JP2010254179A - Controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a hybrid vehicle, properly changing responsiveness related to acceleration of the vehicle after a travel mode changeover according to drive force required for the vehicle. <P>SOLUTION: This controller is applied to the hybrid vehicle 1 provided with a driving device 10 including: a clutch 21 for changing over between an engagement state of connecting ring gears R1, R2 of respective planetary gear mechanisms 15, 16 and a release state of releasing the connection; and a brake 22 for non-rotatably braking the ring gear R2. When changing over a travel mode of the vehicle 1 from a motor travel mode to travel by a first MG 12 and a second MG 12 to an engine travel mode to travel by an engine 11, the controller selectively uses a first changeover mode and a second changeover mode each having different order wherein operations of a start of the engine 11, the release of the clutch 21, the braking of the ring gear R2 by the brake 22 are performed according to the drive force required for the vehicle 1. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention is applied to a hybrid vehicle equipped with an internal combustion engine and an electric motor as a power source, and relates to a control device for a hybrid vehicle that switches between operation and stop of the internal combustion engine while the vehicle is traveling according to the driving force required for the vehicle. .

  There is known a hybrid vehicle in which an internal combustion engine and an electric motor are mounted as power sources, and power output from these power sources is shifted by a power split mechanism constituted by a plurality of differential mechanisms and transmitted to drive wheels. As a drive device mounted on such a hybrid vehicle, a sun gear is a rotor of a first motor generator, a carrier is a crankshaft of an internal combustion engine, a ring gear is connected to an output gear, a first planetary gear mechanism, and a sun gear. Is connected to the rotor of the second motor generator, the carrier is connected to the ring gear and the output gear of the first planetary gear mechanism, the ring gear can be restrained by a brake, and the clutch is connected to the sun gear of the first planetary gear mechanism and the connection And a second planetary gear mechanism capable of switching the release of the vehicle, and switching the traveling mode of the vehicle by switching the connection state of the ring gear of the second planetary gear mechanism by a clutch and a brake is known (see Patent Document 1). ).

JP 2008-114811 A

  In a hybrid vehicle in which an internal combustion engine and an electric motor are mounted as a power source, the operation and stop of the internal combustion engine may be switched while the vehicle is traveling according to the driving force required for the vehicle. For example, when the driving force required for the vehicle increases while running only with the power of the electric motor, the internal combustion engine is started and the vehicle is driven with the power output from the internal combustion engine. In a vehicle equipped with a drive device capable of switching the travel mode of the vehicle by switching the clutch and brake states as in the drive device of Patent Document 1, the internal combustion engine is started during the travel of the vehicle in this way. In this case, by changing the order of starting the internal combustion engine, switching the clutch on / off state, and switching the braking state of the brake, the response to acceleration of the vehicle after switching the driving mode and the shock generated when switching the driving mode The size changes. Patent Document 1 does not disclose or suggest a procedure for starting the internal combustion engine while the vehicle is running.

  Accordingly, an object of the present invention is to provide a control device for a hybrid vehicle that can appropriately change the responsiveness related to the acceleration of the vehicle after the traveling mode is switched in accordance with the driving force required for the vehicle. .

  The control apparatus for a hybrid vehicle of the present invention includes a first rotating element, a second rotating element, and a third rotating element that are differentially rotatable with respect to each other, and the first rotating element is connected to the output shaft of the internal combustion engine, A first differential mechanism in which the second rotary element is connected to the output member, and the third rotary element is connected to the first electric motor; a first rotary element, a second rotary element, and a third differentially rotatable relative to each other; A second differential mechanism having a rotary element, wherein the first rotary element is connected to the second electric motor, and the second rotary element is connected to the second rotary element of the first differential mechanism; and the first differential Clutch means switchable between an engagement state in which the third rotation element of the mechanism and the third rotation element of the second differential mechanism are connected so as to rotate together and a release state in which the connection is released; A braking state in which the third rotating element of the second differential mechanism is braked so as not to rotate, and the braking is released. And a brake device that can be switched to a released state, wherein the clutch unit is in the engaged state, the brake unit is in the brake released state, and the internal combustion engine is stopped. A motor travel mode in which the vehicle travels with power output from at least one of the first electric motor and the second electric motor; the clutch means is in the disengaged state; the brake means is in the braking state; and And a hybrid vehicle capable of traveling in the engine traveling mode that travels with the power output from the internal combustion engine, and a predetermined switching condition for switching the traveling mode of the hybrid vehicle from the motor traveling mode to the engine traveling mode is established. The internal combustion engine is first started, and then the brake means is switched to the braking state. Thereafter, a first switching mode for switching the clutch means to the released state, and a second switching mode for first switching the clutch means to the released state, then switching the brake means to the braking state, and then starting the internal combustion engine And a control means capable of switching the travel mode of the hybrid vehicle in two switching modes, wherein the control means is configured to control the hybrid vehicle according to a driving force required for the hybrid vehicle when the switching condition is satisfied. The first switching mode and the second switching mode are selectively used (claim 1).

  When the first switching mode and the second switching mode are compared, the internal combustion engine is started first in the first switching mode, so the period during which the internal combustion engine is operating during the switching of the travel mode is greater than that in the second switching mode. Also gets longer. In this case, the idling operation of the internal combustion engine can be sufficiently performed before the traveling mode of the vehicle is switched to the engine traveling mode. Therefore, in the first switching mode, the responsiveness relating to the acceleration of the vehicle after the traveling mode of the vehicle is switched to the engine traveling mode is higher than in the second switching mode. On the other hand, in the second switching mode, the internal combustion engine is finally started. As is well known, the control of the rotation speed of the electric motor can be performed with higher accuracy than the control of the rotation speed of the internal combustion engine, and is easy. Therefore, in the second switching mode, the rotational speed of each rotating element of each differential mechanism can be controlled with high accuracy, so that the shock generated when switching the traveling mode can be reduced compared to the first switching mode. it can. According to the control device of the present invention, since the first switching mode and the second switching mode are selectively used according to the driving force required for the vehicle when the switching condition is satisfied, the traveling mode is switched according to the driving force. The responsiveness regarding the acceleration of the subsequent vehicle can be changed appropriately.

  In one aspect of the hybrid vehicle control device of the present invention, the control means is configured to switch the first switching mode when a driving force required for the hybrid vehicle is greater than or equal to a predetermined determination value when the switching condition is satisfied. The driving mode of the hybrid vehicle may be switched with (Claim 2). When it is necessary to quickly accelerate the vehicle after switching the traveling mode, such as when the vehicle is required to be accelerated rapidly, the driving force required for the vehicle is large. Therefore, when the driving force is greater than or equal to the determination value, the vehicle travel mode is switched in the first switching mode. Thereby, the responsiveness regarding the acceleration of the vehicle after switching of driving modes can be improved, and a vehicle can be accelerated rapidly.

  In one aspect of the hybrid vehicle control apparatus of the present invention, the output shaft of the internal combustion engine is allowed to rotate in a predetermined forward rotation direction and in a reverse rotation direction opposite to the normal rotation direction. There may be provided a one-way clutch for preventing the rotation (claim 3). In this case, the torque in the reverse direction that acts on the first rotating element of the first differential mechanism connected to the output shaft of the internal combustion engine from the other rotating elements can be received by the one-way clutch.

  As described above, according to the hybrid vehicle control device of the present invention, the first switching mode with high responsiveness regarding the acceleration of the vehicle after the switching of the traveling mode and the first shock that is generated when the traveling mode is switched are small. The two switching modes are selectively used according to the driving force required for the vehicle when the switching condition is satisfied. Therefore, it is possible to appropriately change the responsiveness related to the acceleration of the vehicle after the traveling mode is switched according to the driving force required of the vehicle.

The skeleton figure of the drive device of the vehicle in which the control device concerning the 1st form was built. The figure which shows an example of the change of the alignment chart of a power split device when the driving mode of a vehicle is switched in 1st switching mode. The figure which shows an example of the change of the alignment chart of a power split device when the driving mode of a vehicle is switched in 2nd switching mode. The flowchart which shows the mode switching control routine which a control apparatus performs. The skeleton figure of the drive device of the vehicle in which the control device concerning the 2nd form was built. The figure which expands and shows a dog clutch. The figure which shows an example of the alignment chart of a power division mechanism at the time of motor drive mode. The figure which shows an example of the alignment chart of a power split device in engine driving mode.

(First form)
FIG. 1 shows a skeleton diagram of a vehicle drive device in which a control device according to a first embodiment of the present invention is incorporated. The drive device 10 is mounted on the hybrid vehicle 1 and includes an internal combustion engine (hereinafter sometimes referred to as an engine) 11 and a first motor generator (hereinafter simply referred to as a first MG) as a first electric motor. And a second motor generator (hereinafter sometimes abbreviated as second MG) 13 as a second electric motor. Since the engine 11 is a well-known engine mounted as a power source in a hybrid vehicle, a detailed description thereof is omitted. The first MG 12 includes a stator 12a that is fixed to the case 2 so as not to rotate, and a rotor 12b that is coaxially disposed on the inner peripheral side of the stator 12a. Similarly, the second MG 13 includes a stator 13a that is non-rotatably fixed to the case 2 and a rotor 13b that is coaxially disposed on the inner peripheral side of the stator 13a. The first MG 12 and the second MG 13 are well-known ones that function as an electric motor and a generator, respectively, and thus detailed description thereof is omitted.

  The engine 11, the first MG 12, and the second MG 13 are connected to the power split mechanism 14, respectively. Power split device 14 switches the connection state of engine 11, first MG 12, and second MG 13 to switch the transmission destination of power output from engine 11, first MG 12, and second MG 13. An output gear 4 as an output member for outputting power to the drive wheels 3 of the vehicle 1 is connected to the power split mechanism 14. In the power transmission path from the power split mechanism 14 to the drive wheel 3, a counter shaft 7 provided so that the counter gear 5 and the drive gear 6 rotate integrally, and a differential mechanism 8 to which the rotation of the drive gear 6 is transmitted. And a drive shaft 9 are provided. The counter shaft 7 is provided so that the counter gear 5 meshes with the output gear 4. Therefore, the power output from the power split mechanism 14 is transmitted to the differential mechanism 8 via the output gear 4, the counter gear 5, the counter shaft 7, and the drive gear 6. The power transmitted to the differential mechanism 8 is then transmitted to the drive wheels 3 via the drive shaft 9.

  The power split mechanism 14 includes a first planetary gear mechanism 15 as a first differential mechanism and a second planetary gear mechanism 16 as a second differential mechanism. Each of the first planetary gear mechanism 15 and the second planetary gear mechanism 16 is a single pinion type planetary gear mechanism. The first planetary gear mechanism 15 includes a sun gear (hereinafter also referred to as a first sun gear) S1 that is an external gear, and a ring gear that is an internal gear disposed coaxially with the sun gear S1. Hereinafter, it may be referred to as a first ring gear.) A carrier (hereinafter referred to as a first carrier) that holds R1 and a pinion gear P1 meshing with these gears S1, R1 so as to be capable of rotating and revolving around the sun gear S1. C1). Similarly, the second planetary gear mechanism 16 includes a sun gear (hereinafter, also referred to as a second sun gear) S2 that is an external gear, and a ring that is an internal gear that is disposed coaxially with the sun gear S2. A carrier (hereinafter referred to as a second ring gear) R2 and a pinion gear P2 meshing with these gears S2 and R2 and capable of rotating around the sun gear S2 (hereinafter referred to as a second carrier). And C2.

  The first sun gear S <b> 1 is coupled to rotate integrally with a rotating shaft 17 that is rotatably supported by the case 2. As shown in this figure, one end of the rotating shaft 17 is connected to the output shaft 11 a of the engine 11 via a damper 18. Note that the damper 18 is a well-known one that can absorb the torque fluctuation of the engine 11, and therefore a detailed description thereof is omitted. On the other hand, the other end of the rotating shaft 17 is connected to an oil pump 19. The rotation shaft 17 is provided with a one-way clutch 20 that allows the rotation shaft 17 to rotate in a predetermined forward rotation direction and prevents the rotation shaft 17 from rotating in the reverse rotation direction opposite to the normal rotation direction. Yes. In the forward rotation direction, a direction in which the output shaft 11a of the engine 11 rotates during operation of the engine 11 is set.

  The first ring gear R1 is connected to the rotor 12b of the first MG 12. The first carrier C <b> 1 and the second carrier C <b> 2 are connected to the output gear 4. The second sun gear S2 is connected to the rotor 13b of the second MG 13. The second ring gear R2 is connected to the first ring gear R1 via a clutch 21 as clutch means. The clutch 21 is provided to be switchable between an engaged state in which the ring gears R1 and R2 are connected and a released state in which the connection is released so that the first ring gear R1 and the second ring gear R2 rotate integrally. It has been. The second ring gear R2 is provided with a brake 22 as brake means. The brake 22 is provided so as to be switchable between a braking state in which the second ring gear R2 is braked so as not to rotate and a braking release state in which the braking is released.

  By connecting the rotating elements of the planetary gear mechanisms 15 and 16 in this way, in the first embodiment, the first sun gear S1 is the first rotating element of the first differential mechanism of the present invention. The carrier C1 corresponds to the second rotating element of the first differential mechanism of the present invention, and the first ring gear R1 corresponds to the third rotating element of the first differential mechanism of the present invention. The second sun gear S2 is the first rotating element of the second differential mechanism of the present invention, the second carrier C2 is the second rotating element of the second differential mechanism of the present invention, and the second ring gear R2 is the present invention. This corresponds to the third rotation element of the second differential mechanism.

  In the power split mechanism 14, the first ring gear R1 and the second ring gear R2 can be rotated together by switching the clutch 21 to the engaged state and switching the brake 22 to the brake released state. Since the first carrier C1 and the second carrier C2 are connected as described above, in this case, the first planetary gear mechanism 15 and the second planetary gear mechanism 16 are used as one differential mechanism having four rotating elements. Can function. Further, in this power split mechanism 14, by switching the clutch 21 to the released state and switching the brake 22 to the braking state, the second ring gear R2 is restrained so as not to rotate, and only the first ring gear R1 is the rotor of the first MG 12. It can be rotated integrally with 12b. In this case, the first planetary gear mechanism 15 and the second planetary gear mechanism 16 function as separate differential mechanisms. Furthermore, in this power split mechanism 14, since the one-way clutch 20 is provided on the rotating shaft 17, it is possible to prevent the first sun gear S1 from rotating in the reverse direction.

  The operation of the driving device 10 is controlled by the control device 30. The control device 30 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation, and controls the operation of the drive device 10 in accordance with the traveling state of the vehicle 1 and the operating state of the engine 11. Control. For example, the control device 30 stops the engine 11 when the vehicle 1 starts or travels at a low speed, and is driven so that the vehicle 1 travels with the power output from at least one of the first MG 12 and the second MG 13. The apparatus 10 is controlled. At this time, the control device 30 switches the clutch 21 to the engaged state and switches the brake 22 to the brake released state so that the first ring gear R1 and the second ring gear R2 rotate integrally. Hereinafter, the travel mode in which the engine 11 is stopped and the vehicle 1 travels with the power of the second MG 13 in this manner may be referred to as a motor travel mode. Further, the control device 30 starts the engine 11 when the driving force required for the vehicle 1 increases when the vehicle 1 is traveling in the motor travel mode, and at least the power output from the engine 11 causes the vehicle to The drive device 10 is controlled so that 1 runs. At this time, the control device 30 switches the clutch 21 to the released state and switches the brake 22 to the braking state so that only the first ring gear R1 rotates integrally with the rotor 12b of the first MG 12. Hereinafter, the travel mode in which the vehicle 1 travels using at least the power of the engine 11 in this way is referred to as an engine travel mode. In addition, the control device 30 controls the operating states of the engine 11, the first MG 12, and the second MG 13 according to the traveling state of the vehicle 1. The control device 30 includes, for example, an accelerator position sensor 31 that outputs a signal corresponding to the accelerator position as a sensor for detecting the traveling state of the vehicle 1 and the operating state of the engine 11, and a signal corresponding to the speed of the vehicle 1. Is connected to a vehicle speed sensor 32 or the like. In addition to this, various sensors are connected to the control device 30, but they are not shown.

  In order to switch the travel mode of the vehicle 1 from the motor travel mode to the engine travel mode, it is necessary to start the engine 11, switch the state of the clutch 21, and switch the state of the brake 22. The control device 30 switches the traveling mode of the vehicle 1 from the motor traveling mode to the engine traveling mode in two switching modes having different orders of performing these operations. In one of the two switching modes, the control device 30 starts the engine 11 first, then switches the brake 22 from the braking released state to the braking state, and then changes the clutch 21 from the engaged state to the released state. Switch. Hereinafter, this switching mode is referred to as a first switching mode. FIG. 2 shows an example of a change in the alignment chart of the power split mechanism 14 when the traveling mode of the vehicle 1 is switched in the first switching mode. In this figure, the first sun gear S1, the first carrier C1, the first ring gear R1, the second sun gear S2, the second carrier C2, and the second ring gear R2 are denoted by reference numerals S1, C1, R1, S2, respectively. Indicated by C2 and R2. 2 is the normal rotation direction of the rotation shaft 17 described above, and the rotation direction of “reverse rotation” is the reverse rotation direction of the rotation shaft 17. And the arrow in a figure has shown the torque of each rotation element.

  The first switching mode will be described with reference to FIG. As described above, in the motor travel mode, the clutch 21 is switched to the engaged state and the brake 22 is switched to the brake released state. Therefore, as shown in the top diagram of FIG. 2, the first ring gear R1 The rotational speed and the rotational speed of the second ring gear R2 are the same. And since the one way clutch 20 is provided in the rotating shaft 17, rotation to the reverse rotation direction of 1st sun gear S1 is blocked | prevented. Thereby, the torque of each of the first MG 12 and the second MG 13 can be received by the one-way clutch 20. Therefore, the torque of each of the first MG 12 and the second MG 13 can be transmitted to the output gear 4 by rotating the second MG 13 in the reverse direction and rotating the first MG 12 in the forward direction. As a result, the vehicle 1 can be driven by the power of the first MG 12 and the second MG 13.

  In the first switching mode, the engine 11 is first started from this state as shown in the second diagram from the top in FIG. The engine 11 is started by, for example, rotating the second MG 13 in the normal rotation direction to rotate the output shaft 11a of the engine 11 in the normal rotation direction as shown in the second diagram from above, and then supplying fuel to the engine 11 And so on. After the engine 11 is started, in the first switching mode, the rotational speed of the second MG 13 is increased and the rotational speed of the first MG 12 is decreased to zero. The alignment chart of the power split mechanism 14 in this state is the third view from the top in FIG. In this state, the control device 30 switches the brake 22 from the braking release state to the braking state. As a result, the first ring gear R1 and the second ring gear R2 are braked so as not to rotate.

  Thereafter, in the first switching mode, the clutch 21 is switched from the engaged state to the released state. As a result, the second ring gear R2 is maintained in a non-rotatable state, and the first ring gear R1 can rotate integrally with the rotor 12b of the first MG12. The nomographic chart of the power split mechanism 14 after the clutch 21 is switched to the released state is the bottom view of FIG. As shown in this figure, by switching the clutch 21 to the released state, the power of the engine 11 can be output to the output gear 4 via the first planetary gear mechanism 15 and also via the second planetary gear mechanism 16. The power of the second MG 13 can be output to the output gear 4. As a result, the travel mode of the vehicle 1 is switched to the engine travel mode.

  On the other hand, in the other switching mode of the two switching modes, the control device 30 first switches the clutch 21 from the engaged state to the released state, then switches the brake 22 from the brake released state to the braked state, and then starts the engine 11. To do. Hereinafter, this switching mode is referred to as a second switching mode. FIG. 3 shows an example of a change in the alignment chart of the power split mechanism 14 when the traveling mode of the vehicle 1 is switched in the second switching mode. The second switching mode will be described with reference to FIG. In this figure, parts common to those in FIG. 3 is the same as the top view of FIG. 2, and the bottom view of FIG. 3 is the same as the bottom view of FIG. To do.

  In the second switching mode, first, the clutch 21 is first switched from the motor traveling mode state shown in the top diagram of FIG. 3 to the released state. Accordingly, the first ring gear R1 and the second ring gear R2 can be rotated at different rotational speeds. Subsequently, in the second switching mode, the rotational speed of the second MG 13 is increased from this state to adjust the rotational speed of the second ring gear R2 to 0, and then the brake 22 is switched to the braking state. The alignment chart of the power split mechanism 14 in a state where the brake 22 is switched to the braking state is the second view from the top of FIG. In this case, since the first planetary gear mechanism 15 and the second planetary gear mechanism 16 function separately, the rotational speed of one motor generator of the first MG12 and the second MG13 is independent of the rotational speed of the other motor generator. Can be changed.

  Thereafter, the engine 11 is started in the second switching mode. The engine 11 is started by rotating the first carrier C1 in the normal rotation direction by the second MG 13 as shown in the third diagram from the top in FIG. And the fuel supply to the engine 11 is started in this state. Thereafter, the rotational speeds of the engine 11 and the second MG 13 are increased in the forward direction, and the first MG 12 is rotated in the reverse direction. A nomographic chart of the power split mechanism 14 in this state is the bottom view of FIG. As a result, the travel mode of the vehicle 1 is switched to the engine travel mode.

  As described above, since the engine 11 is first started in the first switching mode, the period during which the engine 11 is operated during the switching of the traveling mode is longer than that in the second switching mode. Therefore, the idling operation of the engine 11 can be sufficiently performed before the traveling mode is switched to the engine traveling mode as compared with the second switching mode. In this case, the responsiveness regarding the acceleration of the vehicle 1 after the travel mode is switched to the engine travel mode is higher than in the second switching mode. On the other hand, in the second switching mode, the engine 11 is finally started as shown in FIG. As is well known, the rotation speed (number of rotations) can be controlled with higher accuracy by the motor generators 12 and 13 than the engine 11 and is easy. Further, by maintaining the rotation speed of the first sun gear S1 at 0 by the one-way clutch 20, the rotation speed of each rotation element of the first planetary gear mechanism 15 is maintained substantially constant until the state shown in the second diagram of FIG. be able to. Therefore, it is possible to reduce a shock that occurs at the time of traveling mode switching compared to the first switching mode.

  Therefore, the control device 30 is a driving force required for the vehicle 1 (hereinafter referred to as a requested driving force) when a predetermined switching condition for switching the traveling mode of the vehicle 1 from the motor traveling mode to the engine traveling mode is satisfied. The first switching mode and the second switching mode are selectively used according to the above. FIG. 4 shows a mode switching control routine that is repeatedly executed at a predetermined cycle while the vehicle 1 is traveling so that the control device 30 properly uses the first switching mode and the second switching mode. By executing this control routine, the control device 30 functions as the control means of the present invention.

  In the control routine of FIG. 4, the control device 30 first acquires the traveling state of the vehicle 1 in step S11. As the traveling state of the vehicle 1, for example, the accelerator opening and the speed (vehicle speed) of the vehicle 1 are acquired. In the next step S12, the control device 30 determines whether or not the vehicle 1 is traveling. This determination may be made based on the vehicle speed, for example. If it is determined that the vehicle 1 is stopped, the current control routine is terminated. On the other hand, when it is determined that the vehicle 1 is traveling, the process proceeds to step S13, and the control device 30 determines whether or not the engine 11 is stopped. If it is determined that the engine 11 is in operation, the current control routine is terminated.

  On the other hand, if it is determined that the engine 11 is stopped, the process proceeds to step S14, and the control device 30 determines whether or not a predetermined traveling mode switching condition for switching the traveling mode of the vehicle 1 from the motor traveling mode to the engine traveling mode is satisfied. to decide. This traveling mode switching condition is determined to be satisfied when the required driving force is greater than the power that can be output by the first MG 12 and the second MG 13. Since the required driving force is determined according to the accelerator opening, the required driving force may be calculated based on the accelerator opening. If it is determined that the traveling mode switching condition is not satisfied, the current control routine is terminated.

  On the other hand, when it is determined that the traveling mode switching condition is satisfied, the process proceeds to step S15, and the control device 30 determines whether or not the required driving force is equal to or greater than a predetermined determination value set in advance. In general, when the vehicle 1 is requested to accelerate rapidly, the accelerator pedal is depressed suddenly, so that it is considered that the required driving force when the travel mode switching condition is satisfied increases. In this case, the vehicle 1 is required to accelerate quickly after the travel mode is switched. On the other hand, when the vehicle 1 is requested to be moderately accelerated, the accelerator pedal is gradually depressed. Therefore, when the driving mode switching condition is satisfied, the required driving force is when the vehicle is required to suddenly accelerate. It is thought that it becomes smaller than. In this case, rapid acceleration of the vehicle 1 is not required after the travel mode is switched. Thus, as the predetermined determination value, for example, a required driving force that can determine whether or not the vehicle 1 is requested to accelerate quickly after the traveling mode is switched is set. Such a determination value may be obtained, for example, by an experiment in advance and stored in the ROM of the control device 30.

  When it is determined that the required driving force is greater than or equal to the determination value, the process proceeds to step S16, and the control device 30 switches the traveling mode of the vehicle 1 in the first switching mode. Thereafter, the current control routine is terminated. On the other hand, if it is determined that the required driving force is less than the determination value, the process proceeds to step S17, and the control device 30 switches the traveling mode of the vehicle 1 in the second switching mode. Thereafter, the current control routine is terminated.

  According to the control device of the first embodiment, since the switching mode is changed according to the required driving force when the traveling mode of the vehicle 1 is switched, the responsiveness regarding the acceleration of the vehicle 1 after switching the traveling mode is appropriately set. Can be changed. For example, when the vehicle 1 is requested to accelerate rapidly, the traveling mode of the vehicle 1 is switched by the first switching mode. Therefore, the responsiveness related to the acceleration of the vehicle 1 after the traveling mode is switched is improved, and the vehicle 1 is quickly moved. Can be accelerated. On the other hand, when the vehicle 1 is requested to be moderately accelerated, the traveling mode of the vehicle 1 is switched in the second switching mode, so that a shock that occurs when the traveling mode of the vehicle 1 is switched can be suppressed.

(Second form)
Next, a control device according to a second embodiment of the present invention will be described with reference to FIGS. FIG. 5 shows a skeleton diagram of the drive device 10 of the vehicle 1 in which the control device of this embodiment is incorporated. 5 that are the same as those in FIG. 1 are denoted by the same reference numerals and description thereof is omitted. As shown in this figure, in the driving device 10 of the second embodiment, the engine 11, the second MG 13, the second planetary gear mechanism 16, the first planetary gear mechanism 15, and the first MG 12 are arranged from one side (the right side in FIG. 5). These are arranged in order. In the driving device 10, a double pinion type planetary gear mechanism having two pinion gears P <b> 11 and P <b> 12 is provided as the first planetary gear mechanism 15. In the drive device 10, the output shaft 11a of the engine 11 is connected to the first carrier C1. The rotor 12b of the first MG 12 is connected to the first sun gear S1, and the rotor 13b of the second MG 13 is connected to the second sun gear S2. The output gear 4 is connected to the first ring gear R1 and the second carrier C2.

  By connecting the rotating elements of the planetary gear mechanisms 15 and 16 in this way, in the second embodiment, the first carrier C1 is connected to the first rotating element of the first differential mechanism of the present invention. The gear R1 corresponds to the second rotating element of the first differential mechanism of the present invention, and the first sun gear S1 corresponds to the third rotating element of the first differential mechanism of the present invention.

  As shown in this figure, the drive device 10 of the second embodiment includes a dog clutch 40. FIG. 6 shows an enlarged portion of the dog clutch 40. The dog clutch 40 includes an engagement hub 41 that rotates integrally with the second ring gear R2, a brake hub 42 that is non-rotatably fixed to the case 2, and a clutch that rotates integrally with the first sun gear S1 and the rotor 12b of the first MG 12. And a hub 43. As shown in this figure, the brake hub 42 is disposed on one side of the engagement hub 41, and the clutch hub 43 is disposed on the other side of the engagement hub 41.

  Spline teeth are formed on the outer peripheral surfaces of the hubs 41, 42, and 43, and a sleeve 44 is engaged with these spline teeth so as to be movable in the left-right direction in FIG. The sleeve 44 has a length that can engage only with the engagement hub 41, and engages with the engagement hub 41 and the brake hub 42 when moved to the right side of FIG. 6, and engages with the engagement hub 41 and the brake hub 42 when moved to the left side of FIG. The coupling hub 41 and the clutch hub 43 are provided so as to mesh with each other. Therefore, the second ring gear R2 can be braked non-rotatably by moving the sleeve 44 to the right in FIG. In this case, the dog clutch 40 functions as the brake means of the present invention. On the other hand, the second ring gear R2 and the first sun gear S1 can be rotated together by moving the sleeve 44 to the left in FIG. In this case, the dog clutch 40 functions as the clutch means of the present invention. Hereinafter, a state in which the sleeve 44 is engaged with only the engagement hub 41 may be referred to as a released state. Further, a state where the sleeve 44 is engaged with the engagement hub 41 and the brake hub 42 may be referred to as a brake state, and a state where the sleeve 44 is engaged with the engagement hub 41 and the clutch hub 43 may be referred to as a clutch state. . As shown in FIG. 5, the operation of the dog clutch 40 is controlled by the control device 30.

  Also in the drive device 10 of this form, the engine 11 is stopped, the motor travel mode in which the vehicle 1 is traveled by the power output from at least one of the first MG 12 and the second MG 13, and the engine 11 is started, and at least from the engine 11 It is controlled to an engine travel mode in which the vehicle 1 travels with the output power. In the motor travel mode, the dog clutch 40 is switched to the clutch state, and in the engine travel mode, the dog clutch 40 is switched to the brake state. FIG. 7 shows an example of a collinear diagram of the power split mechanism 14 in the motor travel mode. This figure corresponds to the top view of FIG. 2 or 3 of the first embodiment. FIG. 8 shows an example of a nomographic chart of the power split mechanism 14 in the engine traveling mode. This figure corresponds to the bottom figure of FIG. 2 or FIG. 3 of the first embodiment. 7 and 8, the same parts as those in FIGS. As shown in FIGS. 7 and 8, in this embodiment, the first sun gear S1 is located at the position of the first ring gear R1 in FIGS. 2 and 3, and the first ring gear R1 is located at the position of the first carrier C1. The first carrier C1 is disposed at the position of the sun gear S1. The rest is the same as FIG. 2 and FIG.

  Also in this embodiment, the control device 30 switches the traveling mode between the first switching mode and the second switching mode when switching the traveling mode. In the first switching mode of this form, the engine 11 is first started, then the dog clutch 40 is switched from the brake state to the released state, and then the dog clutch 40 is switched from the released state to the brake state. Note that the change in the collinear diagram of the power split mechanism 14 at this time is that the positions where the rotating elements of the first planetary gear mechanism 15 are arranged in FIG. 2 are changed as shown in FIGS. Become.

  On the other hand, in the second switching mode of this embodiment, the dog clutch 40 is first switched from the brake state to the released state, then the dog clutch 40 is switched from the released state to the brake state, and then the engine 11 is started. The change in the collinear diagram of the power split mechanism 14 in this case is obtained by changing the positions at which the rotating elements of the first planetary gear mechanism 15 are arranged in FIG. 3 as shown in FIGS.

  Therefore, also in this embodiment, when the traveling mode of the vehicle 1 is switched in the first switching mode, the responsiveness regarding the acceleration of the vehicle 1 after the traveling mode is switched to the engine traveling mode is higher than that in the second switching mode. In addition, when the traveling mode of the vehicle 1 is switched in the second switching mode, it is possible to reduce a shock that is generated when the traveling mode is switched compared to the first switching mode. Also in this embodiment, the control device 30 executes the mode switching control routine shown in FIG. 4 and uses the first switching mode and the second switching mode properly according to the required driving force when the mode switching condition is satisfied. .

  As described above, also in the second embodiment, since the control device 30 changes the switching mode in accordance with the required driving force when the traveling mode of the vehicle 1 is switched, the responsiveness relating to the acceleration of the vehicle 1 after the traveling mode is switched. Can be changed appropriately. Therefore, when the vehicle 1 is requested to accelerate rapidly, the vehicle 1 can be accelerated promptly after the traveling mode is switched. In addition, when the vehicle 1 is required to be moderately accelerated, it is possible to suppress a shock that occurs when the traveling mode is switched.

  This invention is not limited to each form mentioned above, It can implement with a various form. For example, the control device according to the present invention may be applied to a drive device in which the first planetary gear mechanism is a single pinion type and the second planetary gear mechanism is a double pinion type, or the first planetary gear mechanism and the second planetary gear. Both mechanisms may be applied to a double pinion type driving device.

  The differential mechanism of the drive device to which the control device of the present invention is applied is not limited to the planetary gear mechanism. For example, the present invention may be applied to a driving device in which a planetary roller mechanism provided with a roller instead of a pinion gear is provided as a differential mechanism. Further, the control device of the present invention may be applied to a drive device in which a one-way clutch is not provided on the output shaft of the internal combustion engine.

1 Hybrid vehicle 4 Output gear (output member)
DESCRIPTION OF SYMBOLS 10 Drive apparatus 11 Internal combustion engine 11a Output shaft 12 1st motor generator (1st electric motor)
13 Second motor generator (second electric motor)
15 First planetary gear mechanism (first differential mechanism)
16 Second planetary gear mechanism (second differential mechanism)
20 One-way clutch 21 Clutch (clutch means)
22 Brake (brake means)
30 Control device (control means)
40 dog clutch (brake means, clutch means)
S1 sun gear (first rotating element of the first differential mechanism, third rotating element of the first differential mechanism)
C1 carrier (second rotating element of the first differential mechanism, first rotating element of the first differential mechanism)
R1 ring gear (the third rotating element of the first differential mechanism, the second rotating element of the first differential mechanism)
S2 Sun gear (first rotating element of the second differential mechanism)
C2 carrier (second rotating element of the second differential mechanism)
R2 ring gear (third rotating element of the second differential mechanism)

Claims (3)

The first rotating element, the second rotating element, and the third rotating element that are differentially rotatable with each other, the first rotating element is connected to the output shaft of the internal combustion engine, and the second rotating element is connected to the output member. The first rotating element includes a first differential mechanism in which the third rotating element is connected to the first electric motor, and a first rotating element, a second rotating element, and a third rotating element that are differentially rotatable with respect to each other. Is connected to the second electric motor, the second rotating element is connected to the second rotating element of the first differential mechanism, the third rotating element of the first differential mechanism, and the second rotating element. Clutch means switchable between an engaged state in which the third rotating element of the differential mechanism rotates so as to rotate integrally and a released state in which the connection is released, and the third rotating element of the second differential mechanism A brake hand that can be switched between a braking state for non-rotatably braking and a braking release state for releasing the braking When the drive device is provided with a
The clutch means is in the engaged state, the brake means is in the brake released state, and the internal combustion engine is stopped to generate power output from at least one of the first electric motor and the second electric motor. And the engine travel mode in which the clutch means is in the disengaged state and the brake means is in the braking state and travels with the power output from the internal combustion engine. Applied to hybrid vehicles,
When a predetermined switching condition for switching the driving mode of the hybrid vehicle from the motor driving mode to the engine driving mode is satisfied, first the internal combustion engine is started, then the brake means is switched to the braking state, and then the clutch A first switching mode for switching means to the released state, and a second switching mode for first switching the clutch means to the released state, then switching the brake means to the braking state, and then starting the internal combustion engine. A control means capable of switching the driving mode of the hybrid vehicle in two switching modes;
The control means is a control device for a hybrid vehicle that selectively uses the first switching mode and the second switching mode according to the driving force required for the hybrid vehicle when the switching condition is satisfied.   The control means switches the driving mode of the hybrid vehicle in the first switching mode when a driving force required for the hybrid vehicle is equal to or greater than a predetermined determination value when the switching condition is satisfied. The hybrid vehicle control apparatus described.   The output shaft of the internal combustion engine is provided with a one-way clutch that allows the output shaft to rotate in a predetermined forward rotation direction and prevents the output shaft from rotating in the reverse rotation direction opposite to the normal rotation direction. The control apparatus of the hybrid vehicle of Claim 1 or 2.

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