the output shaft of the engine and the rotor of the electric motor is interrupted by a clutch means on condition that fuel supply to the engine is stopped.

Japanese Patent Laid-Open No. 5-50865 JP-A-11-127502 JP 2004-112995 A

  By the way, in the vehicle as described above, even when the electric motor for rotationally driving the driving wheel is not driven during high-speed traveling or deceleration, the rotor of the electric motor is driven from the driving wheel. There is a case where a so-called “accompaniment” is generated that rotates by receiving the motive power. When the rotor of the electric motor rotates at a high speed due to such follow-up, rotational resistance due to friction or the like increases in the electric motor, which causes a deterioration in fuel consumption of the entire vehicle.

  The present invention has been made in view of the above, and provides a vehicle control technology capable of suppressing the rotation of the rotor of an electric motor at high speed rotation by receiving mechanical power from drive wheels. Objective.

  In order to achieve the above object, a vehicle according to the present invention can cut off power transmission between an electric motor capable of outputting mechanical power from a rotor toward a drive wheel and the rotor and the drive wheel of the electric motor. When the rotation speed of the motor disconnection clutch, which is a simple clutch, and the rotor speed of the electric motor is equal to or higher than the set rotation speed, the motor disconnection clutch is released so that the power transmission between the drive wheel and the rotor is cut off. And a control device for controlling the state.

  In the above vehicle, a second electric motor that receives mechanical power from the drive wheels by the rotor and can operate as a generator, and a clutch that can cut off power transmission between the rotor and the drive wheels of the second electric motor. A second disengagement clutch, and the control device controls the motor disengagement clutch to a released state when the rotational speed of the rotor of the electric motor is equal to or higher than the set rotation speed when the vehicle is decelerated. The mechanical power transmitted from the drive wheel to the rotor of the second electric motor can be converted into electric power by controlling the second disengagement clutch to the connected state.

  In the above vehicle, when the rotational speed of the rotor of the electric motor is lower than the set rotational speed when the vehicle is decelerated, the control device controls the motor disconnecting clutch to be in a connected state, and the second motor side disconnecting clutch. The mechanical power transmitted from the driving wheel to the rotor of the electric motor can be converted into electric power by controlling the motor to the released state.

  In the above vehicle, an internal combustion engine capable of outputting mechanical power from the engine output shaft toward the drive wheels, a planetary carrier coupled to the engine output shaft, and a first sun gear engaged with a rotor of a second electric motor A second sun gear sharing a planetary carrier with the first sun gear and having a larger number of teeth than the first sun gear, and a ring gear engageable with the rotor and drive wheels of the electric motor. A simple planetary planetary gear device may be further provided.

  In the above vehicle, the rotation speed of the ring gear is increased with respect to the rotation speed of the planetary carrier by stopping the rotation of the coupling clutch, which is a clutch capable of connecting the planetary carrier and the ring gear, and the second sun gear. It is possible to further include a speed increasing brake that is a brake that can be accelerated.

  The vehicle control device according to the present invention is used in a vehicle including a motor disconnection clutch that is a clutch capable of interrupting power transmission between an electric motor and a drive wheel, and the motor disconnection clutch is in a connected / released state. Is a vehicle control device that controls the motor disconnecting clutch when the rotational speed of the rotor of the electric motor is equal to or higher than the set rotational speed.

  In the above vehicle control device, the vehicle is capable of interrupting power transmission between the second electric motor capable of operating as a generator by receiving mechanical power from the drive wheels and the second electric motor and the drive wheels. A second disengagement clutch that is a perfect clutch, and the control device releases the motor disengagement clutch when the rotational speed of the rotor of the electric motor is equal to or higher than the set rotational speed when the vehicle is decelerated. The mechanical power transmitted from the drive wheel to the second electric motor can be converted into electric power by controlling the second disengagement clutch to the connected state while controlling to the state.

  ADVANTAGE OF THE INVENTION According to this invention, when the rotational speed of the rotor of an electric motor is more than a setting rotational speed, it can suppress that the rotor of an electric motor is rotated with high speed rotation.

It is a schematic diagram which shows the structure of the vehicle which concerns on this embodiment.

  Hereinafter, embodiments of the present invention (hereinafter simply referred to as “embodiments”) will be described in detail with reference to the drawings. In addition, this invention is not limited to the following embodiment, A various change is possible in the range which does not deviate from the summary.

  First, an example of a vehicle according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic diagram illustrating a configuration of a vehicle according to the present embodiment. An example of the vehicle according to the present embodiment is a hybrid vehicle including an electric motor and an internal combustion engine as a prime mover, and each of the front wheels and the rear wheels is rotationally driven by receiving mechanical power from a propulsion shaft. A wheel drive vehicle will be described.

  As shown in FIG. 1, a vehicle 1 is used as a prime mover that can convert electric energy into mechanical work and output the first electric motor 10 that is mainly used for driving the vehicle 1, and is mainly used as a generator. A second electric motor 20. In addition, the vehicle 1 has an internal combustion engine 5 as a prime mover that can output fuel energy by converting it into mechanical work by combustion. These prime movers are coupled to a power transmission device, which will be described later, and are mounted on the vehicle 1 to rotationally drive the drive wheels 77 and 99.

  As the internal combustion engine 5, a piston reciprocating engine in which a piston reciprocates in a cylinder is used. The internal combustion engine is provided with a fuel injection device, an ignition device, a throttle valve device, and the like (not shown), and outputs generated mechanical power from an engine output shaft (crankshaft) 6. The engine output shaft 6 is connected via a damper 8 to an input shaft 32 of a power split mechanism described later.

  In the following description, mechanical power output from the engine output shaft 6 by the internal combustion engine 5 is referred to as “engine output”, and torque acting on the engine output shaft 6, that is, load, is referred to as “engine torque”. The rotational speed of the engine output shaft 6 is referred to as “engine rotational speed”.

  The first electric motor 10 and the second electric motor 20 have a function of converting supplied electric power into mechanical power and outputting it, and a function as a generator for converting input mechanical power into electric power and recovering it. This is a so-called “motor generator”. For the first electric motor 10 and the second electric motor 20, permanent magnet AC synchronous motors are used. The first electric motor 10 and the second electric motor 20 are respectively provided with stators 13 and 24 that receive a supply of three-phase AC power to form a rotating magnetic field, and rotors 11 and 22 that rotate by being attracted to the rotating magnetic field. The rotors 11 and 22 are configured to be able to input and output mechanical power.

  In the following description, mechanical power output from the rotor 11 by the first electric motor 10 is referred to as “first motor output”, and torque acting on the rotor 11, that is, rotational resistance, is referred to as “first motor torque”. . The rotation speed of the rotor 11 of the first electric motor 10 is referred to as “first motor rotation speed”. Similarly, the mechanical power output from the rotor 22 by the second electric motor 20 is referred to as “second motor output”, and the torque acting on the rotor, that is, the rotational resistance is referred to as “second motor torque”. The rotation speed is referred to as “second motor rotation speed”.

  Further, the vehicle 1 receives mechanical power output from the internal combustion engine 5 by the input shaft 32 and can be divided into mechanical power directed to the second electric motor 20 and mechanical power directed to the drive wheels 77 and 99. A simple planetary planetary gear unit 30 is provided as a dividing mechanism.

  The planetary gear device 30 is coupled to the input shaft 32 and supports a planetary pinion 35 rotatably, a first sun gear 36 that meshes with the planetary pinion 35, and a ring gear 44 that meshes with the planetary pinion 35. have. An output gear 45 that outputs mechanical power toward the propulsion shaft 60 is coupled to the ring gear 44.

  The first sun gear 36 is provided coaxially with the input shaft 32 and is connected to a gear 38 that drives the second electric motor 20 via a first hollow shaft 37 through which the input shaft 32 passes. The gear 38 meshes with a gear 39 connected to the rotor 22 of the second electric motor 20 via the output shaft 40. Thus, the first sun gear 36 is engaged with the rotor 22 of the second electric motor 20. That is, the first sun gear 36 rotates in conjunction with the rotor 22 of the second electric motor 20.

  The planetary gear device 30 as the power split mechanism configured as described above can receive the engine output received by the input shaft 32 and transmitted to the planetary carrier 33 into the ring gear 44 and the first sun gear 36. ing. The mechanical power transmitted from the engine output to the first sun gear 36 is transmitted to the rotor 22 and converted into electric power by operating the second electric motor 20 as a generator. On the other hand, the mechanical power transmitted from the planetary carrier 33 to the ring gear 45 is transmitted toward the drive wheels 77 and 99.

  The vehicle 1 also has a mechanism (hereinafter referred to as a speed increasing mechanism) 50 for increasing the rotational speed of the ring gear 44 with respect to the planetary carrier 33. The speed increasing mechanism 50 shares the power split mechanism and the planetary gear unit 30 described above. Further, the speed increasing mechanism 50 includes a second planetary pinion 51 that is rotatably supported by the planetary carrier 33 and is coupled to the planetary pinion 35, and a second sun gear 52 that meshes with the second planetary pinion 51. The second sun gear 52 has a larger number of teeth than the first sun gear 36. The speed increasing mechanism 50 further includes a speed increasing brake B that brakes the rotation of the second sun gear 52 and increases the rotational speed of the ring gear 44 with respect to the rotational speed of the planetary carrier 33.

  The speed increasing brake B has a moving body coupled to the second sun gear 52 and a stationary body coupled to the vehicle body (not shown) of the vehicle 1, and a motion that rotates integrally with the second sun gear 52. By engaging the body 54 and the stationary body 55, it is possible to brake and stop the rotation of the second sun gear 52. When the speed increasing brake B is controlled to a “stop state” in which the rotation of the moving body 54 is stopped, the rotation of the second sun gear 52 is stopped, and the rotation speed of the ring gear 44 is set to a constant ratio with respect to the rotation speed of the planetary carrier 33. It is possible to increase the speed.

  The vehicle 1 also has a coupling clutch A that couples the planetary carrier 33 and the ring gear 44. In the present embodiment, the connection clutch A is configured as a meshing clutch. The coupling clutch A engages the rotating member 47 coupled to the input shaft 32, that is, the planetary carrier 33, and the rotating member 46 coupled to the output gear 45, that is, the ring gear 44, thereby engaging the planetary carrier 33 and the ring gear 44. Can be linked. That is, by controlling the connection clutch A to the “connected state”, the ring gear 44, the planetary carrier 33, the first sun gear 36, the second sun gear 52, and the output gear 45 rotate together at the same rotational speed.

  The output gear 45 of the power split mechanism meshes with the driven gear 61, and the driven gear 61 can be engaged with the propulsion shaft 60 via a clutch C described later. A front side drive pinion 64 is coupled to the front end of the propulsion shaft 60, and the pinion 64 rotationally drives a ring gear 72 fixed to the front side differential device 70. A front drive shaft 74 is coupled to the side gear of the front differential device 70, and a drive wheel (front wheel) 77 is coupled to the drive shaft 74.

  Further, the propulsion shaft 60 can be engaged with the drive gear 67 via a clutch D described later. The drive gear 67 is engaged with a driven gear 68, and the driven gear 68 is connected to the rotor 11 of the first electric motor 10 via a hollow shaft 69. That is, the rotor 11 of the first electric motor 10 rotates in conjunction with the drive gear 67.

  Further, a drive gear 81 is coupled to the propulsion shaft 60, and the gear 81 meshes with a driven gear 82. The driven gear 82 is coupled to an intermediate propulsion shaft 80 extending toward the rear side of the hollow shaft 69 described above. A transfer clutch 84 is connected to the rear side of the intermediate propulsion shaft 80, and a rear side propulsion shaft 86 is connected to the rear side of the clutch 84. A rear drive pinion 88 is coupled to the rear end of the rear propulsion shaft 86, and the pinion 88 rotationally drives a ring gear 92 fixed to the rear differential 90. A rear drive shaft 94 is coupled to the side gear of the rear differential 90, and a drive wheel (rear wheel) 99 is coupled to the drive shaft 94.

  Further, the vehicle 1 has a second motor side as a clutch that interrupts power transmission between the propulsion shaft 60 that rotates in conjunction with the drive wheels 77 and the output gear 45 coupled to the ring gear 44 of the planetary gear device 30. A disconnecting clutch C is provided. In the present embodiment, the second motor side disconnecting clutch C is configured as a meshing clutch. The second motor side disconnecting clutch C engages the rotating member 62 coupled to the driven gear 61 that meshes with the output gear 45 and the rotating member 63 coupled to the propulsion shaft 60, whereby the driven gear 61 and the propulsion shaft 60 are engaged. Can be linked.

  In other words, the second motor side disconnecting clutch C is controlled to the “connected state”, so that the drive wheels 77 and 99, the propulsion shaft 60, the output gear 45 of the power split mechanism, and the ring gear 44 of the planetary gear device 30 are Rotate in conjunction. On the other hand, the second motor side disconnecting clutch C is controlled to be in the “released state”, so that power transmission between the driving wheels 77 and 99 and the ring gear 44 of the planetary gear device 30 can be interrupted. Yes. That is, by disengaging the clutch C, power transmission between the engine output shaft 6 of the internal combustion engine 5 and the drive wheels 77 and 99, and the rotor 22 and the drive wheels 77 and 99 of the second electric motor 20 Power transmission between the two can be cut off.

  Further, the vehicle 1 is provided with a first motor disconnecting clutch D as a clutch that interrupts power transmission between the propulsion shaft 60 that rotates in conjunction with the drive wheels 77 and the rotor 11 of the first electric motor 10. Yes. The first motor disconnecting clutch D is configured as a meshing clutch in the present embodiment. The first motor disconnecting clutch D is configured by meshing a rotating member 66 coupled to a drive gear 67 that rotates in conjunction with the rotor 11 of the first electric motor 10 and a rotating member 65 coupled to the propulsion shaft 60. The propulsion shaft 60 and the drive gear 67 can be connected.

  That is, the first motor disconnecting clutch D is controlled to be in the “connected state”, thereby rotating the drive wheels 77, the propulsion shaft 60, and the rotor 11 of the first electric motor 10 in conjunction with each other. On the other hand, the clutch D is configured to be able to block power transmission between the drive wheel 77 and the rotor 11 of the first electric motor 10 by being controlled to the “released state”.

  In addition, the vehicle 1 stores electric energy supplied to the first electric motor 10 and the second electric motor 20, and a power storage device that stores electric energy recovered from the first electric motor 10 and the second electric motor 20. 130. For the power storage device 130, for example, a secondary battery that is a chargeable / dischargeable chemical battery or an electric double layer capacitor can be used.

  Further, the vehicle 1 converts the DC power from a boost converter 140 (to be described later) into three-phase AC power, and supplies the first inverter 110 that can be supplied to the first electric motor 10 and the DC power from the boost converter 140 to three. A second inverter 120 is provided that can be converted into phase AC power and supplied to the second electric motor 20. The first inverter 110 and the second inverter 120 are connected in parallel to the boost converter 140.

  When the first electric motor 10 is operated as a generator, the first inverter 110 receives three-phase AC power from the stator 13 of the first electric motor 10 and converts it into DC power, which is supplied to the boost converter 140. It is configured to be able to send. Similarly, when the second electric motor 20 is operated as a generator, the second inverter 120 receives three-phase AC power from the stator 24 of the second electric motor 20, converts it to DC power, and boosts the voltage. It can be sent to the converter 140.

  That is, the first inverter 110 controls DC / AC conversion and power transfer between the boost converter 140 and the first electric motor 10, and the second inverter 120 includes the boost converter 140 and the second electric motor. DC / AC conversion with 20 and the transfer of power are controlled. The transfer of power between the first electric motor 10 and the boost converter 140 by the first inverter 110 and the transfer of power between the second electric motor 20 and the boost converter 140 by the second inverter 120 are described later. 100.

  Further, the vehicle 1 is provided with a boost converter 140 that can boost the power from the power storage device 130 and supply the boosted power to the first inverter 110 and the second inverter 120. Boost converter 140 receives so-called DC-DC that receives low-voltage (for example, 200 volts) DC power from power storage device 130, boosts this by an internal booster circuit (not shown), and converts it into high-voltage DC power. It is a converter.

  The vehicle 1 includes an internal combustion engine 5, a first inverter 110 of the first electric motor 10, a second inverter 120 of the second electric motor 20, a power storage device 130, a boost converter 140, a coupling clutch A, a speed increasing brake B, An electronic control device 100 (hereinafter simply referred to as “control device”) is provided as a control means for controlling the second motor side disconnect clutch C and the first motor disconnect clutch D in a coordinated manner. The control device 100 includes a CPU as an arithmetic processing device, a RAM as a main storage device, a ROM as an auxiliary storage device (not shown), and the like. A program indicating control processing for controlling the various devices described above and a control constant that is a constant used in the control processing program are stored in advance in the ROM of the control device 100.

  The control device 100 receives a signal related to the rotation speed (first motor rotation speed) of the rotor 11 from a rotation speed sensor (for example, a resolver) that can detect the rotation speed of the rotor 11 of the first electric motor 10. . Based on the signal, the control device 100 calculates or estimates the first motor rotation speed as a control variable. The control device 100 can also estimate the first motor rotation speed as a control variable from the rotation speed of the drive wheel 77 and the engagement state of the first motor disconnecting clutch D.

  Further, the control device 100 operates the internal combustion engine 5 (engine output and engine torque), the first electric motor 10 (the first motor rotational speed and the first motor torque), and the second electric motor 20. The driving state (second motor rotation speed and second motor torque) can be controlled in a coordinated manner. In addition, the control device 100 connects the connection clutch A based on the control constants and control variables described above, the operation state of the internal combustion engine 5, the operation state of the first electric motor 10, and the operation state of the second electric motor 20. / Release state, stop state / non-operation state of the speed increasing brake B, connection / release state of the second motor side disconnect clutch C, and connection / release state of the first motor disconnect clutch D are controllable.

  Various travels of the vehicle 1 configured as described above will be described below with reference to FIG. In the following description, for ease of explanation, a state in which the transfer clutch 84 is released and the power transmission between the propulsion shaft 60 and the rear driving wheel (rear wheel) 99 is interrupted will be described. To do.

[EV driving]
When performing the so-called “EV traveling” in which only the first motor output output from the rotor 11 of the first electric motor 10 is transmitted to the drive wheels 77 and 99 to drive the vehicle 1, the control device 100 performs the first operation. The motor disconnecting clutch D is controlled to be in a connected state, and the second motor side disconnecting clutch C is controlled to be in a released state. When the control device 100 controls the first motor disconnecting clutch D to be in the connected state, the rotor 11 and the driving wheel 77 of the first electric motor 10 are engaged and rotated in conjunction with each other. At this time, since the control device 100 controls the second motor side disengagement clutch C to the released state, the power transmission between the drive wheel 77 and the engine output shaft 6 of the internal combustion engine 5, the drive wheel 77 and the second The power transmission between the electric motor 20 and the rotor 22 is cut off.

  In this way, the vehicle 1 transmits the first motor output output from the first electric motor 10 to the drive wheel 77, thereby generating a driving force for driving the vehicle 1 on the ground surface of the drive wheel 77. Can do. At this time, mechanical power from the drive wheel 77 or the rotor 11 is not transmitted to the planetary gear device 30, the engine output shaft 6 of the internal combustion engine 5, and the rotor 22 of the second electric motor 20, and the planetary gear device. 30, the engine output shaft 6 and the rotor 22 can be prevented from being rotated.

[Parallel-hybrid driving]
Further, at least a part of the engine output output from the engine output shaft 6 by operating the internal combustion engine 5 is transmitted to the drive wheels 77, and the first motor output output from the rotor 11 of the first electric motor 10 is transmitted. When performing the so-called “parallel-hybrid travel” in which the vehicle 1 is driven by being transmitted to the drive wheels 77, the control device 100 controls the second motor side disconnect clutch C to the connected state and also controls the first motor disconnect clutch D. Is controlled to be connected. When the control device 100 controls the second motor side disconnecting clutch C to be in a connected state, the engine output shaft 6 and the drive wheel 77 are engaged, and at least a part of the engine output output from the internal combustion engine 5 is applied to the drive wheel 77. Communicated. At this time, since the control device 100 controls the first motor disconnecting clutch D to be in the connected state, the rotor 11 of the first electric motor 10 and the driving wheel 77 are engaged, and the first electric motor 10 outputs the first The motor output can be transmitted to the drive wheel 77. In this way, the vehicle 1 transmits the engine output output from the internal combustion engine 5 to the drive wheels 77 and also transmits the first motor output output from the first electric motor 10 to the drive wheels 77, thereby driving the drive wheels. The vehicle 1 can be driven to the 77 ground plane.

[High speed running]
When the vehicle 1 is traveling as described above, if the traveling speed of the vehicle (hereinafter simply referred to as “vehicle speed”) increases, the rotor 11 of the first electric motor 10 is engaged with the drive wheels 77. Therefore, the rotational speed of the rotor 11 of the first electric motor 10 increases in proportion to the vehicle speed. When the first electric motor 10 is not powered, such as when the vehicle is decelerated, the rotor 11 of the first electric motor 10 may be rotated by the drive wheels 77 to rotate at high speed. At this time, the first electric motor 10 may have a large rotational resistance due to friction or the like, so-called “drag torque”.

  Therefore, in the vehicle 1 according to the present embodiment, when the control device 100 has a rotational speed (first motor rotational speed) of the rotor 11 of the first electric motor 10 equal to or higher than a preset rotational speed. The first motor disconnecting clutch D is controlled to be in a released state. By controlling the first motor disconnecting clutch D to the released state, the driving wheel 77 and the rotor 11 of the first electric motor 10 are not engaged, that is, the power transmission between the driving wheel 77 and the rotor 11 is cut off. To do.

  The set rotation speed is obtained in advance by a matching experiment or the like, and is set to an arbitrary value. The set rotational speed is set to a rotational speed at which the “drag torque” generated in the first electric motor 10 is relatively large when the rotational speed is equal to or higher than the set rotational speed and the fuel consumption of the vehicle 1 as a whole is deteriorated. Note that if the set rotational speed is equal to or higher than the rotational speed, the required voltage for the inverter 110 becomes too high even if the first electric motor 10 is to be powered, causing the rotor 11 to generate torque in the direction of powering. It is also possible to set the rotation speed so that it cannot be performed. The set rotation speed is stored in advance in the ROM of the control device 100 as a control constant.

  Thus, when the first motor rotation speed is equal to or higher than the set rotation speed, the power transmission between the drive wheel 77 and the rotor 11 is interrupted, whereby the rotor 11 of the first electric motor 10 is driven to the drive wheel 77. Therefore, it is possible to prevent the rotor 11 from rotating at a speed higher than the set rotational speed. As a result, it is possible to suppress the occurrence of large rotational resistance due to friction or the like in the first electric motor 10, and it is possible to suppress deterioration in fuel consumption as a whole of the vehicle 1 due to the rotational resistance. .

[Deceleration from high-speed travel: Regenerative braking by the second electric motor]
When the vehicle 1 is decelerated from a state where the vehicle is traveling at a vehicle speed (hereinafter referred to as high-speed traveling) such that when the clutch D is in the connected state, the first motor rotational speed is equal to or higher than the above-described set rotational speed, The device 100 puts the first motor disconnecting clutch D in the released state, and further puts the second motor side disconnecting clutch C in the connected state to engage the rotor 22 and the drive wheel 77 of the second electric motor 20. At this time, the control device 100 operates the second electric motor 20 as a generator to receive the mechanical power from the drive wheels 77 by the rotor 22 and convert it into AC power in the second electric motor 20. Then, a rotational load is generated in the rotor 22 in a direction to brake the rotation of the drive wheel 77. That is, the control device 100 causes the second electric motor 20 to perform regenerative braking.

  In this way, the vehicle is running at high speed, and power transmission between the rotor 11 and the drive wheels 77 is cut off by the control of the first motor disconnection clutch D described above, and regenerative braking is performed by the first electric motor 10. If this is not possible, regenerative braking by the second electric motor 20 is performed by bringing the second motor side disconnecting clutch C into a connected state. Even when the vehicle speed is relatively high and power transmission between the drive wheel 77 and the rotor 11 is interrupted and regenerative braking cannot be performed by the first electric motor 10, regenerative braking is performed by the second electric motor 20 instead. The energy generated by the inertial force of the vehicle 1 can be effectively converted into electric energy and collected in the power storage device 130.

[Deceleration from normal travel: Regenerative braking by the first electric motor]
Note that when the first motor disconnecting clutch D is in the connected state, the vehicle 1 is moved from a state where the vehicle travels at a vehicle speed such that the first motor rotational speed is lower than the set rotational speed (hereinafter referred to as normal traveling). When decelerating, the first motor disconnecting clutch D is brought into a connected state, and the second motor side disconnecting clutch C is released to engage the rotor 11 and the drive wheel 77 of the first electric motor 10. . At this time, the control device 100 operates the first electric motor 10 as a generator to receive mechanical power from the drive wheels 77 by the rotor 11 and convert it into AC power in the first electric motor 10. Then, the rotor 11 is caused to generate a rotational load in a direction in which the rotation of the drive wheel 77 is braked. That is, the control device 100 causes the first electric motor 10 to perform regenerative braking. Thus, when decelerating from normal travel, regenerative braking by the first electric motor 10 can be performed, so that the planetary gear unit 30 or The engine output shaft 6 of the internal combustion engine 5 and the rotor 22 of the second electric motor 20 can be prevented from being rotated together.

  As described above, the vehicle 1 according to this embodiment includes the first electric motor 10 as an electric motor that can output mechanical power from the rotor 11 toward the drive wheels 77, and the rotor 11 of the first electric motor 10. And a first motor rotation speed that is a rotation speed of the rotor of the first electric motor 10 and a first motor disconnection clutch (motor disconnection clutch) D that is a clutch capable of interrupting power transmission between the first electric motor 10 and the drive wheel 77. Including a control device 100 that controls the first motor disconnecting clutch (motor disconnecting clutch) D to be in a released state so that the power transmission between the drive wheel 77 and the rotor 11 is interrupted when the rotational speed is equal to or higher than the set rotational speed. It was. When the first motor rotation speed is equal to or higher than the set rotation speed, the rotor 11 of the first electric motor 10 is not driven by the drive wheels 77, and the rotation speed of the rotor 11 is equal to or higher than the set rotation speed. Can be prevented from rotating at high speed.

  Further, the vehicle 1 according to this embodiment receives the mechanical power from the drive wheels 77 by the rotor 22 and can operate as a generator, the rotor 22 of the second electric motor 20, and the drive wheels 77. And a second motor side disconnecting clutch (second disconnecting clutch) C, which is a clutch capable of interrupting power transmission between the first and second motors. When the rotational speed of the rotor 11 of the first electric motor (electric motor) 10 is equal to or higher than the set rotational speed when the vehicle 1 is decelerated, the control device 100 sets the first motor disconnecting clutch (motor disconnecting clutch) D. The mechanical power transmitted from the drive wheel 77 to the rotor 22 of the second electric motor 20 is controlled by controlling the second motor side separation clutch (second separation clutch) C to the connected state and controlling the release state. To convert. The electric power is collected in the power storage device 130 through the inverter 120 and the boost converter 140.

  When the power transmission between the rotor 11 and the drive wheel 77 is interrupted by the first motor separating clutch D described above and regenerative braking cannot be performed by the first electric motor 10, the second motor side separating clutch By setting the (second disengagement clutch) C to the connected state, regenerative braking by the second electric motor 20 can be performed. Even when the vehicle is decelerated from a vehicle speed at which regenerative braking cannot be performed by the first electric motor 10, the regenerative braking is performed by the second electric motor 20, so that the energy generated by the inertial force of the vehicle 1 can be effectively saved as electric energy. And can be collected in the power storage device 130.

  Further, in the vehicle 1 according to the present embodiment, the control device 100 performs the first operation when the rotational speed of the rotor 11 of the first electric motor (electric motor) 10 is lower than the set rotational speed when the vehicle 1 is decelerated. The motor disconnecting clutch (motor disconnecting clutch) D is controlled to be in a connected state, and the second motor side disconnecting clutch (second disconnecting clutch) C is controlled to be in a released state so that the first electric motor (electric motor) is driven from the drive wheels 77. The mechanical power transmitted to the ten rotors 11 is converted into electric power. When decelerating from a vehicle speed at which regenerative braking by the first electric motor 10 can be performed, the rotor 22 of the second electric motor 20 is driven by the drive wheel 77 by releasing the second motor side disconnecting clutch C. It can prevent being turned.

  In addition, the vehicle 1 according to the present embodiment includes an internal combustion engine 5 that can output mechanical power from the engine output shaft 6 toward the drive wheels 77, a planetary carrier 33 connected to the engine output shaft 6, and a second electric A first sun gear 36 that engages with the rotor 22 of the motor 20; a second sun gear 52 that shares the first sun gear 36 and the planetary carrier 33 and has a larger number of teeth than the first sun gear 36; It further includes a simple planetary planetary gear device 30 having a ring gear 44 that can be engaged with the rotor 11 and the drive wheel 77 of one electric motor (the electric motor) 10. A part of the mechanical power (engine output) transmitted from the engine output shaft 6 to the planetary carrier 33 by the internal combustion engine 5 is transmitted from the first sun gear 36 to the rotor 22 and converted into electric power by the second electric motor 20. At the same time, the remainder can be transmitted from the ring gear 44 toward the drive wheels 77 and 99.

  Further, the vehicle 1 according to this embodiment stops the rotation of the planetary carrier 33 by stopping the rotation of the coupling clutch A, which is a clutch capable of coupling the planetary carrier 33 and the ring gear 44, and the second sun gear 52. The speed increasing brake B, which is a brake capable of increasing the rotational speed of the ring gear 44 with respect to the speed, is further included. The mechanical brake output from the engine output shaft 6 by the internal combustion engine 5 is transmitted to the ring gear 44 at the same rotational speed by disabling the speed increasing brake B and connecting the connecting clutch A. be able to. On the other hand, when the speed increasing brake B is stopped, the rotation of the second sun gear 52 is stopped and the coupling clutch A is released, so that the mechanical power output from the engine output shaft 6 by the internal combustion engine 5 is converted into the rotational speed. Can be transmitted to the ring gear 44 at an increased speed. The mechanical power transmitted to the ring gear 44 can be transmitted to the drive wheels 77 and 99 engaged with the ring gear 44.

  In the above-described embodiment, the vehicle 1 is a hybrid vehicle including the internal combustion engine 5 and the electric motors 10 and 20 as a prime mover. However, vehicles to which the present invention can be applied are limited to hybrid vehicles. is not. The present invention is applicable to any vehicle provided with an electric motor capable of outputting mechanical power from a rotor toward a drive wheel and a clutch capable of interrupting power transmission between the rotor of the electric motor and the drive wheel. can do. For example, the present invention can also be applied to an electric vehicle having only an electric motor as a prime mover.

  In the above-described embodiment, the vehicle 1 includes the first motor disconnecting clutch D that is a clutch capable of interrupting power transmission between the rotor 11 of the electric motor 10 and the drive wheels 77, and the rotor 22 of the second electric motor 20. Clutch C, which is a clutch capable of connecting the planetary carrier 33 and the ring gear 44 of the planetary gear device 30 to the second disengagement clutch C, which is a clutch capable of interrupting power transmission between the motor and the drive wheel 77. However, the clutch of a vehicle to which the present invention is applicable is not limited to this. The present invention can be applied as long as it has a “motor separating clutch” which is a clutch capable of interrupting power transmission between an electric motor as a prime mover and a drive wheel.

  In the above-described embodiment, each of the clutches A, C, and D is configured as a meshing clutch, so that the clutch can be reliably connected with a relatively compact configuration as compared with the case where a friction clutch is used. can do. A friction clutch can be used for each of the clutches A, C, and D.

  In the above-described embodiment, the permanent magnet AC synchronous motor (brushless DC motor) is used as the electric motors 10 and 20 as the prime mover. However, the electric motor as the prime mover is limited to this form. Instead, for example, various types of electric motors such as an induction motor and a reluctance motor can be used.

  In the above-described embodiment, the vehicle 1 is a four-wheel drive vehicle in which the front wheels and the rear wheels are rotationally driven by receiving mechanical power from the propulsion shaft, respectively. Is not limited to this embodiment. The present invention can be applied as long as the mechanical power output by the electric motor is transmitted to the drive wheels. For example, the propulsion shaft is not provided, and the output gear 45 of the present embodiment is The present invention can also be applied to a two-wheel drive vehicle employing a so-called transaxle that directly meshes with a ring gear fixed to a differential.

A Connection clutch B Speed increasing brake C Second motor side disconnect clutch (second disconnect clutch)
D 1st motor release clutch (motor release clutch)
DESCRIPTION OF SYMBOLS 1 Vehicle 5 Internal combustion engine 10 1st electric motor (electric motor)
11 rotor of first electric motor 20 second electric motor 22 rotor of second electric motor 30 planetary gear device 33 planetary carrier of planetary gear device 36 first sun gear of planetary gear device 44 ring gear of planetary gear device 45 output gear 52 planet Second sun gear of gear device 50 Speed increasing mechanism 60 Front side propulsion shaft 80 Rear side propulsion shaft 70, 90 Differential device 77, 99 Drive wheel 100 Control device (control device for vehicle, control means)

Claims (7)

An electric motor capable of outputting mechanical power from the rotor toward the drive wheel;
A motor disconnecting clutch that is a clutch capable of interrupting power transmission between the rotor and the drive wheel of the electric motor;
When the rotational speed of the rotor of the electric motor is equal to or higher than the set rotational speed, a control device that controls the motor disconnection clutch to a released state so that power transmission between the drive wheel and the rotor is interrupted;
A vehicle comprising: The vehicle according to claim 1,
A second electric motor operable as a generator by receiving mechanical power from a driving wheel by a rotor;
A second disengagement clutch that is a clutch capable of interrupting power transmission between the rotor and the drive wheel of the second electric motor;
Further comprising
When the vehicle is decelerating and the rotational speed of the rotor of the electric motor is equal to or higher than the set rotational speed, the control device controls the motor disconnecting clutch to the released state and controls the second disconnecting clutch to the connected state. ,
Mechanical power transmitted from the drive wheel to the rotor of the second electric motor is converted into electric power;
vehicle. The vehicle according to claim 2, wherein
When the rotational speed of the rotor of the electric motor is lower than the set rotational speed when the vehicle is decelerating, the control device controls the motor disconnecting clutch to the connected state and controls the second disconnecting clutch to the released state. A vehicle that converts mechanical power transmitted from the drive wheel to the rotor of the electric motor into electric power. The vehicle according to claim 2, wherein
An internal combustion engine capable of outputting mechanical power from the engine output shaft toward the drive wheels;
The planetary carrier connected to the engine output shaft, the first sun gear engaged with the rotor of the second electric motor, the first sun gear and the planetary carrier are shared, and the number of teeth is set larger than that of the first sun gear. A simple planetary planetary gear device having a second sun gear and a ring gear engageable with a rotor and a drive wheel of the electric motor;
A vehicle further comprising: The vehicle according to claim 4, wherein
A coupling clutch that is a clutch capable of coupling the planetary carrier and the ring gear;
An acceleration brake that is a brake capable of increasing the rotation speed of the ring gear relative to the rotation speed of the planetary carrier by stopping the rotation of the second sun gear;
A vehicle further comprising: A vehicle control device that is used in a vehicle including a motor disconnection clutch that is a clutch capable of interrupting power transmission between an electric motor and a drive wheel, and that can control a connection / release state of the motor disconnection clutch,
When the rotational speed of the rotor of the electric motor is equal to or higher than the set rotational speed, the motor separating clutch is controlled to be in a released state. The vehicle control device according to claim 6,
The vehicle receives a mechanical power from the drive wheel and can act as a generator, and a second disengagement clutch that is a clutch capable of interrupting power transmission between the second electric motor and the drive wheel. It is equipped with
At the time of deceleration of the vehicle, when the rotational speed of the rotor of the electric motor is equal to or higher than the set rotational speed, the motor disconnecting clutch is controlled to the released state, and the second disconnecting clutch is controlled to the connected state. A vehicle control device that converts mechanical power transmitted to the second electric motor into electric power.

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