CN113459795A - Drive device for hybrid vehicle - Google Patents

Drive device for hybrid vehicle Download PDF

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Publication number
CN113459795A
CN113459795A CN202110188784.5A CN202110188784A CN113459795A CN 113459795 A CN113459795 A CN 113459795A CN 202110188784 A CN202110188784 A CN 202110188784A CN 113459795 A CN113459795 A CN 113459795A
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CN
China
Prior art keywords
speed
downshift
engagement
mode
motor generator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202110188784.5A
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Chinese (zh)
Inventor
笠原崇宏
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of CN113459795A publication Critical patent/CN113459795A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Abstract

The invention provides a drive device for a hybrid vehicle, which can perform downshift slowly and without speed change impact in a low speed region and can perform downshift directly in a short time in a high speed region to obtain good speed change feeling. The controller (4) divides a speed range into at least a low speed range and a high speed range according to a vehicle speed, and when the vehicle speed is in the low speed range during downshift, switches between engagement and release of the brake mechanism (30) and the clutch mechanism (40) by waiting for the rotational speed of the second ring gear (22) that is originally at a stop to reach the rotational speed of the second sun gear (21) that is rotating, and when the vehicle speed is in the high speed range during downshift, switches between engagement and release of the brake mechanism (30) and the clutch mechanism (40) before the rotational speed of the second ring gear (22) that is originally at a stop reaches the rotational speed of the second sun gear (21) that is rotating.

Description

Drive device for hybrid vehicle
Technical Field
The present invention relates to a drive device for a hybrid vehicle including one engine (engine) and two motor generators (motor generators).
Background
As a drive device of a hybrid vehicle, there is known a device including: a power distribution mechanism that distributes power output from an engine as a main drive source to the first motor generator and the transmission member; a second motor generator connected to the transmission member; and a transmission mechanism provided between the transmission member and the drive wheel (see, for example, patent document 1).
In the drive device, it is provided that: the transmission mechanism has a pair of friction engagement mechanisms such as a brake mechanism and a clutch mechanism, and is switched to a high speed stage or a low speed stage by switching engagement and release of one of the friction engagement mechanisms.
However, in the above-described drive device, for example, when a downshift (downshifting) is performed in which the speed change mechanism is switched from a high speed stage to a low speed stage, the clutch torque of one of the friction engagement mechanisms in the engaged state is reduced to a predetermined value, and is kept on standby, and then gradually reduced toward 0, and the clutch torque of the other friction engagement mechanism in the released state is increased in accordance with the time point at which the clutch torque is gradually reduced toward 0, so that there is a problem that it is difficult to quickly switch the speed change mechanism, and the shift responsiveness is poor.
In view of the above, patent document 2 proposes a drive device for a hybrid vehicle, which starts a release operation for releasing one of friction engagement mechanisms in an engaged state and starts an engagement operation for the other friction engagement mechanism in a released state at the same time when a downshift is performed, thereby performing the downshift at an early stage.
[ Prior art documents ]
[ patent document ]
[ patent document 1] Japanese patent laid-open No. 2012-240551
[ patent document 2] International publication No. 2019/159604
Disclosure of Invention
[ problems to be solved by the invention ]
However, there are problems as follows: when the quick downshift proposed in patent document 2 is performed in a low speed region where the vehicle speed is low, the shift shock becomes large and gives an uncomfortable feeling to the occupant.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a drive device for a hybrid vehicle, which can perform a downshift slowly and without a shift shock in a low speed region, and can perform a downshift directly in a short time in a high speed region to obtain a good shift feeling.
[ means for solving problems ]
To achieve the above object, the present invention provides a drive device 100 for a hybrid vehicle, including: an engine 1; a first motor generator 2 driven by the engine 1; a power split mechanism 10 for splitting and transmitting the power of the engine 1 to the first motor generator 2 and the rotary body 14; a transmission mechanism 70 including a first engagement mechanism 30 and a second engagement mechanism 40 that can be selectively engaged and released, for selectively shifting the rotation of the rotary body 14 to output power from a transmission output shaft 27; a power transmission path 71 for transmitting the power output from the transmission output shaft 27 to the axle 57; a second motor generator 3 having a motor output shaft 3a connected to the power transmission path 71; a one-way clutch (50) interposed between the transmission output shaft 27 and the motor output shaft 3a, and permitting relative rotation in one direction of the motor output shaft 3a and inhibiting relative rotation in the other direction with respect to the transmission output shaft 27; a vehicle speed detection unit 36 that detects a vehicle speed; and a control unit 4 for controlling the transmission mechanism 70; the control unit 4 switches engagement/release of the first engagement mechanism 30 and the second engagement mechanism 40 to each other to perform downshift, and divides the speed region into at least a low speed region and a high speed region according to the vehicle speed detected by the vehicle speed detecting section 36, when the vehicle speed is in a low speed region during a downshift, switching of engagement/release of the first engagement mechanism 30 and the second engagement mechanism 40 is performed while waiting for the rotational speed of the rotary element 22 that is originally at a stop to reach the rotational speed of the rotary element 21 that is rotating the other, and when the vehicle speed is in a high speed region during a downshift, the switching of the engagement/release of the first engagement mechanism 30 and the second engagement mechanism 40 is performed before the rotation speed of the rotary element 22 that is originally one of the stops reaches the rotation speed of the rotary element 21 that is the other of the rotations.
According to the present invention, a downshift in a low speed region is performed in the following manner: the switching of the engagement/release of the first engagement mechanism and the second engagement mechanism is performed slowly while waiting for the rotational speed of the rotary element of one of the originally stopped state to reach the rotational speed of the rotary element of the other of the rotating states, so that the occupant basically does not feel a shift shock and does not feel discomfort to the occupant.
Also, the downshift in the high speed region is performed in the following manner: since the switching between the engagement and release of the first engagement mechanism and the second engagement mechanism is performed as soon as possible before the rotational speed of the rotating element that is originally one of the stops reaches the rotational speed of the rotating element that is the other rotating element, a sporty shift feeling can be directly given to the driver during downshift in the high speed region, and a feeling of discomfort that the driver previously felt can be eliminated.
Further, it is also possible to: the control portion 4 divides a speed region into three regions, a low speed region, a middle speed region, and a high speed region, in accordance with the vehicle speed detected by the vehicle speed detection means 36, sets a control parameter of switching control of engagement/release of the first engagement mechanism 30 and the second engagement mechanism 40 to a value linearly interpolated with respect to the vehicle speed between a value in the low speed region and a value in the high speed region when the vehicle speed is in the middle speed region during downshift, and executes downshift based on the value.
According to the structure, in the middle speed region, the downshift can be performed for a longer time than in the high speed region but shorter than in the low speed region, giving a comfortable shift feeling to the driver.
Here, the speed change mechanism 70 may include a planetary gear mechanism 20, the planetary gear mechanism 20 having: a sun gear (sun gear)21 connected to the transmission output shaft 27; a carrier (carrier)24 to which rotation of the rotating body 14 is input; a ring gear (ring gear)22 disposed around the sun gear 21; and a pinion gear (pinion gear)23 supported by the carrier 24 to be rotatable and engaged with the sun gear 21 and the ring gear 22, one 30 of the first engagement mechanism 30 and the second engagement mechanism 40 being a brake mechanism that selectively prevents rotation of the ring gear 22, and the other 40 being a clutch mechanism that selectively integrates the sun gear 21 and the ring gear 22.
Further, it is also possible to: the hybrid vehicle includes, as a running mode, an HV mode in which the vehicle runs by the driving forces of the engine 1 and the second motor generator 3, and there are an HV low mode and an HV high mode, and the control portion 4 releases the brake mechanism 30 and engages the clutch mechanism 40 when downshifting from the HV high mode to the HV low mode.
Further, it is also possible to: the brake mechanism 30 and the clutch mechanism 40 are operated by hydraulic pressure, and the control unit 4 removes the hydraulic pressure of the brake mechanism 30 to rotate the ring gear 22 when a downshift instruction is output, removes the hydraulic pressure from the brake mechanism 30 to release the brake mechanism 30 when the rotational speed of the ring gear 22 reaches the rotational speed of the sun gear 21, and supplies the hydraulic pressure to the clutch mechanism 40 to engage the clutch mechanism 40, thereby executing a downshift.
[ Effect of the invention ]
According to the present invention, it is possible to perform downshift slowly and without a shift shock in a low speed region, and to perform downshift directly in a short time in a high speed region to obtain a good shift feel.
Drawings
Fig. 1 is a skeleton diagram showing a basic configuration of a drive device for a hybrid vehicle according to the present invention.
Fig. 2 is a block diagram showing a connection state of main parts constituting a drive device of a hybrid vehicle of the present invention.
Fig. 3 is a diagram showing the operating states of the brake mechanism, the clutch mechanism, the one-way clutch, and the engine in the traveling mode of the vehicle that can be realized by the drive device for a hybrid vehicle according to the present invention.
Fig. 4 is a skeleton diagram showing a torque transmission path in the EV mode of the drive device of the hybrid vehicle according to the present invention.
Fig. 5 is a skeleton diagram showing a torque transmission path in the W motor mode of the drive device for a hybrid vehicle according to the present invention.
Fig. 6 is a skeleton diagram showing a torque transmission path in the series mode of the drive device of the hybrid vehicle of the present invention.
Fig. 7 is a skeleton diagram showing a torque transmission path in the HV low mode of the drive device of the hybrid vehicle according to the present invention.
Fig. 8 is a skeleton diagram showing a torque transmission path in the HV high mode of the drive device of the hybrid vehicle according to the present invention.
Fig. 9 (a) is a collinear chart showing an example of operation in the HV high mode, and fig. 9 (b) is a collinear chart showing an example of operation in the HV low mode.
Fig. 10 is a diagram showing a shift map of the HV low mode and the HV high mode.
Fig. 11 is a flowchart showing a setting routine of a control method based on a vehicle speed.
Fig. 12 is a timing chart showing temporal changes of various control parameters in the control method in the low speed region.
Fig. 13 is a timing chart showing temporal changes of various control parameters in the control method in the high speed region.
[ description of symbols ]
1: engine (ENG)
2: first motor generator (MG1)
3: second motor generator (MG2)
3 a: rotating shaft of second motor generator (motor output shaft)
4: controller (control part)
5: power control unit
8: hydraulic control device
10: first planetary gear mechanism (Power distribution mechanism)
11: first sun gear
12: first inner gear ring
13: first pinion gear
14: first planet carrier (rotating body)
20: second planetary gear mechanism
21: second sun gear (rotating element)
22: second inner gear ring (rotating element)
23: second pinion gear
24: second planet carrier
30: brake mechanism (first engagement mechanism)
36: vehicle speed sensor (vehicle speed detecting component)
40: clutch mechanism (second jointing mechanism)
50: one-way clutch (OWY)
57: axle shaft
70: speed change mechanism
71: power transmission path
100: drive device
Detailed Description
Hereinafter, embodiments of the present invention will be described based on the accompanying drawings.
[ basic Structure of drive device for hybrid vehicle ]
Fig. 1 is a skeleton diagram showing a basic configuration of a drive device of a hybrid vehicle according to the present embodiment, the hybrid vehicle according to the present embodiment is a front-wheel drive (FF) vehicle with a front engine, and a drive device 100 includes two motor generators, i.e., one Engine (ENG)1, a first motor generator (MG1)2, and a second motor generator (MG2)3, as drive sources, a first planetary gear mechanism 10 for power distribution, and a second planetary gear mechanism 20 for gear change.
The engine 1 converts thermal energy generated by combustion of an air-fuel mixture in which intake air measured by a throttle valve (throttle valve) and fuel injected from an injector are mixed at an appropriate ratio into kinetic energy, and the rotational power of the engine 1 is output to an output shaft 1a arranged along an axis line CL1 to rotationally drive the output shaft 1a at a predetermined speed. The opening degree of a throttle valve (throttle) in the engine 1, the fuel injection amount (injection timing and injection timing) by an injector, the ignition timing, and the like are controlled by a controller (ECU)4 constituting a control unit.
The first motor generator 2 and the second motor generator 3 are disposed at positions separated by a predetermined distance in the axial direction on the same axis, and these are housed in a case 7. Here, each of the first motor generator 2 and the second motor generator 3 includes a rotor rotatable about the axis line CL1 of the output shaft 1a of the engine 1 and a cylindrical stator fixed to the periphery of each rotor, and functions as a motor or a generator.
That is, when electric power is supplied from the Battery (BAT)6 to the coils of the stators via the Power Control Unit (PCU)5, the rotating shafts 2a and 3a of the rotors are rotationally driven, and therefore the first motor generator 2 and the second motor generator 3 function as motors (motors).
On the other hand, when the rotary shafts 2a and 3a of the first motor generator 2 and the second motor generator 3 are respectively rotationally driven by external force, the rotors rotate and the first motor generator 2 and the second motor generator 3 function as generators (generators), and electric power generated by the first motor generator 2 and the second motor generator 3 is stored in the battery 6 via the electric power control unit 5. During normal running of the hybrid vehicle, for example, during low-speed running or acceleration running, the first motor generator 2 mainly functions as a generator (generator), and the second motor generator 3 mainly functions as a motor (motor). The power control unit 5 includes an inverter (inverter), not shown, and controls the output torque or the regenerative torque of the first motor generator 2 and the second motor generator 3, respectively, by the inverter being controlled by a command from the controller 4.
Further, in the axial space between the first motor generator 2 and the second motor generator 3 in the housing 7, the first planetary gear mechanism 10 and the second planetary gear mechanism 20 are arranged in an axially aligned state. Specifically, the first planetary gear mechanism 10 is disposed on the first motor generator 2 side, and the second planetary gear mechanism 20 is disposed on the second motor generator 3 side.
Here, the first planetary gear mechanism 10 includes: a first sun gear 11 rotatable about an axis line CL1, a first ring gear 12 rotatably disposed around the first sun gear 11, a plurality of (only one in fig. 1) first pinion gears (planetary gears) 13 meshed with the first sun gear 11 and the first ring gear 12 and capable of revolving around the first sun gear 11 while rotating on its own axis, and a first carrier 14 rotatably supporting the first pinion gears 13.
In addition, the second planetary gear mechanism 20 also includes, similarly to the first planetary gear mechanism 10: a second sun gear 21 rotatable about an axis line CL1, a second ring gear 22 rotatably disposed around the second sun gear 21, a plurality of (only one in fig. 1) second pinion gears (planetary gears) 23 meshed with the second sun gear 21 and the second ring gear 22 and capable of revolving around the second sun gear 21 while rotating on its own axis, and a second carrier 24 rotatably supporting the second pinion gears 23.
However, the output shaft 1a of the engine 1 is coupled to the first carrier 14 of the first planetary gear mechanism 10, and the driving force of the engine 1 is input from the output shaft 1a to the first planetary gear mechanism 10 via the first carrier 14. Further, at the start of the engine 1, the driving force of the first motor generator 2 is input to the engine 1 via the first planetary gear mechanism 10, thereby starting (cranking) the engine 1.
The first carrier 14 of the first planetary gear mechanism 10 is coupled to a one-way clutch 15 provided on the inner circumferential surface of the circumferential wall of the housing 7. Here, the one-way clutch 15 functions as follows: the rotation of the first carrier 14 in the forward direction (the rotation direction of the output shaft 1a of the engine 1) is permitted, and the rotation of the first carrier 14 in the reverse direction is prohibited. By providing the one-way clutch 15, reverse torque is not applied to the engine 1 via the first carrier 14, and reverse rotation of the engine 1 can be prevented.
The first sun gear 11 of the first planetary gear mechanism 10 is coupled to the rotating shaft 2a of the rotor of the first motor/generator 2, and the first sun gear 11 rotates integrally with the rotor of the first motor/generator 2. The first ring gear 12 of the first planetary gear mechanism 10 is coupled to the second carrier 24 of the second planetary gear mechanism 20, and the first ring gear 12 and the second carrier 24 rotate integrally. Therefore, the first planetary gear mechanism 10 can output the driving force input from the engine 1 via the first carrier 14 to the first motor generator 2 via the first sun gear 11 and to the second carrier 24 via the first ring gear 12. That is, the first planetary gear mechanism 10 can distribute the driving force from the engine 1 and output the distributed driving force to the first motor generator 2 and the second planetary gear mechanism 20.
However, a cylindrical outer drum 25 centered on the axis CL1 is provided radially outward of the second ring gear 22 of the second planetary gear mechanism 20, and the second ring gear 22 of the second planetary gear mechanism 20 is coupled to the outer drum 25. Therefore, the second ring gear 22 rotates integrally with the outer drum 25.
Further, a brake mechanism (BR)30 is provided radially outside the outer drum 25. The brake mechanism 30 is configured as a wet multi-plate brake, and is configured by alternately arranging a plurality of annular plate-shaped brake plates (only one is shown in fig. 1) 31 and a plurality of identical annular plate-shaped disc plates (only one is shown in fig. 1) 32 in the axial direction. Here, the outer peripheral end of each stopper plate 31 is engaged with the inner peripheral surface of the peripheral wall of the housing 7 so as to be movable in the axial direction. The inner peripheral end of each disk plate 32 is joined to the outer peripheral surface of the outer drum 25 so as to be movable in the axial direction, and rotates integrally with the outer drum 25. A noncontact rotation speed sensor 35 that detects the rotation speed of the outer drum 25 is provided near the brake mechanism 30 on the inner circumferential surface of the circumferential wall of the housing 7.
A return spring (not shown) that biases the brake plate 31 in a direction to separate the disc plate 32 (brake release (OFF) direction) is provided in the brake mechanism 30; and a piston (not shown) that presses the brake plate 31 and the disc plate 32 in a direction (brake engagement (ON) direction) in which they are engaged with each other against the urging force of the return spring. Here, the piston is driven by the pressure (oil pressure) of oil supplied via the oil pressure control device 8.
In the brake mechanism 30, the brake plate 31 and the disc plate 32 are separated from each other in a state where the oil pressure does not act on the piston, and the brake mechanism 30 is in a released state (brake OFF state) in which the rotation of the second ring gear 22 is permitted.
ON the other hand, when the oil pressure acts ON the piston, the brake plate 31 and the disc plate 32 are engaged with each other, and the brake mechanism 30 is in an engaged state (brake ON state) in which the rotation of the second ring gear 22 is prevented.
Further, a cylindrical inner drum 26 centered on the axis CL1 is provided radially inward of the outer drum 25 so as to face the outer drum 25. Here, the second sun gear 21 of the second planetary gear mechanism 20 is coupled to the output shaft 27 of the second planetary gear mechanism 20 extending along the axis CL1 and is coupled to the inner drum 26, and therefore, the second sun gear 21, the output shaft 27, and the inner drum 26 rotate integrally. Further, a clutch mechanism (CL)40 is provided between the outer drum 25 and the inner drum 26.
The clutch mechanism 40 is configured as a wet multiple plate clutch, and is configured by alternately arranging a plurality of annular plate-shaped clutch plates (only one is shown in fig. 1) 41 and a plurality of identical annular plate-shaped disc plates (only one is shown in fig. 1) 42 in the axial direction. Here, the outer peripheral end of each clutch plate 41 is engaged with the inner peripheral surface of the outer drum 25 so as to be movable in the axial direction, and rotates integrally with the outer drum 25. Further, the inner peripheral end of each disc 42 is joined to the outer peripheral surface of the inner drum 26 so as to be movable in the axial direction, and rotates integrally with the inner drum 26.
A return spring (not shown) that biases the clutch plate 41 and the disc plate 42 in a direction of separating them (clutch OFF direction) is provided in the clutch mechanism 40; and a piston (not shown) that presses the clutch plate 41 and the disc plate 42 in a direction (clutch ON direction) to engage with each other against the biasing force of the return spring. Here, the piston is driven by the pressure (oil pressure) of oil supplied via the oil pressure control device 8.
In the clutch mechanism 40, the clutch plates 41 and the disc plates 42 are separated from each other in a state where the hydraulic pressure does not act on the piston, and the clutch mechanism 40 is in a released state (clutch OFF state) in which the relative rotation of the second sun gear 21 with respect to the second ring gear 22 is enabled. At this time, when the brake mechanism 30 is in the engaged state (brake ON state) to stop the rotation of the second ring gear 22, the rotation of the output shaft 27 relative to the second carrier 24 is increased. The state corresponds to a state in which the shift speed is switched to the high speed (high).
ON the other hand, when hydraulic pressure acts ON the piston, the clutch plate 41 and the disc plate 42 are engaged with each other, and the clutch mechanism 40 is brought into an engaged state (clutch ON state) in which the second sun gear 21 and the second ring gear 22 are integrally coupled. At this time, when the brake mechanism 30 is in the released state (brake OFF state) and rotation of the second ring gear 22 is permitted, the output shaft 27 is integrated with the second carrier 24 and rotates at the same speed as the second carrier 24. The state corresponds to a state in which the shift speed is switched to the low speed.
Here, the second planetary gear mechanism 20, the brake mechanism 30, and the clutch mechanism 40 constitute a speed change mechanism that changes the rotation of the second carrier 24 to two stages of low and high and outputs the changed rotation from the output shaft 27.
Further, a one-way clutch (OWY)50 is interposed between the output shaft 27 and the rotary shaft 3a of the second motor generator 3, and the output shaft 27 is coupled to an output gear 51 centered on the axis CL1 via the one-way clutch 50. Here, the one-way clutch 50 permits rotation of the output gear 51 in the forward direction with respect to the output shaft 27, that is, relative rotation corresponding to the forward direction of the vehicle, and prohibits relative rotation corresponding to the reverse direction. That is, when the rotation speed of the output shaft 27 corresponding to the vehicle forward direction is faster than the rotation speed of the output gear 51, the one-way clutch 50 is locked and the output shaft 27 rotates integrally with the output gear 51. On the other hand, when the rotational speed of the output gear 51 corresponding to the vehicle forward direction is faster than the rotational speed of the output shaft 27, the one-way clutch 50 is released (unlocked), and the output gear 51 is free to rotate relative to the output shaft 27 without introducing torque.
The rotary shaft 3a of the rotor of the second motor generator 3 is connected to the output gear 51, and the output gear 51 rotates integrally with the second motor generator 3 (rotary shaft 3 a). Here, since the one-way clutch 50 is interposed between the output shaft 27 and the rotary shaft 3a, relative rotation of the rotary shaft 3a in the positive direction with respect to the output shaft 27 is permitted. That is, when the rotation speed of the second motor generator 3 is faster than the rotation speed of the output shaft 27, the second motor generator 3 can be rotated efficiently without introducing the torque of the output shaft 27 (second planetary gear mechanism 20). Here, since the one-way clutch 50 is disposed radially inward of the rotary shaft 3a, the axial length of the drive device 100 can be suppressed, and the drive device 100 can be downsized.
However, an oil pump (MOP)60 is disposed radially inward of the second motor generator 3, and the oil pump 60 is coupled to the output shaft 1a of the engine 1 and rotationally driven by the engine 1. When oil supply is required while the engine 1 is stopped, the electric power is supplied from the battery 6 to drive the electric pump (EOP)61, and the required oil is supplied from the electric pump 61.
Further, a large-diameter gear 53 attached to the counter shaft 52 arranged in parallel with the axis line CL1 meshes with the output gear 51, and torque is transmitted to the counter shaft 52 via the large-diameter gear 53. Then, the torque transmitted to the counter shaft 52 is transmitted to the ring gear 56 of the differential device 55 via the small-diameter gear 54, distributed by the differential device 55, and transmitted to the left and right axles 57. Therefore, the vehicle travels by rotationally driving left and right front wheels (only one is shown in fig. 1) 101 attached to the left and right axles 57. Here, the rotary shaft 3a, the output gear 51, the large diameter gear 53, the small diameter gear 54, the differential gear 55, and the like constitute a power transmission path 71 from the output shaft 27 to the axle 57.
However, the hydraulic control device 8 includes control valves such as solenoid valves and electromagnetic proportional valves, not shown, which are operated by electric signals, and these control valves are operated by commands from the controller 4 to control the flow of hydraulic oil to the brake mechanism 30, the clutch mechanism 40, and the like. Thereby, ON/OFF of the brake mechanism 30 or the clutch mechanism 40 can be switched.
The controller (ECU)4 includes an arithmetic Processing device including a Central Processing Unit (CPU), a Read Only Memory (ROM), a Random Access Memory (RAM), other peripheral circuits, and the like, and includes an engine control ECU 4a, a transmission mechanism control ECU 4b, and a motor/generator control ECU 4 c.
Signals from a rotational speed sensor 35 that detects the rotational speed of the outer drum 25, a vehicle speed sensor 36 that detects the vehicle speed, an accelerator opening sensor 37 that detects the accelerator opening, a rotational speed sensor 38 that detects the rotational speed of the engine 1, and the like are input to the controller 4. Then, the controller 4 determines the running mode based on the input signal and a driving force map indicating driving force characteristics defined based on a predetermined vehicle speed, an accelerator opening degree, and the like. The controller 4 outputs control signals to the throttle opening adjustment actuator, the fuel injection injector, the electric power control unit 5, the hydraulic control device 8, and the like, and controls the operations of the engine 1, the first motor generator 2 and the second motor generator 3, and the brake mechanism 30 and the clutch mechanism 40 so that the vehicle travels in accordance with the traveling mode.
Here, fig. 2 shows a connection state of main parts constituting the driving device 100.
As shown in fig. 2, a first planetary gear mechanism 10 for power split is connected to an Engine (ENG)1, and a first motor generator (MG1)2 and a second planetary gear mechanism 20 for speed change are connected to the first planetary gear mechanism 10. A second motor generator (MG2)3 is connected to the second planetary gear mechanism 20 via a one-way clutch (OWY)50, and a front wheel 101 as a drive wheel is connected to the second motor generator (MG2) 3.
[ traveling mode of vehicle ]
Fig. 3 shows, in a table format, an example of the traveling mode of the vehicle that can be realized by drive device 100, and the operating states of brake mechanism (BR)30, clutch mechanism (CL)40, one-way clutch (OWY)50, and Engine (ENG)1 corresponding to the traveling mode.
Fig. 3 shows an EV mode, a W motor mode, a series mode, and an HV mode as representative traveling modes. Here, the HV modes are classified into a low mode (HV low mode) and a high mode (HV high mode). In fig. 3, ON (engagement) of brake mechanism (BR)30, ON (engagement) of clutch mechanism (CL)40, lock of one-way clutch (OWY)50, and operation of Engine (ENG)1 are indicated by o marks, and OFF (release) of brake mechanism (BR)30, OFF (release) of clutch mechanism (CL)40, unlock (release) of one-way clutch (OWY)50, and stop of Engine (ENG)1 are indicated by x marks, respectively.
Hereinafter, each driving mode will be described.
1) EV mode:
the EV mode is a mode in which the vehicle is caused to travel only by the power of the second motor generator 3, and in the EV mode, as shown in fig. 3, both the brake mechanism 30 and the clutch mechanism 40 are released (OFF) in accordance with a command from the controller 4, and the engine 1 is stopped. Here, the torque transmission path in the EV mode is shown in the skeleton diagram of fig. 4.
As shown in fig. 4, in the EV mode, the torque output from the second motor generator 3 is transmitted to the axle 57 via the output gear 51, the large-diameter gear 53, the small-diameter gear 54, and the differential device 55. At this time, the output shaft 27 is kept stopped by the action of the one-way clutch 50, and the vehicle can be efficiently driven without introducing torque (rotational resistance) by the rotating element on the upstream side (second planetary gear mechanism 20 side) of the power transmission path from the second motor generator 3.
2) W motor mode:
the W motor mode is a mode in which the vehicle travels by the power of the first motor generator 2 and the second motor generator 3. In the W motor mode, as shown in fig. 3, the brake mechanism 30 is released (OFF), the clutch mechanism 40 is engaged (ON), and the engine 1 is stopped, in accordance with a command from the controller 4. Here, the torque transmission path in the W motor mode is shown in the skeleton diagram of fig. 5.
In the W motor mode, as shown in fig. 5, rotation of the first carrier 14 is prevented by the action of the one-way clutch 15, and torque output from the first motor generator 2 is transmitted to the output shaft 27 via the first sun gear 11, the first pinion gear 13, the first ring gear 12, the second carrier (the second carrier that rotates integrally with the second sun gear 21 and the second ring gear 22) 24.
Then, the torque transmitted to the output shaft 27 is transmitted to the output gear 51 via the one-way clutch 50 in the locked state, and is transmitted to the axle 57 together with the torque output from the second motor generator 3. As described above, in the W motor mode, since the torques from the first motor generator 2 and the second motor generator 3 are transmitted to the axle 57, the vehicle can be run with a larger driving force than in the EV mode.
3) Series mode:
the series mode is a mode in which the vehicle travels by the driving force of the second motor generator 3 while the first motor generator 2 is driven by the driving force of the engine 1 and the first motor generator 2 generates electric power. In the series mode, as shown in fig. 3, both the brake mechanism 30 and the clutch mechanism 40 are engaged (ON) according to a command from the controller 4, thereby driving the engine 1. Here, the torque transmission path in the series mode is shown in the skeleton diagram of fig. 6.
As shown in fig. 6, in the series mode, since the rotation from the first ring gear 12 to the output shaft 27 is blocked, the entire power output from the engine 1 is input to the rotary shaft 2a of the first motor generator 2 via the first pinion gear 13 and the first sun gear 11. Then, the first motor generator 2 is driven to generate electric power by the first motor generator 2, the second motor generator 3 is driven by the electric power generated by the first motor generator 2, and the vehicle is caused to travel by the driving force of the second motor generator 3. That is, an electrical path for supplying the electric power generated in the first motor generator 2 to the second motor generator 3 is formed, and the vehicle can be driven by the second motor generator 3. In the series mode, the introduction of torque can be prevented by the action of the one-way clutch 50, as in the EV mode. Further, the amount of power supplied to the second motor generator 3 by the circuit is suppressed to be equal to or less than the allowable output of the power control unit 5.
4) HV mode:
the HV mode is a mode in which the vehicle travels by both the driving force of the engine 1 and the driving force of the second motor generator 3, and includes an HV low mode and an HV high mode. Here, the HV low mode is a mode corresponding to full-open acceleration running from low speed, and the HV high mode is a mode corresponding to normal driving after EV running.
(HV Low mode)
As shown in fig. 3, in the HV low mode, the brake mechanism 30 is released (OFF) and the clutch mechanism 40 is engaged (ON) according to a command from the controller 4, and in the HV high mode, conversely, the brake mechanism 30 is engaged (ON) and the clutch mechanism 40 is released (OFF), at which time the engine 1 is driven and the one-way clutch 50 is in a locked state (engaged state).
Here, the torque transmission path in the HV low mode is shown in the skeleton diagram of fig. 7.
As shown in fig. 7, in the HV low mode, a part of the torque output from the engine 1 is transmitted to the first motor generator 2 via the first sun gear 11, and the first motor generator 2 generates electric power. Then, the electric power generated by the first motor generator 2 is charged in the battery 6, and the driving electric power is supplied from the battery 6 to the second motor generator 3.
In the HV low mode, the remaining part of the torque output from the engine 1 is transmitted to the output shaft 27 via the first ring gear 12 and the second carrier (the second carrier that rotates integrally with the second sun gear 21 and the second ring gear 22) 24, and the rotational speed of the output shaft 27 at this time is equal to the rotational speed of the second carrier 24. The torque transmitted to the output shaft 27 is transmitted to the output gear 51 via the one-way clutch 50 in the locked state, and is transmitted from the output gear 51 to the left and right axles 57 via the counter shaft 52, the small-diameter gear 54, the ring gear 56, and the differential device 55, and the axles 57 and the front wheels 101 are rotationally driven to run the vehicle. Therefore, in the HV low mode, the vehicle can be run at a high torque by the torque from the engine 1 and the second motor generator 3 while maintaining a sufficient remaining amount (SOC) in the battery 6 by utilizing the power generation of the first motor generator 2.
(HV high mode)
Then, the torque transmission path in the HV high mode is shown in the skeleton diagram of fig. 8.
As shown in fig. 8, in the HV high mode, a part of the torque output from the engine 1 is transmitted to the first motor generator 2 via the first sun gear 11, as in the HV low mode. The remaining part of the torque output from the engine 1 is transmitted to the output shaft 27 via the first ring gear 12, the second carrier 24, and the second sun gear 21, and the rotation speed of the output shaft 27 at this time is greater than the rotation speed of the second carrier 24. That is, the rotation of the second carrier 24 is increased in speed and transmitted to the second sun gear 21 and the output shaft 27.
Then, the torque transmitted to the output shaft 27 is transmitted to the output gear 51 via the one-way clutch 50 in the locked state, and is transmitted from the output gear 51 to the left and right axles 57 via the counter shaft 52, the small-diameter gear 54, the ring gear 56, and the differential device 55 together with the torque output from the second motor generator 3, and the axles 57 and the front wheels 101 are rotationally driven to run the vehicle. Therefore, in the HV high mode, it is possible to keep a sufficient remaining amount (SOC) in the battery 6 and run the vehicle with a torque lower than the HV low mode but higher than the EV mode by the torques from the engine 1 and the second motor generator 3. Here, in the HV high mode, the speed is increased by the second planetary gear mechanism 20, and therefore the vehicle can be driven while suppressing the rotation speed of the engine 1 as compared with the HV low mode.
However, although the shift operation (downshift) from the HV high mode to the HV low mode and the opposite shift operation (upshift) from the HV low mode to the HV high mode are performed in accordance with a command from the controller 4, the drive device 100 of the present embodiment is characterized by the shift operation (downshift) from the HV high mode to the HV low mode, and therefore, the following description will be given.
[ control during downshift ]
Fig. 9 (a) and 9 (b) show examples of collinear diagrams of the HV high mode and the HV low mode, where the first sun gear 11, the first carrier 14, and the first ring gear 12 are indicated by "1S", "1C", and "1R", respectively, and the second sun gear 21, the second carrier 24, and the second ring gear 22 are indicated by "2S", "2C", and "2R", respectively. Further, the rotational direction of the first ring gear 12 and the second carrier 24 when the vehicle is moving forward is defined as a positive direction and is denoted by + and torque acting in the positive direction is denoted by an upward arrow.
As shown in fig. 9 (a), in the HV high mode, the hydraulic control device 8 controls the brake mechanism 30 and the clutch mechanism 40 in accordance with a command from the controller 4, whereby the brake mechanism (BR)30 is engaged (ON) and the clutch mechanism (CL)40 is released (OFF). In this state, the engine 1 rotates the first carrier (1C)14 in the forward direction, the first motor generator (MG1)2 is rotationally driven to generate electric power, and the first ring gear (1R)12 is rotated in the forward direction. At this time, since the rotation of the second ring gear (2R)22 is prevented by the brake mechanism (BR)30, the second sun gear (2S)21 rotates at a higher speed than the second carrier (2C) 24. Therefore, the vehicle runs by the rotational torque of the second sun gear (2S)21 and the torque of the second motor generator (MS2) 3.
When the required driving force increases as the vehicle speed increases, the controller 4 switches the running mode from, for example, the HV high mode to the HV low mode (downshift), but as shown in fig. 9 (b), in the HV low mode, the brake mechanism (BR)30 is released (OFF) and the clutch mechanism (CL)40 is engaged (ON) by the hydraulic control device 8 that is operated in accordance with a command from the controller 4. In this state, the engine 1 rotates the first carrier (1C)14 in the forward direction, the first motor generator (MG1)2 is rotationally driven to generate electric power, and the first ring gear (1R)12 is rotated in the forward direction. At this time, since the second carrier (2C)24, the second sun gear (2S)21, and the second ring gear (2R)22 are integrated, the second sun gear (2S)21 rotates at the same speed as the second carrier (2C)24, and the vehicle travels by the rotational torque of the second sun gear (2S)21 and the torque of the second motor generator (MS2) 3.
In the present embodiment, the following are provided: ON/OFF switching control of the brake mechanism 30 and the clutch mechanism 40 during a downshift of the vehicle traveling in the HV mode (when switching from the EV high mode to the EV low mode) is performed by different methods depending ON the vehicle speed. Specifically, it is assumed that: the vehicle speed is divided into a low speed region (the vehicle speed is 100km/h or less), a medium speed region (the vehicle speed is 100km/h to 130km/h) and a high speed region (the vehicle speed is 130km/h or more), and ON/OFF switching control of the brake mechanism 30 and the clutch mechanism 40 at the time of downshift is performed in each vehicle speed region by using different methods. Here, although the shift maps of the HV low mode and the HV high mode are shown in fig. 10, the HV low mode and the HV high mode are set based on the vehicle speed detected by the vehicle speed sensor 36 (see fig. 1) and the accelerator opening (AP) detected by the accelerator opening sensor 37 (see fig. 1) as described below.
That is, in the vehicle speed region of 50km/h or less, the travel mode is set to the HV low mode in the region larger than the accelerator opening (AP) defined as 4/8, and the travel mode is set to the HV high mode in the region smaller than the accelerator opening. In addition, in the region where the vehicle speed exceeds 50km/h, the travel mode is set to the HV low mode in the region larger than the accelerator opening (AP) defined as 5/8, and the travel mode is set to the HV high mode in the region smaller than the accelerator opening. The shift map shown in fig. 10 is an example, and is not necessarily limited thereto.
Here, a method of ON/OFF control of the brake mechanism 30 and the clutch mechanism 40 during downshift will be described below with reference to fig. 11 to 13.
Fig. 11 is a flowchart showing a setting routine of a control method based on a vehicle speed, fig. 12 is a time chart showing temporal changes of various control parameters in the control method in a low speed region, and fig. 13 is a time chart showing temporal changes of various control parameters in the control method in a high speed region.
First, a setting routine of a control method based on a vehicle speed will be described with reference to fig. 11, and when a command for a downshift by the controller 4 (see fig. 1) is output based on the shift map shown in fig. 10 and a downshift flag is established (step S1), the vehicle speed is detected by the vehicle speed sensor 36 (see fig. 1) (step S2), and the current vehicle speed range (low speed range, medium speed range, or high speed range) is determined by the controller 4 (step S3).
Specifically, when the vehicle speed is 100km/h or less, the controller 4 determines that the vehicle speed is in the low speed region, and controls various parameters to perform downshift as shown in fig. 12 (step S4). When the vehicle speed is 130km/h or more, the controller 4 determines that the vehicle speed is in the high speed region, and controls various parameters to perform downshift as shown in fig. 13 (step S5). Then, when the vehicle speed is in the range of 100km/h to 130km/h, the controller 4 determines that the vehicle speed is in the middle speed region, linearly interpolates values of various parameters between the low speed region shown in fig. 12 and the high speed region shown in fig. 13 with respect to the vehicle speed, and performs downshift based on the resultant values (step S6).
Next, the control method of each control parameter in the downshift when the vehicle speed is in the low speed region, the high speed region, and the medium speed region will be described.
1) Control method in the low speed region:
the control method in the low speed region is a control for shifting from the inertia phase to the torque phase, and is a method performed since the past. Here, the "inertia phase" is a region in which the brake mechanism 30 and the clutch mechanism 40 are in a slipping state (half-clutch state), and the "torque phase" is a region in which the brake mechanism 30 or the clutch mechanism 40 is completely engaged.
In the low speed region, as shown in fig. 12, a control command that changes over time as shown in the drawing is output with respect to the torque of the engine 1 (indicated as "engine torque"), the torque of the first motor generator 2 (indicated as "MG 1 torque"), the torque of the brake mechanism 30 (indicated as "BR torque"), and the torque of the clutch mechanism 40 (indicated as "CL torque").
Specifically, the hydraulic pressure is rapidly removed from the brake mechanism 30 in the ON (engaged) state until time t1 to rapidly decrease the BR torque, and then the hydraulic pressure is slowly supplied to the brake mechanism 30 to gradually increase the BR torque. At this time, the CL torque is maintained at 0, and the engine torque is gradually decreased.
Then, the second ring gear 22 of the second planetary gear mechanism 20, which stops rotating in the HV high mode, starts rotating, and its rotation speed slowly rises. Then, when the rotation speed of the second ring gear 22 reaches the rotation speed of the second sun gear 21 (time t2), the hydraulic pressure starts to be supplied to the clutch mechanism 40, the CL torque is increased at a burst to turn ON (engage) the clutch mechanism 40, and the hydraulic pressure stops being supplied to the brake mechanism 30 to turn 0 the BR torque, thereby turning OFF (release) the brake mechanism 30. As a result, the downshift is completed at time t2, and the vehicle travels in the HV low mode. Then, until time t2 when the downshift is completed, the engine rotation speed Ne gradually increases, the rotation speed of the first motor generator 2 (indicated as "MG 1 rotation speed") gradually decreases, and the first motor generator 2 maintains the low rotation after time t2 when the downshift is completed.
Further, the feeling of deceleration (indicated as "driving force absolute G") felt by the occupant of the vehicle slightly varies around time t2 when the downshift is completed by switching ON/OFF of the brake mechanism 30 and the clutch mechanism 40.
As described above, the downshift (shift from the inertia phase to the torque phase) in the low speed region is performed slowly after waiting for time t2 when the rotation speed of the second ring gear 22 reaches the rotation speed of the second sun gear 21, so the occupant does not feel shift shock substantially and does not feel discomfort to the occupant. The time t2 required for the downshift in the low speed region (Δ t1) is about 1.2 sec.
2) Control method in high speed region:
the control method in the high speed region is control for shifting from the torque phase to the torque phase, and is a method of performing downshift as early as possible without waiting until the rotation speed of the second ring gear 22 reaches the rotation speed of the second sun gear 21 as in the control in the low speed region.
That is, in the control in the high speed region, when a command for downshift is output from the controller 4, as shown in fig. 13, a hydraulic pressure of a predetermined magnitude is supplied to the brake mechanism 30 to keep the BR torque constant until time t1, and the engine torque is reduced at a burst until time t1 to apply the maximum MG1 torque in the reverse rotational direction. This is because the downshift is performed with good responsiveness at an early stage by reducing the MG1 rotation speed to the target rotation speed and increasing the rotation speed of the second ring gear 22 of the second planetary gear mechanism 20 to the rotation speed of the second sun gear 21 at an early stage to increase the ON (engagement) of the clutch mechanism 40.
At time t1, the hydraulic pressure is removed from the brake mechanism 30 to decrease the BR torque at a time, and the hydraulic pressure is supplied to the clutch mechanism 40 to increase the CL torque rapidly. Further, there is a map experimentally set in advance with respect to the CL torque for returning the engine rotation speed Ne and the MG1 rotation speed to the target values and the time point of the ON (engagement) operation of the clutch mechanism 40, and the CL torque can be controlled according to the map.
As a result of the above-described control, at the point (time t2) when the rotational speed of the second ring gear 22 rises and reaches the rotational speed of the second sun gear 21, the brake mechanism 30 is released (OFF), and the clutch mechanism 40 is engaged (ON) to complete the downshift, the vehicle is in the HV low mode. Therefore, the time Δ t2 required for the controller 4 to output a command until the downshift is actually completed is as short as about 0.55sec, and the time Δ t required for the downshift in the lower speed region (refer to fig. 12) can be further shortened. As a result, the sporty shift feeling can be directly given to the driver in the downshift in the high speed region, and the feeling of discomfort felt by the driver before can be eliminated.
Further, until time t2 when the downshift is completed, the engine rotation speed Ne steeply increases near t2, the MG1 rotation speed gradually decreases, and the engine rotation speed Ne still tends to steeply decrease near t 2. The reason for this is that each rotating element is affected by a reaction force caused by the friction element that is engaged in the next gear. The first motor generator 2 maintains the low rotation speed after time t2 when the downshift is completed. Further, with respect to the acceleration reduction feeling (driving force absolute G) felt by the occupant of the vehicle, when the one-way clutch 50 does not function, steering is negative (-) from time t1 to give the occupant an uncomfortable deceleration feeling, but in the present embodiment, since the one-way clutch 50 is released (unlocked), the negative driving force is naturally blocked, and as a result, the occupant is not given an uncomfortable feeling.
However, in the state where the downshift is completed at time t2 and the vehicle is running in the HV low mode, the driving force of the front wheels 101 is assisted by the second motor generator 3, but in order to increase the assisting driving force (assisting torque) of the second motor generator 3, it is necessary to increase the electric power supplied from the battery 6 to the second motor generator 3. In addition, in order to increase the electric power supplied from the battery 6 to the second motor generator 3, it is necessary to increase the amount of electric power generated by the first motor generator 2, and in order to increase the amount of electric power generated by the first motor generator 2, it is necessary to increase the MG1 rotation speed of the first motor generator 2 as shown in fig. 13. Therefore, in the present embodiment,: after the point (time t2) at which the downshift is completed, the MG1 torque is reduced to increase the MG1 rotation speed.
As described above, the downshift (shift from the torque phase to the torque phase) in the high speed region is started quickly at the earlier time t1 without waiting until the time t2 when the rotation speed of the second ring gear 22 reaches the rotation speed of the second sun gear 21, and therefore the sporty shift feeling can be directly given to the driver.
3) The control method in the medium speed region comprises the following steps:
in the control method in the middle speed region, as described above, linear interpolation is performed with respect to the vehicle speed between the values of various parameters in the low speed region shown in fig. 12 and the values in the high speed region shown in fig. 13, and downshift is performed based on the resultant values.
Therefore, in the middle speed region, the downshift can be performed for a longer time than in the high speed region but shorter than in the low speed region, and a comfortable shift feeling can be given to the driver.
As is apparent from the above description, according to the present invention, it is possible to perform downshift slowly and without a shift shock in a low speed region, and to perform downshift directly in a short time in a high speed region, thereby obtaining a good shift feeling.
The application of the present invention is not limited to the embodiments described above, and it goes without saying that various modifications are possible within the scope of the technical idea described in the claims, the description, and the drawings.

Claims (5)

1. A drive device of a hybrid vehicle, comprising: an engine; a first motor generator driven by the engine; a power split mechanism for splitting and transmitting power of the engine to the first motor generator and a rotating body; a transmission mechanism including a first engagement mechanism and a second engagement mechanism that can be selectively engaged and released, the transmission mechanism selectively shifting rotation of the rotating body to output power from a transmission output shaft; a power transmission path that transmits power output from the transmission output shaft to an axle; a second motor generator having a motor output shaft connected to the power transmission path; a one-way clutch interposed between the transmission output shaft and the motor output shaft, allowing relative rotation in one direction of the motor output shaft and prohibiting relative rotation in the other direction with respect to the transmission output shaft; a vehicle speed detection unit that detects a vehicle speed; and a control unit that controls the transmission mechanism; and the drive device of the hybrid vehicle is characterized in that,
the control portion mutually switches engagement/release of the first engagement mechanism and the second engagement mechanism to perform downshift, and
a speed region is divided into at least a low speed region and a high speed region according to the vehicle speed detected by the vehicle speed detecting means,
when the vehicle speed is in a low speed region during downshift, switching between engagement/release of the first engagement mechanism and the second engagement mechanism is performed while waiting for the rotational speed of the rotating element of one that is originally at a stop to reach the rotational speed of the rotating element of the other that is rotating,
when the vehicle speed is in a high speed region in a downshift, switching of engagement/release of the first engagement mechanism and the second engagement mechanism is performed before the rotational speed of the rotating element of one that is originally at a stop reaches the rotational speed of the rotating element of the other that is rotating.
2. The drive device of a hybrid vehicle according to claim 1, wherein the control portion divides a speed region into three regions of a low speed region, a middle speed region, and a high speed region in accordance with the vehicle speed detected by the vehicle speed detection means, sets a control parameter of switching control of engagement/release of the first engagement mechanism and the second engagement mechanism to a value linearly interpolated with respect to the vehicle speed between a value in the low speed region and a value in the high speed region when the vehicle speed is in the middle speed region in the downshift, and executes the downshift based on the value.
3. The drive device of the hybrid vehicle according to claim 1 or 2, characterized in that the speed change mechanism includes a planetary gear mechanism having: a sun gear connected to the transmission output shaft; a planetary carrier for inputting rotation of the rotating body; an inner gear ring disposed around the sun gear; and a pinion gear rotatably supported by the carrier and engaged with the sun gear and the ring gear,
one of the first engagement mechanism and the second engagement mechanism is a brake mechanism that selectively prevents rotation of the ring gear, and the other is a clutch mechanism that selectively integrates the sun gear and the ring gear.
4. The drive apparatus of a hybrid vehicle according to claim 3, characterized in that the hybrid vehicle includes, as traveling modes, an HV mode traveling by the drive forces of the engine and the second motor generator, there being an HV low mode and an HV high mode among the HV modes,
the control portion releases the brake mechanism and engages the clutch mechanism when downshifting from the HV high mode to the HV low mode.
5. The drive device of a hybrid vehicle according to claim 3 or 4, characterized in that the brake mechanism and the clutch mechanism are operated by oil pressure,
the control unit removes the hydraulic pressure of the brake mechanism to rotate the ring gear when a downshift instruction is output, removes the hydraulic pressure from the brake mechanism to release the brake mechanism when the rotational speed of the ring gear reaches the rotational speed of the sun gear, and supplies the hydraulic pressure to the clutch mechanism to engage the clutch mechanism, thereby executing a downshift.
CN202110188784.5A 2020-03-31 2021-02-19 Drive device for hybrid vehicle Pending CN113459795A (en)

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JP2020062448A JP2021160450A (en) 2020-03-31 2020-03-31 Drive device for hybrid vehicle

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