JP2008168764A - Hybrid driving device and vehicle equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving vehicle for increasing reliability of a control operation in a shift operation from a gear ratio under selection to a gear ratio larger than the gear ratio, and a vehicle equipped with this hybrid driving device. <P>SOLUTION: When the number of revolutions MRN2 of an MG2 is increased to a predetermined rate (for example, 95%) with respect to low speed stage number of revolutions NLG, the increase rate of the number of revolutions of the MG2 at that point of time (ΔMRN2/Δt) is acquired (step S16). Also, excess quantity α with respect to the low speed stage number of revolutions NLG of the maximum value of the number of revolutions MRN2 of the MG2 produced until engagement is decided (step S18). When the excess quantity α is lower than a predetermined threshold Th1, and the increase rate of the number of revolutions of the MG2 is lower than a predetermined threshold Th2, it is decided that the temporal behavior of the number of revolutions of the MG2 is not a normal state, and learning control is limited. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hybrid drive device including a plurality of power sources and a vehicle including the same, and more specifically, a predetermined power source is connected to a rotation output shaft via a speed change mechanism including a plurality of friction engagement devices. Related to the configuration.

  By releasing the pressure from a predetermined friction engagement device and releasing the friction engagement device, and supplying the hydraulic pressure to another friction engagement device to engage the other friction engagement device, A shift control device for an automatic transmission that shifts from one gear to another gear speed and controls the drain hydraulic pressure of the disengagement side frictional engagement device and the engagement hydraulic pressure of the engagement side frictional engagement device during the shift is disclosed -341535 (patent document 1).

In this shift control device for an automatic transmission, at least one of the drain hydraulic pressure and the engagement hydraulic pressure is controlled based on the engine blow-up state so that the engine blow-up amount falls within a predetermined range. This control realizes a so-called “clutch-to-clutch” shift. Japanese Patent Laid-Open No. 6-341535 (Patent Document 1) discloses a so-called “learning control” in which the clutch-to-clutch shift is controlled according to a control constant (learned value) that is corrected based on the history of past shift operations. The structure which implement | achieves is disclosed.
JP-A-6-341535

  A shift mechanism capable of executing clutch-to-clutch shift as described above can also be applied to a hybrid drive apparatus including a plurality of power sources. Specifically, a predetermined power source (typically an electric motor) is connected to the rotation output shaft via the above-described speed change mechanism, and an output from another power source (typically an engine) is received. It is comprised so that it may be given to a rotation output shaft. In such a hybrid drive device, it is conceivable to perform learning control using the time required for the shift operation instead of the engine blow-up amount.

  However, focusing only on the time required for the speed change operation, if the speed change operation is completed in a short time despite the small amount of increase in the rotational speed (amount of increase), the speed is normally reduced. Although learning should be performed in the direction of increasing the speed, a situation may occur in which learning is performed in the opposite direction. Therefore, there is a problem that the control operation is deteriorated.

  The present invention has been made to solve such a problem, and an object of the present invention is to improve the reliability of control operation in a shift operation from a selected gear ratio to a gear ratio larger than the gear ratio. It is to provide a hybrid drive device that can enhance the vehicle speed and a vehicle including the same.

  According to an aspect of the present invention, a hybrid drive apparatus includes a rotation output shaft to which all or part of an output from a first power source is transmitted, a transmission mechanism including first and second friction engagement devices, and a transmission mechanism. And a second power source connected to the rotation output shaft. The speed change mechanism engages the first friction engagement device and releases the second friction engagement device to form the first gear ratio, while releasing the first friction engagement device and A second gear ratio smaller than the first gear ratio can be formed by engaging the two friction engagement devices. In addition, the hybrid drive device increases the torque of the second power source so that the second power source can increase the rotational speed to be equal to or higher than the number of rotations according to the second gear ratio when shifting from the first gear ratio to the second gear ratio. Control means for controlling, engagement control means for controlling the engagement force generated in the second friction engagement device in accordance with the learning value based on the shift history, and the engagement operation in the second friction engagement device after completion of the shift Learning means for updating the learning value so that the time becomes an appropriate time, determination means for determining whether the temporal behavior of the rotational speed of the second power source is in a normal state, and the second power source by the determination means If it is determined that the temporal behavior of the number of rotations is not in a normal state, a learning limiting means for limiting the update of the learning value by the learning means after the end of the shift is provided.

  According to this hybrid drive device, when the learning value for controlling the engagement force generated in the second friction engagement device is updated, the temporal behavior of the rotation speed of the second power source in the target speed change operation is normal. It is determined whether or not it is in a state. If the temporal behavior of the rotational speed of the second power source is not in a normal state, the update of the learning value using the result of the speed change operation is restricted. Therefore, it is possible to suppress the learning value from being updated in the wrong direction and to improve the reliability of the control operation.

  Preferably, the determining means has an excess amount of the maximum rotational speed of the second power source with respect to the rotational speed corresponding to the second speed ratio being less than a predetermined value, and the rotational speed of the second power source is corresponding to the second speed ratio. When the rotational speed increase rate of the second power source when approaching the rotational speed is below a predetermined value, it is determined that the temporal behavior of the rotational speed of the second power source is not in a normal state.

  Preferably, the first and second friction engagement devices are configured to exert an engagement force in accordance with the supplied hydraulic pressure, and define a temporal change in the hydraulic pressure supplied to the second friction engagement device. The pattern is changed according to the learning value.

Preferably, the learning restriction unit prohibits the learning value from being updated by the learning unit.
Further preferably, the learning limiting unit suppresses an update change amount of the learning value by the learning unit.

Preferably, the first power source is an internal combustion engine, and the second power source is a rotating electric machine.
If another situation of this invention is followed, it is a vehicle provided with said hybrid drive device.

  According to the present invention, it is possible to realize a hybrid drive device and a vehicle including the hybrid drive device that can improve the reliability of the control operation in the shift operation from the selected gear ratio to a gear ratio larger than the gear ratio.

  Embodiments of the present invention will be described in detail with reference to the drawings. Note that the same or corresponding parts in the drawings are denoted by the same reference numerals and description thereof will not be repeated.

(Configuration of hybrid drive unit)
FIG. 1 is a schematic configuration diagram of a hybrid drive device 1 according to an embodiment of the present invention.

  Referring to FIG. 1, hybrid drive device 1 according to the embodiment of the present invention includes an engine 16 corresponding to a “first power source”, a transaxle 2, a rotation output shaft 6, a differential gear 8, and a drive. A wheel 10.

  The output torque of the engine 16 is transmitted to the rotation output shaft 6 via the trans-askle 2, and the torque is transmitted from the rotation output shaft 6 to the drive wheels 10 via the differential gear 8. On the other hand, the transformer ASKUL 2 receives a part of the output torque of the engine 16 to generate electric power, and can perform power running control for adding driving force for traveling to the rotary output shaft 6 or regenerative control for recovering energy. is there.

  The engine 16 is a known power unit that outputs power by burning fuel such as a gasoline engine or a diesel engine. The engine 16 is electrically operated in terms of throttle opening (intake amount), fuel supply amount, ignition timing, and the like. It is configured to be controlled. Such control is performed by an electronic control unit (E-ECU) 26 for the engine 16 mainly composed of a microcomputer, for example.

  The transaxle 2 is mainly composed of a planetary gear mechanism 20, a first motor generator 18, a second motor generator 12 corresponding to a “second power source”, and a transmission mechanism 14. Here, the second motor generator 12 is mechanically connected to the rotation output shaft 6 via the speed change mechanism 14. Thereby, the torque transmitted between the second motor generator 12 and the rotation output shaft 6 can be increased or decreased according to the speed ratio formed by the speed change mechanism 14.

  The planetary gear mechanism 20 synthesizes or distributes torque among the engine 16, the first motor generator 18, and the rotation output shaft 6. That is, the planetary gear mechanism 20 is both an “output combining mechanism” and an “output distribution mechanism”. More specifically, the planetary gear mechanism 20 meshes with a sun gear 20a that is an external gear, a ring gear 20b that is an internal gear disposed concentrically with the sun gear 20a, and the sun gear 20a and the ring gear 20b. This is a known gear mechanism that generates an action by using the carrier 20c that holds the pinion gear that rotates and revolves as three rotating elements. An output shaft (here, a crankshaft) 16a of the engine 16 is coupled to the carrier 20c via a damper 16b. That is, the carrier 20 c is an input element of the planetary gear mechanism 20.

  On the other hand, the first motor generator 18 is connected to the sun gear 20a. Accordingly, the sun gear 20a is a so-called reaction force element, and the ring gear 20b is an output element. And the ring gear 20b is connected with the rotation output shaft 6 as an output member.

  The rotational state of the output shaft 16a (engine rotational speed NE) is detected by the E-ECU 26 by the rotational speed sensor 16c. Further, the rotational state of the rotational output shaft 6 (output shaft rotational speed NOUT) is also detected by the E-ECU 26. Is detected by the rotation speed sensor 6a.

  The first motor generator 18 (hereinafter also referred to as MG1) is constituted by, for example, a synchronous rotating electric machine, and is configured to generate both a function as an electric motor and a function as a generator, via the power control unit 22. Are electrically connected to a power storage device (BAT) 24 such as a battery. By controlling the first inverter (INV1) 22a of the power control unit 22, the output torque (power running torque or regenerative torque) of the first motor generator 18 can be set as appropriate. In order to perform the setting, an electronic control unit (MG-ECU) 28 for controlling the motor generator mainly including a microcomputer is provided.

  In the present embodiment, since the regenerative torque is set to be generated with respect to the first motor generator 18, the first motor generator 18 functions as a generator. Further, the rotation state (MG1 rotation number MRN1) of the first motor generator 18 is detected by the MG-ECU 28 by the rotation number sensor 18a.

  On the other hand, the second motor generator (hereinafter also referred to as MG2) 12 is also composed of, for example, a synchronous rotating electric machine, and is configured to generate both a function as an electric motor and a function as a generator. Is electrically connected to the power storage device 24. Then, when the MG-ECU 28 controls the second inverter (INV2) 22b of the power control unit 22, selection of the power running operation for outputting torque and the regenerative operation for recovering energy, and the output torque in each case are appropriately set. Is done. Further, the rotation state (MG2 rotation speed MRN2) of the second motor generator 12 is detected by the MG-ECU 28 by the rotation speed sensor 12a.

  Power control unit 22 further includes a boost converter (CONV) 22c for boosting power from power storage device 24 and supplying it to inverters 22a and 22b, in addition to inverters 22a and 22b. The MG-ECU 28 also controls the boost converter 22c.

  The speed change mechanism 14 can selectively form a plurality of speed ratios (in this embodiment, two stages of a low speed Lo and a high speed Hi as an example) by a combination of engagement and release of a plurality of friction engagement devices. It is configured. By appropriately designing the speed change mechanism 14, the speed ratio of the low speed stage Lo can be configured to be a value larger than “1”. With such a configuration, when the second motor generator 12 outputs a torque, the output torque of the second motor generator 12 can be increased and transmitted to the rotary output shaft 6, so that the capacity of the second motor generator 12 can be reduced or It can be downsized.

  On the other hand, since it is preferable to maintain the operation efficiency of the second motor generator 12 in a good state, for example, when the rotational speed of the rotary output shaft 6 increases as the vehicle speed increases, the high speed stage with a smaller gear ratio. Hi is set to decrease the rotational speed of the second motor generator 12. Furthermore, when the rotation speed of the rotation output shaft 6 decreases, the low speed stage Lo may be set again.

  The “transmission ratio” referred to here is a value obtained by dividing the rotational speed transmitted from the second motor generator 12 to the transmission mechanism 14 by the corresponding output rotational speed transmitted from the transmission mechanism 14 to the rotation output shaft 6. It is. In other words, if the gear ratio is greater than “1”, a torque that is lower than the rotation speed of the second motor generator 12 and greater than that is transmitted to the rotation output shaft 6.

  More specifically, the transmission mechanism 14 is configured by a set of Ravigneaux planetary gear mechanisms. That is, the transmission mechanism 14 is provided with a first sun gear 14a and a second sun gear 14b, which are external gears, respectively, and the short pinion 14c is engaged with the first sun gear 14a, and the short pinion 14c is thereby engaged. It meshes with a long pinion 14d having a long shaft length. The long pinion 14d further meshes with a ring gear 14e disposed concentrically with the sun gears 14a and 14b. Each pinion 14c, 14d is held by a carrier 14f so that it can rotate and revolve. The second sun gear 14b meshes with the long pinion 14d. Accordingly, the first sun gear 14a and the ring gear 14e together with the pinions 14c and 14d constitute a mechanism corresponding to a double pinion type planetary gear mechanism, and the second sun gear 14b and the ring gear 14e together with the long pinion 14d are single pinion type planetary planets. A mechanism corresponding to the gear mechanism is configured.

  The first brake B1 corresponding to the “first friction engagement device” for selectively fixing the first sun gear 14a and the “first friction engagement device” for selectively fixing the ring gear 14e. A corresponding second brake B2 is provided. These brakes B1 and B2 are friction engagement devices that generate an engagement force by friction, and a multi-plate type engagement device or a band type engagement device can be adopted. These brakes B1 and B2 are typically configured such that their torque capacities change continuously according to the engagement force by hydraulic pressure.

  Furthermore, the second motor generator 12 is connected to the second sun gear 14 b, and the carrier 14 f is connected to the rotation output shaft 6. Therefore, in the speed change mechanism 14, the second sun gear 14b is an input element, and the carrier 14f is an output element. By engaging the first brake B1 and releasing the second brake B2, the high speed stage Hi is set, and by releasing the first brake B1 and engaging the second brake B2, the gear ratio is larger. The low speed stage Lo is set.

  The engagement force generated by the brakes B1 and B2 can be controlled by the hydraulic pressure supplied to each brake (hereinafter also referred to as the apply hydraulic pressure) and the hydraulic pressure discharged from each brake (hereinafter also referred to as the drain hydraulic pressure). In the present embodiment, as an example, a configuration for realizing the shift operation by controlling the apply hydraulic pressure of each brake according to the learned value is illustrated, but the drain hydraulic pressure alone or both the applied hydraulic pressure and the drain hydraulic pressure are controlled. Even if it is a structure, application of this invention is possible.

  The speed change operation between the respective speed stages is executed based on the traveling state such as the vehicle speed, the torque request value, and the accelerator opening. More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to appropriately set one of the shift speeds according to the detected traveling state. An electronic control unit (T-ECU) 30 for shifting control, which is mainly composed of a microcomputer for performing the control, is provided.

  The electronic control devices 26, 28, and 30 are interconnected via a communication link 32 so that they can communicate data with each other, and execute control processing in cooperation with each other.

  FIG. 2 is a collinear diagram among the engine 16, the first motor generator 18, and the second motor generator 12.

  FIG. 2A shows a collinear diagram for the planetary gear mechanism 20. Referring to FIGS. 1 and 2 (a), when the reaction torque generated by first motor generator 18 is input to sun gear 20a with respect to the output torque of engine 16 input to carrier 20c, an output element is obtained. A torque smaller than the torque input from the engine 16 appears in the ring gear 20b. Therefore, a part of the output torque of the engine 16 is distributed to the first motor generator 18 and the remaining part is distributed to the rotary output shaft 6. The first motor generator 18 receives this distributed torque and functions as a generator.

  Further, the rotational speed of the first motor generator 18 (MG1 rotational speed MRN1), the rotational speed of the engine 16 (engine rotational speed NE), and the rotational speed of the ring gear 20b (output shaft rotational speed NOUT) are determined for each planetary gear mechanism 20. It arrange | positions on the straight line defined according to the number-of-teeth ratio between elements. Therefore, when the rotation speed (NOUT) of the ring gear 20b is constant, the rotation speed (NE) of the engine 16 is continuously (stepless) by appropriately changing the rotation speed (MRN1) of the first motor generator 18. Can be changed. That is, by controlling the rotation speed of the first motor generator 18, the engine 16 can be operated, for example, in the most efficient rotation speed region.

  FIG. 2B shows a collinear diagram for the Ravigneaux planetary gear mechanism included in the transmission mechanism 14. Referring to FIGS. 1 and 2B, when ring gear 14e is fixed by engagement of second brake B2, low speed stage Lo is set. On the other hand, when the first sun gear 14a is fixed by the engagement of the first brake B1, the high speed stage Hi having a lower speed ratio than the low speed stage Lo is set.

  When the low speed stage Lo is set, the output torque of the second motor generator 12 is amplified according to the gear ratio and added to the rotation output shaft 6. On the other hand, when the high speed stage Hi is set, the torque output from the second motor generator 12 is amplified at a smaller increase rate than the low speed stage Lo and added to the rotary output shaft 6. The torque applied to the rotation output shaft 6 is a positive torque when the second motor generator 12 is in a driving state (during power running), and is a negative torque when the second motor generator 12 is in a driven state (during regeneration).

  Further, the rotation speed of the second motor generator 12 (MG2 rotation speed MRN2) and the rotation speed of the ring gear 20b (output shaft rotation speed NOUT) are determined by the teeth between the elements constituting the transmission mechanism 14 at the respective shift speeds Lo and Hi. They are arranged on straight lines determined according to the number ratio. Therefore, when the rotation speed of the carrier 14f (output shaft rotation speed NOUT) is constant, the rotation speed of the second motor generator 12 when the high speed stage Hi is set becomes the high speed stage rotation speed NHG, while the low speed stage When Lo is set, the speed is increased to the low-speed rotation speed NLG.

  In the hybrid drive device 1 shown in FIG. 1, when a large driving force is required, the second motor generator 12 is driven in a state where the output torque of the engine 16 is transmitted to the rotary output shaft 6. Torque is applied to the rotation output shaft 6. In this case, in the low vehicle speed state, the transmission mechanism 14 is set to the low speed stage Lo to increase the torque to be applied. Thereafter, when the vehicle speed increases, the transmission mechanism 14 is set to the high speed stage Hi and the second speed is set. The rotational speed of the motor generator 12 is reduced. This is to prevent the deterioration of fuel consumption by maintaining the driving efficiency of the second motor generator 12 in a good state.

  On the other hand, when a braking operation is performed while traveling at a predetermined vehicle speed, the second motor generator 12 is driven to perform energy regeneration. When the vehicle speed decreases, a shift operation from the high speed stage Hi to the low speed stage Lo occurs.

(Shift operation from high speed Hi to low speed Lo according to the learning value)
In the hybrid drive device 1 according to the present embodiment, such a shift operation from the high speed Hi to the low speed Lo is executed by a “clutch-to-clutch” shift. The clutch-to-clutch shift will be described below.

  FIG. 3 is a timing chart showing a shift operation from high speed Hi to low speed Lo according to the embodiment of the present invention. FIG. 3A shows the MG2 rotational speed MRN2. FIG. 3B shows the output torque of MG2. FIG. 3C shows the apply hydraulic pressure of the first brake B1. FIG. 3D shows the apply hydraulic pressure of the second brake B2. In this speed change operation, the first brake B1 is switched from the engaged state to the released state, and the second brake B2 is switched from the released state to the engaged state.

  When the vehicle speed decreases while the vehicle is running and the speed change condition from the high speed Hi to the low speed Lo is satisfied, a speed change request is issued and the speed change operation starts. Then, as shown in FIG. 3C, the apply hydraulic pressure of the first brake B1 is lowered, and the engagement force is weakened (time t1). Subsequently, the apply hydraulic pressure of the second brake B2 is increased stepwise to increase the engagement force (time t2). The reason why the apply hydraulic pressure is applied stepwise to the second brake B2 is to start the operation reliably even when the second brake B2 is fixed.

  Subsequently, in order to increase the MG2 rotational speed MRN2 to a predetermined target rotational speed, the MG2 output torque starts to increase as shown in FIG. 3B (time t3). The predetermined target rotational speed is set to a rotational speed that is higher by a predetermined amount (for example, 100 rpm) than the rotational speed (low speed stage rotational speed NLG) corresponding to the low speed stage Lo. At the same time, as shown in FIG. 3 (c), the apply hydraulic pressure of the first brake B1 is gradually reduced, and the engagement force is further weakened. As a result, the “pulling force” generated by the engagement force of the first brake B1 is overcome, and the MG2 rotational speed MRN2 increases as shown in FIG. At this time, the apply hydraulic pressure of the second brake B2 is held at a standby apply hydraulic pressure APP according to a learning value described later.

  Then, when the MG2 rotational speed MRN2 increases to near the low speed rotational speed NLG, a sweep in which the engagement operation of the second brake B2 is started is started (time t4). After the start of the sweep, the MG2 output torque decreases to a predetermined value or less as shown in FIG. At this time, the apply hydraulic pressure of the second brake B2 is also gradually increased, and the engagement force of the second brake B2 is increased. Since the engaging force of the second brake B2 acts as a resistance force against the rotational motion of MG2, the MG2 rotational speed MRN2 starts to gradually decrease after exceeding the low speed rotational speed NLG.

  Then, if the state where the MG2 rotational speed MRN2 is within a predetermined range (for example, ± 50 rpm) with respect to the low speed stage rotational speed NLG continues for a predetermined period, it is determined that the MG2 rotational speed MRN2 matches the low speed stage rotational speed NLG. (Engagement determination) is made (time t5). At time t6, the apply hydraulic pressure of the first brake B1 is set to zero, the first brake B1 is completely released, the apply hydraulic pressure of the second brake B2 is set to a specified value, and the second brake B2 is fully The engaged state. Then, the speed change operation ends.

  As described above, during the engagement operation period (time t4 to t5), the MG2 rotation speed MRN2 that has reached the target rotation speed is reduced to the low speed rotation speed NLG by the engagement force of the second brake B2. On the other hand, in order to reduce the shift shock, it is desirable to set the time required for the engagement operation (engagement time TL) to an appropriate value.

  Therefore, in the present embodiment, the offset amount of the hydraulic pattern (time t3 to t6) that defines a predetermined change in the applied hydraulic pressure is optimized by learning control so that the engagement time TL becomes an appropriate value. It becomes. That is, by changing the standby apply hydraulic pressure APP of the second brake B2 in the period from the time t3 to the time t4 according to the learning value, it is possible to move the entire predefined hydraulic pattern to the high pressure side or the low pressure side.

  As a specific learning operation, the engagement time TL is evaluated after the end of the shift operation, and when the engagement time TL is longer than an appropriate value, it is determined that the resistance force against the MG2 rotational speed MRN2 is small, and the second brake The learning value is updated so as to increase the standby apply hydraulic pressure APP of B2. On the other hand, when the engagement time TL is shorter than the appropriate value, it is determined that the resistance against the MG2 rotational speed MRN2 is large, and the learning value is updated so as to decrease the standby apply hydraulic pressure APP of the second brake B2. The learning value updated in this way is used for the shift operation after the next time.

Such learning control can be typically expressed by the following mathematical formula.
Standby apply oil pressure APP (next value) = standby apply oil pressure APP (current value) −learning coefficient A × (appropriate engagement time−engagement time TL)
However, the learning coefficient A is a positive value.

(Drag force of first brake B1)
The learning control described above functions correctly when the engagement force of the first brake B1 during the engagement operation is a value that is in accordance with a predetermined design value. However, MG2 rotation is performed when the engagement force of the first brake B1 is relatively large even though the prescribed apply hydraulic pressure (or drain hydraulic pressure) is commanded due to aging deterioration of the first brake B1, etc. The influence of “the drag force” on the number MRN2 cannot be ignored. The learning value may be updated in the wrong direction due to this “dragging force”.

  FIG. 4 is a diagram for explaining the temporal behavior of MG2. FIG. 4 is an enlarged view of the range of time t4 to t5 in the timing chart shown in FIG.

  4A shows a timing chart at the normal time, and FIG. 4B shows a timing chart at the time of abnormality.

  Referring to FIG. 4A, when the MG2 rotational speed MRN2 increases to near the low speed stage rotational speed NLG, a sweep (engagement operation) is started. During this engagement operation, the MG2 rotational speed MRN2 reaches a target rotational speed that is higher by a predetermined amount than the low speed rotational speed NLG, and then decreases toward the low speed rotational speed NLG. Note that the low-speed rotational speed NLG is determined according to the output shaft rotational speed NOUT, and therefore decreases as the vehicle decelerates. At normal times, the MG2 rotational speed MRN2 decreases to the low speed stage rotational speed NLG, and the engagement determination is made when both rotational speeds substantially coincide (the difference between the rotational speeds is within a predetermined range).

  On the other hand, referring to FIG. 4 (b), as in FIG. 4 (a), the sweep (engagement operation) is started when the MG2 rotational speed MRN2 increases to near the low speed rotational speed NLG. When the drag force of one brake B1 is relatively large (when abnormal), the MG2 rotational speed MRN2 starts to decrease without reaching the target rotational speed. Here, if the amount of decrease in the low-speed stage rotational speed NLG accompanying the deceleration of the vehicle is large, the rotational speeds of both are substantially the same. And engagement determination will be made.

  Thus, when the drag force of the first brake B1 is relatively large, the engagement determination is made before the MG2 rotation speed MRN2 reaches the target rotation speed, and therefore the engagement time TL is shorter than the appropriate value. Become. For this reason, even if the standby apply hydraulic pressure of the second brake B2 is an appropriate value, the learning value is updated in the direction of increasing the engagement time TL, that is, in the direction of decreasing the standby apply hydraulic pressure of the second brake B2.

  A learning result corresponding to the drag force of the first brake B1 will be described with reference to Table 1 and FIG. Table 1 shows the change direction of the learning value in the case where the standby apply hydraulic pressure of the second brake B2 is “appropriate value”, “higher than appropriate value”, and “lower than appropriate value”, and the drag force of the first brake B1 is It is the table | surface which divided and compared in two cases, the case of "large" and "small".

  FIG. 5 is a schematic diagram showing temporal behavior in which the engagement times TL (a), TL (b), and TL (c) shown in Table 1 occur.

  As shown in Table 1, when the drag force of the first brake B1 is relatively small and the standby apply hydraulic pressure (learned value) of the second brake B2 is not high, as shown in FIG. Since the MG2 rotational speed MRN2 increases (blows up) to the low speed stage rotational speed NLG or more and then decelerates to coincide with the low speed stage rotational speed NLG, the engagement time TL (a) is an appropriate value or an appropriate value. become longer. In this case, the standby apply hydraulic pressure (learned value) of the second brake B2 is updated so as not to change (maintain current) or to increase the standby apply hydraulic pressure. Since the change direction of these learning values is the same as the original intended direction, learning control is normally performed.

  Further, as shown in Table 1, when the standby apply hydraulic pressure (learned value) of the second brake B2 is high, as shown in FIG. 5B, the MG2 rotational speed MRN2 increases to be higher than the low speed stage rotational speed NLG. Since the engagement determination is made before speeding up, the engagement time TL (b) is shorter than the appropriate value. In this case, the standby apply hydraulic pressure (learned value) of the second brake B2 is updated in a direction to decrease the standby apply hydraulic pressure. Since the change direction of these learning values is the same as the original intended direction, learning control is normally performed.

  On the other hand, when the drag force of the first brake B1 is relatively large and the standby apply hydraulic pressure (learned value) of the second brake B2 is not high, as shown in FIG. 5C, the MG2 rotational speed MRN2 is Since the engagement determination is made without increasing the speed beyond the low speed stage rotation speed NLG, the engagement time TL (c) becomes shorter than the appropriate value. In this case, the standby apply hydraulic pressure (learned value) of the second brake B2 is updated in a direction to decrease the standby apply hydraulic pressure. Since the change direction of these learning values is different from the original intended direction, incorrect learning control is performed. That is, when the drag force of the first brake B1 is relatively large even though the standby apply hydraulic pressure (learned value) of the second brake B2 is an appropriate value, the learned value decreases in the direction of decreasing the standby apply hydraulic pressure. It will be updated. Further, when the drag force of the first brake B1 is relatively large even though the standby apply hydraulic pressure (learned value) of the second brake B2 is lower than the appropriate value, the learned value decreases in the direction of decreasing the standby apply hydraulic pressure. It will be updated.

  Therefore, in this embodiment, in order to avoid such erroneous learning control, the temporal behavior of the MG2 rotational speed MRN2 is detected, and it is determined whether or not the temporal behavior is in a normal state. If the temporal behavior is not in a normal state, update of the learning value for the speed change operation is restricted.

(Control structure)
Hereinafter, a control structure related to a shift operation from high speed Hi to low speed Lo according to the present embodiment will be described.

FIG. 6 is a flowchart showing a processing procedure according to the embodiment of the present invention.
FIG. 7 is a timing chart for illustrating a control structure according to the embodiment of the present invention. FIG. 7 is an enlarged view of the range of time t4 to t5 in the timing chart shown in FIG.

  Referring to FIGS. 3 and 6, it is first determined whether or not a shift request from high speed Hi to low speed Lo has been issued (step S2). If no shift request has been issued (NO in step S2), the process in step S2 is repeated until a shift request is issued.

  When a shift request is issued (YES in step S2), the apply hydraulic pressure of the first brake B1 is lowered according to a predetermined operation pattern (step S4: times t1 to t4 in FIG. 3C) and the second brake B2 is applied. The standby apply hydraulic pressure according to the learning value is given (step S6: times t1 to t4 in FIG. 3D). Further, the MG2 output torque is controlled so that the MG2 rotational speed MRN2 can be increased to the target rotational speed set to be equal to or higher than the low-speed rotational speed NLG (step S8: times t3 to t4 in FIG. 3B).

  Subsequently, referring to FIG. 6 and FIG. 7, it is determined whether or not MG2 rotational speed MRN2 has increased to near the low speed stage rotational speed NLG (step S10). If MG2 rotational speed MRN2 has not increased to near low-speed rotational speed NLG (NO in step S10), the process in step S10 is repeated.

  When MG2 rotation speed MRN2 is increased to near low speed rotation speed NLG (YES in step S10), a sweep is started (step S12: time t4 in FIG. 7). At the same time, the apply hydraulic pressure of the second brake B2 starts to increase from the standby apply hydraulic pressure APP (step S14). The apply hydraulic pressure of the second brake B2 increases according to a predetermined hydraulic pattern.

  When MG2 rotational speed MRN2 is increased to a predetermined ratio (for example, 95%) with respect to low speed stage rotational speed NLG, the rotational speed increase rate (ΔMRN2 / Δt) of MG2 at that time is acquired (step S16: FIG. 7 at time t4a). Further, an excess amount (excess amount α shown in FIG. 7) of the maximum value of the MG2 rotation speed MRN2 generated until the engagement determination with respect to the low speed rotation speed NLG is acquired (step S18).

  Then, when the state where the deviation between MG2 rotational speed MRN2 and low-speed rotational speed NLG is within a predetermined range continues for a predetermined period, it is determined that MG2 rotational speed MRN2 matches low-speed rotational speed NLG (engagement determination) (Step S20: Time t5 in FIG. 7). Thereafter, the first brake B1 is set to the released state, the second brake B2 is set to the engaged state, and the speed change operation is completed (step S22).

  Subsequently, it is determined whether or not the excess amount α acquired in step S18 is below a predetermined threshold value Th1 (step S24). If excess amount α is lower than predetermined threshold value Th1 (YES in step S24), is MG2 rotation rate increase rate (ΔMRN2 / Δt) acquired in step S16 lower than predetermined threshold value Th2? It is determined whether or not (step S26). If the rotational speed increase rate is below predetermined threshold value Th2 (YES in step S26), updating of the learning value is prohibited (step S28). That is, when the excess amount α is lower than the predetermined threshold value Th1 and the rate of increase in the rotational speed of MG2 is lower than the predetermined threshold value Th2, the temporal behavior of the MG2 rotational speed is not normal. Is considered and learning control is limited.

  On the other hand, if excess amount α does not fall below predetermined threshold value Th1 (NO in step S24), or if the speed increase rate does not fall below predetermined threshold value Th2 (NO in step S26), MG2 rotation speed The temporal behavior is considered to be not normal, and the learning value is updated as follows. That is, the engagement time TL from the start of sweep to the engagement determination is acquired (step S30), and the learning value is updated based on the engagement time TL (step S32).

After execution of step S28 or S32 described above, the process ends.
(Modification)
In FIG. 6, the case where the update of the learning value is prohibited when the temporal behavior of the MG2 rotation speed is regarded as not normal is illustrated, but the update change amount of the learning value may be suppressed. . That is, as described above, the learning control according to the present embodiment can be expressed by the following mathematical formula. Therefore, when it is determined that the temporal behavior of the MG2 rotational speed is not normal, it is determined that the normal state is assumed. You may make it make the value of the learning coefficient A relatively small compared with the case where it is judged.

Standby apply oil pressure APP (next value) = standby apply oil pressure APP (current value) −learning coefficient A × (appropriate engagement time−engagement time TL)
By making the value of the learning coefficient A relatively small, the amount by which the learning value changes in the wrong direction can be reduced, so that the reliability of learning control is not significantly impaired.

  Regarding the correspondence relationship between the present embodiment and the present invention, the engine 16 corresponds to the “first power source”, the transmission mechanism 14 corresponds to the “transmission mechanism”, and the second motor generator (MG2) 12 corresponds to the “first power source”. It corresponds to “2 power sources”. Further, the electronic control unit (MG-ECU) 28 realizes “control means”, and the electronic control unit (T-ECU) 30 realizes “engagement control means”, “learning means”, and “learning restriction means”. .

  In the present embodiment, the temporal behavior of the MG2 rotational speed is when the excess amount α is below the predetermined threshold value Th1 and the rate of increase in the rotational speed of MG2 is below the predetermined threshold value Th2. However, the present invention is not limited to this. In addition to this, it is also possible to acquire the rotational speed increase rate of MG2 at a plurality of time points and determine whether or not it is in a normal state based on the plurality of rotational speed increase rates.

  In the present embodiment, the configuration example in which the standby apply hydraulic pressure of the second brake B2 is determined according to the learned value has been described. However, the present invention is not limited to this, and the increase speed of the apply hydraulic pressure after the start of the sweep, It may be configured to optimize the start timing of the increase according to the learning value.

  In the present embodiment, a transmission mechanism that can selectively form a two-stage gear ratio is illustrated, but a transmission mechanism that can selectively form three or more gear ratios may be used. Even when such a speed change mechanism is used, the same control can be executed in a speed change operation from an arbitrary speed change ratio to a larger speed change ratio.

  According to the present embodiment, when the learning value for controlling the apply hydraulic pressure pattern of the second brake B2 is updated, it is determined whether or not the temporal behavior of the MG2 rotational speed is in a normal state. If the temporal behavior of the MG2 rotational speed is not within the normal range, the update of the learning value using the result of the gear shift operation is restricted. Therefore, it is possible to suppress the learning value from being updated in the wrong direction and to improve the reliability of the control operation.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic configuration diagram of a hybrid drive device 1 according to an embodiment of the present invention. It is a collinear diagram between an engine and a motor generator. 6 is a timing chart showing a shift operation from a high speed stage to a low speed stage according to the embodiment of the present invention. It is a figure for demonstrating the time behavior of MG2. It is a schematic diagram which shows the temporal behavior in which engagement time TL (a), TL (b), and TL (c) shown in Table 1 arise. It is a flowchart which shows the process sequence according to embodiment of this invention. It is a timing chart for demonstrating the control structure according to embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Hybrid drive device, 2 Trans-askule, 6 Rotation output shaft, 6a Rotational speed sensor, 8 Differential gear, 10 Drive wheel, 12 2nd motor generator (MG2), 12a Rotational speed sensor, 14 Transmission mechanism, 14a 1st sun gear, 14b 2nd sun gear, 14c short pinion, 14d long pinion, 14e ring gear, 14f carrier, 16 engine, 16a output shaft, 16b damper, 16c speed sensor, 18 first motor generator (MG1), 18a speed sensor, 20 planet Gear mechanism, 20a sun gear, 20b ring gear, 20c carrier, 22 power control unit, 22a, 22b inverter, 22c boost converter, 24 power storage device, 26 electronic control unit (E-ECU), 28 Control device (MG-ECU), 30 electronic control unit (T-ECU), 32 communications link, B1 the first brake, B2 the second brake.

Claims (7)

A hybrid drive,
A rotary output shaft to which all or part of the output from the first power source is transmitted;
A speed change mechanism including first and second friction engagement devices;
A second power source connected to the rotation output shaft via the speed change mechanism,
The speed change mechanism engages the first friction engagement device and releases the second friction engagement device to form a first gear ratio, while releasing the first friction engagement device, And a second speed ratio smaller than the first speed ratio can be formed by engaging the second friction engagement device,
The hybrid drive device
Control for controlling the torque of the second power source so that the second power source can increase to a speed higher than the rotation speed corresponding to the second speed ratio at the time of shifting from the first speed ratio to the second speed ratio. Means,
Engagement control means for controlling an engagement force generated in the second friction engagement device according to a learning value based on a shift history;
Learning means for updating the learning value so that the time required for the engagement operation in the second friction engagement device after the end of a shift is an appropriate time;
Determining means for determining whether or not the temporal behavior of the rotational speed of the second power source is in a normal state;
A learning limiting unit that limits updating of the learning value by the learning unit after the end of the shift when the determination unit determines that the temporal behavior of the rotational speed of the second power source is not normal; Hybrid drive device.   The determination means is configured such that an excess amount of the maximum rotational speed of the second power source with respect to the rotational speed corresponding to the second speed ratio is less than a predetermined value, and the rotational speed of the second power source is equal to the second speed ratio. The time behavior of the rotational speed of the second power source is determined to be not in a normal state when the rotational speed increase rate of the second power source when approaching the corresponding rotational speed is below a predetermined value. 2. The hybrid drive device according to 1. The first and second friction engagement devices are configured to exert an engagement force according to a supplied hydraulic pressure,
3. The hybrid drive device according to claim 1, wherein the engagement control unit changes a hydraulic pressure pattern defining a temporal change in hydraulic pressure supplied to the second friction engagement device according to the learning value.   The hybrid drive apparatus according to claim 1, wherein the learning limiting unit prohibits the learning unit from updating the learning value.   The hybrid drive apparatus according to claim 1, wherein the learning limiting unit suppresses an update change amount of the learning value by the learning unit. The first power source comprises an internal combustion engine,
The hybrid drive apparatus according to claim 1, wherein the second power source is a rotating electric machine.   A vehicle provided with the hybrid drive device of any one of Claims 1-6.

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