Driving control system for hybrid vehicles

Abstract

This travel control device for a hybrid vehicle comprises a motor rotation synchronization early start determination unit that causes a synchronization control unit to synchronize the rotation of a drive motor with the rotation of drive wheels when, in an engine travel in which the drive wheels are driven by the engine while a motor clutch is disengaging the power of the drive motor, a battery output determination unit determines that a difference between an upper limit value of motor rotation synchronization output required to synchronize the rotation of the drive motor with the rotation of the drive wheels and the maximum battery output value of a drive battery is smaller than or equal to a predetermined threshold value and a request output determination unit determines that output requested for the hybrid vehicle exceeds the maximum output of the engine.

Description

Technical Field

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[0001] The present disclosure relates to a driving control device for a hybrid vehicle.

Background Art

[0002] Patent Document 1 discloses a driving control device for a hybrid vehicle equipped with an engine, a driving motor, and a generator, which individually transmits the power of the engine and the power of the driving motor to drive wheels from different power transmission paths, and also transmits the power of the engine to the generator for power generation. In the hybrid vehicle, a motor clutch is provided on the power transmission path for transmitting the power of the driving motor to the drive wheels. The driving control device calculates the required driving force for the hybrid vehicle, and in the engine driving mode where the motor clutch blocks the power of the driving motor and the drive wheels are driven by the engine, when increasing the required driving force causes the motor clutch to shift from the disengaged state to the engaged state, the generator is operated in power running mode to transmit the power of the generator to the drive wheels.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in the engine driving mode where the motor clutch blocks the power of the driving motor and the drive wheels are driven by the engine, when shifting the motor clutch from the disengaged state to the engaged state, it is necessary to synchronize the rotational speed of the driving motor with the rotational speed of the drive wheels at the motor clutch (clutch shaft). When shifting the motor clutch from the disengaged state to the engaged state, it is necessary to supply electricity from the driving battery to the generator and the driving motor.

[0005] However, if the drive battery's output is insufficient to supply power to both the generator and the drive motor simultaneously, the drive motor will take priority over the generator. This could result in the hybrid vehicle accelerating slowly because the drive battery may not supply enough power to the generator.

[0006] In view of the above circumstances, at least one embodiment of the present invention aims to provide a driving control device for a hybrid vehicle that can prevent the acceleration of the hybrid vehicle from becoming sluggish. [Means for solving the problem]

[0007] (1) A driving control device for a hybrid vehicle according to at least one embodiment of the present invention is a driving control device for a hybrid vehicle that drives the drive wheels by at least one of a drive motor or an engine, wherein the hybrid vehicle comprises a drive battery that supplies electricity to the drive motor, and a motor clutch that transmits or interrupts the power of the drive motor on a motor clutch shaft provided between the drive motor and the drive wheel, wherein the driving control device comprises a synchronization control unit that synchronizes the rotation of the drive motor with the rotation of the drive wheel on the motor clutch shaft when the motor clutch has interrupted the power of the drive motor, and the output required for the hybrid vehicle is The system includes: a request output determination unit that determines whether or not the engine's maximum output is exceeded; a battery output determination unit that determines whether or not the difference between the motor rotation synchronization output upper limit required to synchronize the rotation of the drive motor with the rotation of the drive wheels and the maximum battery output value of the drive battery is less than or equal to a predetermined threshold; and, in engine-driven operation where the engine drives the drive wheels with the motor clutch disconnecting the power of the drive motor, if the battery output determination unit determines that the output is less than or equal to the threshold and the request output determination unit determines that the engine's maximum output is exceeded, the synchronization control unit is instructed to synchronize the rotation of the drive motor with the rotation of the drive wheels by an early motor rotation synchronization determination unit.

[0008] According to the configuration described in (1) above, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power to the drive motor, if it is determined that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor with the rotation of the drive wheels and the maximum battery output of the drive battery is below a predetermined threshold, and if it is determined that the output required for the hybrid vehicle exceeds the maximum output of the engine, then the rotation of the drive motor is synchronized with the rotation of the drive wheels. Therefore, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power to the drive motor, if there is insufficient battery output from the drive battery and it is determined that the output required for the hybrid vehicle exceeds the maximum output of the engine, the motor clutch can transition from a state where the power to the drive motor is disconnected to a state where it transmits power (parallel driving). As a result, since the vehicle transitions to parallel driving when the output required for the hybrid vehicle exceeds the maximum output of the engine, it is possible to prevent the acceleration of the hybrid vehicle from becoming sluggish.

[0009] (2) In some embodiments, in the configuration of (1) above, the hybrid vehicle is equipped with a generator that is driven by the engine to generate electricity and assists the driving force with electricity supplied from the drive battery, the driving control device is equipped with an assist control unit that causes the generator to assist the driving force when the motor clutch has cut off the power of the drive motor, and the assist control unit causes the generator to assist the driving force when the battery output determination unit has determined that the threshold value is exceeded and the requested output determination unit has determined that the maximum output of the engine is exceeded, in engine driving in which the engine drives the drive wheels with the motor clutch cut off the power of the drive motor.

[0010] According to the configuration in (2) above, in engine-driven operation where the engine drives the drive wheels with the motor clutch disconnecting the power to the drive motor, the assist control unit determines that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor with the rotation of the drive wheels and the maximum battery output value of the drive battery exceeds a predetermined threshold, and that the output required for the hybrid vehicle exceeds the maximum output of the engine, and then assists the generator with driving force. Therefore, if the threshold is set to the target value of the generator assist output required for the generator to assist with driving force, there is sufficient battery output from the drive battery to supply electricity to the generator and the drive motor, so even if the generator assists with driving force, it is possible to prevent the acceleration of the hybrid vehicle from becoming sluggish.

[0011] (3) In some embodiments, in the configuration of (1) or (2) above, the hybrid vehicle includes a speed sensor for measuring the speed of the hybrid vehicle and an accelerator position sensor for detecting the accelerator opening, and the requested output determination unit determines that the engine's maximum output is exceeded when the accelerator opening is constant or increasing, while the speed measured by the speed sensor is decreasing.

[0012] According to the configuration described in (3) above, the system determines that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor with the rotation of the drive wheels and the maximum battery output of the drive battery is below a predetermined threshold, and that the accelerator opening remains constant or increases while the speed measured by the speed sensor decreases, then the rotation of the drive motor is synchronized with the rotation of the drive wheels. Therefore, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power of the drive motor, if there is insufficient battery output from the drive battery, and the accelerator opening remains constant or increases while the speed measured by the speed sensor decreases, the motor clutch can transition from a state where it disconnects the power of the drive motor to a state where it transmits power (parallel driving). As a result, when the output required for the hybrid vehicle exceeds the maximum output of the engine, the system transitions to parallel driving, thus preventing the acceleration of the hybrid vehicle from becoming sluggish.

[0013] (4) In some embodiments, in the configuration of (1) or (2) above, the hybrid vehicle includes an acceleration sensor for detecting the acceleration of the hybrid vehicle and an accelerator position sensor for detecting the accelerator opening, and the requested output determination unit determines that the engine's maximum output is exceeded when the accelerator opening is constant or increasing, while the acceleration sensor detects a negative acceleration.

[0014] According to the configuration in (4) above, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power to the drive motor, if the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor with the rotation of the drive wheels and the maximum battery output value of the drive battery is determined to be below a predetermined threshold, and the accelerator opening is constant or increasing, while the acceleration sensor detects negative acceleration, the rotation of the drive motor is synchronized with the rotation of the drive wheels. Therefore, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power to the drive motor, if there is insufficient battery output from the drive battery and the acceleration sensor detects negative acceleration, the motor clutch can transition from a state where the power to the drive motor is disconnected to a state where it transmits power (parallel driving). As a result, when the output required for the hybrid vehicle exceeds the maximum output of the engine, it is possible to transition to parallel driving, thus preventing the acceleration of the hybrid vehicle from becoming sluggish.

[0015] (5) In some embodiments, in the configuration of (1) or (2) above, the hybrid vehicle includes a camera that captures images in front of the hybrid vehicle and an image processing device that detects an uphill slope from the image captured by the camera, and the requested output determination unit determines that the maximum output of the engine is exceeded when the image processing device detects an uphill slope.

[0016] According to the configuration described in (5) above, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power to the drive motor, the system determines that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor with the rotation of the drive wheels and the maximum battery output of the drive battery is below a predetermined threshold, and the image processing unit detects an uphill slope from the image captured by the camera in front of the hybrid vehicle, then the rotation of the drive motor is synchronized with the rotation of the drive wheels. Therefore, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power to the drive motor, if there is insufficient battery output from the drive battery, and the image processing unit detects an uphill slope from the image captured by the camera in front of the hybrid vehicle, the motor clutch can transition from a state where it disconnects the power to the drive motor to a state where it transmits power (parallel driving). As a result, when the output required for the hybrid vehicle exceeds the maximum output of the engine, it is possible to transition to parallel driving, thus preventing the acceleration of the hybrid vehicle from becoming sluggish.

[0017] (6) In some embodiments, in the configuration of (1) or (2) above, the hybrid vehicle includes a detection device for detecting other vehicles traveling in front of the hybrid vehicle, and a turn signal that receives input for operations to indicate the direction to the surroundings when turning left or right or changing lanes, and the requested output determination unit determines that the maximum output of the engine is exceeded when the detection device detects the other vehicle and an operation to change lanes to the passing lane is input to the turn signal.

[0018] According to the configuration of (6) above, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power of the drive motor, if the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor with the rotation of the drive wheels and the maximum battery output value of the drive battery is determined to be below a predetermined threshold, and if the detection device that detects other vehicles traveling ahead of the hybrid vehicle detects another vehicle and a lane change operation to the passing lane is input to the turn signal, the rotation of the drive motor is synchronized with the rotation of the drive wheels.Therefore, in engine-driven driving where the engine drives the drive wheels with the motor clutch disconnecting the power of the drive motor, if there is insufficient battery output from the drive battery, and the detection device that detects other vehicles traveling ahead of the hybrid vehicle detects another vehicle and a lane change operation to the passing lane is input to the turn signal, the motor clutch can transition from a state where it disconnects the power of the drive motor to a state where it transmits power (parallel driving). This prevents the hybrid vehicle from accelerating slowly, as it switches to parallel driving mode when the required output exceeds the engine's maximum output. [Effects of the Invention]

[0019] According to at least one embodiment of the present invention, it is possible to prevent the acceleration of a hybrid vehicle from becoming sluggish. [Brief explanation of the drawing]

[0020] [Figure 1] This is a schematic diagram showing a hybrid vehicle according to Embodiment 1. [Figure 2] This diagram schematically shows the configuration of the hybrid vehicle shown in Figure 1. [Figure 3] Figure 2 is a block diagram that schematically shows the control configuration of the hybrid vehicle. [Figure 4] Figure 3 is a block diagram illustrating the control configuration of the driving control device for the hybrid vehicle shown. [Figure 5]It is a flowchart schematically showing the control content of the travel control device of the hybrid vehicle shown in FIG. 4. [Figure 6] It is a diagram showing the battery output for motor rotation synchronization of the hybrid vehicle according to Embodiment 1 and the battery output for the drive motor that assists the rotation of the drive shaft. [Figure 7] It is a diagram schematically showing the configuration of the hybrid vehicle according to Embodiment 2. [Figure 8] It is a block diagram schematically showing the control configuration of the travel control device of the hybrid vehicle shown in FIG. 7. [Figure 9] It is a block diagram schematically showing the control configuration of the travel control device of the hybrid vehicle shown in FIG. 8. [Figure 10] It is a flowchart schematically showing the control content of the travel control device of the hybrid vehicle shown in FIG. 9. [Figure 11] It is a diagram showing the battery output for the generator that assists the rotation of the drive shaft of the hybrid vehicle according to Embodiment 2 and the battery output for motor rotation synchronization of the drive motor. [Figure 12] It is a diagram showing the overtaking of another vehicle traveling in front of the host vehicle.

Modes for Carrying Out the Invention

[0021] Hereinafter, several embodiments of the present invention will be described with reference to the attached drawings. However, the dimensions, materials, shapes, relative arrangements, etc., of the components described as embodiments or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples. For example, expressions describing relative or absolute arrangements such as "in a certain direction," "along a certain direction," "parallel," "orthogonal," "center," "concentric," or "coaxial" should not only strictly represent such arrangements, but also represent states of relative displacement with tolerances, or angles or distances that allow the same function to be obtained. Furthermore, expressions describing shapes such as square or cylindrical should not only represent geometrically precise square or cylindrical shapes, but also shapes including concave and concave parts, chamfered parts, etc., to the extent that the same effect can be obtained. On the other hand, expressions such as "equipped," "possess," "features," "includes," or "has" a single component are not exclusive expressions that exclude the existence of other components.

[0022] [Embodiment 1] [Hybrid vehicles] Figure 1 is a schematic diagram showing a hybrid vehicle 1 according to Embodiment 1. As shown in Figure 1, the hybrid vehicle 1 according to Embodiment 1 is a hybrid vehicle that drives the drive wheels 14 by at least one of a drive motor 10 or an engine 12. The hybrid vehicle 1 according to Embodiment 1 is a plug-in hybrid vehicle (PHEV) that can be charged from an external device (e.g., a fast charger) while stationary (hereinafter referred to as "external charging") and can supply power to an external source (e.g., a general household) while stationary (hereinafter referred to as "external power supply"), but is not limited to this. Furthermore, the hybrid vehicle 1 according to Embodiment 1 is a hybrid vehicle that drives the two front wheels, but it may also be a hybrid vehicle that drives four wheels.

[0023] [Hybrid Vehicle Configuration] Figure 2 is a schematic diagram showing the configuration of the hybrid vehicle 1 shown in Figure 1. As shown in Figure 2, the hybrid vehicle 1 according to Embodiment 1 includes, in addition to the drive motor 10 and engine 12 described above, a drive battery 16 that supplies electricity to the drive motor 10, and a motor clutch 20 that transmits or interrupts power from the drive motor 10 on a motor clutch shaft 18 provided between the drive motor 10 and the drive wheel 14.

[0024] The motor clutch 20 is disengaged, and when the clutch is disengaged (disengaged), the power transmission to the drive motor 10 is interrupted, and when the clutch is engaged (engaged), the power of the drive motor 10 is transmitted. As a result, the hybrid vehicle 1 according to Embodiment 1 is capable of engine-driven driving, in which the engine 12 drives the drive wheels 14 with the motor clutch 20 interrupting the power of the drive motor 10, and parallel driving (hereinafter referred to as "PR driving"), in which the engine 12 drives the drive wheels 14 and the drive motor 10 assists the driving force with the motor clutch 20 transmitting the power of the drive motor 10.

[0025] Furthermore, the hybrid vehicle 1 according to the embodiment is further equipped with an engine clutch 24 on an engine clutch shaft 22 provided between the engine 12 and the drive wheels 14, which transmits or disconnects power from the engine 12. The engine clutch 24 is connectable and disconnectable, and when the clutch is disconnected, the transmission of power from the engine 12 is interrupted, and when the clutch is connected, the power from the engine 12 is transmitted. As a result, in addition to the engine driving and PR driving described above, the hybrid vehicle 1 according to embodiment 1 is also capable of motor driving (hereinafter referred to as "EV driving") in which the drive motor 10 drives the drive wheels 14 when the engine clutch 24 disconnects power from the engine 12 and the motor clutch 20 transmits power from the drive motor 10.

[0026] The hybrid vehicle 1 according to Embodiment 1 is provided with a transaxle 26 that incorporates the motor clutch shaft 18 and engine clutch shaft 22 described above. In addition to the drive motor 10 and engine 12 described above, a drive shaft 28 that drives the drive wheels (front wheels) 14 described above is connected to the transaxle 26. The transaxle 26 is provided with a final gear 30 on the drive shaft 28, a motor gear 32 on the output shaft of the drive motor 10, a first gear 34 provided on one side of the motor clutch shaft 18 that meshes with the motor gear 32, a second gear 36 provided on the other side of the motor clutch shaft 18 that meshes with the final gear 30, an engine gear 38 provided on the output shaft (crankshaft) of the engine 12, a third gear 40 provided on one side of the engine clutch shaft 22 that meshes with the engine gear 38, and a fourth gear 42 provided on the other side of the engine clutch shaft 22 that meshes with the final gear 30. As a result, the power of the drive motor 10 is transmitted to the drive shaft 28 (drive wheels 14) via the motor gear 32, the first gear 34, the second gear 36, and the final gear 30, and the power of the engine 12 is transmitted to the drive shaft 28 (drive wheels 14) via the engine gear 38, the third gear 40, the fourth gear 42, and the final gear 30.

[0027] [Control configuration for hybrid vehicles] Figure 3 is a block diagram schematically showing the control configuration of the hybrid vehicle 1 shown in Figure 2. As shown in Figure 3, a motor control unit 44 (hereinafter referred to as "motor ECU 44") is electrically connected to the drive motor 10 described above, and the drive motor 10 is electrically controlled by the motor ECU 44.

[0028] A fuel tank 13 (see Figure 1) is connected to the engine 12 described above, and fuel is supplied to the engine 12 from the fuel tank 13. In addition, an engine control unit 46 (hereinafter referred to as "engine ECU 46") is electrically connected to the engine 12, and the engine 12 is electrically controlled by the engine ECU 46.

[0029] A battery control unit 48 (hereinafter referred to as "battery ECU 48") is electrically connected to the aforementioned drive battery 16, and the charge level (SOC (State of Charge)), battery temperature, maximum battery output, etc. of the drive battery 16 are electrically managed by the battery ECU 48.

[0030] A transaxle control unit 50 (hereinafter referred to as "transaxle ECU 50") is electrically connected to the motor clutch 20 and engine clutch 24 built into the transaxle 26 described above, and the engagement and disengagement of the motor clutch 20 and engine clutch 24 are electrically controlled by the transaxle ECU 50.

[0031] The motor ECU44, engine ECU46, battery ECU48, and transaxle ECU50 are each composed of a processor consisting of an arithmetic unit, registers for storing instructions and information, and peripheral circuits, memory such as ROM (Read Only Memory) and RAM (Random Access Memory), and an input interface.

[0032] The motor ECU 44, engine ECU 46, battery ECU 48, and transaxle ECU 50 are electrically connected to the vehicle control device 52 (hereinafter referred to as "HEV-ECU 52") via an in-vehicle network (CAN (Controll Area Network)). As a result, the motor ECU 44, engine ECU 46, and transaxle ECU 50 are managed by the HEV-ECU 52, and in response to commands from the HEV-ECU 52, the motor ECU 44, engine ECU 46, battery ECU 48, and transaxle ECU 50 control the drive motor 10, engine 12, drive battery 16, and transaxle 26. For example, the motor ECU 44 controls the drive motor 10 so that it is driven by the torque (rotational torque, rotational synchronous torque, etc.) input to the motor ECU 44 from the HEV-ECU 52.

[0033] Furthermore, the HEV-ECU52 is connected to the chassis control unit 54 (hereinafter referred to as "chassis ECU54") and the body control unit 56 (hereinafter referred to as "body ECU56") via CAN. The chassis ECU54 and body ECU56 are each composed of a processor consisting of an arithmetic unit, registers for storing instructions and information, and peripheral circuits, as well as memory such as ROM (Read Only Memory) and RAM (Random Access Memory), and an input interface.

[0034] For example, the chassis system ECU 54 is electrically connected to a speed sensor 58 and an acceleration sensor 60. The chassis system ECU 54 receives information from the speed sensor 58 and the acceleration sensor 60, and the vehicle speed and acceleration are input from the chassis system ECU 54 to the HEV-ECU 52. For example, the body ECU 56 is electrically connected to a turn signal 62, a camera 64, and a radar 66. It receives operation information from the turn signal 62, image information acquired by the camera 64 (for example, image information such as uphill slopes), and information from the radar 66 (for example, information on other vehicles traveling in front of the vehicle). For example, the body ECU 56 is equipped with an image processing device 65 that detects uphill slopes, etc., from images acquired by the camera 64. As a result, operation information, environmental information such as uphill slopes, and other vehicle information are input from the body ECU 56 to the HEV-ECU 52.

[0035] Furthermore, an accelerator position sensor 68 (hereinafter referred to as "APS68") is connected to the HEV-ECU52, and the accelerator opening angle is input from the APS68 to the HEV-ECU52.

[0036] [Configuration of the driving control system] Figure 4 is a schematic block diagram showing the configuration of the driving control device 70 of the hybrid vehicle 1 shown in Figure 3. As shown in Figure 4, the HEV-ECU 52 of the hybrid vehicle 1 according to Embodiment 1 constitutes the driving control device 70. The driving control device 70 includes a synchronization control unit 72, a request output determination unit 74, a battery output determination unit 76, and a motor rotation synchronization early start determination unit 78.

[0037] The synchronous control unit 72 is the part that synchronizes the rotation of the drive motor 10 with the rotation of the drive wheel 14 on the motor clutch shaft 18 when the motor clutch 20 has cut off the power to the drive motor 10. For example, the synchronous control unit 72 includes a motor torque calculation unit 80 that calculates the rotational synchronous torque of the drive motor 10, and the rotational synchronous torque of the drive motor 10 calculated by the motor torque calculation unit 80 is output to the motor ECU 44. As a result, the motor ECU 44 controls the drive motor 10 so that it is driven by the rotational synchronous torque calculated by the synchronous control unit 72 (motor torque calculation unit 80).

[0038] The requested output determination unit 74 is responsible for determining whether the output required for the hybrid vehicle 1 exceeds the maximum output of the engine 12. For example, the output required for the hybrid vehicle 1 is calculated based on the vehicle speed input from the chassis system ECU 54 to the HEV-ECU 52 and the accelerator opening input from the APS 68 to the HEV-ECU 52, and the maximum output of the engine 12 is set to a value (fixed value) determined in advance through experiments or the like.

[0039] The battery output determination unit 76 is responsible for determining whether the difference between the motor rotation synchronization output upper limit, which is necessary to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14, and the maximum battery output value of the drive battery 16 is below a predetermined threshold. The motor rotation synchronization output upper limit is a fixed value and is set in advance. The maximum battery output value of the drive battery 16 is input from the battery ECU 48, which manages the drive battery 16, to the HEV-ECU 52 (battery output determination unit 76).

[0040] The motor rotation synchronization early start determination unit 78 is the part that, in engine-driven operation where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, when the battery output determination unit 76 determines that the difference between the motor rotation synchronization output upper limit and the battery maximum output is less than or equal to a predetermined threshold, and the requested output determination unit 74 determines that the output required for the hybrid vehicle 1 exceeds the maximum output of the engine 12, it instructs the synchronization control unit 72 to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14.

[0041] The driving control device 70 of the hybrid vehicle 1 according to Embodiment 1 further includes a motor clutch control unit 82. The motor clutch control unit 82 is the part of the motor clutch 20 (motor clutch shaft 18) that connects the motor clutch 20 when the rotational speed of the drive motor 10 is synchronized with the rotational speed of the drive wheels 14. For example, when the rotational speed of the drive motor 10 is synchronized with the rotational speed of the drive wheels 14, the motor clutch control unit 82 outputs a connection instruction for the motor clutch 20 to the transaxle ECU 50. As a result, the transaxle ECU 50 controls the motor clutch 20 so that the motor clutch 20 is connected. Note that in the motor clutch 20 (motor clutch shaft 18), it is necessary to synchronize the rotational speed of the drive motor 10 with the rotational speed of the drive wheels 14, so the rotational speed of the drive motor 10 is converted to the rotational speed at the motor clutch 20 (motor clutch shaft 18), and the rotational speed of the drive wheels 14 is converted to the rotational speed at the motor clutch 20 (motor clutch shaft 18).

[0042] [Driving control system control] Figure 5 is a flowchart illustrating the control contents of the driving control device 70 of the hybrid vehicle 1 shown in Figure 4. As shown in Figure 5, in the driving control device 70 of the hybrid vehicle 1 according to Embodiment 1, the motor rotation synchronization early start determination unit 78 determines whether or not the motor clutch 20 has cut off the power to the drive motor 10 (step S11).

[0043] If the motor clutch 20 is disconnecting the power to the drive motor 10 (clutch: disengaged) (step S11: Yes), then the vehicle is running on the engine, and the battery output determination unit 76 determines whether the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14 and the maximum battery output value of the drive battery 16 is less than or equal to a predetermined threshold (step S12).

[0044] If it is determined that the difference between the upper limit of motor rotation synchronous output and the maximum battery output of the drive battery 16 is less than or equal to a predetermined threshold (step S12: Yes), it is determined whether the output required for the hybrid vehicle 1 exceeds the maximum output of the engine 12 (step S13). If the output required for the hybrid vehicle 1 exceeds the maximum output of the engine 12 (step S13: Yes), the output required for the hybrid vehicle 1 cannot be met by engine driving, so rotation synchronous operation of the drive motor 10 is started (step S14).

[0045] In the motor clutch 20 (motor clutch shaft 18), when the rotation of the drive motor 10 synchronizes with the rotation of the drive wheel 14 (step S15: Yes), the motor clutch 20 can be engaged, and the motor clutch control unit 82 engages the motor clutch 20 (step S16). As a result, the power of the drive motor 10 can be transmitted to the drive wheel 14, and the vehicle transitions from engine-driven to PR-driven (step S17).

[0046] [Effects of the driving control system] Figure 6 is a diagram showing the battery output for motor rotation synchronization and the battery output for the drive motor 10 that assists the rotation of the drive shaft 28 of the hybrid vehicle 1 according to Embodiment 1. According to the driving control device 70 of the hybrid vehicle 1 according to Embodiment 1, in engine driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, if the battery output determination unit 76 determines that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14 and the maximum battery output value of the drive battery 16 exceeds a predetermined threshold, and the requested output determination unit 74 determines that the output required for the hybrid vehicle 1 exceeds the maximum output of the engine 12, then, as shown as "motor rotation synchronization portion" in Figure 6, the battery output of the drive battery 16 is used first to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14. As a result, the motor clutch 20 engages, and the motor clutch 20 transitions from a state where it has disconnected the power of the drive motor 10 to a state where it transmits power (parallel driving). When it transitions to parallel driving, as shown as "motor assist" in Figure 6, the battery output of the drive battery 16 is used to assist the drive motor 10 in rotating the drive shaft 28. In this way, when the motor clutch 20 has disconnected the power of the drive motor 10 and the engine 12 drives the drive wheels 14, if it is determined that the output required for the hybrid vehicle 1 exceeds the maximum output of the engine 12, the motor clutch 20 engages, the vehicle transitions to parallel driving, and the battery output of the drive battery 16 is used to assist the drive motor 10 in rotating the drive shaft 28, thereby preventing the acceleration of the hybrid vehicle 1 from becoming sluggish.

[0047] [Embodiment 2] [Hybrid vehicles] The hybrid vehicle 1B according to Embodiment 2 is a hybrid vehicle that drives the drive wheels 14 by at least one of the drive motor 10 or the engine 12, similar to the hybrid vehicle 1 according to Embodiment 1, and is capable of external charging and external power supply, and is not particularly different from the hybrid vehicle 1 according to Embodiment 1.

[0048] [Hybrid Vehicle Configuration] Figure 7 is a schematic diagram showing the configuration of the hybrid vehicle 1B according to Embodiment 2. As shown in Figure 7, the hybrid vehicle 1B according to Embodiment 2 has the same configuration as the hybrid vehicle 1 according to Embodiment 1, except that it is equipped with a generator 84 that is driven by the engine 12 to generate electricity and assists the rotation of the drive shaft 28 with electricity supplied from the drive battery 16. Therefore, components that are the same as those in the hybrid vehicle 1 according to Embodiment 1 are denoted by the same reference numerals and their description is omitted.

[0049] The hybrid vehicle 1B according to Embodiment 2 is equipped with a generator 84, which enables PR driving (generator assist) in which the generator 84 assists the rotation of the drive shaft 28 when the motor clutch 20 has cut off the power to the drive motor 10.

[0050] Furthermore, in the hybrid vehicle 1B according to Embodiment 2, the engine clutch 24 disconnects the power of the engine 12, and the motor clutch 20 transmits the power of the drive motor 10, enabling series driving (hereinafter referred to as "SR driving") in which the drive motor 10 is driven by electricity generated by the generator 84 using the power of the engine 12 and electricity supplied from the drive battery 16.

[0051] In the hybrid vehicle 1B according to Embodiment 2, a generator 84 is connected to the transaxle 26. A generator gear 86 provided on the drive shaft (input / output shaft) of the generator 84 meshes with the engine gear 38. Power from the engine 12 is transmitted to the generator 84 via the engine gear 38 and the generator gear 86, and power from the generator 84 is transmitted to the drive shaft 28 (drive wheels 14) via the generator gear 86 and the engine gear 38.

[0052] [Control configuration for hybrid vehicles] Figure 8 is a schematic block diagram showing the control configuration of the hybrid vehicle 1B shown in Figure 7. As shown in Figure 8, the generator 84 described above is electrically connected to a generator control unit 88 (hereinafter referred to as "generator ECU 88"), and the generator 84 is electrically controlled by the generator ECU 88.

[0053] The generator ECU88 consists of a processor comprising an arithmetic unit, registers for storing instructions and information, and peripheral circuits, as well as memory such as ROM and RAM, and an input interface. It is electrically connected to the HEV-ECU52 via CAN. As a result, the generator ECU88 is managed by the HEV-ECU52, and the generator ECU88 controls the generator 84 according to the instructions of the HEV-ECU52.

[0054] [Configuration of the driving control system] Figure 9 is a schematic block diagram showing the control configuration of the driving control device 70 of the hybrid vehicle 1B shown in Figure 8. As shown in Figure 9, the driving control device 70 includes an assist control unit 90.

[0055] The assist control unit 90 is the part that causes the generator 84 to assist the rotation of the drive shaft 28 when the motor clutch 20 has cut off the power to the drive motor 10. When the motor clutch 20 has cut off the power to the drive motor 10, and the engine 12 is driving the drive wheels 14, the assist control unit 90 causes the generator 84 to assist the rotation of the drive shaft 28 when the battery output determination unit 76 determines that the difference between the motor rotation synchronous output upper limit and the battery maximum output value exceeds a predetermined threshold, and the requested output determination unit 74 determines that the output required for the hybrid vehicle 1B exceeds the maximum output of the engine 12. The threshold is, for example, the generator assist output target value required for the generator 84 to assist the rotation of the drive shaft 28. For example, the assist control unit 90 includes a generator torque calculation unit 92 that calculates the assist torque of the generator 84, and the assist torque of the generator 84 calculated by the generator torque calculation unit 92 is output to the generator ECU 88. As a result, the generator ECU 88 controls the generator 84 so that it is driven by the assist torque calculated by the assist control unit 90 (generator torque calculation unit 92).

[0056] [Driving control system control] Figure 10 is a flowchart illustrating the control contents of the driving control device 70 of the hybrid vehicle 1B shown in Figure 9. As shown in Figure 10, in the driving control device 70 of the hybrid vehicle 1B according to Embodiment 2, if it is determined that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14 and the maximum battery output value of the drive battery 16 exceeds a predetermined threshold (S12: No), the requested output determination unit 74 determines whether the output required for the hybrid vehicle 1B exceeds the maximum output of the engine 12 (step S21). If the output required for the hybrid vehicle 1B exceeds the maximum output of the engine 12 (S21: Yes), the output required for the hybrid vehicle 1B cannot be met by engine driving, so the system switches to PR driving (generator assist) in which the generator 84 assists the rotation of the drive shaft 28 (step S22), and rotation synchronization of the drive motor 10 is started (step S23).

[0057] In the motor clutch 20 (motor clutch shaft 18), when the rotation of the drive motor 10 synchronizes with the rotation of the drive wheel 14 (step S24: Yes), the motor clutch 20 can be engaged, and the motor clutch control unit 82 engages the motor clutch 20 (step S25). As a result, the power of the drive motor 10 can be transmitted to the drive wheel 14, and the system switches from generator assist to motor assist (step S26).

[0058] [Effects of the driving control system] Figure 11 shows the battery output for the generator that assists the rotation of the drive shaft 28 of the hybrid vehicle 1B according to Embodiment 2, and the battery output for the rotation synchronization of the drive motor 10. According to the driving control device 70 of the hybrid vehicle 1B of Embodiment 2, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, if the battery output determination unit 76 determines that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14 and the maximum battery output value of the drive battery 16 exceeds a predetermined threshold (generator assist output target value), and the requested output determination unit 74 determines that the output required for the hybrid vehicle 1B exceeds the maximum output of the engine 12, then, as shown as "generator assist portion" in Figure 11, the battery output of the drive battery 16 is used to assist the generator 84 in rotating the drive shaft 28, and as shown as "motor rotation synchronization portion" in Figure 11, the battery output of the drive battery 16 is used to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14. As a result, the generator 84 assists the rotation of the engine 12 (generator assist), and the rotation of the drive motor 10 can be synchronized with the rotation of the drive wheels 14. When the rotation of the drive motor 10 is synchronized with the rotation of the drive wheels 14, the motor clutch 20 engages, and the system switches from generator assist to motor assist. In this way, until the rotation of the drive motor 10 is synchronized with the rotation of the drive wheels 14, the rotation of the engine 12 is assisted by the generator 84 (generator assist), and after the rotation of the drive motor 10 is synchronized with the rotation of the drive wheels 14 and the motor clutch 20 engages, the rotation of the engine 12 is assisted by the drive motor 10 (motor assist), thus preventing the acceleration of the hybrid vehicle 1B from becoming sluggish.

[0059] [Embodiment 3] The hybrid vehicle 1C and the driving control device 70 of the hybrid vehicle 1C according to Embodiment 3 have the same configuration as the hybrid vehicle and hybrid vehicle according to Embodiment 1 or Embodiment 2, except for the requested output determination unit 74C. Therefore, the requested output determination unit 74C will be described, and the rest of the description will be omitted.

[0060] [Required output determination section] On flat ground, if the accelerator opening is constant, the vehicle speed will also be constant. However, on an uphill slope, the vehicle speed will decrease even if the accelerator opening is constant or increases. In view of this, the requested output determination unit 74C according to Embodiment 3 determines that if the accelerator opening is constant or increases, while the speed measured by the speed sensor 58 decreases, the hybrid vehicle 1C needs to accelerate, and therefore exceeds the maximum output of the engine 12.

[0061] According to the driving control device 70 of the hybrid vehicle 1C of Embodiment 3, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnected from the drive motor 10, the motor clutch 20 determines that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14 and the maximum battery output value of the drive battery 16 is less than or equal to a predetermined threshold, and the accelerator opening is constant or increasing while the speed measured by the speed sensor 58 is decreasing, in which case the rotation of the drive motor 10 is synchronized with the rotation of the drive wheels 14.Therefore, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnected from the drive motor 10, if there is insufficient battery output from the drive battery 16, and the accelerator opening is constant or increasing while the speed measured by the speed sensor 58 is decreasing, the motor clutch 20 can transition from a state where the drive motor 10 is disconnected to a state where it transmits power (parallel driving). As a result, when the output required for the hybrid vehicle 1C exceeds the maximum output of the engine 12, the system switches to parallel driving, thus preventing the acceleration of the hybrid vehicle 1C from becoming sluggish.

[0062] [Embodiment 4] The hybrid vehicle 1D and the driving control device 70 of the hybrid vehicle 1D according to Embodiment 4 have the same configuration as the hybrid vehicle and hybrid vehicle according to Embodiment 1 or Embodiment 2, except for the requested output determination unit 74D. Therefore, the requested output determination unit 74D will be described, and the rest of the description will be omitted.

[0063] [Required output determination section] On flat ground, if the vehicle speed is constant, the acceleration is 0, but on an uphill slope, the vehicle speed decreases and the acceleration becomes negative. In view of this, the requested output determination unit 74D according to Embodiment 4 determines that if the accelerator opening is constant or increasing, while the acceleration sensor 60 detects negative acceleration, the hybrid vehicle 1D needs to accelerate and therefore exceeds the maximum output of the engine 12.

[0064] According to the driving control device 70 of the hybrid vehicle 1D of Embodiment 4, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, the device determines that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14 and the maximum battery output value of the drive battery 16 is less than or equal to a predetermined threshold, and the accelerator opening is constant or increasing while the acceleration sensor 60 detects negative acceleration, the device synchronizes the rotation of the drive motor 10 with the rotation of the drive wheels 14. Therefore, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, if there is insufficient battery output from the drive battery 16 and the acceleration sensor 60 detects negative acceleration, the motor clutch 20 can transition from a state where it disconnects the power of the drive motor 10 to a state where it transmits power (parallel driving). As a result, when the output required for the hybrid vehicle 1D exceeds the maximum output of the engine 12, the system switches to parallel driving, thus preventing the acceleration of the hybrid vehicle 1D from becoming sluggish.

[0065] [Embodiment 5] The hybrid vehicle 1E and the driving control device 70 of the hybrid vehicle 1E according to Embodiment 5 have the same configuration as the hybrid vehicle and hybrid vehicle according to Embodiment 1 or Embodiment 2, except for the requested output determination unit 74E. Therefore, the requested output determination unit 74E will be described, and the rest of the description will be omitted.

[0066] [Required output determination section] Since the vehicle needs to accelerate on an uphill slope, the requested output determination unit 74E according to Embodiment 5 determines that the maximum output of the engine 12 is exceeded when the image processing device 65 provided in the body ECU 56 detects an uphill slope from the image captured by the camera 64 of the area in front of the hybrid vehicle 1E.

[0067] According to the driving control device 70 of the hybrid vehicle 1E in Embodiment 4, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, if the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14 and the maximum battery output value of the drive battery 16 is determined to be less than or equal to a predetermined threshold, and if the image processing device 65 detects an uphill slope from the image captured by the camera 64 in front of the hybrid vehicle 1E, the rotation of the drive motor 10 is synchronized with the rotation of the drive wheels 14. Therefore, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, if there is insufficient battery output from the drive battery 16, and the image processing device 65 detects an uphill slope from the image captured by the camera 64 in front of the hybrid vehicle 1E, the motor clutch 20 can transition from a state where the power of the drive motor 10 is disconnected to a state where it is transmitted (parallel driving). As a result, when the output required for the hybrid vehicle 1E exceeds the maximum output of the engine 12, it switches to parallel driving, thus preventing the acceleration of the hybrid vehicle 1E from becoming sluggish.

[0068] [Embodiment 6] The hybrid vehicle 1F and the driving control device 70 of the hybrid vehicle 1F according to Embodiment 6 have the same configuration as the hybrid vehicle and hybrid vehicle according to Embodiment 1 or Embodiment 2, except for the requested output determination unit 74F. Therefore, the requested output determination unit 74F will be described, and the rest of the description will be omitted.

[0069] [Required output determination section] Figure 12 shows the overtaking of another vehicle VC2 traveling ahead of the vehicle VC1. As shown in Figure 12, when the vehicle VC1 detects another vehicle VC2 ahead and overtakes the other vehicle VC2, the vehicle VC1 needs to accelerate, as shown in Figure 12(c). In view of this, the request output determination unit 74F according to Embodiment 6 determines that the maximum output of the engine 12 is exceeded when a detection device (for example, radar 66 or camera 64) that detects another vehicle traveling ahead of the hybrid vehicle 1F detects the other vehicle, as shown in Figure 12(a), and when a lane change operation to the overtaking lane is input to the turn signal 62, as shown in Figure 12(b).

[0070] According to the driving control device 70 of the hybrid vehicle 1F in Embodiment 6, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, the device determines that the difference between the upper limit of motor rotation synchronization output required to synchronize the rotation of the drive motor 10 with the rotation of the drive wheels 14 and the maximum battery output value of the drive battery 16 is less than or equal to a predetermined threshold, and when a detection device that detects other vehicles traveling in front of the hybrid vehicle 1F detects another vehicle and a lane change operation to the overtaking lane is input to the turn signal 62, the device synchronizes the rotation of the drive motor 10 with the rotation of the drive wheels 14. Therefore, in engine-driven driving where the engine 12 drives the drive wheels 14 with the motor clutch 20 disconnecting the power of the drive motor 10, if there is insufficient battery output from the drive battery 16, and the detection device that detects other vehicles traveling ahead of the hybrid vehicle 1F detects another vehicle, and a lane change operation to the overtaking lane is input to the turn signal 62, the motor clutch 20 can transition from a state where the power of the drive motor 10 is disconnected to a state where it is transmitted (parallel driving). As a result, when the output required of the hybrid vehicle 1F exceeds the maximum output of the engine 12, it is possible to transition to parallel driving, thus preventing the acceleration of the hybrid vehicle 1F from becoming sluggish.

[0071] The present invention is not limited to the embodiments described above, and also includes modified forms of the embodiments described above, as well as forms that combine these forms as appropriate.

[0072] For example, the request output determination units 74C to 74F according to embodiments 3 to 6 may constitute the request output determination unit 74 individually, or they may be configured by combining at least two or more of embodiments 3 to 6. [Explanation of Symbols]

[0073] 1, 1B, 1C, 1D, 1F Hybrid Vehicles 10 Drive motor 12 Engines 14 drive wheels 16 Power Battery 18 Motor clutch shaft 20 Motor Clutch 22 Engine clutch shaft 24 Engine Clutch 26 transaxle 28 Drive shaft 30 Final Gear 32 Motor Gears 34 First Gear 36. Second Gear 38 Engine Gear 40 Third gear 42 Fourth Gear 44 Motor control unit (motor ECU) 46. ​​Engine Control Unit (Engine ECU) 48. Battery Control Unit (Battery ECU) 50 Transaxle Control Unit (Transaxle ECU) 52. Vehicle control unit (HEV-ECU) 54 Chassis Control Unit (Chassis ECU) 56 Body Control Unit (Body ECU) 58 Speed ​​Sensor 60 Accelerometer 62 Turn signal 64 Cameras 65 Image Processing Device 66 Radar 68. Accelerator Position Sensor (APS) 70 Driving control device 72 Synchronization Control Unit 74,74C,74D,74E,74F Requested output judgment section 76 Battery output determination unit 78 Motor rotation synchronization early start determination unit 80 Motor Torque Calculation Unit 82 Motor Clutch Control Unit 84 Generators 86 Generator Gear 88. Generator Control Unit (Generator ECU) 90 Assist Control Unit 92 Generator Torque Calculation Unit

Claims

1. A driving control device for a hybrid vehicle that drives the drive wheels with at least one of a drive motor or an engine, The aforementioned hybrid vehicle is A drive battery that supplies electricity to the drive motor, A motor clutch shaft provided between the drive motor and the drive wheel includes a motor clutch that transmits or interrupts the power of the drive motor, Equipped with, The aforementioned travel control device is With the motor clutch disconnecting the power to the drive motor, the motor clutch shaft includes a synchronization control unit that synchronizes the rotation of the drive motor with the rotation of the drive wheel, A request output determination unit that determines whether the output required for the hybrid vehicle exceeds the maximum output of the engine, A battery output determination unit determines whether the difference between the upper limit of the motor rotation synchronization output required to synchronize the rotation of the drive motor with the rotation of the drive wheel and the maximum battery output value of the drive battery is less than or equal to a predetermined threshold, When the motor clutch has cut off the power to the drive motor, and the engine is driving the drive wheels, if the battery output determination unit determines that the output is below the threshold and the requested output determination unit determines that the output exceeds the maximum output of the engine, the synchronization control unit is provided with a motor rotation synchronization early start determination unit that synchronizes the rotation of the drive motor with the rotation of the drive wheels. A driving control system for hybrid vehicles equipped with the following features.

2. The aforementioned hybrid vehicle is The engine drives the generator, which generates electricity, while the generator assists the driving force with electricity supplied from the drive battery. The aforementioned travel control device is The motor clutch is equipped with an assist control unit that assists the generator in providing driving force while the motor clutch is disconnecting the power to the drive motor, The assist control unit, In engine-driven operation, where the engine drives the drive wheels while the motor clutch is disconnecting the power of the drive motor, if the battery output determination unit determines that the threshold value is exceeded and the requested output determination unit determines that the maximum output of the engine is exceeded, the generator is provided with driving force. A driving control device for a hybrid vehicle according to claim 1.

3. The aforementioned hybrid vehicle is A speed sensor for measuring the speed of the aforementioned hybrid vehicle, An accelerator position sensor that detects the accelerator pedal opening, Equipped with, The requested output determination unit determines that the engine's maximum output is exceeded when the accelerator opening is constant or increasing, while the speed measured by the speed sensor is decreasing. A driving control device for a hybrid vehicle according to claim 1 or 2.

4. The aforementioned hybrid vehicle is An acceleration sensor for detecting the acceleration of the aforementioned hybrid vehicle, An accelerator position sensor that detects the accelerator pedal opening, Equipped with, The requested output determination unit determines that the engine's maximum output is exceeded when the accelerator opening remains constant or increases, while the acceleration sensor detects a negative acceleration. A driving control device for a hybrid vehicle according to claim 1 or 2.

5. The aforementioned hybrid vehicle is A camera that captures images of the front of the aforementioned hybrid vehicle, An image processing device for detecting an uphill slope from an image captured by the aforementioned camera, Equipped with, The request output determination unit determines that the maximum output of the engine is exceeded when the image processing device detects an uphill slope. A driving control device for a hybrid vehicle according to claim 1 or 2.

6. The aforementioned hybrid vehicle is A detection device for detecting other vehicles traveling in front of the aforementioned hybrid vehicle, A turn signal is a device that inputs commands to indicate the direction to be turned right or left, or to change lanes, to indicate the direction to the surroundings. Equipped with, The request output determination unit determines that the engine's maximum output is exceeded when the detection device detects the other vehicle and a lane change operation to the passing lane is input to the turn signal. A driving control device for a hybrid vehicle according to claim 1 or 2.

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