JP2006312374A - Power transmission device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission device which improves the driving efficiency of a hybrid vehicle. <P>SOLUTION: According to the results of determinations whether a clutch C, which connects a second motor Mb with a differential D to which an internal-combustion engine E and a first motor Ma are connected, is in an "ON" state or "OFF" state, whether a vehicle is in a cruise traveling state and whether a gear-change ratio (for example, not only a gear-change ratio value itself but also the result of determination whether a gear-change ratio is relatively such a small one as the fourth shift position, fifth shift position and sixth shift position), the operation ("ON" or "OFF" operation) of the clutch C is retrieved by map retrieval. When the operation is in the "OFF" state, the clutch C is changed from the "ON" state to the "OFF" state independently of the determination of the operation of the clutch C based on the state quantity of the first motor, for example, such as a field-weakening current. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power transmission device for a hybrid vehicle.

2. Description of the Related Art Conventionally, in a hybrid vehicle that includes an internal combustion engine, a first motor, and a second motor as drive sources, and travels by transmitting the driving force of the internal combustion engine and the first motor or the second motor to drive wheels, There is known a hybrid vehicle that controls the operation of a clutch that connects or separates a motor and driving wheels in accordance with the speed of the vehicle (see, for example, Patent Document 1).
Japanese Patent No. 2942533

By the way, according to the hybrid vehicle according to an example of the above-described prior art, only the connection or disconnection of the clutch is controlled according to the speed of the vehicle. There is a case where the driving force of the second motor is transmitted to the driving wheels in a state where the loss of the two motors is relatively large, and it may be difficult to improve the driving efficiency of the hybrid vehicle.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a power transmission device for a hybrid vehicle capable of improving the driving efficiency of the hybrid vehicle.

  In order to solve the above problems and achieve the object, a power transmission device for a hybrid vehicle according to a first aspect of the present invention includes an internal combustion engine (for example, the internal combustion engine E in the embodiment) and a motor (for example, The second motor Mb) in the embodiment is provided as a drive source, and at least the internal combustion engine is coupled to a drive wheel of a vehicle via a transmission (for example, the transmission T in the embodiment), or the motor Is a power transmission device for a hybrid vehicle that transmits a driving force to the driving wheel by connecting the driving force to the driving wheel of the vehicle via connection separating means (for example, clutch C in the embodiment), And a connection / separation control means (for example, step S20 in the embodiment) for setting connection or separation between the motor and the driving wheel according to the state of the motor. It is.

  According to the power transmission device for a hybrid vehicle having the above-described configuration, by controlling connection or separation of the connection separation means according to the state of the motor, which can be coupled to the drive wheels of the vehicle via the connection separation means. For example, when the motor loss is relatively large, the connection separation unit is set to the separation state at an early stage. For example, when the motor loss is relatively small, the connection state of the connection separation unit is maintained. Efficiency can be improved.

  Furthermore, in the power transmission device for a hybrid vehicle according to the second aspect of the present invention, the connection separation control means includes a field weakening current of the motor (for example, a d-axis current Id in the embodiment) or a loss (for example, The connection operation or the separation operation of the connection separation means is selected based on each state quantity related to the motor loss in the embodiment.

  According to the power transmission device for a hybrid vehicle having the above-described configuration, for example, when the field weakening current or loss becomes larger than a predetermined threshold, the connection separation means is set to the separation state, thereby improving the energy efficiency of the entire vehicle. Can be improved.

  Furthermore, in the power transmission device for a hybrid vehicle according to a third aspect of the present invention, the connection / separation control means performs different connection between the connection / separation means and the connection / separation means. For example, the first motor state quantity, the second motor state quantity in the embodiment, or a different value for a single state quantity (for example, a value having hysteresis in the embodiment) is selected. It is a feature.

  According to the power transmission device for a hybrid vehicle having the above-described configuration, it is possible to perform detailed control by selecting connection or separation of the connection / separation means according to different state quantities of the motor or different values for a single state quantity. it can.

  Furthermore, the power transmission device for a hybrid vehicle according to a fourth aspect of the present invention provides the state quantity of the motor referred to when the connection or separation of the connection separation means is set by the connection separation control means. Correction means (for example, step S51, step S56 in the embodiment) for correcting according to the state quantity related to the temperature or voltage of the motor is provided.

  According to the power transmission device for a hybrid vehicle having the above-described configuration, by correcting the state quantity of the motor referred to when setting the connection or separation of the connection separating means according to the state quantity relating to the temperature or voltage of the motor. The state of the motor can be appropriately reflected on the operation of the connection separating means.

  Furthermore, in the power transmission device for a hybrid vehicle according to the fifth aspect of the present invention, the connection separation control means includes a predetermined threshold (for example, an embodiment) in which the state quantity of the motor changes according to the torque current of the motor. The connection or separation of the connection separation means is set according to the determination result of whether or not the threshold function F (Iq)) is exceeded.

  According to the power transmission device for a hybrid vehicle having the above-described configuration, for example, when the state quantity of the motor is larger than a predetermined threshold that changes according to the torque current of the motor, by setting the connection separating means to the separated state, The energy efficiency of the entire vehicle can be improved.

  Further, in the power transmission device for a hybrid vehicle according to the sixth aspect of the present invention, the connection / separation means is connected according to a determination result of whether or not the vehicle is in a predetermined cruise traveling state and the state of the connection / separation means. First control means for selecting operation or separation operation (for example, step S32, step S38 in the embodiment) and first operation means for selecting connection operation or separation operation of the connection separation means based on field weakening current of the motor Two control means (for example, step S35 in the embodiment) and when the first control means selects the separation operation of the connection separation means, the connection operation of the connection separation means by the second control means or Regardless of the selection result of the separation operation, the separation control means for selecting the separation operation of the connection separation means (for example, step S33 and step in the embodiment) It is characterized in that it comprises a 34) and.

  According to the power transmission device for a hybrid vehicle having the above-described configuration, the connection and separation means can be operated in accordance with a selection result based on a more comprehensive state than the vehicle running state and the connection and separation state, that is, the field weakening current of the motor. By setting the operation, the energy efficiency of the entire vehicle can be improved.

  Furthermore, a hybrid vehicle power transmission device according to a seventh aspect of the present invention includes a second motor (for example, the first motor Ma in the embodiment) as a drive source in addition to the internal combustion engine and the motor. Further, at least one of the internal combustion engine and the second motor is connected to driving wheels of a vehicle via the transmission, and driving force is transmitted to the driving wheels.

  According to the power transmission device for a hybrid vehicle having the above-described configuration, by including the second motor that can be coupled to the drive wheels of the vehicle via the transmission together with the internal combustion engine, it is possible to perform various controls.

  Furthermore, in the power transmission device for a hybrid vehicle of the present invention according to claim 8, drive wheels of the vehicle connected to the internal combustion engine via the transmission are either front wheels or rear wheels, The drive wheel of the vehicle connected to the motor through the connection / separation means is either the front wheel or the rear wheel.

  According to the power transmission device for a hybrid vehicle having the above-described configuration, the internal combustion engine and the motor are coupled to different drive wheels, thereby enabling more various controls.

As described above, according to the power transmission device for a hybrid vehicle of the present invention, the energy efficiency of the entire vehicle can be improved.
Furthermore, according to the power transmission device for a hybrid vehicle of the present invention as set forth in claim 3, the operation of the connection separating means can be controlled in detail according to the state of the motor.
Furthermore, according to the power transmission device for a hybrid vehicle of the present invention as set forth in claim 4, the state of the motor can be appropriately reflected on the operation of the connection separating means.
Furthermore, according to the power transmission device for a hybrid vehicle of the present invention as set forth in claim 7 or claim 8, various controls can be performed as the travel control of the hybrid vehicle.

Hereinafter, a power transmission device for a hybrid vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
As shown in FIG. 1, for example, the hybrid vehicle 1 according to the embodiment of the present invention has an internal combustion engine E, a first motor Ma, a torque converter TC, and a transmission T that are directly connected in series, and left and right drive wheels. (Front wheel or rear wheel) A structure in which the second motor Mb is connected to the differential D via the clutch C while being connected to the differential D that distributes the driving force between W and W. The driving forces of both the internal combustion engine E and the first motor Ma are transmitted from the torque converter TC and the transmission T formed of an automatic transmission (AT) to the driving wheels W and W of the vehicle via the differential D. The driving force of the second motor Mb is transmitted from the clutch C to the driving wheels W of the vehicle via the differential D. Further, when the driving force is transmitted from the driving wheel W side to each motor Ma, Mb side during deceleration of the hybrid vehicle 1, each motor Ma, Mb functions as a generator to generate a so-called regenerative braking force, Recover kinetic energy as electrical energy. Furthermore, according to the driving | running state of the hybrid vehicle 1, the 1st motor Ma is driven as a generator with the output of the internal combustion engine E, and generates electric power generation energy.

  For example, each of the motors Ma and Mb including a three-phase DC brushless motor is connected to each power drive unit (PDU) 2a and 2b. Each power drive unit 2a, 2b includes, for example, a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of switching elements of transistors, and each motor Ma, Mb and electric power (each motor Ma , Mb high-powered nickel-hydrogen battery that exchanges power supplied to each motor Ma, Mb during power running (drive or assist) operation or regenerative power output from each motor Ma, Mb during regenerative operation ( Battery) 3 is connected.

The motors Ma and Mb are driven and regenerated by the power drive units 2a and 2b in response to a control command from the electronic control unit (ECU) 4. That is, each power drive unit 2a, 2b converts the DC power output from the battery 3 into three-phase AC power based on the torque command output from the electronic control unit 4 when the motors Ma, Mb are driven, for example. Supply to each motor Ma, Mb. On the other hand, during the regenerative operation of the motors Ma and Mb, the three-phase AC power output from the motors Ma and Mb is converted into DC power to charge the battery 3.
The power conversion operation of each power drive unit 2a, 2b is a pulse input from the electronic control unit 4 to each switching element of the PWM inverter, that is, a pulse for driving each switching element on / off by pulse width modulation (PWM). The electronic control unit 4 stores the duty of the pulse, that is, a map (data) of the on / off ratio in advance.

  A 12-volt auxiliary battery 5 for driving various auxiliary devices is connected in parallel to the power drive units 2a and 2b and the battery 3 via a downverter 6 formed of a DC-DC converter, and electronic A downverter 6 controlled by a control unit (ECU) 4 steps down the voltages of the power drive units 2a and 2b and the battery 3 to charge the auxiliary battery 5.

  The internal combustion engine E is a so-called SOHC V-type 6-cylinder engine, and the three cylinders in one bank are provided with a variable valve timing mechanism (not shown) capable of cylinder deactivation, and the variable valve timing mechanism is closed. The three cylinders in the other bank are each provided with a normal valve mechanism (not shown) that does not perform cylinder deactivation (cylinder deactivation). Thereby, with respect to the internal combustion engine E, three-cylinder operation in which three cylinders in one bank are deactivated (cylinder operation), and six-cylinder operation in which six cylinders (all cylinders) in one and the other bank are driven. (All cylinder operation) can be switched.

The torque converter TC transmits torque via a fluid, and includes a pump impeller 11b integrated with a front cover 11a coupled to a rotation shaft of the first motor Ma, and a front cover 11a and a pump impeller 11b. The turbine runner 11c is disposed opposite to the pump impeller 11b, and the stator 11d is disposed between the pump impeller 11b and the turbine runner 11c.
Furthermore, between the turbine runner 11c and the front cover 11a, a lock-up clutch 11e that is pressed toward the inner surface of the front cover 11a and engages with the front cover 11a is provided.
Then, hydraulic oil (ATF: Automatic Transmission Fluid) is sealed in a container formed by the front cover 11a and the pump impeller 11b.

Here, when the pump impeller 11b rotates integrally with the front cover 11a with the lock-up clutch 11e disengaged, a spiral flow of hydraulic oil is generated, and this spiral flow of hydraulic fluid acts on the turbine runner 11c. Thus, a rotational driving force is generated, and torque is transmitted (for example, amplified and transmitted) to the input shaft of the transmission T connected to the turbine runner 11c.
When the lock-up clutch 11e is set to the engaged state, the rotational driving force is directly transmitted from the front cover 11a to the turbine runner 11c without passing through the hydraulic oil.
The engagement state of the lockup clutch 11e is variable, and the rotational driving force transmitted from the front cover 11a to the turbine runner 11c and the output shaft via the lockup clutch 11e can be arbitrarily changed.

  A transmission T including an automatic transmission (AT) includes, for example, a first input shaft 12A that is a main shaft, a first output shaft 12B that is a countershaft, a first drive shaft 12C that is a first subshaft, A second drive shaft 12D as a sub shaft and a reverse gear shaft 12E are provided, and these shafts 12A, 12B, 12C, 12D, and 12E are arranged in parallel to each other. The connecting gear 12b provided integrally with the first output shaft 12B is set so as to always mesh with the differential D gear 20a that distributes the driving force between the left and right driving wheels W, W.

  Further, the transmission T includes a first speed clutch 21, a second speed clutch 22, a third speed clutch 23, a fourth speed clutch 24, a fifth speed / reverse clutch 25, and a clutch 26, which are different gears. A forward 1st, 2nd gear pair 31, 32, a forward 3rd, 4th gear train 33, 34, a forward 5th gear pair 35, and a reverse gear train 36 are provided.

The forward 1st and 2nd speed gear pairs 31 and 32 are drive side forward 1st and 2nd speed gears 31a and 32a attached to the first drive shaft 12C, and output side forward 1st and 2nd speed attached to the first output shaft 12B. The pair of gears 31a and 31b, 32a and 32b are always meshed with each other.
The output side forward first speed gear 31b and the output side forward second speed gear 32b are provided integrally with the first output shaft 12B, and the drive side forward second speed gear 32a paired with the output side forward second speed gear 32b is The idle gear is rotatable with respect to the first drive shaft 12C, and is connected to or disconnected from the first drive shaft 12C by the second speed clutch 22.

The drive-side forward first-speed gear 31a that forms a pair with the output-side forward first-speed gear 31b is connected to the first drive shaft 12C via a first-speed clutch 21 that includes a one-way clutch 21a. The first speed clutch 21 is always set to the connected state when the speed change operation of the transmission T is controlled except when the neutral state or reverse is selected, for example.
The one-way clutch 21a transmits the driving force to the first output shaft 12B via the first drive shaft 12C when the first input shaft 12A rotates in a state where the clutches 22, ..., 26 are disconnected. . And even if each clutch 22, ..., 26 will be in a connection state, if the 1st input shaft 12A rotates, the drive side forward 1st speed gear connected to the 1st drive shaft 12C by the 1st speed clutch 21 will be shown. Although 31a rotates with the 1st drive shaft 12C, it is set so that a driving force may not be transmitted from the 1st drive shaft 12C to the 1st output shaft 12B by the action of one way clutch 21a.

The forward third gear train 33 is connected to the input forward third gear 33a attached to the first input shaft 12A, the output forward third gear 33b attached to the first output shaft 12B, and the first drive shaft 12C. The first drive third speed gear 33c attached and the second drive third speed gear 33d attached to the second drive shaft 12D are composed of two gears 33a and 33d, 33a and 33b, 33b and 33c. Are always engaged.
The input side forward third speed gear 33a is provided integrally with the first input shaft 12A, and the first drive third speed gear 33c is provided integrally with the first drive shaft 12C. The output side forward third speed gear 33b that meshes with the drive third speed gear 33c is an idle gear that is rotatable with respect to the first drive shaft 12C. Further, the second drive third speed gear 33d that meshes with the input-side forward third speed gear 33a is an idle gear that is rotatable with respect to the second drive shaft 12D, and is connected to the second drive shaft 12D by the third speed clutch 23. Or separated.

The forward fourth-speed gear train 34 is connected to the input-side forward fourth-speed gear 34a attached to the first input shaft 12A, the output-side forward fourth-speed gear 34b attached to the first output shaft 12B, and the second drive shaft 12D. It is comprised from the drive 4 speed gear 34d attached, and two gears 34a and 34d, 34a and 34b always mesh | engage.
The input-side forward fourth-speed gear 34a is an idle gear that can rotate with respect to the first input shaft 12A, and is connected to or disconnected from the first input shaft 12A by the fourth-speed clutch 24. Further, the output side forward fourth speed gear 34b meshing with the input side forward fourth speed gear 34a is provided integrally with the first output shaft 12B, and the drive fourth speed gear 34d is provided integrally with the second drive shaft 12D.

The forward fifth gear pair 35 includes an input-side forward fifth gear 35a attached to the first input shaft 12A and an output-side forward fifth gear 35b attached to the first output shaft 12B. The two gears 35a and 35b are always meshed with each other.
An input-side forward fifth gear 35a that is coaxially and integrally provided with an input-side reverse gear 36a, which will be described later, is an idle gear that can rotate with respect to the first input shaft 12A. It is connected to or separated from the first input shaft 12A. The output-side forward fifth speed gear 35b is an idle gear that is rotatable with respect to the first output shaft 12B, and is connected to or disconnected from the first output shaft 12B by the clutch 26.

The reverse gear train 36 includes an input reverse gear 36a attached to the first input shaft 12A, an output reverse gear 36b attached to the first output shaft 12B, and a reverse idle gear 36e attached to the reverse gear shaft 12E. The two gears 36a and 36e, 36b and 36e are always meshed with each other.
The input-side reverse gear 36a provided coaxially and integrally with the input-side forward fifth-speed gear 35a is an idle gear that can rotate with respect to the first input shaft 12A. Connected to or disconnected from the input shaft 12A.
Further, the output-side reverse gear 36b is an idle gear that can rotate with respect to the first output shaft 12B, and is connected to or disconnected from the first output shaft 12B by the clutch 26. That is, the clutch 26 can selectively connect or disconnect the output-side forward fifth speed gear 35b or the output-side reverse gear 36b to the first output shaft 12B.
The reverse idle gear 36e is provided integrally with the reverse gear shaft 12E.

That is, the first input shaft 12A and the first drive shaft 12C are always connected by the input side forward third gear 33a, the output side forward third gear 33b, and the first drive third speed gear 33c of the forward third gear train 33. When the first speed is selected as the speed change state, the one-way clutch 21a of the first speed clutch 21 is engaged, and the first input shaft 12A, the first drive shaft 12C, and the first output shaft 12B. And are connected.
In this first speed, the input side forward third speed gear 33a, the output side forward third speed gear 33b, the first drive third speed gear 33c, the output side forward first speed gear 31b, and the output side forward second speed gear 32b are sequentially provided. And the driving force is transmitted from the first input shaft 12A to the first output shaft 12B.

Further, when any one of the second to fourth speeds is selected as the speed change state, the first input shaft 12A, the first drive shaft 12C, and the first output shaft 12B are selected by any one of the clutches 22 to 24. And the one-way clutch 21a of the first-speed clutch 21 is idled so that no driving force is transmitted from the first drive shaft 12C to the first output shaft 12B via the forward first-speed gear pair 31. ing.
In the second speed, the input side forward third gear 33a, the output side forward third speed gear 33b, the first drive third speed gear 33c, the drive side forward second speed gear 32a, and the output side forward second speed gear are sequentially provided. The driving force is transmitted from the first input shaft 12A to the first output shaft 12B via the second input shaft 32b.
In the third speed, the input side forward third gear 33a, the second drive third speed gear 33d, the drive fourth speed gear 34d, the input side forward fourth speed gear 34a, and the output side forward fourth speed gear 34b are sequentially provided. The driving force is transmitted from the first input shaft 12A to the first output shaft 12B via the.
In the fourth speed, the driving force is sequentially transmitted from the first input shaft 12A to the first output shaft 12B via the input-side forward fourth-speed gear 34a and the output-side forward fourth-speed gear 34b.

When the fifth speed is selected as the speed change state, the output-side forward fifth gear 35b is selectively connected to the first output shaft 12B by the clutch 26, and the fifth-speed / reverse clutch 25 is used. The input side forward fifth gear 35a is connected to the first input shaft 12A. The one-way clutch 21a of the first-speed clutch 21 is idled so that no driving force is transmitted from the first drive shaft 12C to the first output shaft 12B via the forward first-speed gear pair 31.
Thus, the driving force is sequentially transmitted from the first input shaft 12A to the first output shaft 12B via the input-side forward fifth-speed gear 35a and the output-side forward fifth-speed gear 35b.

When reverse (reverse) is selected as the speed change state, the output side reverse gear 36b is selectively connected to the first output shaft 12B by the clutch 26 and the fifth speed / reverse clutch 25 is used. The input side reverse gear 36a and the first input shaft 12A are connected. The one-way clutch 21a of the first-speed clutch 21 is idled so that no driving force is transmitted from the first drive shaft 12C to the first output shaft 12B via the forward first-speed gear pair 31.
As a result, the driving force is sequentially transmitted from the first input shaft 12A to the first output shaft 12B via the input-side reverse gear 36a and the output-side reverse gear 36b.

Further, between the second motor Mb and the differential D, for example, a second input shaft 42A that is a main shaft, a second output shaft 42B that is a counter shaft, and a drive shaft 42C that is a sub shaft are provided. These shafts 42A, 42B, and 42C are arranged in parallel to each other. The connecting gear 42b provided integrally with the second output shaft 42B is set so as to always mesh with the differential D gear 20b that distributes the driving force between the left and right driving wheels W, W.
The input side gear 43a provided integrally with the second input shaft 42A and the idle gear 43b provided integrally with the drive shaft 42C always mesh with each other, and can rotate with respect to the idle gear 43b and the second output shaft 42B. The output side gear 43b, which is the idle gear of the first gear, is always meshed, and the output side gear 43b is connected to or disconnected from the second output shaft 42B by the clutch C.

A power transmission device 10 for a hybrid vehicle according to an embodiment of the present invention includes, for example, a torque converter TC, a transmission T, a clutch C, and an electronic control unit 4. The electronic control unit 4 is, for example, a transmission T. In addition to the shifting operation and the clutch C connection / separation operation, the operation state of the internal combustion engine E and the power conversion operations of the power drive units 2a and 2b and the downverter 6 are controlled.
For this reason, the electronic control unit 4 includes, for example, various sensors that detect the state of the power plant (that is, the internal combustion engine 11 and the motor 12) (for example, a rotational speed sensor that detects the rotational speed of the internal combustion engine E, and each motor Ma). , Mb detects the magnetic pole position (phase angle) θ of the rotor, and detects the phase currents Iu, Iv, Iw supplied to the stator windings of each phase for each motor Ma, Mb. Signals output from the phase current detector 62, the temperature (cooling water temperature) TW of the internal combustion engine E, the temperature sensors for detecting the temperatures of the motors Ma and Mb, and the like, and the state of the hybrid vehicle 1 are detected. In addition to signals output from various sensors, for example, a vehicle speed sensor that detects a speed, a signal output from a voltage sensor that detects a storage voltage VB of the battery 3, and a battery 3 A signal output from a current sensor that detects a charging current and a discharging current, a temperature (battery temperature) TB of the battery 3, a temperature of hydraulic oil (hydraulic oil temperature) TT of the transmission T, and the like are output from each temperature sensor. Signal is input.

  For example, the electronic control unit 4 that controls the power drive units 2a and 2b to drive the motors Ma and Mb performs current feedback control on the dq coordinates forming the rotation orthogonal coordinates. The voltage command values Vu, Vv, Vw are calculated on the basis of them, and pulse width modulation signals are input to the power drive units 2a, 2b, and the motors Ma, Mb are actually supplied from the power drive units 2a, 2b. Control is performed so that each deviation between the d-axis current Id and the q-axis current Iq obtained by converting the phase currents Iu, Iv, and Iw on the dq coordinate and the Id command and the Iq command becomes zero.

  As shown in FIG. 2, for example, the electronic control unit 4 includes a torque command calculation unit 51, a current command calculation unit 52, a current control unit 53, a non-interference control unit 54, an adder 55, and dq-3. A phase conversion unit 56, a DUTY conversion unit 57, a three-phase-dq conversion unit 58, and a clutch control unit 59 are provided. The electronic control unit 4 includes a detection signal output from the magnetic pole position sensor 61 that detects the magnetic pole position (phase angle) θ and the rotational angular velocity ω of the rotor for each of the motors Ma and Mb, and the motors Ma and Mb. Detection values (for example, U-phase current Iu, W-phase current) output from at least two phase current detectors 62, 62 that detect the respective phase currents Iu, Iv, Iw supplied to the stator windings of the respective phases. Iw), a signal corresponding to the on / off state of the brake output from the brake switch (brake SW) 63, and a detection signal output from the accelerator sensor 64 that detects the accelerator opening corresponding to the driver's accelerator operation. And are entered.

The torque command calculation unit 51 calculates a torque command value Tq for causing each motor Ma, Mb to generate a torque required according to each signal output from the brake switch 63 and the accelerator sensor 64, for example.
Based on the torque command value Tq and the rotational angular velocity ω input from the magnetic pole position sensor 61 when the motors Ma and Mb are driven or regenerated, the current command calculation unit 52 applies power to each motor Ma and Mb from the power drive units 2a and 2b. A current command for designating each phase current Iu, Iv, Iw to be supplied is calculated, and this current command is output as an Id command and an Iq command on rotating orthogonal coordinates.

  The dq coordinates forming the rotation orthogonal coordinates are, for example, a field magnetic flux direction by a permanent magnet of the rotor as a d axis (field axis), a direction orthogonal to the d axis as a q axis (torque axis), and each motor Ma. , Mb and the rotation angular velocity ω in synchronization with the rotor. As a result, Id commands and Iq commands, which are DC signals, are given as current commands for AC signals supplied from the power drive units 2a and 2b to the phases of the motors Ma and Mb.

The current control unit 53 calculates a deviation ΔId between the Id command and the d-axis current Id and a deviation ΔIq between the Iq command and the q-axis current Iq, and controls and amplifies the deviation ΔId by, for example, a PI (proportional integration) operation. The d-axis voltage command value Vd is calculated, and the deviation ΔIq is controlled and amplified to calculate the q-axis voltage command value Vq.
The non-interference control unit 54 cancels out the velocity electromotive force components that interfere with each other between the d-axis and the q-axis and controls the d-axis and the q-axis independently. The d-axis compensation term and the q-axis compensation term for canceling out are calculated.
The adder 55 newly sets a value obtained by adding the d-axis voltage command value Vd and the d-axis compensation term as the d-axis voltage command value Vd, and sets the q-axis voltage command value Vq and the q-axis compensation term to Is newly set as a q-axis voltage command value Vq.

The dq-3 phase conversion unit 56 uses the magnetic pole position (phase angle) θ of the rotor input from the magnetic pole position sensor 61 to convert the d-axis voltage command value Vd and the q-axis voltage command value Vq on the dq coordinate, It is converted into a U-phase AC voltage command value Vu, a V-phase AC voltage command value Vv, and a W-phase AC voltage command value Vw on the three-phase AC coordinates that are stationary coordinates.
The DUTY conversion unit 57 converts the voltage command values Vu, Vv, and Vw into switching commands (that is, pulse signals) that drive the switching elements of the power drive units 2a and 2b on / off by pulse width modulation (PWM). Width modulation signal). Note that the duty of each pulse is stored in advance in the DUTY conversion unit 57.

  The three-phase-dq converter 58 uses the rotor magnetic pole position (phase angle) θ to convert the phase currents Iu, Iv, Iw, which are currents on the stationary coordinates, into rotational coordinates based on the rotational phases of the motors Ma, Mb. That is, they are converted into a d-axis current Id and a q-axis current Iq on the dq coordinate. For this reason, the three-phase-dq converter 58 includes at least two phase current detectors 62, 62 for detecting the respective phase currents Iu, Iv, Iw supplied to the stator windings of the respective phases of the motors Ma, Mb. The detection values (for example, U-phase current Iu, V-phase current Iv) output from are input. Since the stator has three phases, the current flowing through any one phase is uniquely determined by the current flowing through the other two phases. For example, V-phase current Iv = {− (U-phase current Iu + W-phase current Iw)} Become.

  Clutch control unit 59 outputs a command signal that instructs connection / disconnection operation of clutch C based on d-axis current Id and q-axis current Iq on the dq coordinate.

  The power transmission device for a hybrid vehicle according to the present embodiment has the above-described configuration. Next, the operation of the power transmission device for the hybrid vehicle, particularly the connection or separation of the clutch C depending on the state of the second motor Mb. The switching process will be described.

Hereinafter, a process for initializing the state of the clutch C at the time of starting the vehicle will be described.
First, for example, in step S01 shown in FIG. 3, it is determined whether or not the battery temperature TB is higher than a predetermined temperature # T1.
If this determination is “NO”, the flow proceeds to step S 02, and in this step S 02, it is determined that the normal processing condition is not satisfied, and the flow proceeds to step S 06 described later.
On the other hand, if the determination is “YES”, the flow proceeds to step S03.
In step S03, it is determined whether or not the coolant temperature TW is higher than a predetermined temperature # T2.
If the determination result of step S03 is “NO”, the process proceeds to step S02.
On the other hand, if the determination result of step S03 is “YES”, the process proceeds to step S04.
In step S04, it is determined whether the hydraulic oil temperature TT is higher than a predetermined temperature # T3.
If the determination result of step S04 is “NO”, the process proceeds to step S02.
On the other hand, if the determination result in step S04 is “YES”, the process proceeds to step S05, and in this step S05, it is determined that the normal processing condition is satisfied, and the process proceeds to step S06.

In step S06, it is determined whether or not the normal processing condition is satisfied.
If the determination result is “YES”, the series of processes is terminated.
On the other hand, if this determination is “NO”, the flow proceeds to step S 07.
In step S07, it is determined whether or not the clutch C is in an OFF state, that is, a separated state.
If the determination result in step S07 is “YES”, the series of processing ends.
On the other hand, if the determination result of step S07 is “NO”, the process proceeds to step S08.
In step S08, the clutch C is set to the OFF state, and the series of processes is terminated.

Next, a description will be given of a scheduled process that is repeatedly executed, for example, at a predetermined time period after the completion of the initialization process in steps S01 to S08 described above.
First, for example, in step S11 shown in FIG. 4, it is determined whether or not the battery temperature TB is higher than a predetermined temperature # T1.
If this determination is “NO”, the flow proceeds to step S12, and in this step S12, the normal processing condition is not satisfied, and the flow proceeds to step S16 described later.
On the other hand, if the determination is “YES”, the flow proceeds to step S13.
In step S13, it is determined whether or not the coolant temperature TW is higher than a predetermined temperature # T2.
If the determination result of step S13 is “NO”, the process proceeds to step S12.
On the other hand, if the determination result of step S13 is “YES”, the process proceeds to step S14.
In step S14, it is determined whether the hydraulic oil temperature TT is higher than a predetermined temperature # T3.
If the determination result of step S14 is “NO”, the process proceeds to step S12.
On the other hand, if the determination result in step S14 is “YES”, the process proceeds to step S15, and in this step S15, it is determined that the normal processing condition is satisfied, and the process proceeds to step S16.

In step S16, it is determined whether or not the normal processing condition is satisfied.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S17.
In step S17, a cruise determination process is executed. In this cruise determination process, for example, as shown in FIG. 5 and the following mathematical formulas (1) and (2), the acceleration v ′ and the vehicle speed V, which are first-order derivatives of the vehicle speed (vehicle speed) V detected by the vehicle speed sensor. The running state of the vehicle is determined in accordance with the norm r and the phase θ described based on the jerk v ″ consisting of the second derivative with respect to the time of.
For example, if the norm r is equal to or less than a predetermined value, it is determined that the vehicle is in a cruise traveling state where the acceleration of the vehicle is moderate. At this time, the cruise traveling state is accompanied by the phase θ becoming a value close to zero. It is set to increase the degree of determination as being.
Further, when the norm r is larger than the predetermined value and the phase θ is smaller than the predetermined value, it is determined that the vehicle is in the decelerating running state, the norm r is larger than the predetermined value, and the phase θ is the predetermined value. If greater than, it is determined that the vehicle is in an accelerated running state.

In step S18, a gear ratio calculation process for calculating the gear ratio of the transmission T is executed.
In step S19, the motor state quantity relating to the state of the second motor Mb is acquired by detection by various sensors, map search for a predetermined map, and the like. The motor state quantity is, for example, field weakening current due to d-axis current Id, primary current, power, power factor, counter electromotive voltage, voltage amplitude, current amplitude, armature resistance, d-axis and q-axis inductance, armature linkage The effective value of magnetic flux, motor loss including copper loss and iron loss, PDU loss including power loss in the second power drive unit 2b, motor temperature, and the like. For example, as shown in FIG. 6, an appropriate motor state quantity such as motor loss is set to change according to the rotation speed, temperature, and voltage of the second motor Mb in a predetermined map. Thereby, for example, when a predetermined threshold value for determining whether the clutch C is connected or disconnected is set for the motor loss, the rotation speed when the clutch C is connected or disconnected depends on the temperature and the voltage. Will change. That is, the rotational speed as the state quantity of the second motor referred to when the clutch C is connected or disconnected is corrected according to the temperature or voltage of the second motor.

And in step S20, the clutch operation determination process mentioned later is performed.
In step S21, it is determined whether the ON determination of the clutch C is established.
If this determination is “NO”, the flow proceeds to step S 24 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S22.
In step S22, the clutch C is set to the ON state, that is, the connected state.
In step S23, the second motor Mb is driven by power running or regeneration, and a series of processes is terminated.
In step S24, the clutch C is set to an OFF state, that is, a separated state.
In step S25, the second motor Mb is stopped, and the series of processes is terminated.

Hereinafter, the clutch operation determination process in step S20 described above will be described.
First, for example, in step S31 shown in FIG. 7, it is determined whether or not the clutch C is in an ON state.
If this determination is “NO”, the flow proceeds to step S 38 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S32.
In step S32, in addition to the determination result of the ON or OFF state of the clutch C, the determination result of the cruise determination process, and the gear ratio calculated by the gear ratio calculation process (for example, the gear ratio value itself, A map search for a predetermined map is performed in accordance with the shift position is determined as to whether the gear ratio is relatively small, such as 4th speed, 5th speed, 6th speed, etc., and the operation of clutch C (ON operation) Or OFF operation).
In step S33, it is determined whether or not the search result of the map search is an OFF operation.
If this determination is “YES”, the flow proceeds to step S 34, and in this step S 34, the operation determination of the clutch C is set to OFF determination, and the series of processing is ended.
On the other hand, if this determination is “NO”, the flow proceeds to step S35.

In step S35, the operation determination of the clutch C based on a first motor state quantity described later is executed.
In step S36, it is determined whether or not the operation determination result is an OFF operation. If this determination result is "YES", the process proceeds to step S34 described above.
On the other hand, if this determination is “NO”, the flow proceeds to step S 37, in which the operation determination of the clutch C is set as ON determination, and the series of processing is ended.

In step S38, a map search for a predetermined map is performed according to the determination result of the ON or OFF state of the clutch C, the determination result of the cruise determination process, and the speed ratio calculated by the speed ratio calculation process. The operation of the clutch C (ON operation or OFF operation) is searched.
In step S39, it is determined whether the search result of the map search is an OFF operation.
If this determination is “YES”, the flow proceeds to step S 40, and in this step S 40, the operation determination of the clutch C is set as OFF determination, and the series of processing is ended.
On the other hand, if this determination is “NO”, the flow proceeds to step S 41.

And in step S41, the operation determination of the clutch C by the 2nd motor state quantity mentioned later is performed.
In step S42, it is determined whether or not the operation determination result is an OFF operation. If this determination result is "YES", the process proceeds to step S40 described above.
On the other hand, if this determination is “NO”, the flow proceeds to step S 44, and in this step S 44, the operation determination of the clutch C is set as ON determination, and the series of processing is ended.

The operation determination of the clutch C based on the first motor state quantity in step S35 described above will be described below.
First, for example, in step S51 shown in FIG. 8, as a first motor state quantity, for example, a d-axis current Id, which is a field weakening current, has a predetermined threshold function F (Iq) corresponding to the q-axis current Iq. It is determined whether it is larger than the value.
When the determination result is “NO”, the process proceeds to step S52, and in this step S52, the operation determination result is set to the ON operation, and the series of processes is ended.
On the other hand, if this determination result is "YES", the process proceeds to step S53, and in this step S53, the operation determination result is set to the OFF operation, and the series of processes is ended.
Note that the field weakening current, which is the first motor state quantity, that is, the d-axis current Id changes according to the temperature, voltage, and rotation speed of the second motor Mb, and further, for example, as shown in FIG. It shows a change in the d-axis current Id when the q-axis current Iq is zero, that is, when the torque output of the second motor Mb is zero, the accelerator opening is zero, and the second motor Mb is rotating. The predetermined function H (the number of revolutions) is shifted to the higher revolution side of the number of revolutions as the accelerator opening increases.
The predetermined threshold function F (Iq) corresponding to the q-axis current Iq is set so as to change in an increasing trend as the q-axis current Iq increases or decreases from zero as shown in FIG. 10, for example. Has been.

The operation determination of the clutch C based on the first motor state quantity in step S35 described above will be described below.
First, in step S56 shown in FIG. 11, for example, as the second motor state quantity, for example, the motor loss is a predetermined threshold function G (temperature, voltage, It is determined whether or not it is greater than the value of (the number of revolutions).
When this determination result is “NO”, the process proceeds to step S57, and in this step S57, the operation determination result is set to the ON operation, and the series of processes is ended.
On the other hand, if this determination result is "YES", the process proceeds to step S58, and in this step S58, the operation determination result is set to the OFF operation, and the series of processes is ended.
Note that the motor loss that is the second motor state quantity changes according to the d-axis current Id in addition to the temperature, voltage, and rotation speed of the second motor Mb. Further, for example, as shown in FIG. A predetermined function indicating a change in motor loss when the q-axis current Iq is zero, that is, when the torque output of the second motor Mb is zero, the accelerator opening is zero, and the second motor Mb is rotating. J (Id) shifts to the higher current side of the d-axis current Id as the accelerator opening increases.

According to the above-described initialization process and scheduled process, for example, as shown in FIG. 13, the initialization process is performed at time t0 when the vehicle is started, and the scheduled process is performed. For example, the clutch C is in the ON state (that is, When the connection state is set, EV traveling is enabled in which the vehicle is driven by the driving force of the second motor Mb. First, this EV traveling is executed.
Then, in a state where the vehicle speed continues to increase as the amount of accelerator operation by the driver increases, for example, after time t1, EV traveling by the second motor Mb is stopped while the clutch C is kept on, The internal combustion engine E is started, the vehicle is driven by the driving force of the internal combustion engine E, and the power generation of the first motor Ma is started by the output of the internal combustion engine E.

Then, for example, after time t2, in a state where the accelerator operation amount by the driver does not increase, the internal combustion engine E and the first motor Ma are stopped, and EV traveling by the second motor Mb is executed.
Then, in a state where the vehicle speed continues to increase as the accelerator operation amount by the driver increases as after time t3, the EV traveling by the second motor Mb is stopped while the ON state of the clutch C is maintained, and the internal combustion engine is stopped. The engine E is started, the vehicle is driven by the driving force of the internal combustion engine E, and power generation of the first motor Ma is started by the output of the internal combustion engine E. At this time, if the vehicle speed is higher than the upper limit vehicle speed VEV that permits execution of EV travel, EV travel by the second motor Mb is performed even when the amount of accelerator operation by the driver does not increase as after time t4. Execution is prohibited.

Then, when the accelerator operation amount by the driver further increases after time t5, the power generation of the first motor Ma is stopped to increase the driving force of the internal combustion engine E, and if necessary, The second motor Mb performs an assist operation of the second motor that assists the output of the internal combustion engine E.
Then, in a state where the amount of accelerator operation by the driver does not increase as after time t6, the assist operation of the second motor is stopped, some cylinders of the internal combustion engine E are stopped, and the cylinder resting operation is executed. At the same time, the first motor Ma assists the output of the internal combustion engine E so as to compensate for the decrease in the output of the internal combustion engine E, and the accelerator operation amount by the driver, that is, the required torque for the power plant. However, even if it is larger than the cylinder rest upper limit torque that is the predetermined upper limit value of the torque of the internal combustion engine E for permitting the execution of the cylinder resting operation, the cylinder resting operation can be performed by the assist torque of the first motor. The restless cylinder expansion assist state is established.
In such a state that the required torque for the power plant is constant and the vehicle speed is equal to or higher than the predetermined medium vehicle speed VM and lower than the predetermined high vehicle speed VH, it is determined that the vehicle is in the cruise traveling state by, for example, the cruise determination process. For example, the clutch C is set to the OFF state (separated state) according to the determination result and the calculation result of the transmission ratio of the transmission T and the state of the clutch C.

  Then, when the clutch C is in the decelerated running state with the clutch C in the OFF state as after time t7, the regenerative operation of the first motor Ma is executed, and the clutch C is in the ON state as after time t8. When entering the decelerating running state, the regenerative operation of the second motor Mb is executed.

As described above, according to the power transmission device for a hybrid vehicle according to the present embodiment, the state of the second motor Mb (for example, for the second motor Mb that can be connected to the drive wheels of the vehicle via the clutch C (for example, By controlling the connection or disengagement of the clutch C according to the field weakening current, loss, etc.), for example, when the motor loss is relatively large, the clutch C is quickly set to the disengaged state. In a very small state, the energy efficiency of the entire vehicle can be improved by maintaining the engagement state of the clutch C.
Further, detailed control can be performed by selecting connection or disconnection of the clutch C according to different state quantities of the second motor Mb.
Further, by correcting the state quantity of the second motor Mb that is referred to when setting the connection or disconnection of the clutch C according to the temperature or voltage of the second motor Mb, the second operation with respect to the operation of the clutch C is corrected. The state of the motor Mb can be appropriately reflected.
In addition, the clutch C can be appropriately controlled by determining whether the ON operation or OFF operation of the clutch C is permitted according to the battery temperature TB, the cooling water temperature TW, and the hydraulic oil temperature TT.

In the above-described embodiment, the second motor Mb is connected to the differential D to which the internal combustion engine E and the first motor Ma are connected. However, the present invention is not limited to this, and the second motor Mb is connected to the internal combustion engine. You may connect with the differential different from the differential D with which E and 1st motor Ma are connected.
For example, by connecting the internal combustion engine E and the first motor Ma to the front differential DF and connecting the second motor Mb to the rear differential DR, the hybrid vehicle 1 can be driven in the front wheel drive state where only the front wheels are driven, the front wheels and the rear wheels. It is good also as a vehicle which can change suitably the four-wheel drive state in which a wheel is driven.

  In the embodiment described above, the first motor Ma may be omitted. In this case, the second motor Mb may be connected to a differential D to which the internal combustion engine E is connected, or may be connected to a differential different from the differential D to which the internal combustion engine E is connected. For example, when the internal combustion engine E and the second motor Mb are connected to different differentials, the hybrid vehicle 1 is connected by connecting the internal combustion engine E to the front differential DF and connecting the second motor Mb to the rear differential DR. Alternatively, the vehicle may be appropriately switched between a front wheel drive state in which only the front wheels are driven and a four wheel drive state in which the front wheels and the rear wheels are driven.

  In the above-described embodiment, the transmission T is an automatic transmission (AT), but is not limited thereto, and may be a continuously variable transmission (CVT), for example.

  In the above-described embodiment, the three cylinders of the six-cylinder internal combustion engine E can be deactivated. However, the present invention is not limited to this, and an appropriate number of cylinders may be deactivated.

  In the above-described embodiment, as shown in steps S31 to S44, the operation determination of the clutch C is determined according to different state quantities (first motor state quantity, second motor state quantity). However, the present invention is not limited to this. For example, the determination may be made according to different values (for example, values having hysteresis) for a single state quantity.

It is a block diagram of the power transmission device of the hybrid vehicle which concerns on one Embodiment of this invention. It is a functional block diagram of an electronic control unit (ECU). It is a flowchart which shows the initialization process. It is a flowchart which shows a fixed time process. It is a graph which shows an example of norm r and phase (theta). It is a graph which shows an example of the motor loss which changes according to the rotation speed of 2nd motor Mb, temperature, and voltage. It is a flowchart which shows a clutch operation | movement determination process. It is a flowchart which shows the process of the operation | movement determination of the clutch C by the 1st motor state quantity. It is a graph which shows an example of the d-axis current Id which changes according to the temperature of the 2nd motor Mb, a voltage, and the rotation speed. It is a graph which shows an example of predetermined threshold function F (Iq) according to q axis current Iq. It is a flowchart which shows the process of the operation | movement determination of the clutch C by the 2nd motor state quantity. It is a graph which shows an example of the motor loss which changes according to d-axis current Id. It is a figure which shows an example of each operation | movement of the internal combustion engine E which changes according to a vehicle speed, 1st motor Ma, and 2nd motor Mb.

Explanation of symbols

1 hybrid vehicle 10 hybrid vehicle power transmission device step S20 connection separation control means step S32 first control means step S33 separation control means step S34 separation control means step S35 second control means step S38 first control means step S51 correction means step S56 Correction means

Claims (8)

An internal combustion engine and a motor are provided as drive sources, and at least the internal combustion engine is connected to vehicle drive wheels via a transmission, or the motor is connected to vehicle drive wheels via connection separating means. A power transmission device for a hybrid vehicle that transmits force to the drive wheel,
A power transmission device for a hybrid vehicle, comprising connection separation control means for setting connection or separation between the motor and the drive wheels by the connection separation means in accordance with a state of the motor. 2. The hybrid vehicle according to claim 1, wherein the connection separation control unit selects a connection operation or a separation operation of the connection separation unit based on each state quantity relating to a field weakening current or loss of the motor. Power transmission device. The connection separation control unit selects the connection operation of the connection separation unit and the separation operation of the connection separation unit according to different state quantities or different values for a single state quantity. The power transmission device for a hybrid vehicle according to claim 1 or 2. A correction unit that corrects a state quantity of the motor referred to when the connection or separation of the connection / separation unit is set by the connection / separation control unit according to a state quantity related to a temperature or a voltage of the motor; The power transmission device for a hybrid vehicle according to any one of claims 1 to 3, wherein: The connection / separation control means sets the connection / separation of the connection / separation means according to a determination result of whether or not the state quantity of the motor exceeds a predetermined threshold that changes according to the torque current of the motor. The power transmission device for a hybrid vehicle according to any one of claims 1 to 4, wherein the power transmission device is a hybrid vehicle. First control means for selecting a connection operation or a separation operation of the connection separation means according to a determination result of whether or not the state of the vehicle is a predetermined cruise running state and the state of the connection separation means;
Second control means for selecting a connection operation or a separation operation of the connection separation means based on a field weakening current of the motor;
When the separation operation of the connection separation means is selected by the first control means, the separation of the connection separation means regardless of the connection operation of the connection separation means or the selection result of the separation operation by the second control means. The power transmission device for a hybrid vehicle according to claim 1, further comprising separation control means for selecting an operation. In addition to the internal combustion engine and the motor, a second motor is provided as a drive source, and at least one of the internal combustion engine or the second motor is connected to a drive wheel of the vehicle via the transmission to drive The power transmission device for a hybrid vehicle according to any one of claims 1 to 6, wherein force is transmitted to the drive wheels. Drive wheels of the vehicle connected to the internal combustion engine via the transmission are either front wheels or rear wheels, and drive wheels of the vehicle connected to the motor via the connection separating means are front wheels. The power transmission device for a hybrid vehicle according to any one of claims 1 to 7, wherein the power transmission device is any one of the rear wheels.

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