JP2011234539A - Drive control device - Google Patents

Abstract

For example, in a drive control device mounted on a hybrid vehicle or the like, energy recovery efficiency by regeneration is improved.
A drive control device is mounted on a vehicle (10) and can execute rotation electric machine (MG1) capable of regenerating power of a drive shaft (50), and interruption of power transmission from the drive shaft to the rotary electric machine. A blocking means (400), an acquisition means (110) for acquiring signal information, and a prediction means (120) for predicting whether or not the number of rotations of the drive shaft decreases based on the signal information acquired by the acquisition means. And a control means (130) for controlling the interruption means so that the interruption of the power transmission is released when the prediction means predicts that the rotation speed is reduced.
[Selection] Figure 1

Description

  The present invention relates to a technical field of a drive control device for a vehicle such as a hybrid vehicle.

  A hybrid vehicle including an internal combustion engine (engine) and a rotating electric machine (motor generator) as a power source is known (see, for example, Patent Documents 1 to 4). In this type of hybrid vehicle, regeneration may be performed in which the power (kinetic energy) of the drive shaft connected to the drive wheels is recovered as electric energy by operating the rotating electrical machine as a generator.

  For example, Patent Document 1 discloses a technique for setting a ratio of braking force by regenerative braking in the entire braking force based on information on a traffic light in front of the vehicle. For example, Patent Document 2 discloses a technique for prohibiting engine driving based on information on a traffic light in front of a vehicle. For example, Patent Literature 3 discloses a technique for executing regenerative braking control of a motor generator based on go / stop information from a traffic light.

  Also, as a hybrid vehicle, an internal combustion engine, a first rotating electrical machine that mainly functions as a generator, a power distribution mechanism that distributes the power of the internal combustion engine to the first rotating electrical machine and drive wheels, and mainly functions as an electric motor, Some include a second rotating electrical machine that drives the drive wheels. Such a hybrid vehicle may be provided with a lock mechanism (or brake mechanism) that fixes the rotating shaft of the first rotating electrical machine in a stopped state. For example, Patent Document 4 discloses a technique for suppressing energy loss caused by the first rotating electrical machine by stopping the rotation of the first rotating electrical machine by a brake mechanism as necessary.

JP 2009-040275 A JP 2004-239127 A JP 2005-151699 A JP 2003-104072 A

  When regenerating with the rotating electrical machine during deceleration of the hybrid vehicle as described above, if the rotating electrical machine is fixed by the lock mechanism, it is necessary to release the fixation by the lock mechanism so that the rotating electrical machine can rotate. There is. For this reason, during the deceleration of the vehicle, the technical problem that the regeneration cannot be performed during the period until the release of the fixation by the lock mechanism is completed, and the energy recovery efficiency by the regeneration may be reduced. There is a point.

  The present invention has been made in view of the above-described problems, for example, and it is an object of the present invention to provide a drive control device that can improve energy recovery efficiency by regeneration and can improve fuel efficiency. .

  In order to solve the above-described problems, a drive control device according to the present invention is mounted on a vehicle and is capable of regenerating power of a drive shaft, and a shut-off capable of interrupting power transmission from the drive shaft to the rotary electric machine. Means, acquisition means for acquiring signal information, prediction means for predicting whether or not the number of rotations of the drive shaft decreases based on the signal information acquired by the acquisition means, and the rotation by the prediction means And a control means for controlling the shut-off means so as to release the shut-off of the power transmission when the number is predicted to decrease.

  The drive control device of the present invention is mounted on a vehicle such as an automobile. The rotating electrical machine is configured to be able to regenerate the power of a drive shaft connected to drive wheels. That is, the rotating electrical machine is configured to operate as a generator and to recover the kinetic energy of the drive shaft as electric energy. The blocking means executes blocking of power transmission from the drive shaft to the rotating electrical machine. For example, the shut-off means has a fixing means (for example, a lock mechanism) that can be fixed in a state where the rotating shaft of the rotating electrical machine is stopped, and the power transmission is interrupted by fixing the rotating shaft of the rotating electrical machine by the fixing means. Execute. The fixing means is used, for example, to switch the shift mode of the hybrid vehicle between a continuously variable transmission mode and a fixed transmission mode. Alternatively, for example, the shut-off means has connection / disconnection means (for example, a clutch) that can execute connection / disconnection of the drive shaft and the rotation shaft of the rotating electrical machine, and the connection / disconnection means rotates the drive shaft. The power transmission is interrupted by releasing the connection with the rotating shaft of the electric machine. An acquisition means acquires the signal information of the traffic signal ahead of a vehicle by road-to-vehicle communication, for example.

  In the present invention, in particular, when the prediction unit predicts that the rotation speed of the drive shaft decreases based on the signal information acquired by the acquisition unit, the interruption of power transmission from the drive shaft to the rotating electrical machine is released. And a control means for controlling the blocking means. Therefore, when it is predicted that the rotation speed of the drive shaft will decrease (that is, the vehicle will decelerate), for example, before the vehicle starts to decelerate, the power of the drive shaft can be regenerated by the rotating electrical machine (that is, the drive shaft The power can be transmitted to the rotating electrical machine). Therefore, during deceleration of the vehicle, it is possible to avoid a situation in which regeneration cannot be performed during the period until the release of interruption of power transmission from the drive shaft to the rotating electrical machine is completed. Thereby, the recovery efficiency of energy by regeneration can be improved. As a result, fuel consumption can be improved.

  As described above, according to the drive control device of the present invention, it is possible to improve the energy recovery efficiency by regeneration and improve the fuel consumption.

  In one aspect of the drive control device of the present invention, a first rotating element coupled to the rotating shaft of the rotating electrical machine and a second rotating element coupled to the driving shaft, which are configured to be differentially rotatable with each other. The shut-off means has a fixing means that can be fixed in a state where the rotating shaft of the rotating electrical machine is stopped.

  According to this aspect, the power transmission from the drive shaft to the rotating electrical machine is interrupted by fixing the rotating shaft of the rotating electrical machine in a stopped state by the fixing means such as a lock mechanism. Therefore, when it is predicted by the predicting means that the rotational speed of the drive shaft will decrease, the control means will not be fixed with the rotating shaft of the rotating electrical machine stopped (that is, the rotating shaft of the rotating electrical machine is unfixed). Control) the fixing means. Therefore, the energy recovery efficiency by regeneration can be improved.

  In another aspect of the drive control apparatus of the present invention, the shut-off means has connection / disconnection means capable of executing connection / disconnection of the drive shaft and the rotation shaft of the rotating electrical machine.

  According to this aspect, the power transmission from the drive shaft to the rotating electrical machine is interrupted by releasing the connection between the driving shaft and the rotating shaft of the rotating electrical machine by connecting / disconnecting means such as a clutch. Therefore, when the prediction means predicts that the rotation speed of the drive shaft will decrease, the control means controls the connection / disconnection means so that the connection between the drive shaft and the rotation shaft of the rotating electrical machine is executed. Therefore, the energy recovery efficiency by regeneration can be improved.

  The effect | action and other gain of this invention are clarified from the form for implementing invention demonstrated below.

It is a block diagram which shows notionally the composition of the hybrid vehicle by which the drive control device concerning a 1st embodiment is carried. It is a schematic diagram which shows notionally the structure of a locking mechanism. It is a schematic diagram for demonstrating acquisition of the signal information by a signal information acquisition part. It is a conceptual diagram which shows the example of the signal information acquired by the signal information acquisition part. It is a flowchart which shows the flow of control of the locking mechanism based on the signal information by the drive control apparatus which concerns on 1st Embodiment. It is a block diagram which shows notionally the structure of the hybrid vehicle by which the drive control apparatus which concerns on 2nd Embodiment is mounted. It is a schematic diagram which shows the structure of the transmission with which the hybrid vehicle which concerns on 2nd Embodiment is provided. It is a flowchart which shows the flow of control of the transmission based on the signal information by the drive control apparatus which concerns on 2nd Embodiment.

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

<First Embodiment>
The drive control apparatus according to the first embodiment will be described with reference to FIGS.

  First, the configuration of a hybrid vehicle equipped with the drive control device according to the present embodiment will be described with reference to FIGS. 1 and 2.

  FIG. 1 is a block diagram conceptually showing the structure of a hybrid vehicle equipped with the drive control apparatus according to the first embodiment.

  In FIG. 1, a hybrid vehicle 10 according to the present embodiment includes an engine 200, a first motor generator MG1, a second motor generator MG2, a drive shaft 50, a power distribution mechanism 300, a lock mechanism 400, a PCU (Power Control Unit) 500, The battery 600, the reduction gear 11, the axle 12, the drive wheel 13, the accelerator opening sensor 14, and ECU100 are provided.

  The engine 200 is, for example, a gasoline engine, and is configured to function as a main power source of the hybrid vehicle 10. A crankshaft 210 that is an output shaft of the engine 200 is connected to a carrier 304 of a power distribution mechanism 300 described later.

  The first motor generator MG1 is a motor generator that is an example of the “rotary electric machine” according to the present invention, and has a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy. ing. The first motor generator MG1 is configured to be able to perform regeneration by rotating its rotating shaft by torque transmitted from the engine 200 or the drive shaft 50. The first motor generator MG1 supplies electric power (that is, electric energy) generated by regeneration to the battery 600 or the second motor generator MG2. First motor generator MG1 includes a stator MG1a fixed to a case (not shown) as a fixing member, and a rotor MG1b arranged coaxially on the inner peripheral side of stator MG1a. The rotation shaft MG1s (see FIG. 2) of the first motor generator MG1 is connected to the rotor MG1b and rotates together with the rotor MG1b.

  The second motor generator MG2 is a motor generator, and is configured to function as a motor for assisting (that is, assisting) the power of the engine 200 or as a generator for charging the battery 600. More specifically, the second motor generator MG2 is a device that assists the driving force or the braking force, and when assisting the driving force, power is supplied from at least one of the first motor generator MG1 and the battery 600. When functioning as a motor and assisting the braking force, the motor is configured to function as a generator that generates electric power by being rotated by torque transmitted from the drive wheel 13 side of the hybrid vehicle 10. The second motor generator MG <b> 2 has a rotating shaft connected to the drive shaft 50 so that power can be supplied to the drive shaft 50.

  The drive shaft 50 is connected to an axle 12 connected to a drive wheel 13 which is a drive wheel (or a wheel) of the hybrid vehicle 10 via a reduction gear 11 including various reduction gear devices such as a differential.

  The power distribution mechanism 300 includes a planetary gear mechanism as an example of the “differential mechanism” according to the present invention, and can distribute the power of the engine 200 to the rotation shaft and the drive shaft 50 of the first motor generator MG1. It is configured. More specifically, the power distribution mechanism 300 includes an external gear sun gear 301, an internal gear ring gear 302 disposed concentrically with the sun gear 301, and the pinion gear 303 that meshes with the sun gear 301 and the ring gear 302. And a carrier 304 that holds the pinion gear 303 so as to rotate and revolve freely. The sun gear 301, the ring gear 302, and the carrier 304 are configured to generate a differential action as three rotational elements. A crankshaft 210 that is an output shaft of the engine 200 is connected to the carrier 304. The sun gear 301 is connected to the rotation shaft of the first motor generator MG1. A drive shaft 50 is connected to the ring gear 302. The power distribution mechanism 300 uses the gear ratio of the power from the engine 200 input from the carrier 304 to the sun gear 301 side (that is, the first motor generator MG1 side) and the ring gear 302 side (that is, the drive shaft 50 side). Distribute according to. The sun gear 301 is an example of the “first rotating element” according to the present invention, and the ring gear 302 is an example of the “second rotating element” according to the present invention.

  The lock mechanism 400 is constituted by, for example, a dog clutch or a wet multi-plate clutch, and the first motor generator MG1 is brought into a non-rotatable locked state by being engaged and the first motor generator MG1 is brought into a released state. It is configured to be able to be in a non-locking state that can rotate. The lock mechanism 400 is an example of the “fixing means” according to the present invention.

  FIG. 2 is a schematic diagram conceptually showing the configuration of the lock mechanism 400.

  In FIG. 2, the lock mechanism 400 includes an engagement mechanism 410 and an actuator 420. The engagement mechanism 410 includes a first engagement member 411 connected to the rotation shaft MG1s of the first motor generator MG1, and a second engagement member 412 that can be engaged with the first engagement member 411. . The second engagement member 412 is fixed to a case 430 that is a fixing member. The first engaging member 411 and the second engaging member 412 are configured as, for example, a pair of dog teeth or a clutch plate. The actuator 420 is an electromagnetic actuator configured to be able to drive the first engagement member 411. When an electric current is supplied under the control of the ECU 100, the first engagement member 411 and the second engagement member 412 are mutually connected. It is configured to be able to be engaged.

  1 and 2, the first engagement member 411 and the second engagement member 412 in the engagement mechanism 410 included in the lock mechanism 400 are engaged with each other (that is, the lock mechanism 400 is in the engaged state). Thus, the first motor generator MG1 becomes non-rotatable (that is, the rotation shaft MG1s of the first motor generator MG1 is mechanically fixed in a stopped state, that is, the first motor generator MG1 is locked) Becomes). Therefore, when lock mechanism 400 is in the engaged state (in other words, first motor generator MG1 is in the locked state), the rotational speed of first motor generator MG1 is “0 (zero)”. On the other hand, the first engagement member 411 and the second engagement member 412 in the engagement mechanism 410 included in the lock mechanism 400 are released from each other (that is, do not engage with each other) (that is, the lock mechanism 400 is in the released state). Thus, the rotation shaft MG1s of the first motor generator MG1 becomes rotatable (that is, the first motor generator MG1 is unlocked). The lock mechanism 400 is used, for example, to switch the traveling mode of the hybrid vehicle 10 between a continuously variable transmission mode and a fixed transmission mode. When the lock mechanism 400 is in the released state, it is possible to realize a continuously variable transmission mode in which the engine rotation speed of the engine 200 is continuously changed by continuously changing the rotation speed of the first motor generator MG1. When the lock mechanism 400 is in the engaged state, the engine rotation speed (that is, the engine rotation speed) of the engine 200 is uniquely determined by the rotation speed of the drive shaft 50 (or the drive wheels 13) (that is, the engine rotation speed). It is possible to realize a fixed transmission mode in which the transmission ratio is constant. Since the rotation shaft of the second motor generator MG2 is connected to the drive shaft 50 as described above, the engine rotation speed of the engine 200 is uniquely determined by the rotation speed of the second motor generator MG2 in the fixed speed change mode. To be determined. The lock mechanism 400 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  In FIG. 1, the PCU 500 converts direct current power extracted from the battery 600 into alternating current and supplies the alternating current to the first motor generator MG1 and the second motor generator MG2, and generates power by the first motor generator MG1 and the second motor generator MG2. It is possible to individually control input / output of power between the battery 600 and each motor generator, including an inverter configured to convert the AC power converted into DC power and supply it to the battery 600 The control unit is configured as follows. The PCU 500 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 600 is a rechargeable storage battery configured to be able to function as a power supply source that supplies power to the first motor generator MG1 and the second motor generator MG2.

  The accelerator opening sensor 14 is a sensor configured to be able to detect an accelerator opening that is an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 10. The accelerator opening sensor 14 is electrically connected to the ECU 100, and the detected accelerator opening is recognized by the ECU 100 at a constant or indefinite period.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like and is configured to be able to control the entire operation of the hybrid vehicle 10. An example of the “drive control device” according to the invention is configured.

  The ECU 100 sets, for example, a travel mode (or a shift mode) according to the target drive torque determined according to the accelerator opening detected by the accelerator opening sensor 14 and the drive shaft rotational speed that is the rotational speed of the drive shaft 50. , One of “continuously variable transmission mode” and “fixed transmission mode” is selected. In addition to the “continuous speed change mode” and the “fixed speed change mode”, other travel modes (for example, “EV travel mode”) may be selected as the travel mode. For example, when the ECU 100 selects “EV travel mode” as the travel mode, the ECU 100 causes the hybrid vehicle 10 to perform EV (Electric Vehicle) travel that travels only with the driving force from the second motor generator MG2. 200, the lock mechanism 400, and the PCU 500 may be configured to be controlled. When selecting “EV travel mode” as the travel mode, ECU 100 causes lock mechanism 400 to move so that first motor generator MG1 is in the unlocked state (that is, lock mechanism 400 is in the released state). Control.

  In FIG. 1, the ECU 100 includes a signal information acquisition unit 110, a deceleration prediction unit 120, and a lock control unit 130.

  The signal information acquisition unit 110 is an example of an “acquisition unit” according to the present invention, and acquires signal information of a traffic signal ahead of the hybrid vehicle 10 by road-to-vehicle communication.

  FIG. 3 is a schematic diagram for explaining acquisition of signal information by the signal information acquisition unit 110. FIG. 4 is a conceptual diagram illustrating an example of signal information acquired by the signal information acquisition unit 110.

  In FIG. 3, the signal information acquisition unit 110 acquires signal information (that is, signal cycle information) of the traffic light 900 ahead of the hybrid vehicle 10 by road-to-vehicle communication while the hybrid vehicle 10 is traveling. FIG. 3 shows a state in which time t has elapsed after the hybrid vehicle 10 has acquired the signal information at the position P1 on the road.

The signal information includes the current lamp color of the traffic light and the time until the current lamp color changes (for example, when the current lamp color is blue, the time until the lamp color becomes yellow or red) Etc. are included. For example, as shown in FIG. 4A, when the signal color of the traffic light 900 (see FIG. 3) at the time of receiving the signal information is blue, the remaining time T when the signal color is blue is included in the signal information. _B1 and the remaining time T _Y1 when the lamp color is yellow and the remaining time T _R1 when the lamp color is red are included. For example, as shown in FIG. 4B, when the signal color of the traffic light 900 (see FIG. 3) at the time of receiving the signal information is red, the signal information has the remaining red color. Time _TR2 is included.

The deceleration prediction unit 120 is an example of the “prediction unit” according to the present invention, and whether or not the hybrid vehicle 10 decelerates based on the signal information acquired by the signal information acquisition unit 110 (that is, the driving shaft 50). Predict whether or not the rotational speed will decrease. Specifically, in the hybrid vehicle 10 of the current vehicle speed v (t), travel distance when the light color has traveled only the remaining time T _B is blue, depending on the traffic signal 900 from the current position of the hybrid vehicle 10 Whether the hybrid vehicle 10 decelerates is predicted according to whether it is longer than the distance to the stop line. That is, when the following relational expression (1) is satisfied, the hybrid vehicle 10 is predicted to decelerate, and when the relational expression (1) is not satisfied, the hybrid vehicle 10 is predicted not to decelerate.

However, L is the distance (see FIG. 3) from the position P1 of the hybrid vehicle 10 to the stop line at the time when the signal information is acquired (time t = 0), and v (t) is the current state of the hybrid vehicle. vehicle speed (i.e., from the time that signal information is obtained vehicle speed after lapse of time t) is, T _B is the remaining light color is blue time.

In other words, the deceleration prediction unit 120, the hybrid vehicle 10 of the current vehicle speed v (t), travel distance when the vehicle travels only blue remaining time T _B (left-hand side in expression (1)) is, in the hybrid vehicle 10 If it is shorter than the distance from the current position to the stop line (the right side in relational expression (1)), it is predicted that the hybrid vehicle 10 will decelerate. On the other hand, the deceleration prediction unit 120, the hybrid vehicle 10 of the current vehicle speed v (t), the distance in the case of running only blue remaining time T _B (left-hand side in expression (1)) is currently the hybrid vehicle 10 If it is longer than the distance from the position to the stop line (the right side in relational expression (1)), it is predicted that the hybrid vehicle 10 will not decelerate.

  The lock control unit 130 is an example of the “control unit” according to the present invention. When the “continuously variable transmission mode” is selected as the travel mode, the hybrid vehicle 10 is connected from the engine 200 via the power distribution mechanism 300. The engine 200, the lock mechanism 400, and the lock mechanism 400 are configured to perform electric CVT (Continuously Variable Transmission) traveling using the driving force output to the driving shaft 50 and the driving force output to the driving shaft 50 from the second motor generator MG2. The PCU 500 is controlled. When the “continuously variable transmission mode” is selected as the travel mode, the lock control unit 130 distributes the power from the engine 200 to the first motor generator MG1 and the drive shaft 50, and the first motor generator MG1 generates power. And the engine 200, the lock mechanism 400, and the PCU 500 are controlled such that the driving force from the second motor generator MG2 is output to the drive shaft 50.

  The lock control unit 130 controls the engine 200, the lock mechanism 400, and the PCU 500 so that the hybrid vehicle 10 travels only with the driving force from the engine 200 when the “fixed speed change mode” is selected as the travel mode. To do. Specifically, when “fixed speed change mode” is selected as the travel mode, lock control unit 130 causes first motor generator MG1 to be in a locked state (that is, lock mechanism 400 is in an engaged state). The locking mechanism 400 is controlled.

  Particularly in the present embodiment, when the deceleration prediction unit 120 predicts that the hybrid vehicle 10 is decelerated, the lock control unit 130 causes the lock mechanism 400 to be in a released state (that is, the first motor generator MG1 is in an unlocked state). The locking mechanism 400 is controlled. Therefore, when the hybrid vehicle 10 is predicted to decelerate, before the hybrid vehicle 10 starts decelerating, the power of the drive shaft 50 can be regenerated by the first motor generator MG1 (that is, by the torque transmitted from the drive shaft 50). , The rotation shaft of the first motor generator MG1 can be rotated). Therefore, the energy recovery efficiency by regeneration can be improved. Thereby, it is also possible to improve fuel consumption.

  Next, control of the lock mechanism based on signal information by the drive control apparatus according to the present embodiment will be described with reference to FIG.

  FIG. 5 is a flowchart showing a flow of control of the lock mechanism based on signal information by the drive control device according to the present embodiment.

  In FIG. 5, first, the ECU 100 determines whether or not the prefetch control flag is on (step S10). The prefetch control flag is a flag indicating whether or not the control of the lock mechanism 400 based on the signal information is being executed, and is held in the memory of the ECU 100.

  If it is determined that the look-ahead control flag is not on (that is, it is off) (step S10: No), the ECU 100 determines whether or not signal information is received by the signal information acquisition unit 110 (step S20). ).

  If it is determined that the signal information has not been received (step S20: No), the process according to step S10 is performed again after a predetermined time has elapsed.

  If it is determined that the signal information has been received (step S20: Yes), the prefetch control flag is turned on by the ECU 100 (step S30).

When it is determined that the prefetch control flag is on (step S10: Yes), the deceleration prediction unit 120 predicts whether or not the hybrid vehicle 10 is decelerated (step S40). Specifically, as described above, the deceleration prediction unit 120 determines that the hybrid vehicle 10 is the current vehicle speed v (t) and the light color is blue based on the signal information acquired by the signal information acquisition unit 110. whether travel distance when the vehicle travels only remaining time T _B, depending on the long whether than the distance from the current position of the hybrid vehicle 10 to the stop line corresponding to the traffic signal 900, the hybrid vehicle 10 is decelerated Predict. That is, when the relational expression (1) is satisfied, the hybrid vehicle 10 is predicted to decelerate, and when the relational expression (1) is not satisfied, the hybrid vehicle 10 is predicted not to decelerate.

  When it is predicted that the hybrid vehicle 10 will not decelerate (step S40: No), the process which concerns on step S70 mentioned later is performed.

  When the hybrid vehicle 10 is predicted to decelerate (step S40: Yes), the lock control unit 130 determines whether or not the MG1 lock flag is on (step S50). The MG1 lock flag is a flag indicating whether or not the first motor generator MG1 is in a locked state, and is held in the memory of the ECU 100. When the MG1 lock flag is on, the first motor generator MG1 is in a locked state (that is, the lock mechanism 400 is in an engaged state), and when the MG1 lock flag is on, the first motor generator MG1 is in an unlocked state (that is, the lock mechanism 400 is in a released state).

  When it is determined that the MG1 lock flag is off (step S50: No), processing related to step S70 described later is performed.

  When it is determined that the MG1 lock flag is on (step S50: Yes), the MG1 lock is prohibited by the lock control unit 130 (step S60). That is, in this case (step S50: Yes), the lock control unit 130 controls the lock mechanism 400 so that the lock mechanism 400 in the engaged state is in the released state, whereby the first motor generator in the locked state. Set MG1 to the unlocked state. Thereby, before the hybrid vehicle 10 starts to decelerate, the power of the drive shaft 50 can be regenerated by the first motor generator MG1 (that is, the rotation shaft of the first motor generator MG1 is caused by the torque transmitted from the drive shaft 50). A rotatable state). Therefore, the energy recovery efficiency by regeneration can be improved.

Then, the signal information is elapsed time t from the time when it was received, or light color included in the signal information is greater than the sum of the remaining time T _Y is yellow remaining time T _B and light color is blue Whether or not is determined by the ECU 100 (step S70).

Signal information elapsed time t from the time when it is received, light color included in the signal information time remaining T _B and light color is blue is determined to be smaller than the sum of the remaining time T _Y is yellow In this case (step S70: No), the process according to step S10 is performed again after a predetermined time has elapsed.

Signal information elapsed time t from the time when it is received, light color included in the signal information time remaining T _B and light color is blue is determined to be greater than the sum of the remaining time T _Y is yellow In that case (step S70: Yes), the prohibition of the MG1 lock by the lock control unit 130 is released, and the prefetch control flag is turned off by the ECU 100 (step S80). Then, the process which concerns on step S10 is performed again.

  As described above, according to the drive control apparatus according to the present embodiment, when the deceleration prediction unit 120 predicts that the hybrid vehicle 10 decelerates based on the signal information acquired by the signal information acquisition unit 110, The lock mechanism 400 is controlled by the lock control unit 130 so that the one motor generator MG1 is unlocked. Therefore, the energy recovery efficiency by regeneration of the first motor generator MG1 can be improved, and the fuel consumption can be improved.

Second Embodiment
A drive control apparatus according to the second embodiment will be described with reference to FIGS.

  First, the configuration of a hybrid vehicle equipped with the drive control device according to the present embodiment will be described with reference to FIGS. 6 and 7.

  FIG. 6 is a block diagram conceptually showing the structure of the hybrid vehicle equipped with the drive control apparatus according to the second embodiment. In FIG. 6, the same reference numerals are given to the same components as those according to the first embodiment shown in FIG. 1, and description thereof will be omitted as appropriate.

  In FIG. 6, the hybrid vehicle 20 according to the second embodiment includes the transmission 700 and the hybrid vehicle according to the first embodiment described above in that the ECU 100b is provided instead of the ECU 100 in the first embodiment described above. Unlike the vehicle 10, the other points are configured in substantially the same manner as the hybrid vehicle 10 according to the first embodiment described above.

  The ECU 100b is different from the ECU 100 in the first embodiment described above in that the shift control unit 140 is provided instead of the lock control unit 130 in the first embodiment described above, and other points are the same as those in the first embodiment described above. The configuration is substantially the same as that of the ECU 100.

  In FIG. 6, the hybrid vehicle 20 includes a transmission having an input shaft 710 (see FIG. 7) connected to the ring gear 302 of the power distribution mechanism 300 and an output shaft 720 (see FIG. 7) connected to the drive shaft 50. 700.

  FIG. 7 is a schematic diagram illustrating a configuration of a transmission included in the hybrid vehicle according to the present embodiment.

  In FIG. 7, a transmission 700 is a transmission having a high gear and a low gear as a shift stage (a two-stage reduction type reduction mechanism). I have. The brake 730 and the clutch 740 are examples of the “connection / disconnection means” according to the present invention.

  The planetary gear mechanism 750 includes a sun gear 751, a ring gear 752, and a carrier 753, and the sun gear 751, the ring gear 752, and the carrier 753 are configured to generate a differential action as three rotating elements. An output shaft 720 is connected to the carrier 753. The carrier 753 is configured such that an input shaft 710 can be connected by a clutch 740. An input shaft 710 is connected to the sun gear 751. The ring gear 730 is configured to be fixed to a fixing member by a brake 730.

  The transmission 700 switches the gear position between the high gear and the low gear by switching each of the brake 730 and the clutch 740 between the engaged state and the released state under the control of the ECU 100b (specifically, a shift control unit 140 described later). Switch with. Specifically, the transmission 700 sets the brake 730 to the engaged state (that is, the state where the ring gear 752 is fixed to the fixed member) and releases the clutch 740 (that is, the input shaft 710 is the carrier). 753), the gear position is set to the low gear. Further, the transmission 700 sets the brake 730 in the released state (that is, sets the ring gear 752 not fixed to the fixed member) and also sets the clutch 740 in the engaged state (that is, the input shaft 710 is connected to the carrier 752). The gear position is set to a high gear. Further, the transmission 700 sets the gear position to neutral by disengaging the brake 730 and the clutch 740.

  In FIG. 6, the ECU 100 b includes a shift control unit 140.

  The shift control unit 140 is an example of a “control unit” according to the present invention, and controls the transmission 700. That is, the shift control unit 140 controls switching of the shift stage of the transmission 700. Specifically, the shift control unit 140 controls switching between the engaged state and the released state of each of the brake 730 and the clutch 740 of the transmission 700. The shift control unit 140 controls switching of the shift stage of the transmission 700 according to, for example, the vehicle speed of the hybrid vehicle 10 or the accelerator opening. For example, when the vehicle speed of the hybrid vehicle 10 is higher than a predetermined vehicle speed, the shift control unit 140 sets the gear position to a high gear, and when the vehicle speed of the hybrid vehicle 10 is lower than the predetermined vehicle speed, the gear position is set to a low gear. And

  Particularly in the present embodiment, when the deceleration prediction unit 120 predicts that the hybrid vehicle 10 is decelerated, the transmission control unit 140 controls the transmission 700 so that the transmission 700 becomes a low gear or a high gear. That is, when the hybrid vehicle 10 is predicted to decelerate by the deceleration prediction unit 120, the transmission control unit 140 is configured so that the brake 730 of the transmission 700 is engaged and the clutch 740 is released, or the transmission The brake 730 and the clutch 740 are controlled such that the 700 brake 730 is in the released state and the clutch 740 is in the engaged state. Therefore, when the hybrid vehicle 10 is predicted to decelerate, the power of the drive shaft 50 can be regenerated by the first motor generator MG1 before the hybrid vehicle 10 starts to decelerate. Therefore, the energy recovery efficiency by regeneration can be improved. Thereby, it is also possible to improve fuel consumption.

  Next, transmission control based on signal information by the drive control apparatus according to the present embodiment will be described with reference to FIG.

  FIG. 8 is a flowchart showing a flow of control of the transmission based on signal information by the drive control device according to the present embodiment. In FIG. 8, the same reference numerals are assigned to the same processes as those according to the first embodiment shown in FIG. 5, and description thereof will be omitted as appropriate.

  In FIG. 8, when the deceleration prediction unit 120 predicts that the hybrid vehicle 10 decelerates (step S40: Yes), the shift control unit 140 determines whether or not the gear position of the transmission 700 is neutral. (Step S52).

  When it is determined that the gear position of the transmission 700 is not neutral (that is, low gear or high gear) (step S52: No), the processing according to step S70 is performed.

  If it is determined that the shift stage of the transmission 700 is neutral (step S52: Yes), the shift stage of the transmission 700 is switched from neutral to low gear or high gear by the shift control unit 140 (step S62). That is, in this case (step S52: Yes), the shift control unit 140 causes the brake 730 of the transmission 700 to be in the engaged state and the clutch 740 to be in the released state, or the brake 730 of the transmission 700 to be in the released state. And the brake 730 and the clutch 740 are controlled so that the clutch 740 is in the engaged state. Thereby, before the hybrid vehicle 20 starts to decelerate, the power of the drive shaft 50 can be regenerated by the first motor generator MG1. Therefore, the energy recovery efficiency by regeneration can be improved.

  As a modification, the drive control apparatus predicts by the deceleration prediction unit 120 that the first motor generator MG1 alone and the drive shaft 50 are connected to and disconnected from the clutch, and the rotational speed of the drive shaft 50 decreases. In this case, a control unit that controls the clutch may be provided so that the connection between the drive shaft 50 and the rotation shaft of the first motor generator MG1 is executed. That is, when the hybrid vehicle includes a clutch for connecting / disconnecting the first motor generator MG1 and the drive shaft 50, when the deceleration prediction unit 120 predicts that the rotation speed of the drive shaft 50 will decrease, 1 motor generator MG1 and drive shaft 50 may be connected. Also in this case, the power of the drive shaft 50 can be regenerated by the first motor generator MG1 before starting the deceleration of the hybrid vehicle. Therefore, the energy recovery efficiency by regeneration can be improved.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. A drive control apparatus that includes such a change is also applicable. Moreover, it is included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 10, 20 ... Hybrid vehicle, 13 ... Drive wheel, 50 ... Drive shaft, 100, 100b ... ECU, 110 ... Signal information acquisition part, 120 ... Deceleration prediction part, 130 ... Lock control part, 140 ... Shift control part, 200 ... Engine, 300 ... Power distribution mechanism, 400 ... Lock mechanism, 600 ... Battery, 700 ... Transmission, MG1 ... First motor generator, MG2 ... Second motor generator

Claims (3)

Mounted on the vehicle,
A rotating electrical machine capable of regenerating the power of the drive shaft;
Shut-off means capable of shutting off power transmission from the drive shaft to the rotating electrical machine;
Obtaining means for obtaining signal information;
Prediction means for predicting whether or not the rotational speed of the drive shaft decreases based on the signal information acquired by the acquisition means;
And a control means for controlling the shut-off means so that the shut-off of the power transmission is released when the rotation speed is predicted to be reduced by the predicting means. A differential mechanism having a first rotating element connected to the rotating shaft of the rotating electrical machine and a second rotating element connected to the drive shaft, the first rotating element connected to the rotating shaft of the rotating electrical machine configured to be differentially rotatable with respect to each other;
The drive control apparatus according to claim 1, wherein the blocking unit includes a fixing unit that can be fixed in a state in which a rotating shaft of the rotating electrical machine is stopped.   The drive control device according to claim 1, wherein the blocking unit includes a connecting / disconnecting unit capable of executing connection and release of the connection between the drive shaft and the rotating shaft of the rotating electrical machine.

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