JP5518811B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle having an internal combustion engine and a motor capable of generating electricity as a power source.

  Conventionally, as a control device of this type of hybrid vehicle, for example, one disclosed in Patent Document 1 is known. This hybrid vehicle includes a dual clutch transmission including a first speed change mechanism and a second speed change mechanism, and the travel modes include an assist travel mode and a charge travel mode. The assist travel mode is a travel mode that uses both an internal combustion engine and an electric motor as a power source, and the charge travel mode generates power with the motor using a part of the power of the internal combustion engine and uses the generated power to the battery. It is a running mode for charging. Further, in this conventional control device, the travel mode and the gear positions of the first and second transmission mechanisms are selected according to the vehicle speed.

JP 2009-173196 A

  Generally, a speed change mechanism having a plurality of speed stages has a characteristic that the power transmission efficiency differs for each speed stage. On the other hand, in the conventional control device described above, the gear stage of the speed change mechanism is merely selected according to the vehicle speed, and thus there is a possibility that good fuel efficiency of the hybrid vehicle cannot be obtained.

  The electric power supplied from the battery to the electric motor is obtained by power generation by the electric motor using engine power. For this reason, in selecting the gear position, taking into account the drive efficiency of the motor during the assist travel mode and the power generation efficiency of the motor during the charge travel mode, in turn, improve the fuel efficiency of the hybrid vehicle. Connected. Here, the driving efficiency of the electric motor is a ratio between the output torque and the supplied electric energy, and the electric power generation efficiency of the electric motor is a ratio between the generated electric energy and the input torque. On the other hand, in the conventional control device, the shift speed of the speed change mechanism is only selected according to the vehicle speed during the charge travel mode or the assist travel mode. There is a risk that it will not be possible.

  The present invention has been made to solve the above-described problems, and provides a control apparatus for a hybrid vehicle that can appropriately select a gear position and thereby improve the fuel efficiency of the hybrid vehicle. The purpose is to provide.

In order to achieve the above object, the invention according to claim 1 includes an internal combustion engine 3, an electric motor 4 capable of generating power, and an engine output shaft of the internal combustion engine 3 (hereinafter, the same applies to this embodiment) crankshaft 3a. ) And the electric power from the electric motor 4 is received by the first input shaft 13, and is transmitted from the engine output shaft to the first transmission mechanism 11 that can be transmitted to the drive wheels DW while being shifted at any one of a plurality of shift speeds. Between the engine output shaft and the first speed change mechanism 11. The second speed change mechanism 31 is capable of transmitting to the drive wheels DW while being changed at any one of the plurality of speed stages. In the control device 1 for a hybrid vehicle having a first clutch C1 that can be engaged and a second clutch C2 that can be engaged between the engine output shaft and the second transmission mechanism 31, the total fuel consumption of the hybrid vehicle is changed. Comprehensive for each stage A first correction that corrects the total fuel consumption map according to a difference in power transmission efficiency between a plurality of shift speeds in at least one of the first and second transmission mechanisms. And the power generation efficiency of the motor 4 when regeneration is performed by the motor 4 using a part of the power of the internal combustion engine 3, and the drive efficiency of the motor 4 when assisting the internal combustion engine 3 by the motor 4 Second correction means for correcting the total fuel consumption map according to at least one, and based on the corrected total fuel consumption map (FIGS. 3 and 5), the total fuel consumption is calculated from a plurality of shift speeds. smallest shift stage is selected, in a case where the hybrid vehicle V is traveling in a state of shifting the power of the internal combustion engine 3 by the second transmission mechanism 31, when selecting the gear position of the first transmission mechanism 11, electric Machine 4 depending on whether to perform the assist or regeneration by, a plurality of shift speeds, overall fuel consumption and selects the smallest gear stage.

  According to this configuration, the engine output shaft of the internal combustion engine and the first input shaft of the first transmission mechanism are engaged with each other by the first clutch, and the relationship between the engine output shaft and the second input shaft of the second transmission mechanism is engaged. When the engagement is released by the second clutch, the power of the internal combustion engine is transmitted to the drive wheels while being shifted at any one of the plurality of shift stages of the first transmission mechanism. Further, when the engagement between the engine output shaft and the first input shaft is released by the first clutch, and the engine output shaft and the second input shaft are engaged with each other by the second clutch, the power of the internal combustion engine is The gear is transmitted to the drive wheel while being shifted at any one of the plurality of shift speeds of the second speed change mechanism. Further, the power of the electric motor is transmitted to the drive wheels while being shifted at any one of a plurality of shift stages of the first transmission mechanism.

  Further, a total fuel consumption map that defines the total fuel consumption of the hybrid vehicle for each shift stage is stored by the storage means and corrected by the first and second correction means.

  Here, the total fuel consumption of the hybrid vehicle is the ratio of the fuel amount to the final travel energy when it is assumed that the fuel as the energy source in the hybrid vehicle is finally converted into the travel energy of the hybrid vehicle. Etc. For this reason, reducing this total fuel consumption leads to improving the fuel efficiency of the hybrid vehicle. Further, the power transmission efficiency in the first and second transmission mechanisms affects the total fuel consumption. Similarly, the power generation efficiency of the electric motor affects the total fuel consumption during regeneration by the electric motor using a part of the motive power of the internal combustion engine, and the driving efficiency of the electric motor during the assist of the internal combustion engine by the electric motor.

  On the other hand, according to the above-described configuration, the correction of the total fuel consumption map by the first correction unit is performed according to the difference in power transmission efficiency between a plurality of shift stages in at least one of the first and second transmission mechanisms. As a result, the total fuel consumption can be appropriately defined according to the power transmission efficiency that varies from gear stage to gear stage. Further, when the correction of the total fuel consumption map by the second correction means is performed, the power generation efficiency of the motor when regeneration is performed by the motor using a part of the power of the internal combustion engine, and the assist of the internal combustion engine by the motor is performed Therefore, the total fuel consumption can be appropriately defined according to at least one of the driving efficiencies of the motor.

  In addition, since the shift stage with the smallest total fuel consumption is selected from a plurality of shift stages based on the corrected total fuel consumption map, the power transmission efficiency, the power generation efficiency of the motor, and the drive efficiency at each shift stage are selected. Accordingly, it is possible to appropriately select a gear position that minimizes the total fuel consumption, thereby improving the fuel efficiency of the hybrid vehicle.

Further, the power transmission efficiency of the first and second transmission mechanisms may be different from each other, and in that case, the total is appropriately defined according to the power transmission efficiency of the respective shift stages of the first and second transmission mechanisms. Since the gear stage can be selected using fuel consumption, the above-described effects can be obtained effectively.
Further, according to the configuration described above, when the hybrid vehicle is traveling by transmitting the power of the internal combustion engine to the drive wheels while being shifted by the second transmission mechanism, the shift stage of the first transmission mechanism is selected. Sometimes, the gear position with the smallest total fuel consumption is selected from a plurality of gear speeds depending on whether or not assist or regeneration by the electric motor should be performed. As a result, it is possible to select a gear position of the first transmission mechanism suitable for assisting and regenerating by the electric motor. Therefore, for example, when the second speed change mechanism is the fourth speed and the third speed and the fifth speed are set as the plurality of speeds of the first speed change mechanism, the motor is assisted. If it is performed, the fifth gear can be selected, and if regeneration is performed, the third gear can be selected.

The invention according to claim 2, in the control apparatus 1 for a hybrid vehicle according to claim 1, the electric motor 4, the capacitor is driven by power supply from (battery 52), the amount of power and can be supplied to the electric motor 4 from the capacitor The amount of limiting the assist of the internal combustion engine 3 by the electric motor 4 is corrected according to at least one of the power that can be output by the electric motor 4.

  According to this configuration, the amount that limits the assist of the motor is corrected according to at least one of the amount of power that can be supplied from the capacitor to the motor (hereinafter referred to as “suppliable power amount”) and the power that can be output by the motor. . Thereby, when the amount of electric power that can be supplied by the battery is small, or when the power that can be output from the electric motor is small, the assist of the internal combustion engine by the electric motor can be appropriately limited.

Invention, in the control apparatus 1 for a hybrid vehicle according to claim 1, the electric motor 4 is driven by power supply from capacitor (battery 52), at least one of the temperature of the motor 4 and the capacitor (battery according to claim 3 The output of the electric motor 4 is limited when the temperature TB) is equal to or higher than a predetermined temperature set for at least one of the electric motor 4 and the battery.

  According to this configuration, when the temperature of at least one of the motor and the capacitor is equal to or higher than a predetermined temperature set for at least one of the motor and the capacitor, that is, when at least one of the at least one is in a relatively high temperature state, The output of the motor is limited. Therefore, the temperature rise of at least one of them can be suppressed.

According to a fourth aspect of the invention, in the hybrid vehicle control device 1 according to the second or third aspect, when the state of charge of the battery (charged state SOC) is equal to or less than a predetermined value, regeneration by the electric motor 4 is forcibly performed. The forced regeneration mode is selected.

  According to this configuration, an operation mode in which regeneration by the electric motor is forcibly performed when the state of charge of the battery is equal to or less than a predetermined value is selected. Therefore, when the state of charge of the battery is below a predetermined value, that is, when the state of charge of the battery is relatively small, regeneration by the electric motor can be forcibly performed, so that overdischarge of the battery can be avoided. .

The invention according to claim 5, in the control apparatus 1 for a hybrid vehicle according to claim 1, corrected total fuel consumption map is divided into areas for each gear position, to the area, for upshift And a downshift is provided with a hysteresis.

  According to this configuration, the corrected total fuel consumption map is divided into regions for each gear position, and hysteresis is provided between these regions for upshifting and for downshifting. As a result, it is possible to prevent upshifting and downshifting hunting.

The invention according to Claim 6 in the control apparatus 1 for the hybrid vehicle of claim 1, the hybrid vehicle V, ', the hybrid vehicle V, V' V data representing the road information around the running A car navigation system 66 for storing is provided. The vehicle navigation system 66 further includes prediction means (ECU 2) for predicting the traveling state of the hybrid vehicle based on the data stored in the car navigation system 66. Further, according to the present invention, the gear position is selected.

  According to this configuration, the traveling state of the hybrid vehicle is predicted by the prediction unit based on the data representing the road information around the hybrid vehicle, and according to the predicted traveling state of the hybrid vehicle, A gear stage is selected. As a result, it is possible to select a gear position suitable for the traveling state of the hybrid vehicle. For example, when the hybrid vehicle is predicted to travel downhill, a gear position that can obtain high power generation efficiency of the motor is selected, or when it is predicted to travel uphill, a larger torque is output. It is possible to select a low-speed gear that can be used, or to select a gear that is suitable for using only the electric motor as a power source when it is predicted to shift to cruise driving.

The invention according to claim 7, in the control apparatus 1 for a hybrid vehicle according to claim 1, the traveling mode of the hybrid vehicle, includes at least one paddle shift mode and sport mode, as the travel mode, the paddle shift mode When at least one of the sport mode and the sport mode is selected, the electric motor 4 assists the internal combustion engine 3.

  According to this configuration, when the paddle shift mode and / or the sport mode is selected as the driving mode of the hybrid vehicle, that is, when the driver is driving the hybrid vehicle with priority given to driving feeling and acceleration feeling. When it is estimated, the internal combustion engine is assisted by the electric motor. Thereby, a larger torque commensurate with the selected travel mode can be transmitted to the drive wheels.

The invention according to claim 8, in the control apparatus 1 for a hybrid vehicle according to claim 1, the first correction means, further according to the power consumed by the motor 4 in order to cancel the torque ripple, total fuel consumption map It is characterized by correcting.

  As is clear from the definition of the total fuel consumption described above, the power consumed by the electric motor to cancel the torque ripple affects the total fuel consumption. According to the above-described configuration, the total fuel consumption map is corrected further according to the electric power consumed by the motor in order to cancel the torque ripple. Therefore, the total fuel consumption is appropriately defined according to the power loss. can do.

The invention according to claim 9 is the hybrid vehicle control apparatus 1 according to claim 1, wherein the electric motor 4 has a three-phase coil and is connected from a battery (battery 52) connected via an electric circuit (PDU51). The second correction means corrects the total fuel consumption map further according to the iron loss and copper loss in the electric motor 4, the loss in the electric circuit, and the loss in the three-phase coil. To do.

  As is apparent from the above definition of total fuel consumption, iron loss and copper loss in the motor, loss in the electric circuit, and loss in the three-phase coil of the motor affect the total fuel consumption. According to the configuration described above, the total fuel consumption map is corrected further according to the iron loss and copper loss in the motor, the loss in the electric circuit, and the loss in the three-phase coil of the motor. The total fuel consumption can be properly defined.

It is a figure showing roughly the hybrid vehicle to which the control device by this embodiment is applied. It is a block diagram which shows ECU etc. of the control apparatus by this embodiment. It is an example of the 1st comprehensive fuel consumption map. It is an example of a basic comprehensive fuel consumption map. It is an example of the 2nd comprehensive fuel consumption map. It is a figure which shows roughly the hybrid vehicle different from FIG. 1 to which the control apparatus by this invention is applied.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. The present invention is not limited to this embodiment. In addition, constituent elements in the embodiment include those that can be easily assumed by those skilled in the art or that are substantially the same. A hybrid vehicle V shown in FIG. 1 is a four-wheel vehicle including a pair of drive wheels DW (only one is shown) and a pair of driven wheels (not shown), and is an internal combustion engine (hereinafter referred to as “engine”) as a power source. ) 3 and an electric motor (hereinafter referred to as “motor”) 4 capable of generating electricity. The engine 3 is a gasoline engine having a plurality of cylinders and has a crankshaft 3a. The fuel injection amount, fuel injection timing, ignition timing, and the like of the engine 3 are controlled by the ECU 2 of the control device 1 shown in FIG.

  The motor 4 is a general one-rotor type brushless DC motor, which is a so-called motor generator, and includes a fixed stator 4a and a rotatable rotor 4b. The stator 4a is for generating a rotating magnetic field, and is composed of an iron core or a three-phase coil. The stator 4 a is attached to a casing CA fixed to the hybrid vehicle V, and is electrically connected to a chargeable / dischargeable battery 52 via a power drive unit (hereinafter referred to as “PDU”) 51. The PDU 51 is configured by an electric circuit such as an inverter and is electrically connected to the ECU 2 (see FIG. 2). Said rotor 4b is comprised with the magnet etc., and is arrange | positioned so that the stator 4a may be opposed.

  In the motor 4 having the above-described configuration, when electric power is supplied from the battery 52 to the stator 4a via the PDU 51 by the control of the PDU 51 by the ECU 2, a rotating magnetic field is generated. 4b rotates. In this case, the power of the rotor 4b is controlled by controlling the power supplied to the stator 4a.

  Further, when the rotor 4b is rotated by the input of power while the power supply to the stator 4a is stopped, a rotating magnetic field is generated by the control of the PDU 51 by the ECU 2, and is input to the rotor 4b accordingly. The power is converted into electric power and electric power is generated, and the generated electric power is charged in the battery 52. Further, the power transmitted to the rotor 4b is controlled by appropriately controlling the stator 4a. Hereinafter, the generation of electric power by the motor 4 and the charging of the generated electric power to the battery 52 are appropriately referred to as “regeneration”.

  Further, the hybrid vehicle V includes a driving force transmission device for transmitting the power of the engine 3 and the motor 4 to the driving wheels DW of the hybrid vehicle V. The driving force transmission device includes the first transmission mechanism 11 and the first transmission mechanism. A dual clutch transmission including the two speed change mechanism 31 is provided.

  The first speed change mechanism 11 changes the input power by one of the first speed, the third speed, the fifth speed and the seventh speed and transmits it to the drive wheels DW. The gear ratios of these first gear to seventh gear are set on the higher speed side as the number of gears is larger. Specifically, the first speed change mechanism 11 includes a first clutch C1, a planetary gear device 12, a first input shaft 13, a third speed gear 14, and a fifth speed gear 15 arranged coaxially with the crankshaft 3a of the engine 3. , And a seventh gear 16.

  The first clutch C1 is a dry multi-plate clutch, and includes an outer C1a that is integrally attached to the crankshaft 3a, an inner C1b that is integrally attached to one end of the first input shaft 13, and the like. The first clutch C1 is controlled by the ECU 2. In the engaged state, the first input shaft 13 is engaged with the crankshaft 3a, while in the released state, the engagement is released and the connection between both the parts 13 and 3a is interrupted.

  The planetary gear device 12 is of a single planetary type, and meshes with a sun gear 12a, a ring gear 12b having a larger number of teeth than the sun gear 12a, and a gear 12a, 12b. A plurality of (for example, three) planetary gears 12c (only two are shown) and a rotatable carrier 12d that rotatably supports the planetary gears 12c are provided.

  The sun gear 12 a is integrally attached to the other end portion of the first input shaft 13. Further, the rotor 4b of the motor 4 described above is integrally attached to the other end portion of the first input shaft 13, and the first input shaft 13 is rotatably supported by a bearing (not shown). With the above configuration, the first input shaft 13, the sun gear 12a, and the rotor 4b rotate integrally with each other.

  The ring gear 12b is provided with a lock mechanism BR. This lock mechanism BR is of an electromagnetic type, and is turned on / off by the ECU 2 to hold the ring gear 12b in a non-rotatable state in the ON state and to allow the ring gear 12b to rotate in the OFF state. A synchro clutch may be used as the lock mechanism BR.

  The carrier 12d is integrally attached to the hollow rotating shaft 17. The rotary shaft 17 is relatively rotatably disposed outside the first input shaft 13 and is rotatably supported by a bearing (not shown).

  The third speed gear 14 is integrally attached to the rotary shaft 17 and is rotatable together with the rotary shaft 17 and the carrier 12d. The fifth speed gear 15 and the seventh speed gear 16 are rotatably provided on the first input shaft 13. Further, the third gear 14, the seventh gear 16, and the fifth gear 15 are arranged in this order between the planetary gear device 12 and the first clutch C1.

  The first input shaft 13 is provided with a first sync clutch S1 and a second sync clutch S2. The first sync clutch S1 includes a sleeve S1a, a shift fork, and an actuator (all not shown). The first sync clutch S1 selectively engages the third speed gear 14 or the seventh speed gear 16 with the first input shaft 13 by moving the sleeve S1a in the axial direction of the first input shaft 13 under the control of the ECU 2. Combine.

  The second synchro clutch S2 is configured in the same manner as the first synchro clutch S1, and the fifth speed gear 15 is input to the first input by moving the sleeve S2a in the axial direction of the first input shaft 13 under the control of the ECU 2. Engage with the shaft 13.

  In addition, the first speed gear 14, the second speed gear 15, and the third speed gear 16 mesh with the third speed gear 14, the fifth speed gear 15, and the seventh speed gear 16, respectively. The passive gears 18 to 20 are integrally attached to the output shaft 21. The output shaft 21 is rotatably supported by a bearing (not shown), and is disposed in parallel with the first input shaft 13. A gear 21a is integrally attached to the output shaft 21, and the gear 21a meshes with a final gear FG having a differential device. The output shaft 21 is connected to the drive wheel DW via the gear 21a and the final gear FG.

  In the first speed change mechanism 11 configured as described above, the planetary gear unit 12, the third speed gear 14, and the first passive gear 18 constitute first and third speed gears, and the fifth speed gear 15 and the second passive gear. 19 is a fifth gear, and the seventh gear 16 and the third passive gear 20 are a seventh gear. The power input to the first input shaft 13 is shifted by one of these first, third, fifth and seventh speeds, and the output shaft 21, the gear 21a and the final gear FG. Is transmitted to the drive wheel DW.

  The second speed change mechanism 31 described above shifts the input power by one of the second speed, the fourth speed and the sixth speed and transmits it to the drive wheels DW. The speed ratios of these second gear to sixth gear are set to a higher speed as the number of gears is larger. Specifically, the second speed change mechanism 31 includes a second clutch C2, a second input shaft 32, a second input intermediate shaft 33, a second speed gear 34, a fourth speed gear 35, and a sixth speed gear 36. The second clutch C2 and the second input shaft 32 are arranged coaxially with the crankshaft 3a.

  Similar to the first clutch C1, the second clutch C2 is a dry multi-plate clutch, and includes an outer C2a integrally attached to the crankshaft 3a and an inner C2b integrally attached to one end of the second input shaft 32. It is configured. The second clutch C2 is controlled by the ECU 2. In the engaged state, the second input shaft 32 is engaged with the crankshaft 3a, while in the released state, the engagement is released and the two are disconnected from each other. .

  The second input shaft 32 is formed in a hollow shape, is relatively rotatably disposed outside the first input shaft 13, and is rotatably supported by a bearing (not shown). A gear 32 a is integrally attached to the other end of the second input shaft 32.

  The second input intermediate shaft 33 is rotatably supported by a bearing (not shown), and is arranged in parallel with the second input shaft 32 and the output shaft 21 described above. A gear 33a is integrally attached to the second input intermediate shaft 33, and an idler gear 37 is engaged with the gear 33a. The idler gear 37 meshes with the gear 32a of the second input shaft 32. In FIG. 1, the idler gear 37 is drawn at a position away from the gear 32a for the sake of illustration. The second input intermediate shaft 33 is connected to the second input shaft 32 through the gear 33a, the idler gear 37, and the gear 32a.

  The second speed gear 34, the sixth speed gear 36, and the fourth speed gear 35 are rotatably provided on the second input intermediate shaft 33, and are arranged in this order. The first passive gear 18 and the third passive gear 20 described above. And the second passive gear 19 meshes with each other. Further, the second input intermediate shaft 33 is provided with a third synchro clutch S3 and a fourth synchro clutch S4. Both synchro clutches S3 and S4 are configured in the same manner as the first synchro clutch S1.

  The third sync clutch S3 selects the second speed gear 34 or the sixth speed gear 36 as the second input intermediate shaft 33 by moving the sleeve S3a in the axial direction of the second input intermediate shaft 33 under the control of the ECU 2. Engaging. The fourth sync clutch S4 engages the fourth speed gear 35 with the second input intermediate shaft 33 by moving the sleeve S4a in the axial direction of the second input intermediate shaft 33 under the control of the ECU 2.

  In the second speed change mechanism 31 configured as described above, the second speed gear 34 and the first passive gear 18 constitute a second speed gear stage, and the fourth speed gear 35 and the second passive gear 19 constitute the fourth speed gear stage. The sixth gear 36 and the third passive gear 20 constitute a sixth gear. The power input to the second input shaft 32 is transmitted to the second input intermediate shaft 33 via the gear 32a, the idler gear 37 and the gear 33a, and the power transmitted to the second input intermediate shaft 33 is The speed is changed by one of the second speed, the fourth speed, and the sixth speed, and is transmitted to the drive wheel DW via the output shaft 21, the gear 21a, and the final gear FG.

  As described above, the first and second transmission mechanisms 11 and 31 share the output shaft 21 for transmitting the shifted power to the drive wheels DW.

  The drive force transmission device is provided with a reverse mechanism 41, and the reverse mechanism 41 includes a reverse shaft 42, a reverse gear 43, and a fifth sync clutch S5 having a sleeve S5a. When the hybrid vehicle V is moved backward, the reverse gear 43 is engaged with the reverse shaft 42 by moving the sleeve S5a in the axial direction of the reverse shaft 42 under the control of the ECU 2.

  Further, as shown in FIG. 2, the CRK signal is input to the ECU 2 from the crank angle sensor 61. This CRK signal is a pulse signal output at every predetermined crank angle as the crankshaft 3a of the engine 3 rotates. The ECU 2 calculates the engine speed NE based on the CRK signal. Further, the ECU 2 receives from the current / voltage sensor 62 a detection signal representing a current / voltage value input / output to / from the battery 52. The ECU 2 calculates the state of charge SOC of the battery 52 based on this detection signal.

  Further, a detection signal representing the temperature of the battery 52 (hereinafter referred to as “battery temperature”) TB is input to the ECU 2 from the battery temperature sensor 63. Further, the ECU 2 receives a detection signal indicating the accelerator opening AP, which is the depression amount of an accelerator pedal (not shown) of the hybrid vehicle V, from the accelerator opening sensor 64, and a detection signal indicating the vehicle speed VP from the vehicle speed sensor 65. Entered. Further, the ECU 2 is appropriately input with data representing road information around the hybrid vehicle V that is stored in the car navigation system 66.

  The ECU 2 is composed of a microcomputer including an I / O interface, a CPU, a RAM, a ROM, and the like, and is stored in the ROM according to the detection signals from the various sensors 61 to 65 described above and the data from the car navigation system 66. The operation of the hybrid vehicle V is controlled according to the stored control program.

  The operation modes of the hybrid vehicle V configured as described above include an ENG travel mode, an EV travel mode, an assist travel mode, a charge travel mode, a deceleration regeneration mode, and an ENG start mode. The operation of the hybrid vehicle V in each operation mode is controlled by the ECU 2. Hereinafter, these operation modes will be described in order.

[ENG travel mode]
The ENG travel mode is an operation mode in which only the engine 3 is used as a power source. In the ENG travel mode, the power of the engine 3 (hereinafter referred to as “engine power”) is controlled by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3. Further, the engine power is changed by the first or second transmission mechanism 11, 31 and transmitted to the drive wheel DW.

  First, the operation in the case where the first transmission mechanism 11 changes the engine power at one of the first speed, the third speed, the fifth speed, and the seventh speed will be described in order. In this case, the first input shaft 13 is engaged with the crankshaft 3a and the second clutch C2 is controlled to be disengaged by controlling the first clutch C1 to the engaged state at any of the above speeds. As a result, the engagement of the second input shaft 32 with the crankshaft 3a is released. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the first speed, the lock mechanism BR is controlled to be turned on to keep the ring gear 12b non-rotatable, and the first and second sync clutches S1 and S2 are used for the third speed with respect to the first input shaft 13. The engagement of the gear 14, the fifth gear 15 and the seventh gear 16 is released.

  Thus, the engine power is transmitted to the output shaft 21 via the first clutch C1, the first input shaft 13, the sun gear 12a, the planetary gear 12c, the carrier 12d, the rotary shaft 17, the third speed gear 14, and the first passive gear 18. In addition, it is transmitted to the drive wheel DW via the gear 21a and the final gear FG. At this time, since the ring gear 12b is held non-rotatable as described above, the engine power transmitted to the first input shaft 13 is decelerated at a gear ratio according to the gear ratio between the sun gear 12a and the ring gear 12b. After that, it is transmitted to the carrier 12d, further decelerated at a gear ratio according to the gear ratio between the third speed gear 14 and the first passive gear 18, and then transmitted to the output shaft 21. As a result, the engine power is shifted at the first gear ratio determined by the two gear ratios and transmitted to the drive wheels DW.

  In the case of the third speed, the rotation of the ring gear 12b is permitted by controlling the lock mechanism BR to the OFF state, and only the third speed gear 14 is controlled by the control of the first and second sync clutches S1 and S2. 1 The input shaft 13 is engaged.

  Thus, the engine power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first passive gear 18. In this case, since the 3rd speed gear 14 is engaged with the first input shaft 13 as described above, the sun gear 12a, the carrier 12d, and the ring gear 12b rotate together. Therefore, in the case of the third speed stage, unlike the case of the first speed stage, the engine power is not decelerated by the planetary gear unit 12 and depends on the gear ratio between the third speed gear 14 and the first passive gear 18. The speed is changed at a fixed gear ratio of the third speed and transmitted to the drive wheel DW.

  Hereinafter, similarly, in the case of the fifth speed stage, only the fifth speed gear 15 is engaged with the first input shaft 13 by the control of the first and second sync clutches S1 and S2. As a result, engine power is transmitted from the first input shaft 13 to the output shaft 21 via the fifth gear 15 and the second passive gear 19, and the fifth speed gear shift determined by the gear ratio between the two gears 15, 19. The gear ratio is changed.

  In the case of the seventh speed, only the seventh speed gear 16 is engaged with the first input shaft 13 by the control of the first and second synchro clutches S1 and S2. As a result, engine power is transmitted from the first input shaft 13 to the output shaft 21 via the seventh speed gear 16 and the third passive gear 20, and the seventh speed shift determined by the gear ratio between the two gears 16 and 20 is achieved. The gear ratio is changed.

  Next, the operation when the engine power is shifted at one of the second speed, the fourth speed, and the sixth speed by the second speed change mechanism 31 will be described in order. In this case, by controlling the first clutch C1 to the disengaged state at any of these shift speeds, the engagement of the first input shaft 13 with the crankshaft 3a is released and the second clutch C2 is engaged. The second input shaft 32 is engaged with the crankshaft 3a. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the second speed, only the second speed gear 34 is engaged with the second input intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. Thus, the engine power is output to the output shaft via the second clutch C2, the second input shaft 32, the gear 32a, the idler gear 37, the gear 33a, the second input intermediate shaft 33, the second speed gear 34, and the first passive gear 18. 21 and further transmitted to the drive wheel DW via the gear 21a and the final gear FG. At that time, the engine power is shifted at a gear ratio of the second speed determined by the gear ratio between the second gear 34 and the first passive gear 18 and transmitted to the drive wheels DW.

  Similarly, in the case of the fourth speed stage, only the fourth speed gear 35 is engaged with the second input intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. As a result, the engine power is transmitted from the second input intermediate shaft 33 to the output shaft 21 via the fourth speed gear 35 and the second passive gear 19, and the fourth speed stage determined by the gear ratio of both the gears 35, 19. The gear is changed at a gear ratio.

  In the case of the sixth speed, only the sixth speed gear 36 is engaged with the second input intermediate shaft 33 by the control of the third and fourth sync clutches S3 and S4. As a result, the engine power is transmitted from the second input intermediate shaft 33 to the output shaft 21 via the sixth speed gear 36 and the third passive gear 20, and the sixth speed stage determined by the gear ratio of both gears 36, 20. The gear is changed at a gear ratio.

[EV driving mode]
The EV travel mode is an operation mode in which only the motor 4 is used as a power source. In the EV travel mode, the power (hereinafter referred to as “motor power”) of the motor 4 is controlled by controlling the electric power supplied from the battery 52 to the motor 4. Further, the motor power is changed by the first speed change mechanism 11 at one of the first speed, the third speed, the fifth speed, and the seventh speed, and is transmitted to the drive wheels DW. In this case, the engagement of the first and second input shafts 13 and 32 with respect to the crankshaft 3a is released by controlling the first and second clutches C1 and C2 to the disengaged state at any of these shift speeds. . As a result, the motor 4 and the drive wheels DW are disconnected from the engine 3, so that the motor power is not transmitted to the engine 3 unnecessarily. Further, the engagement of the reverse gear 43 with respect to the reverse shaft 42 is released by the control of the fifth sync clutch S5.

  In the case of the first speed, as in the ENG travel mode, the lock mechanism BR is controlled to be in the ON state, thereby holding the ring gear 12b in a non-rotatable manner and controlling the first and second sync clutches S1 and S2. Thus, the engagement of the third gear 14, the fifth gear 15 and the seventh gear 16 with respect to the first input shaft 13 is released.

  As described above, the motor power is transmitted to the output shaft 21 via the first input shaft, the sun gear 12a, the planetary gear 12c, the carrier 12d, the rotating shaft 17, the third speed gear 14, and the first passive gear 18. As a result, the motor power is shifted at the first gear ratio and transmitted to the drive wheels DW, as in the ENG travel mode.

  In the case of the third speed, as in the ENG travel mode, the lock mechanism BR is controlled to be in the OFF state, thereby allowing the ring gear 12b to rotate and controlling the first and second sync clutches S1 and S2. Only the third speed gear 14 is engaged with the first input shaft 13. Thus, the motor power is transmitted from the first input shaft 13 to the output shaft 21 via the third speed gear 14 and the first passive gear 18. As a result, the motor power is changed at a gear ratio of the third speed and transmitted to the drive wheels DW, as in the ENG travel mode.

  In the case of the fifth speed or the seventh speed, the lock mechanism BR and the first and second sync clutches S1 and S2 are controlled in the same manner as in the ENG travel mode. As a result, the motor power is changed at a gear ratio of 5th speed or 7th speed and transmitted to the drive wheels DW.

  During the EV travel mode, the gear position of the first transmission mechanism 11 is set so that high drive efficiency of the motor 4 can be obtained.

[Assist driving mode]
The assist travel mode is an operation mode in which the engine 3 is assisted by the motor 4. In the assist travel mode, the engine power is basically controlled so that good fuel consumption of the engine 3 can be obtained. Further, the shortage of engine power with respect to the required driving force determined by the torque (hereinafter referred to as “required torque”) TRQ and the vehicle speed VP required by the driver for the drive wheels DW is compensated by the motor power. The required torque TRQ is calculated according to the detected accelerator opening AP.

  When the engine power is being shifted by the first speed change mechanism 11 during the assist travel mode (in the case of an odd number), the gear ratio between the motor 4 and the drive wheels DW is set by the first speed change mechanism 11. It becomes the same as the gear ratio of the gear stage. On the other hand, when the engine power is being shifted by the second speed change mechanism 31 (even speeds), the gear ratio between the motor 4 and the drive wheels DW is the first speed speed and the third speed speed of the first speed change mechanism 11. It is possible to select either the fifth gear or the seventh gear.

  Further, during the assist travel mode, for example, when the engine power is being shifted at the second speed, the shift speed of the first transmission mechanism 11 is selected by pre-shifting, and the motor power is output via the first transmission mechanism 11. It is transmitted to the shaft 21. In this case, the first to third passive gears 18 to 20 of the output shaft 21 are in mesh with both the odd-numbered gears and the even-numbered gears, and the engine is shifted at the even-numbered gears. It is possible to synthesize the power and the motor power shifted at odd stages. The first clutch C <b> 1 is controlled to be in a released state, so that engine power is not transmitted to the drive wheels DW via the first transmission mechanism 11. Further, the gear position of the first transmission mechanism 11 to be pre-shifted can be freely selected according to the traveling state of the hybrid vehicle V.

[Charging mode]
The charging travel mode is an operation mode in which part of engine power is converted into electric power by the motor 4 to generate electric power and the generated electric power is charged to the battery 52. In the charge travel mode, the engine power is basically controlled so that good fuel consumption of the engine 3 can be obtained. Further, regeneration by the motor 4 is performed using a surplus of engine power with respect to the required driving force determined by the vehicle speed VP and the required torque TRQ.

  As in the assist travel mode, when the engine power is being shifted by the first transmission mechanism 11 during the charge travel mode (in the odd-numbered stage), the gear ratio between the motor 4 and the drive wheels DW is the first speed ratio. This is the same as the gear ratio of the gear stage of the transmission mechanism 11. When the engine power is being shifted by the second speed change mechanism 12 (even speed), the gear ratio between the motor 4 and the drive wheels DW is set to the first speed speed and the third speed speed of the first speed change mechanism 11. It is possible to select either the fifth gear or the seventh gear.

[Deceleration regeneration mode]
The deceleration regeneration mode is an operation mode in which, while the hybrid vehicle V travels at a reduced speed, power is generated by the motor 4 using the power of the drive wheels DW and the generated power is charged in the battery 52. In the deceleration regeneration mode, the first and second clutches C1 and C2 are controlled in the same manner as in the EV traveling mode. Further, the power of the drive wheels DW is transmitted to the motor 4 in a shifted state via the final gear FG, the gear 21a, the output shaft 21, and the first transmission mechanism 11. The power of the drive wheel DW transmitted to the motor 4 is converted into electric power, and the battery 52 is charged. Along with this, a braking force corresponding to the generated electric power acts on the drive wheel DW from the motor 4.

  During the deceleration regeneration mode, the gear position of the first transmission mechanism 11 is set so that high power generation efficiency of the motor 4 can be obtained. Similarly to the EV travel mode, the first and second clutches C1 and C2 disengage the first and second input shafts 13 and 32 from the crankshaft 3a. Since the engine 3 is disconnected, the power of the drive wheels DW is not transmitted to the engine 3 unnecessarily.

  When the braking force by the motor 4 is not sufficiently obtained during the deceleration regeneration mode, the first clutch C1 can be engaged to obtain the braking force by the engine brake.

[ENG start mode]
The ENG start mode is an operation mode for starting the engine 3. In the ENG start mode, when the engine 3 is started while the hybrid vehicle V is stopped, the first input shaft 13 is engaged with the crankshaft 3a by controlling the first clutch C1 to the engaged state, and the first By controlling the two-clutch C2 to the released state, the engagement of the second input shaft 32 with the crankshaft 3a is released. Further, all the gear positions of the first transmission mechanism 11 are released (neutral), and electric power is supplied from the battery 52 to the motor 4 to generate motor power.

  As described above, the motor power is transmitted to the crankshaft 3a via the first input shaft 13 and the first clutch C1, and the crankshaft 3a rotates. In this state, the engine 3 is started by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3 in accordance with the CRK signal described above. In this case, the motor power transmitted to the sun gear 12a via the first input shaft 13 is transmitted to the ring gear 12b via the planetary gear 12c, but the ring gear 12b is allowed to rotate as described above, so that the ring gear is allowed to rotate. Since 12b idles, it is not transmitted to the drive wheel DW via the carrier 12d or the like.

  Further, when the engine 3 is started during the EV traveling mode described above, the first clutch C1 in the released state is engaged, and the first input shaft 13 is engaged with the crankshaft 3a. Thereby, motor power is transmitted to the crankshaft 3a, and the crankshaft 3a rotates. In this state, the engine 3 is started by controlling the fuel injection amount, fuel injection timing, and ignition timing of the engine 3 in accordance with the CRK signal. In this case, by gradually increasing the fastening force of the first clutch C1, the torque transmitted from the motor 4 to the drive wheels DW will not be suddenly reduced, so that good drivability can be ensured.

  When the hybrid vehicle V is in an extremely low speed state during EV traveling or when the temperature of the first clutch C1 is high, when the engine 3 is started, the first clutch C1 is not engaged and the second clutch It is also possible to start the engine 3 by engaging C2 and selecting an even-numbered shift stage to start the engine 3.

  Next, selection of the above-described ENG travel mode, assist travel mode, and charge travel mode, and selection of the gear positions of the first and second transmission mechanisms 11 and 31 in each operation mode will be described. Hereinafter, the assist travel mode and the charge travel mode are collectively referred to as HEV travel mode. First, it is determined whether the ENG travel mode should be selected or one of the assist travel mode and the charge travel mode should be selected according to the vehicle speed VP and the required torque TRQ.

  During the HEV traveling mode, the engine torque is controlled to be the BSFC bottom torque. This BSFC bottom torque is a torque with which the minimum fuel consumption rate of the engine 3 can be obtained with respect to the engine speed NE determined by the relationship between the selected shift speed and the vehicle speed VP as will be described later. For this reason, in the above-described determination, it is determined whether the required torque TRQ is substantially the same as the BSFC bottom torque according to the vehicle speed VP and the required torque TRQ. When the required torque TRQ is substantially the same, the ENG travel mode is selected as the operation mode. In other cases, the assist travel mode, the charge travel mode, or the EV travel mode is selected.

  When the ENG travel mode is selected, the gear positions of the first and second transmission mechanisms 11 and 31 are selected based on a predetermined first total fuel consumption map shown in FIG. This first total fuel consumption map defines the total fuel consumption rate of the hybrid vehicle V in the ENG travel mode for each shift speed with respect to the vehicle speed VP and the required torque TRQ, and is divided into regions for each shift speed. Has been. Here, the total fuel consumption rate of the hybrid vehicle V is the final travel energy when assuming that the fuel as the energy source in the hybrid vehicle V is finally converted into the travel energy of the hybrid vehicle V. Is the ratio of the amount of fuel to the fuel. In FIG. 3, the overall fuel consumption rate is shown by hatching. The first comprehensive fuel consumption map is created as follows.

  First, a basic total fuel consumption map shown in FIG. 4 is created. This basic total fuel consumption map assumes that there is no loss in the first and second transmission mechanisms 11 and 31, and the total fuel consumption rate in the ENG travel mode is calculated with respect to the engine speed NE and the required ENG torque TRQE. It is defined for each gear position. This required ENG torque TRQE is a torque required for the engine 3. The basic total fuel consumption map is set in advance by experiments based on the efficiency of the engine 3. In FIG. 4, as in FIG. 3, the overall fuel consumption rate is shown by hatching. The basic total fuel consumption map is actually composed of a plurality of maps corresponding to the first to seventh gears, and FIG. 4 is an example of the third gear.

  Next, the plurality of basic total fuel consumption maps are corrected according to the difference in power transmission efficiency (input / output ratio) between the plurality of shift speeds in each of the first and second transmission mechanisms 11 and 31. In this case, the power transmission efficiency is determined according to the number of meshing gears, the meshing efficiency, heat loss, and friction loss. Further, the corrected basic total fuel consumption map is further corrected in accordance with predetermined power consumed by the motor 4 to cancel the torque ripple (hereinafter referred to as “torque ripple power”). In this case, the torque ripple power is determined according to the required ENG torque TRQE.

  Then, the first total fuel consumption map is set by superimposing the basic total fuel consumption maps of the respective shift speeds corrected as described above. At the time of this superposition, each shift speed region is set in the first total fuel consumption map so that the smallest total fuel consumption rate is obtained between the shift speeds.

  During the ENG travel mode, the shift speed at which the total fuel consumption rate becomes the minimum with respect to the detected vehicle speed VP and the required torque TRQ from the first speed to the seventh speed of the first and second speed change mechanisms 11 and 31 is described above. The first total fuel consumption map is selected.

  Although not shown, a hysteresis is provided between the upshift and the downshift in the region for each shift stage in the first total fuel consumption map.

  Further, during the ENG travel mode, the engine torque is controlled to be the BSFC bottom torque described above via the fuel injection amount, fuel injection timing and ignition timing of the engine 3.

  On the other hand, when it is determined by the above-described determination that one of the assist travel mode and the charge travel mode should be selected, the operation mode and the shift speed are selected based on the second total fuel consumption map shown in FIG. . This second total fuel consumption map shows the total fuel consumption rate of the hybrid vehicle V with respect to the vehicle speed VP and the required torque TRQ, and the first and second speed change mechanisms 11, for each of the assist travel mode and the charge travel mode. 31 is defined for each of the gears (the upper side in FIG. 5 is the assist travel mode region, and the lower side is the charge travel mode region). In FIG. 5, as in FIG. 3, the overall fuel consumption rate is shown by hatching.

  The second total fuel consumption map is actually composed of a plurality of maps corresponding to the first to seventh gears, and FIG. 5 is an example of the third gear. As described above, when the engine power is shifted by the second transmission mechanism 31 at an even number of shift stages and transmitted to the drive wheels DW, the gear ratio between the motor 4 and the drive wheels DW is the first shift ratio. It is possible to select a gear ratio of the first speed, third speed, fifth speed or seventh speed of the mechanism 11. For this reason, although not shown, when the engine power is changed at the second speed, the fourth speed, or the sixth speed as the second total fuel consumption map, the gear ratio between the motor 4 and the drive wheel DW is A map when the gear ratio is 1st speed, 3rd speed, 5th speed, or 7th speed is set in 3 × 4 = 12 combinations.

  The method for setting the second total fuel consumption map is as follows. That is, by correcting the basic total fuel consumption map shown in FIG. 4 described above and superimposing the basic total fuel consumption maps for assist driving mode and charging driving mode obtained thereby for each shift stage, 2 A comprehensive fuel consumption map is set for each gear position. In this superposition, regions of the assist travel mode and the charge travel mode are set in the second total fuel consumption map so that a smaller total fuel consumption rate can be obtained. In this case, the basic total fuel consumption map is corrected as follows.

  That is, as in the case of the first total fuel consumption map described above, first, the difference in predetermined power transmission efficiency between the plurality of shift speeds in each of the first and second transmission mechanisms 11 and 31 and the torque ripple power are determined. Accordingly, the basic total fuel consumption map is corrected. Next, regarding the second total fuel consumption map for the assist travel mode, the driving efficiency of the motor 4, iron loss and copper loss in the motor 4, loss in the PDU 51, loss of the three-phase coil of the stator 4a, discharge efficiency of the battery 52 In addition, the basic total fuel consumption map corrected as described above is further corrected according to the past charging efficiency.

  In this case, the drive efficiency of the motor 4 has a correlation with the rotational speed of the motor 4, and iron loss and copper loss in the motor 4, loss in the PDU 51, and loss in the three-phase coil of the stator 4 a are supplied to the motor 4. Power, i.e., the motor 4 torque. For this reason, the drive efficiency of these motors 4, the iron loss and copper loss in the motor 4, the loss in the PDU 51, and the loss of the three-phase coil of the stator 4a are determined according to the vehicle speed VP and the required torque TRQ. The discharge efficiency of the battery 52 is regarded as a predetermined value in the above correction. In addition, the past charging efficiency is based on the assumption that the electric power used in the assist driving mode is charged using a part of the engine power in the past charging driving mode. It is a past value obtained by multiplying the power transmission efficiency in the first and second transmission mechanisms 11 and 31 and the power generation efficiency of the motor 4 with each other, and is regarded as a predetermined value in the above correction.

  On the other hand, regarding the second total fuel consumption map for the charging travel mode, the power generation efficiency of the motor 4, the iron loss and the copper loss in the motor 4, the loss in the PDU 51, the loss of the three-phase coil of the stator 4a, the charging efficiency of the battery 52, In addition, the basic total fuel consumption map corrected in accordance with the difference in power transmission efficiency is further corrected in accordance with the EV prediction efficiency. In this case, since the power generation efficiency of the motor 4 has a correlation with the rotation speed of the motor 4, it is determined according to the vehicle speed VP and the required torque TRQ. As described above, iron loss and copper loss in motor 4, loss in PDU 51, and loss of the three-phase coil of stator 4a are determined according to vehicle speed VP and required torque TRQ. Further, the charging efficiency of the battery 52 is regarded as a predetermined value in the above correction. In addition, the above-described EV prediction efficiency includes the drive efficiency of the motor 4, the discharge efficiency of the battery 52, and the first and second speed change mechanisms when the electric power charged in the current charge travel mode is used in the subsequent assist travel mode. 11 and 31 are predicted values obtained by multiplying the power transmission efficiencies in the first and third embodiments, and are assumed to be a predetermined value (for example, 80%) in the above correction.

  When it is determined that the assist travel mode or the charge travel mode should be selected, the vehicle speed VP and the plurality of second total fuel consumption maps described above are searched according to the detected vehicle speed VP and the required torque TRQ, respectively. The total fuel consumption rate at each gear position in the operation mode corresponding to the required torque TRQ is calculated. Then, the gear position having the smallest total fuel consumption rate is selected from the plurality of calculated total fuel consumption rates. Further, an operation mode corresponding to the vehicle speed VP and the required torque TRQ is selected from the assist travel mode and the charge travel mode in the second total fuel consumption map.

  Although not shown, a hysteresis is provided between the upshift and the downshift in the region for each shift stage in the second total fuel consumption map. In the present embodiment, the basic total fuel consumption map (FIG. 4) is not stored in the ROM of the ECU 2, but only the first and second total fuel consumption maps (FIGS. 3 and 5) are stored. Judgment is made by superimposing the two.

  Further, during the assist travel mode, basically, the engine torque is controlled to be the BSFC bottom torque via the fuel injection amount, and the shortage of the engine torque with respect to the required torque TRQ is compensated by the motor torque. The engine 3 is assisted by the motor 4. On the other hand, during the charge travel mode, basically, the engine torque is controlled to be the BSFC bottom torque via the fuel injection amount and the motor 4 uses the surplus engine torque with respect to the required torque TRQ. Power generation is performed, and the generated power is charged in the battery 52 (regeneration).

  Further, during the assist travel mode and the charge travel mode, when the hybrid vehicle V is traveling by transmitting the engine power to the drive wheel DW while being shifted by the second transmission mechanism 31, the first transmission mechanism 11 When selecting a shift speed, a shift speed that minimizes the total fuel consumption rate is selected from a plurality of shift speeds depending on whether or not the motor 4 should assist or regenerate.

  Further, when the state of charge SOC is equal to or less than a predetermined value and larger than a lower limit value slightly smaller than the predetermined value, the ECU 2 has a relatively small amount of electric power that can be supplied from the battery 52 to the motor 4. The assist of the engine 3 by is limited. The assist limit amount increases as the state of charge SOC approaches the lower limit value. In this case, the engine torque is increased so as to compensate for the limited assist.

  Further, during the assist travel mode, when the detected battery temperature TB becomes equal to or higher than a predetermined temperature, the output of the motor 4 is limited, and the assist of the engine 3 by the motor 4 is limited. In this case, the engine torque is increased so as to compensate for the limited assist. In addition, during the EV travel mode, when the battery temperature TB becomes equal to or higher than a predetermined temperature, the EV travel mode is prohibited and the operation mode is switched to the ENG travel mode, the charge travel mode, or the assist travel mode. At the time of this switching, the engine 3 is started in the ENG start mode described above. Further, when the mode is switched to the assist travel mode, the output of the motor 4 is limited as described above.

  Further, when the state of charge SOC is equal to or lower than the lower limit value, the forced regeneration mode is selected as the operation mode, so that regeneration by the motor 4 is forcibly performed using a part of the engine power. During this forced regeneration mode, the shift speed is selected using a third total fuel consumption map (not shown) instead of the second total fuel consumption map described above. This third total fuel consumption map defines the total fuel consumption rate for each gear position during forced regeneration with respect to the vehicle speed VP and the required torque TRQ. Further, the third total fuel consumption map is based on the basic total fuel consumption map shown in FIG. 4 according to the difference in power transmission efficiency between a plurality of shift stages, torque ripple power, power generation efficiency of the motor 4 during forced regeneration, and the like. Is set in advance.

  Further, the ECU 2 predicts the traveling state of the hybrid vehicle V based on the road information around the hybrid vehicle V that is stored in the car navigation system 66 described above. Then, in addition to the first and second total fuel consumption maps, the gear position is further selected according to the predicted traveling state of the hybrid vehicle V. As a result, when the hybrid vehicle V is predicted to travel downhill, the above-described deceleration regeneration mode is selected, and a gear stage that provides high power generation efficiency of the motor 4 is selected, and the vehicle travels uphill. Then, when it is predicted, the assist travel mode is selected, and the low speed side gear stage that can output a larger torque is selected. Further, when the EV travel mode is being performed and the hybrid vehicle V is predicted to shift to cruise travel, a gear position suitable for using only the motor 4 as a power source is selected.

  Further, the traveling mode of the hybrid vehicle V includes a paddle shift mode and a sports mode. This paddle shift mode is a travel mode in which the driver travels while freely selecting a gear position by a shift switch (not shown) provided on the handle of the hybrid vehicle V. The sport mode is a travel mode in which the vehicle travels while obtaining a greater acceleration feeling by setting the gear position to the low speed side. Selection of these paddle shift modes and sport modes is performed according to the operation of a shift lever (not shown) by the driver. Further, when one of the paddle shift mode and the sport mode is selected as the traveling mode, the engine 3 is assisted by the motor 4.

  The correspondence between various elements in the present embodiment and various elements in the present invention is as follows. That is, the crankshaft 3a, the PDU 51, and the battery 52 in the present embodiment correspond to an engine output shaft, an electric circuit, and a capacitor in the present invention, respectively. Further, the ECU 2 in the present embodiment corresponds to the prediction means in the present invention.

  Furthermore, the state of charge SOC and the battery temperature TB in the present embodiment correspond to the state of charge of the battery and the temperature of the battery in the present invention, respectively, and the vehicle speed VP and the required torque TRQ in the present embodiment correspond to the hybrid vehicle in the present invention. Corresponds to the running state.

  As described above, according to the present embodiment, the crankshaft 3a of the engine 3 and the first input shaft 13 of the first transmission mechanism 11 are engaged with each other by the first clutch C1, and the crankshaft 3a and the second input shaft 13 are engaged with each other. When the engagement of the transmission mechanism 31 with the second input shaft 32 is released by the second clutch C2, the engine power is changed in any one of the plurality of shift stages of the first transmission mechanism 11. And transmitted to the drive wheel DW. When the engagement between the crankshaft 3a and the first input shaft 13 is released by the first clutch C1, and the crankshaft 3a and the second input shaft 32 are engaged with each other by the second clutch C2, the engine The power is transmitted to the drive wheel DW while being shifted at any one of the plurality of shift speeds of the second transmission mechanism 31. Further, the motor power is transmitted to the drive wheel DW while being shifted at any one of the plurality of shift stages of the first transmission mechanism 11.

  Further, a basic total fuel consumption map that defines the total fuel consumption rate for each shift speed with respect to the engine speed NE and the required ENG torque TRQE is shown between a plurality of shift speeds in each of the first and second transmission mechanisms 11 and 31. The first total fuel consumption map that defines the total fuel consumption rate in the ENG traveling mode is set by correcting according to the difference in the power transmission efficiency between the two. Therefore, the total fuel consumption rate in the ENG travel mode can be appropriately defined according to the power transmission efficiency that differs for each gear position.

  Further, by correcting the basic total fuel consumption map described above according to the difference in power transmission efficiency between a plurality of shift speeds and the driving efficiency of the electric motor when assisting the internal combustion engine by the electric motor, assist traveling A second total fuel consumption map for the mode is set. Further, the basic total fuel consumption map is corrected according to the difference in power transmission efficiency between a plurality of shift speeds and the power generation efficiency of the motor when regeneration is performed by the motor using a part of the power of the internal combustion engine. Thus, the second total fuel consumption map for the charging travel mode is set. Therefore, the total fuel consumption rate in the assist travel mode can be appropriately defined according to the power transmission efficiency that differs for each gear position and the drive efficiency of the electric motor. Similarly, the total fuel consumption rate in the charge travel mode can be appropriately defined according to the power transmission efficiency that differs for each gear position and the charging efficiency of the electric motor.

  Based on the first total fuel consumption map during the ENG travel mode, and based on the second total fuel consumption map during the assist travel mode and the charge travel mode, the total fuel consumption rate is the highest from the plurality of shift speeds. A small gear is selected. Therefore, a gear stage that minimizes the total fuel consumption rate can be appropriately selected from a plurality of gear stages according to the power transmission efficiency at each gear stage, the power generation efficiency of the motor 4, and the drive efficiency. Thereby, the fuel consumption of the hybrid vehicle V can be improved.

  Further, in the first transmission mechanism 11 (odd number stage) and the second transmission mechanism 31 (even number stage), the latter has a larger number of meshing gears. In the case of an even number, the reverse shaft is connected via an idler gear 37. Since 42 is carried around, a larger loss occurs. This loss is caused by friction loss or by stirring the lubricating oil of each gear, and is usually about 3%. Friction loss is converted to heat loss. Further, when the pre-shift described above is performed, in addition to the second speed change mechanism 31 that transmits engine power to the drive wheels DW, the first speed change mechanism 11 is rotated with the output shaft 21 engaged. Therefore, extra power for rotating the motor 4 is required. On the other hand, according to the present embodiment, the shift speed is selected using the total fuel consumption rate appropriately defined according to the power transmission efficiency of the shift speeds of the first and second transmission mechanisms 11 and 31. Therefore, the effect that the fuel efficiency of the hybrid vehicle V described above can be improved can be effectively obtained.

  Furthermore, when the amount of electric power that can be supplied from the battery 52 to the motor 4 is small, the amount that limits the assist of the engine 3 by the motor 4 is corrected, so that the assist can be appropriately limited. Moreover, since the output of the motor 4 is limited when the detected battery temperature TB is equal to or higher than a predetermined temperature, an increase in the battery temperature TB can be suppressed.

  Further, when the state of charge SOC is equal to or lower than the lower limit value, regeneration by the motor 4 is forcibly performed by selecting the forced regeneration mode. Therefore, overdischarge of the battery 52 can be avoided. Further, during this forced regeneration mode, the shift speed is selected using a third total fuel consumption map (not shown) instead of the second total fuel consumption map described above. The third total fuel consumption map is set by correcting the basic total fuel consumption map shown in FIG. 4 according to the difference in power transmission efficiency between a plurality of shift speeds and the power generation efficiency of the motor 4 in the forced regeneration mode. It is a thing. Therefore, the gear position can be selected using an appropriate third total fuel consumption map that matches the forced regeneration mode.

  Further, the first and second total fuel consumption maps are divided into regions for each gear position, and hysteresis is provided between these regions for upshifting and for downshifting. As a result, it is possible to prevent upshifting and downshifting hunting.

  Further, based on data stored in the car navigation system 66 and representing road information around the hybrid vehicle V traveling, the traveling state of the hybrid vehicle V is predicted and the predicted traveling of the hybrid vehicle V is performed. The gear position is selected according to the situation. As a result, when the hybrid vehicle V is predicted to travel downhill, it is possible to select a gear position that provides high power generation efficiency of the motor 4, and when it is predicted to travel uphill, a larger torque is applied. A low-speed shift stage that can be output can be selected, and when the EV travel mode is in progress and the hybrid vehicle V is predicted to shift to cruise travel, a shift stage suitable for the EV travel mode is selected. Can do.

  Further, during the assist travel mode and the charge travel mode, when the hybrid vehicle V is traveling by transmitting the engine power to the drive wheel DW while being shifted by the second transmission mechanism 31, the first transmission mechanism 11 When selecting a shift speed, a shift speed that minimizes the total fuel consumption rate is selected from a plurality of shift speeds depending on whether or not the motor 4 should assist or regenerate. As a result, it is possible to select the gear position of the first transmission mechanism 11 suitable for assisting and regenerating by the motor 4. For example, if the speed of the second speed change mechanism 31 is the fourth speed and the plurality of speeds of the first speed change mechanism 11 are to assist the motor 4, the fifth speed is regenerated. For example, the third gear can be selected.

  Further, when one of the paddle shift mode and the sport mode is selected as the traveling mode of the hybrid vehicle V, that is, it is estimated that the driver is driving the hybrid vehicle V with priority given to driving feeling and acceleration feeling. The engine 3 is assisted by the motor 4. Thereby, a larger torque commensurate with the selected travel mode can be transmitted to the drive wheels DW.

  In addition, the first and second total fuel consumption maps are set by correcting the basic total fuel consumption map further according to the torque ripple power, that is, the power consumed by the motor 4 to cancel the torque ripple. The total fuel consumption rate can be appropriately defined according to the amount of power loss.

  Furthermore, the second total fuel consumption map is set by correcting the basic total fuel consumption map further according to the iron loss and copper loss in the motor 4, the loss in the PDU 51, and the loss in the three-phase coil of the motor 4. Further, the total fuel consumption rate can be appropriately defined according to these losses.

  Further, during the assist travel mode and the charge travel mode, the first and second speed change mechanisms 11, 11 are searched by searching the second total fuel consumption map (FIG. 5) according to the detected vehicle speed VP and the required torque TRQ. Each of the 31 gears is selected. The second total fuel consumption map corrects the basic total fuel consumption map according to the iron loss and copper loss in the motor 4, the loss of the three-phase coil of the stator 4a, and the difference in power transmission efficiency between a plurality of shift stages. Is set by The basic total fuel consumption map is set based on the efficiency of the engine 3, that is, the loss in the engine 3.

  As is clear from the above, the second total fuel consumption map shows the total fuel consumption rate according to the loss in the engine 3, the loss in the motor 4, and the loss in each of the first and second transmission mechanisms 11 and 31, for each shift stage. Is defined for each gear position with respect to the vehicle speed VP and the required torque TRQ. Further, as described above, the total fuel consumption rate corresponds to the final travel energy when it is assumed that the fuel as the energy source in the hybrid vehicle V is finally converted into the travel energy of the hybrid vehicle V. This is the ratio of the amount of fuel, and corresponds to the reciprocal of the total conversion efficiency from fuel to travel energy in the hybrid vehicle V. Therefore, the total conversion efficiency of the hybrid vehicle V can be appropriately defined according to the loss in the engine 3, the loss in the motor 4, and the loss for each shift stage in each of the first and second transmission mechanisms 11 and 31.

  Further, by searching the second total fuel consumption map according to the vehicle speed VP and the required torque TRQ, the respective shift stages of the first and second transmission mechanisms 11 and 31 are selected. The gear position with the highest overall conversion efficiency can be appropriately selected, whereby the fuel efficiency of the hybrid vehicle V can be improved.

  The present invention can also be applied to the hybrid vehicle V ′ shown in FIG. In the figure, the same components as those of the hybrid vehicle V shown in FIG. The hybrid vehicle V ′ shown in FIG. 6 is mainly different from the hybrid vehicle V in that a transmission mechanism 71 is provided instead of the first and second transmission mechanisms 11 and 31 described above.

  The transmission mechanism 71 is a stepped automatic transmission and has an input shaft 72 and an output shaft 73. The input shaft 72 is connected to the crankshaft 3 a via the clutch C, and the rotor 4 b of the motor 4 is integrally attached to the input shaft 72. The clutch C is a dry multi-plate clutch similar to the first and second clutches C1 and C2.

  A gear 73a is integrally attached to the output shaft 73, and the gear 73a meshes with the above-described final gear FG. The output shaft 73 is connected to the drive wheels DW and DW via the gear 73a and the final gear FG. In the speed change mechanism 71 configured as described above, the engine power and the motor power are input to the input shaft 72, and the input power is one of a plurality of speed stages (for example, the first to seventh speed stages). The speed is changed and transmitted to the drive wheels DW and DW. The operation of the speed change mechanism 71 is controlled by the ECU 2.

  Even when the control device according to the present invention is applied to the hybrid vehicle V ′, the selection of the operation mode, the selection of the shift speed, and the selection of the travel mode are performed in the same manner as in the case of the control device 1 described above. Detailed description thereof will be omitted. Thereby, the effect by embodiment mentioned above can be acquired similarly.

  The transmission mechanism 71 is configured to transmit both engine power and motor power to the drive wheels DW in a state in which both engine power and motor power are shifted, but is configured to transmit only engine power to the drive wheels DW in a state in which speed is changed. May be. Alternatively, a transmission mechanism that transmits the engine power to the drive wheel DW while shifting the engine power and a transmission mechanism that transmits the motor power to the drive wheel DW while shifting the power may be provided separately. Furthermore, although the stepped automatic transmission is used as the transmission mechanism 71, a continuously variable automatic transmission (CVT) capable of changing the gear ratio stepwise may be used.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, correction of the amount that limits the assist of the engine 3 by the motor 4 is performed according to the amount of power that can be supplied from the battery 52 to the motor 4, but instead of this, or together with this, You may carry out according to the motive power which the motor 4 can output. In this case, the power that can be output by the motor 4 is determined according to the state of charge SOC, the temperature of the motor 4 detected by a sensor, and the like. In the embodiment, the motor power is limited when the battery temperature TB is equal to or higher than the predetermined temperature. Instead of this, or in addition to this, the temperature of the motor 4 detected by a sensor or the like corresponds. You may carry out when it is more than predetermined temperature. Thereby, the temperature rise of the motor 4 can be suppressed.

  Further, in the embodiment, the first and second total fuel consumption maps are set in advance by correcting the basic total fuel consumption map according to various parameters regarded as predetermined values. May be set. That is, the basic total fuel consumption map is stored in a storage means such as a ROM, and these various parameters are calculated in real time, and the basic total fuel consumption map is corrected in real time according to the calculated various parameters. Thus, the first and second total fuel consumption maps may be set (updated). In this case, the charging efficiency and discharging efficiency of the battery 52, which are various parameters, are calculated by searching a predetermined map (not shown) according to the battery temperature TB, for example. In calculating various parameters, a predetermined mathematical formula may be used without using a map.

  In the embodiment, the second total fuel consumption map is composed of a plurality of maps corresponding to combinations of a plurality of shift stages of the first and second transmission mechanisms 11 and 31, but for example, You may comprise as follows. That is, similar to the first total fuel consumption map, a plurality of these maps are overlapped to form a single second total fuel consumption map. Each shift speed region may be set so that the smallest total fuel consumption rate can be obtained among a plurality of shift speeds.

  Furthermore, in the embodiment, the total fuel consumption rate is used as a parameter representing the total fuel consumption of the hybrid vehicles V and V ′. However, the total fuel consumption may be used. In the embodiment, the engine speed NE and the required ENG torque TRQE are used as parameters for defining the basic total fuel consumption map (FIG. 4). However, instead of the engine speed NE, the vehicle speed or the driving wheel Instead of the required ENG torque TRQE, the driving force (N · m / s) or load (horsepower) of the hybrid vehicle may be used for the rotation speed.

  Furthermore, in the embodiment, in order to obtain the second fuel consumption map for the charge travel mode and the assist travel mode, correction according to the power generation efficiency of the motor 4 and correction according to the drive efficiency are performed. Only one of the corrections may be performed. In the embodiment, in order to obtain the first total fuel consumption map, correction according to the difference in power transmission efficiency between the plurality of shift stages in each of the first and second transmission mechanisms 11 and 31 is performed. The correction according to the difference in power transmission efficiency between the plurality of shift speeds in one of the first and second transmission mechanisms 11 and 31 may be performed. Further, the embodiment is an example in which the present invention is applied to the hybrid vehicles V and V ′ including both the paddle shift mode and the sport mode as the running mode. However, the present invention is not limited to the paddle shift mode or the sport mode. It is applicable also to the hybrid vehicle containing.

  In the embodiment, the plurality of shift stages of the first and second transmission mechanisms 11 and 31 are set to odd and even stages, but conversely, they are set to even and odd stages. May be. Furthermore, in the embodiment, the first and second transmission mechanisms 11 and 31 are of the type in which the output shaft 21 for transmitting the shifted power to the drive wheels DW is shared. May be used separately. In this case, the first to fourth synchro clutches S1 to S4 may be provided on the output shaft instead of the first input shaft 13 and the second input intermediate shaft 33. In the embodiment, the clutch C and the first and second clutches C1 and C2 are dry multi-plate clutches, but may be wet multi-plate clutches or electromagnetic clutches.

  Furthermore, in the embodiment, the motor 4 that is a brushless DC motor is used as the electric motor in the present invention, but another appropriate electric motor capable of generating power, for example, an AC motor may be used. In the embodiment, the battery in the present invention is the battery 52, but may be another appropriate battery that can be charged and discharged, for example, a capacitor. Furthermore, in the embodiment, the engine 3 that is a gasoline engine is used as the internal combustion engine in the present invention, but a diesel engine or an LPG engine may be used. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

V hybrid vehicle V 'hybrid vehicle 1 control device 2 ECU (prediction means)
3 Engine 3a Crankshaft (engine output shaft)
4 motor DW drive wheel 11 first transmission mechanism 13 first input shaft 31 second transmission mechanism 32 second input shaft C1 first clutch C2 second clutch 51 PDU (electric circuit)
52 Battery (capacitor)
66 Car navigation system 71 Transmission mechanism SOC State of charge (charged state of battery)
TB Battery temperature (Accumulator temperature)
VP vehicle speed (driving condition of hybrid vehicle)
TRQ required torque (driving condition of hybrid vehicle)

Claims (9)

An internal combustion engine, an electric motor capable of generating electricity, an engine output shaft of the internal combustion engine, and power from the motor are received by a first input shaft, and can be transmitted to drive wheels while being shifted at any one of a plurality of shift stages. A first speed change mechanism, a second speed change mechanism capable of receiving power from the engine output shaft by the second input shaft, and transmitting the power to the drive wheels in a state of being changed at any one of a plurality of speed stages, Control of a hybrid vehicle having a first clutch engageable between an engine output shaft and the first transmission mechanism, and a second clutch engageable between the engine output shaft and the second transmission mechanism. In the device
Storage means for storing a total fuel consumption map for defining the total fuel consumption of the hybrid vehicle for each of the shift speeds;
First correction means for correcting the total fuel consumption map according to a difference in power transmission efficiency between the plurality of shift speeds in at least one of the first and second transmission mechanisms;
At least one of the power generation efficiency of the electric motor when regeneration by the electric motor using a part of the power of the internal combustion engine and the driving efficiency of the electric motor when assisting the internal combustion engine by the electric motor are performed And a second correcting means for correcting the total fuel consumption map.
Based on the corrected total fuel consumption map, a gear position with the smallest total fuel consumption is selected from the plurality of gear speeds,
When the hybrid vehicle is running with the power of the internal combustion engine being shifted by the second transmission mechanism, the motor should be assisted or regenerated when selecting the gear position of the first transmission mechanism. A control apparatus for a hybrid vehicle , wherein a shift speed with the smallest total fuel consumption is selected from the plurality of shift speeds according to whether or not . The electric motor is driven by power supply from a capacitor,
In accordance with at least one supply to electric energy and the electric motor can output a power to the motor from the capacitor, the amount which limits the assist of the internal combustion engine by the electric motor, characterized in that it is corrected, claims The hybrid vehicle control device according to claim 1. The electric motor is driven by power supply from a capacitor,
The output of the electric motor is limited when a temperature of at least one of the electric motor and the electric storage device is equal to or higher than a predetermined temperature set for the at least one of the electric motor and the electric storage device. control apparatus for a hybrid vehicle according to 1. When the state of charge of the storage battery is lower than a predetermined value, characterized in that the forced regeneration mode for regeneration by the electric motor forcibly is selected, the control apparatus for a hybrid vehicle according to claim 2 or 3. The corrected total fuel consumption map is divided into regions for each gear position, and hysteresis is provided between the regions for upshifting and for downshifting in the region. Item 2. The hybrid vehicle control device according to Item 1 . The hybrid vehicle is provided with a car navigation system that stores data representing road information around the hybrid vehicle traveling,
Based on data stored in the car navigation system, further comprising prediction means for predicting the traveling state of the hybrid vehicle;
2. The control apparatus for a hybrid vehicle according to claim 1 , wherein the shift stage is selected further according to the predicted traveling state of the hybrid vehicle. The traveling mode of the hybrid vehicle includes at least one of a paddle shift mode and a sports mode,
2. The hybrid vehicle according to claim 1 , wherein when the at least one of the paddle shift mode and the sport mode is selected as the travel mode, the internal combustion engine is assisted by the electric motor. Control device. 2. The control apparatus for a hybrid vehicle according to claim 1, wherein the first correction unit corrects the total fuel consumption map according to electric power consumed by the electric motor in order to cancel torque ripple. 3. . The electric motor has a three-phase coil and is driven by power supply from a capacitor connected via an electric circuit;
The second correction means corrects the total fuel consumption map further according to iron loss and copper loss in the electric motor, loss in the electric circuit, and loss in the three-phase coil. Item 2. The hybrid vehicle control device according to Item 1 .

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