JP2009166606A - Controller for driving device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure drive force responsiveness after shifting, while reducing engagement shock during the shifting, even when charging of a battery is limited, when down-shift of a transmission portion is performed. <P>SOLUTION: A driving device for a vehicle comprises: a differential portion capable of performing differential operation; an electric differential portion having a first motor MG1 and a second motor MG2; an engine coupled to an input shaft of the electric differential portion; the transmission portion constituting a part of a power transmission path; and an electric storage device. When the driving device for the vehicle decreases input shaft torque of the transmission portion, when charging to the electric storage device is limited, in order that torque-down quantity of the second motor MG2 does not become limited, the charging limitation of the electric storage device is controlled to be released by power consumption of a third motor MG3 coupled to an engine shaft. Under such a control, torque-down control on the transmission portion input shaft for reducing an engagement shock can be carried out only with the second motor MG2, and the input shaft torque of the transmission portion at the end of shift can be instantaneously raised. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention includes an electric differential unit having a differential unit capable of differential action and an electric motor, and a mechanical transmission unit provided in a power transmission path from the electric differential unit to a drive wheel. The present invention relates to a control device for a vehicle drive device.

  In recent years, from the viewpoint of environmental protection, it has been desired to reduce exhaust gas emissions from engines (internal combustion engines) mounted on vehicles and to improve fuel consumption rate (fuel consumption). Hybrid vehicles equipped with are put into practical use.

  A hybrid vehicle includes a driving source such as a gasoline engine or a diesel engine, and an electric motor (for example, a motor generator or a motor) that is driven by power generation or battery power by the output of the engine, and travels either or both of the engine and the electric motor. As a driving source.

  In this type of hybrid vehicle, the operating range (specifically, driving or stopping) of the engine and the electric motor is controlled based on the vehicle speed and the accelerator opening. For example, in a region where the engine efficiency is low, such as when starting or running at a low speed, the engine is stopped and the drive wheels are driven by the power of only the electric motor. Further, during normal traveling, control is performed such that the engine is driven and the driving wheels are driven by the power of the engine. Further, at the time of high load such as full-open acceleration, in addition to engine power, control is performed such that power is supplied from the battery to the electric motor and the power from the electric motor is added as auxiliary power.

As one of the driving devices of a hybrid vehicle, a first motor connected to a rotating element of a differential unit, and an engine output input to an input shaft of the differential unit are distributed to the first motor and an output shaft (transmission shaft). A power distribution mechanism that synthesizes the output of the engine and the output of the first electric motor (outputs to the transmission shaft), and an electric differential unit configured by a second electric motor coupled to the output shaft, and the like, A transmission unit (for example, a stepped transmission) that constitutes a part of a power transmission path between the electric differential unit and the output shaft of the drive device, and the generated power from the first and second motors 2. Description of the Related Art A vehicle drive device that includes a power storage device (hereinafter also referred to as a battery) that can charge and supply power to first and second electric motors is known (see, for example, Patent Document 1). In such a vehicle drive device, the electric differential unit operates as a continuously variable transmission mechanism (electric continuously variable transmission unit) by controlling the operating states of the first motor and the second motor.
JP 2005-264762 A JP 2006-262645 A JP 2006-10710 A

  By the way, in the vehicle drive device provided with the electric differential section and the transmission section described above, when there is a power-on downshift request, the input shaft of the transmission section is reduced in order to reduce the engagement shock during the downshift. Torque down control is implemented. The speed change portion input shaft torque reduction during the shift is limited to the second electric motor connected to the output shaft of the electric differential portion (the input shaft of the speed change portion) when there is no charge limitation (input limit Win) to the battery. It is implemented in. On the other hand, when there is a charge restriction on the battery, the torque down amount (charge amount) by the second electric motor is restricted, and therefore the transmission unit input shaft torque down amount may be insufficient in the control of only the second electric motor. In order to compensate for the torque down shortage, in the conventional control, power reduction (torque down) of the engine that is the drive source is performed to reduce the transmission unit input shaft torque, but the engine power is reduced during the shift. And the driving force responsiveness after shifting may be deteriorated. Such a problem is not disclosed and is an unknown matter.

  The present invention has been made in view of such circumstances, and in the control device for a vehicle drive device including the above-described electric differential unit and the transmission unit, the battery is used when the downshift of the transmission unit is performed. An object of the present invention is to realize a control capable of ensuring the driving force responsiveness after the shift while reducing the engagement shock during the shift even when charging to the vehicle is restricted.

-Solving principle-
The solution principle of the present invention devised in order to achieve the above object is that, in a control device for a vehicle drive device including an electric differential unit and a transmission unit, a transmission unit input shaft when charging to the power storage device is limited. Power consumption (discharge) by the electric motor (third electric motor) connected to the power source so that the torque reduction amount of the electric motor (second electric motor) connected to the rotating element of the differential unit is not limited when the torque reduction is performed. By controlling the charging limitation of the power storage device to the release side, the transmission unit input shaft torque down control can be performed only by the second electric motor.

-Solution-
Specifically, the present invention is an electric type in which the differential state between the input shaft rotational speed and the output shaft rotational speed is controlled by controlling the operating state of the first electric motor connected to the rotating element of the differential unit. A differential unit, a power source (hereinafter also referred to as an engine) connected to the input shaft, a third electric motor connected to the input shaft, and an output shaft of the vehicle drive device from the electric differential unit A speed change part that constitutes a part of the power transmission path between the second part, a second electric motor coupled to the rotating element of the differential part, and charging of generated power from the first to second electric motors; It is premised on a control device for a vehicle drive device including a power storage device (hereinafter also referred to as a battery) capable of supplying power to the first to second to third electric motors. In the drive device, when the charging of the power storage device is limited, If there is axial torque reduction request is characterized by performing the power consumption by the torque control and the third electric motor of the first or second electric motor.

  In the present invention, the torque reduction of the input shaft of the transmission unit is performed to reduce the engagement shock during the transmission of the transmission unit.

  As a specific configuration of the present invention, when the power consumption by the third motor is performed, the output of the power source is reduced in consideration of the torque generated by the power consumption (the positive output torque of the third motor). Can be mentioned. In addition, the power consumption by the third motor is controlled in consideration of the torque down amount of the second motor, and the power consumption timing by the third motor is controlled in consideration of the torque down timing of the second motor. Can do. Furthermore, a configuration in which the power consumption amount at the start or end of power consumption by the third motor and the power consumption start or end timing are controlled so as to compensate for the response delay of the drive source can be mentioned.

  As another specific configuration of the present invention, the differential unit is a planetary gear device, and the electric differential unit operates as a continuously variable transmission mechanism by controlling an operating state of an electric motor. Can be mentioned. A specific example of the transmission unit (mechanical transmission unit) that constitutes a part of the power transmission path is a stepped transmission.

  Next, the operation of the present invention will be described.

  First, in the present invention, the transmission unit input shaft torque down control is performed to reduce the engagement shock during the power-on down shift (the end of the shift). If there is no charge limit (input limit Win) to the battery when the transmission unit input shaft torque down control is performed, the transmission unit input shaft torque down control is performed only by the second electric motor. On the other hand, at the time of battery charge restriction, power consumption by a third motor connected to the input shaft (hereinafter also referred to as engine shaft) of the electric differential unit is performed to control the battery charge restriction to the release side. Since the torque reduction amount of the second motor is not limited by such power consumption by the third motor, the transmission unit input shaft torque-down control is performed only on the second motor as in the case where there is no limit on charging the battery. Thus, the transmission unit input shaft torque at the end of the shift can be instantaneously raised. As a result, the driving force responsiveness after shifting can be improved.

  Next, power consumption by the third electric motor will be described. First, the difference (torque down) between the shift unit input shaft torque down amount necessary for reducing the engagement shock during gear shifting and the torque down amount of the second motor that can be achieved with the current battery charge limit (allowable maximum charging power). Insufficient amount) is obtained, and the amount of electric power corresponding to this insufficient torque-down amount (charging power required to perform torque-down of the second motor) is calculated. When the power consumption of the battery is performed with the calculated power amount in this way, the torque reduction amount of the second electric motor is not limited, so that the calculated electric energy is consumed by the third electric motor (positive torque output). If it controls to this, it will become possible to implement transmission part input shaft torque down control only by the 2nd electric motor.

  Here, when the power consumption by the third electric motor is performed as described above, the torque of the input shaft (engine shaft) of the electric differential unit increases by the positive torque of the third electric motor. Then, by executing the engine torque reduction, the engine shaft torque can be made equal to the case where there is no battery charging limitation. Further, when such engine torque reduction is performed, the return of the engine torque (return from the down) is delayed compared to the torque of the second electric motor. Therefore, the third electric motor is compensated for the response delay of the engine torque. Control the operation of Specifically, the fluctuation of the engine shaft torque is suppressed by delaying the timing for returning the torque of the third electric motor in consideration of the delay of the engine torque. Further, when the torque of the third electric motor is returned to the original value, if the control (sweep control) of gradually reducing the torque with a predetermined gradient is performed, the fluctuation of the engine shaft torque can be more effectively suppressed. . Similarly, the power consumption amount and the power consumption start timing at the time of starting the power consumption by the third motor may be controlled to compensate for the response delay of the engine torque.

  According to the present invention, the electric differential unit that controls the differential state between the input shaft rotational speed and the output shaft rotational speed by controlling the operating state of the first electric motor, and the input shaft is connected In a vehicle drive device that includes a power source, a second electric motor coupled to a rotating element of a differential unit, a transmission that forms part of a power transmission path, and a power storage device, charging limitation of the power storage device In some cases, when the transmission unit input shaft torque is reduced, the charging limit of the power storage device is controlled to the release side by the power consumption by the third motor connected to the power source so that the torque reduction amount of the second motor is not limited. Therefore, the transmission unit input shaft torque down control can be performed only by the second electric motor. As a result, it is possible to reduce the shift shock and improve the driving force response after the shift.

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

-Vehicle drive system-
FIG. 1 is a skeleton diagram showing an example of a drive device for a hybrid vehicle to which a control device of the present invention is applied.

  The drive device 1 of this example is used for an FR (front engine / rear drive) type vehicle, and is an engine (for example, a gasoline engine) 10 as a driving power source for traveling, an electrical differential unit 20, and a machine. The transmission includes a transmission 30 and the like, and transmits power to a pair of drive wheels 3 (see FIG. 5) through a differential gear device (final reduction gear) 2 and a pair of axles in order. In addition, since the drive device 1 is symmetrically configured with respect to its axis, the lower side is omitted in the portion representing the drive device 1 in FIG.

  The drive device 1 is connected directly to an input shaft 11 disposed on a common axis in a transmission case 1A (hereinafter also referred to as a case 1A) as a non-rotating member attached to the vehicle body, and the input shaft 11 Alternatively, an electric differential unit 20 indirectly connected via a pulsation absorbing damper (vibration damping device) (not shown), and a transmission shaft (output shaft) 22 between the electric differential unit 20 and the output shaft 12. And a mechanical speed changer 30 connected in series via each other. A crankshaft that is an output shaft of the engine 10 is coupled to the input shaft 11 of the drive device 1 (the drive source shaft of the electric differential unit 20). Further, the rotation shaft of the third electric motor MG3 is connected to the input shaft 11 of the drive device 1. The third electric motor MG3 is used to increase / decrease the rotational speed of the engine 10 when the engine 10 is started / stopped.

−Electric differential section−
The electric differential unit 20 is a mechanical mechanism that mechanically distributes / synthesizes the output of the engine 10 input to the first electric motor MG1 and the input shaft 11, and outputs the output of the engine 10 to the first electric motor MG1 and A power distribution mechanism 21 that distributes to the transmission shaft 22 or combines the output of the engine 10 and the output of the first electric motor MG1 and outputs it to the transmission shaft 22, and is provided to rotate integrally with the transmission shaft 22. And a second electric motor MG2. The first electric motor MG1 and the second electric motor MG2 in this example are motor generators that function as an electric motor (drive source) and also as a generator.

  The power distribution mechanism 21 includes, for example, a single pinion type first planetary gear device 21 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The first planetary gear unit 21 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element. When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

  In the power distribution mechanism 21, the first carrier CA 1 is connected to the input shaft 11, that is, the engine 10, the first sun gear S 1 is connected to the first electric motor MG 1, and the first ring gear R 1 is connected to the transmission shaft 22. . The switching brake B0 is provided between the first sun gear S1 and the transmission case 1A, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1.

  When the switching clutch C0 and the switching brake B0 are released, the first sun gear S1, the first carrier CA1, and the first sun gear S1 are in a differential state in which differential action is possible so that they can rotate relative to each other. Is distributed to the first electric motor MG1 and the transmission shaft 22, and a battery (HV battery) 70 is charged with electric energy generated from the first electric motor MG1 with a part of the output of the distributed engine 10, and Since the second electric motor MG2 is rotationally driven, for example, a continuously variable transmission state is set, and the rotation of the transmission shaft 22 is continuously changed regardless of the predetermined rotation of the engine 10. That is, the differential state in which the electric differential unit 20 electrically changes the speed ratio γ0 (the rotational speed of the input shaft 11 / the rotational speed of the transmission shaft 22) from the minimum value γ0min to the maximum value γ0max, for example, the gear ratio. It functions as an electrical continuously variable transmission in which γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max0.

  In such a state, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged during traveling of the vehicle by the output of the engine 10, the first planetary gear device 21 is moved. Since the three elements S1, CA1, and R1 constituting the non-differential state in which the elements rotate integrally and the rotational speed Ne of the engine 10 and the rotational speed of the transmission shaft 22 coincide with each other, the electric differential unit 20 is changed in speed. A constant transmission state is set, which functions as a transmission in which the ratio γ0 is fixed to “1”.

  Next, when the switching brake B0 is engaged instead of the switching clutch C0, the first sun gear S1 enters a non-rotating state (non-differential state), and the first ring gear R1 is rotated at a higher speed than the first carrier CA1. Therefore, the electric differential unit 20 is set to a constant transmission state that functions as a speed increasing transmission in which the speed ratio γ0 is fixed to a value smaller than “1”, for example, about 0.7.

  As described above, in this example, the switching clutch C0 and the switching brake B0 have the continuously variable transmission state in which the electric differential unit 20 operates as an electric continuously variable transmission whose gear ratio can be continuously changed; A locked state in which the change of the gear ratio is locked while the continuously variable transmission is not operated without being operated as a continuously variable transmission, that is, a constant transmission that can be operated as a single-stage or multiple-stage transmission of one or two kinds of gear ratios. It functions as a differential state switching device that selectively switches between states.

-Mechanical transmission-
The mechanical transmission unit 30 is a stepped automatic transmission, and includes a single pinion type second planetary gear unit 31, a single pinion type third planetary gear unit 32, and a single pinion type fourth planetary gear unit. A device 33 is provided.

  The second planetary gear unit 31 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example.

  The third planetary gear device 32 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so that it can rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”.

  The fourth planetary gear unit 33 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example.

  The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, and the number of teeth of the fourth sun gear S4 is If the number of teeth of ZS4 and the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the mechanical transmission unit 30 of this example, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission shaft 22 via the second clutch C2, and the first brake B1. Is selectively connected to the case 1A. The second carrier CA2 is selectively connected to the case 1A via the second brake B2, and the fourth ring gear R4 is selectively connected to the case 1A via the third brake B3. Further, the second ring gear R2, the third carrier CA3 and the fourth carrier CA4 are integrally connected to the output shaft 12, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first. It is selectively connected to the transmission shaft 22 via the clutch C1.

  The switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 are hydraulic types that are often used in conventional automatic transmissions for vehicles. A friction engagement element, for example, a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one or two bands wound around the outer peripheral surface of a rotating drum One end is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting members on both sides on which the brake is interposed.

  In the drive device 1 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, Any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is achieved by selectively engaging the second brake B2 and the third brake B3. A gear ratio γ (γ = input shaft rotational speed Nin /) that changes substantially in an equivalence ratio when one gear stage is selectively established and a reverse gear stage (reverse gear stage) or neutral is selectively established. The output shaft speed Nout) is obtained for each gear stage.

  In particular, in this example, the electric differential unit 20 is provided with a switching clutch C0 and a switching brake B0, and either one of the switching clutch C0 or the switching brake B0 is engaged, In addition to the above-described continuously variable transmission state operable as a continuously variable transmission, the unit 20 can constitute a constant transmission state operable as a transmission having a constant gear ratio. Therefore, in the drive device 1 of this example, the electric differential unit 20 and the mechanical transmission unit 30 that are set to the constant transmission state by engaging either the switching clutch C0 or the switching brake B0 are stepped. A transmission is configured, and the continuously variable transmission is configured by the electric differential unit 20 and the mechanical transmission unit 30 that are brought into a continuously variable transmission state by releasing both the switching clutch C0 and the switching brake B0.

  For example, when the drive device 1 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to the maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage (1st) of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. For example, the second gear (2nd) that is about “2.180” is established.

  Further, the third speed gear stage (3rd) in which the gear ratio γ3 is smaller than the second speed gear stage, for example, about “1.424” due to the engagement of the switching clutch C0, the first clutch C1, and the first brake B1. ) Is established, and the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2 results in the fourth speed gear having a gear ratio γ4 that is smaller than the third speed gear stage, for example, about “1.000”. Stage (4th) is established. Further, by engaging the first clutch C1, the second clutch C2, and the switching brake B0, the fifth speed gear stage (5th) in which the gear ratio γ5 is smaller than the fourth speed gear stage, for example, about “0.705”. ) Holds.

  On the other hand, due to the engagement of the second clutch C2 and the third brake B3, the gear ratio γR is a value between the first gear (1st) and the second gear (2nd), for example, about “3.209”. The reverse gear stage (R) is established. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  On the other hand, when the drive device 1 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 are released as shown in the engagement table of FIG. As a result, the electrical differential unit 20 functions as a continuously variable transmission, and the mechanical transmission unit 30 connected in series to the electrical differential unit 20 functions as a stepped transmission, thereby providing a mechanical transmission. For each of the first speed gear stage, the second speed gear stage, the third speed gear stage, and the fourth speed gear stage of the unit 30, the rotational speed input to the mechanical transmission unit 30, that is, the transmission shaft 22 The rotational speed is changed steplessly, and each gear stage has a stepless transmission ratio width. As a result, the gear ratio between the gear stages of the mechanical transmission unit 30 becomes a gear ratio that can be continuously changed steplessly, and the total gear ratio γT of the drive device 1 as a whole can be obtained steplessly.

  FIG. 3 shows a drive device 1 including an electric differential unit 20 that functions as a continuously variable transmission unit or a first transmission unit, and a mechanical transmission unit 30 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotation speed of each rotation element from which a connection state differs for every gear stage is shown.

  The collinear chart of FIG. 3 is a two-dimensional coordinate indicating the relative relationship of the gear ratio ρ of each planetary gear device 21, 31, 32, 33 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. The lower horizontal line X1 of the three horizontal axes indicates the rotational speed “0”, and the upper horizontal line X2 indicates the rotational speed “1.0”, that is, the engine speed Ne of the engine 10 connected to the input shaft 11. The horizontal axis XG indicates the rotational speed of the transmission shaft 22.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 21 constituting the electric differential section 20 correspond to the second rotation element (second element) RE2 in order from the left side. It shows the relative rotational speed of the first ring gear R1 corresponding to the first sun gear S1, the first carrier CA1 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3. These intervals are determined according to the gear ratio ρ1 of the first planetary gear unit 21. That is, if the interval between the vertical lines Y1 and Y2 corresponds to “1”, the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio ρ1.

  Further, the five vertical lines Y4, Y5, Y6, Y7, and Y8 of the mechanical transmission unit 30 correspond to the fourth rotating element (fourth element) RE4 in order from the left, and are connected to each other. Representing the sun gear S2 and the third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to the seventh rotation element (seventh element) RE7 and coupled to each other are represented, and corresponding to the eighth rotation element (eighth element) RE8. And the third ring gear R3 and the fourth sun gear S4 which are connected to each other, and the distance between them is the gear ratio ρ2, ρ3 of the three planetary gear devices (second to fourth) 31, 32, 33. Defined according to ρ4That is, as shown in FIG. 3, for each planetary gear unit (second to fourth) 31, 32, 33, the distance between the sun gear and the carrier corresponds to 1, and the distance between the carrier and the ring gear is It corresponds to ρ.

  If expressed using the collinear diagram of FIG. 3, the driving device 1 of this example is one of the three rotating elements (elements) of the first planetary gear device 21 in the electric differential section (continuously variable transmission section) 20. The first rotary element RE1 (first carrier CA1) is connected to the input shaft 11, and is selectively connected to the first sun gear S1 that is one of the other rotary elements via the switching clutch C0. . A second rotating element RE2 (first sun gear S1), which is one of the other rotating elements, is connected to the first electric motor MG1 and selectively connected to the transmission case 1A via the switching brake B0. Further, the third rotating element RE3 (first ring gear R1), which is the remaining rotating element, is connected to the transmission shaft 22 and the second electric motor MG2, and the rotation of the input shaft 11 is mechanically transmitted through the transmission shaft 22. It is configured to transmit (input) to (stepped transmission) 20. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

  For example, when switching to the continuously variable transmission state by releasing the switching clutch C0 and the switching brake B0 is indicated by the intersection of the straight line L0 and the vertical line Y1 by controlling the reaction force generated by the power generation of the first electric motor MG1. When the rotation of the first sun gear S1 is increased or decreased, the rotation speed of the first ring gear R1 indicated by the intersection of the straight line L0 and the vertical line Y3 is decreased or increased. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the three rotating elements are in a locked state in which they rotate together, so that the straight line L0 coincides with the horizontal line X2, and the engine The transmission shaft 22 rotates at the same rotation as the rotation speed Ne. When the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 is in the state shown in FIG. 3, and the first ring gear R1, that is, the transmission indicated by the intersection of the straight line L0 and the vertical line Y3. The rotational speed of the shaft 22 is input to the automatic transmission unit 20 at a speed increased from the engine speed Ne.

  In the mechanical transmission unit 30, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the vertical line Y8 indicating the rotational speed of the eighth rotating element RE8 and the horizontal line X2 An oblique straight line L1 passing through the intersection and the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 12. The rotational speed of the output shaft 12 of the first speed is shown at the intersection with.

  Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2, and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 12. The rotational speed of the output shaft 12 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotating element RE7 connected to the output shaft 12 The rotation speed of the output shaft 12 at the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2 The rotational speed of the output shaft 12 at the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the rotational speed 12.

  In the first to fourth speeds, since the switching clutch C0 is engaged, the power from the electric differential unit 20 is input to the eighth rotating element RE8 at the same rotational speed as the engine rotational speed Ne. . On the other hand, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the electric differential unit 20 is input at a higher rotational speed than the engine rotational speed Ne. The fifth speed at the intersection of the horizontal straight line L5 determined by the engagement of the two clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 12. The rotational speed of the output shaft 12 is shown. Further, the vehicle travels backward at the intersection of an oblique straight line LR determined by engaging the second clutch C2 and the third brake B3 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 12. The rotational speed of the output shaft 12 of R is shown.

  The drive device 1 described above is controlled by an ECU (Electronic Control Unit) 100 (see FIG. 5).

-ECU-
The ECU 100 includes a CPU, a ROM, a RAM, a backup RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM, thereby causing the engine 10 and the first electric motor. Each drive control of MG1, 2nd electric motor MG2, and 3rd electric motor MG3 and drive control, such as the shift control of the mechanical transmission part 30, are performed.

  The ECU 100 receives a signal representing the coolant temperature of the engine 10, a signal representing the shift position, and a signal representing the engine rotational speed Ne, which is the rotational speed of the output shaft (crank position) of the engine 10, from the various sensors and switches shown in FIG. , A signal representing the rotational speed of the first electric motor MG1, a signal representing the rotational speed of the second electric motor MG2, a signal representing the rotational speed of the third electric motor MG3, a signal for instructing an M (EV traveling) mode, and an operation of the air conditioner An air conditioner signal, a vehicle speed signal corresponding to the rotation speed of the output shaft 12, an oil temperature signal indicating the hydraulic oil temperature of the mechanical transmission unit 30, a signal indicating a side brake operation, a signal indicating a foot brake operation, and a temperature of the battery 70 Battery temperature signal, accelerator opening signal indicating the amount of accelerator pedal operation, cam angle signal, snow mode setting signal indicating snow mode setting, vehicle Acceleration signal indicating longitudinal acceleration, vehicle weight signal indicating vehicle weight, presence / absence of stepped switch operation for switching electric differential unit 20 to a constant shift state in order to cause drive device 1 to function as a stepped transmission , A signal indicating the presence or absence of a continuously variable switch operation for switching the electric differential unit 20 to the continuously variable transmission state in order to cause the drive device 1 to function as a continuously variable transmission, and the like.

  Further, from the ECU 100, a drive signal to the throttle motor for operating the throttle valve opening (throttle opening) of the engine 10, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric air conditioner are operated. Electric air conditioner drive signal, ignition signal for instructing the ignition timing of the engine 10, command signals for instructing the operation of the first electric motor MG1, the second electric motor MG2 and the third electric motor MG3, a shift position for operating the shift indicator (operation Position) display signal, gear ratio display signal for displaying the gear ratio, snow mode display signal for displaying the snow mode, ABS operation for operating the ABS actuator to prevent wheel slipping during braking Signal, M mode display signal to display that M mode is selected, Electric differential 20 and a valve command signal for operating a solenoid valve included in the hydraulic control circuit 200 to control the hydraulic actuator of the hydraulic friction engagement element of the mechanical transmission unit 30, and an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 200 A drive command signal for operating the motor, a signal for driving the electric heater, a signal to the cruise control control computer, and the like are output.

  Next, the main part of the control function of the ECU 100 will be described with reference to FIG.

  The ECU 100 includes a switching control unit 101, a hybrid control unit (HB control unit) 102, a stepped shift control unit 103, an acceleration side gear stage determination unit 104, a shift diagram storage unit 105, an engine control unit 106, and the like. ing.

  The switching control unit 101 includes a high vehicle speed determination unit 111, a high output travel determination unit 112, and an electric path function determination unit 113, and controls the drive device 1 based on the vehicle state between the continuously variable transmission state and the stepped gear. Selectively switch to one of the shift states.

  The high vehicle speed determination unit 111 determines whether or not the vehicle state of the hybrid vehicle, for example, the actual vehicle speed V is higher than a determination vehicle speed V1 that is a predetermined high speed travel determination value for determining high speed travel. To do.

  The high output travel determination unit 112 is a preset high output for determining the high output travel based on the vehicle state of the hybrid vehicle, for example, the driving force related value related to the driving force, for example, the output torque Tout of the mechanical transmission unit 30. It is determined whether or not a high torque (high driving force) traveling that is equal to or greater than a determination output torque T1 that is a traveling determination value is determined.

  The electric path function determination unit 113 determines a vehicle condition for setting the drive device 1 in a continuously variable transmission state, for example, a failure determination condition for determining a decrease in the function of the control device, for example, generation of electric energy in the first electric motor MG1. The function degradation of the equipment related to the electrical path from when the electrical energy is converted to mechanical energy, that is, the failure of the first motor MG1, the second motor MG2, the inverter 60, the battery 70, the transmission path connecting them, Judgment is made on the basis of failure (failure) or occurrence of malfunction or malfunction due to low temperature.

  The driving force-related value is a parameter that corresponds to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque and driving force at the driving wheels 3, but also the output torque Tout of the mechanical transmission unit 30, the engine, for example. Actual values such as torque Te, vehicle acceleration, engine torque Te calculated by, for example, accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed Ne, It may be an estimated value such as a required driving force calculated based on an accelerator pedal operation amount or a throttle opening. The driving torque may be calculated from the output torque Tout and the like in consideration of the differential ratio, the radius of the driving wheel 3, and the like, or may be directly detected by, for example, a torque sensor. The same applies to the other torques described above. That is, the high output travel determination unit 112 determines the high output travel of the vehicle based on the driving force related parameter that directly or indirectly indicates the driving force of the vehicle.

  The speed-increasing gear stage determination unit 104 determines whether to engage the switching clutch C0 or the switching brake B0 when the drive device 1 is in the stepped speed change state, for example, based on the vehicle state described below. It is determined whether or not the gear position to be shifted of the drive device 1 is a speed-increasing gear, for example, a fifth gear, according to the shift diagram (FIG. 6). This is because when the entire drive device 1 functions as a stepped automatic transmission, the switching clutch C0 is engaged at the first to fourth speeds, or the switching brake B0 is engaged at the fifth speed. It is to be made to be made.

  Next, a shift diagram will be described with reference to FIG. The shift diagram shown in FIG. 6 is a two-dimensional map for obtaining the target gear stage and the like using the vehicle speed V and the output torque Tout, which is a driving force related value, as parameters, and the shift diagram storage unit 105 ( (See FIG. 5). In the shift diagram shown in FIG. 6, the shift-up line (shift line) is indicated by a solid line, and the shift-down line (shift line) is indicated by a broken line. Moreover, the area | region within a thick line has shown the electric motor driving | running | working area | region (EV driving | running | working area | region).

  In the shift diagram of FIG. 6, the alternate long and short dash line indicates a determination vehicle speed V1 and a determination output torque T1 that define predetermined conditions for determining the stepped control region and the stepless control region, and the determination is a high vehicle speed determination value. A series of vehicle speeds V1 and a high vehicle speed judgment line and a series of high output running judgment lines that are series of judgment output torques T1 that are high output running judgment values are shown. 6 is set based on the relationship (boundary line) between the stepless control region and the stepped control region using the engine speed Ne and the engine torque Te shown in FIG. 7 as parameters, for example. . In the shift diagram of FIG. 6, hysteresis is provided for the determination of the stepped control region and the stepless control region as indicated by the two-dot chain line with respect to the one-dot chain line.

  The stepless control region and the stepped control region may be determined based on the relationship diagram of FIG. 7 based on the actual engine speed Ne and the engine torque Te.

  The switching control unit 101 shown in FIG. 5 has a high vehicle speed determination by the high vehicle speed determination unit 111 as a predetermined condition, a high output travel determination by the high output travel determination unit 112, that is, a high torque determination, and an electric path function by the electric path function determination unit 113. Based on the occurrence of at least one of the failure determinations, it is determined that the drive device 1 is a stepped shift control region for switching to the stepped shift state, and the hybrid control unit 102 is controlled to perform hybrid control or stepless control. A signal for disabling or prohibiting the shift control is output, and the stepped shift control unit 103 is permitted to perform a shift control at a preset stepped shift.

  At this time, the stepped shift control unit 103 executes automatic shift control of the mechanical transmission unit 30 according to the shift diagram shown in FIG. 6 stored in the shift diagram storage unit 105. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices, that is, the clutches C0, C1, C2, and the brakes B0, B1, B2, B3 selected in the shift control at this time. The power distribution mechanism 21 and the mechanical transmission unit 30 function as a stepped automatic transmission, and a gear position is achieved according to the engagement table shown in FIG.

  For example, even if the high vehicle speed determination by the high vehicle speed determination unit 111, the fifth speed gear determination by the acceleration side gear determination unit 104, or the high output travel determination by the high output travel determination unit 112, the acceleration side gear When the determination unit 104 determines the fifth speed gear stage, the switching control unit 101 is used to obtain a speed-increasing gear stage having a gear ratio smaller than 1.0, that is, a so-called overdrive gear stage, as a whole. Hydraulically controls a command to release the switching clutch C0 and engage the switching brake B0 so that the electric differential unit 20 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. Output to the circuit 200.

  In addition, when the high output travel determination unit 112 determines that the high output travel determination or the speed increasing side gear stage determination unit 104 determines that the gear is not the fifth speed gear stage, the gear ratio of the drive device 1 as a whole is 1.0 or more. In order to obtain the reduction gear stage, the switching control unit 101 engages the switching clutch C0 so that the electric differential unit 20 functions as an auxiliary transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. And a command to release the switching brake B0 is output to the hydraulic control circuit 200.

  As described above, the switching control unit 101 switches the driving device 1 to the stepped gear shift state based on the predetermined condition, and selectively switches to one of the two types of gear shift states in the stepped gear shift state. As a result, the electric differential unit 20 functions as a sub-transmission, and the mechanical transmission unit 30 in series functions as a stepped transmission, whereby the entire drive device 1 functions as a stepped automatic transmission. To do.

  For example, the determination vehicle speed V1 is set so that when the driving device 1 is in a continuously variable transmission state during high-speed traveling, the driving device 1 is in a step-variable shifting state during high-speed traveling so as to suppress deterioration of fuel consumption. Is set to The determination torque T1 is, for example, from the first electric motor MG1 in order to reduce the size of the first electric motor MG1 without causing the reaction force torque of the first electric motor MG1 to correspond to the high output range of the engine 10 in the high output traveling of the vehicle. It is set in accordance with the characteristics of the first electric motor MG1 that can be disposed with a reduced maximum output of electric energy.

  On the other hand, when the switching control unit 101 does not generate any of the high vehicle speed determination by the high vehicle speed determination unit 111, the high output travel determination by the high output travel determination unit 112, or the determination of electric path malfunction by the electric path function determination unit 113. Is determined to be a continuously variable transmission control region in which the driving device 1 is switched to a continuously variable transmission state, and the electric differential unit 20 is continuously variable to obtain a continuously variable transmission state as a whole of the driving device 1. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 200 so that the continuously variable transmission is possible. At the same time, a signal for permitting hybrid control is output to the hybrid control unit 102, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control unit 103, or Then, a signal for permitting the automatic transmission of the mechanical transmission unit 30 according to the transmission line diagram (FIG. 6) stored in advance in the transmission line diagram storage unit 105 is output. In this case, automatic transmission is performed by the stepped shift control unit 103 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG.

  Thus, the electric differential unit 20 switched to the continuously variable transmission state based on the predetermined condition by the switching control unit 101 functions as a continuously variable transmission, and the mechanical transmission unit 30 in series therewith is a stepped transmission. As a result, it is possible to obtain a driving force of an appropriate magnitude, and at the same time, for each of the first, second, third, and fourth gear stages of the mechanical transmission unit 30, The rotation speed input to the transmission unit 30, that is, the rotation speed of the transmission shaft 22 is changed steplessly, and each gear stage has a stepless transmission ratio width. Accordingly, the gear ratio between the gear stages can be continuously changed continuously, and the drive device 1 as a whole is in a continuously variable speed state, and the total gear ratio γT can be obtained continuously.

  The hybrid control unit 102 operates the engine 10 in an efficient operating range, and changes the distribution of driving force between the engine 10 and the first electric motor MG1 and / or the second electric motor MG2 so as to be optimized. For example, at the traveling vehicle speed at that time, the driver's required output is calculated from the accelerator pedal operation amount and the vehicle speed, and the required driving force is calculated from the required output and the required charging value. Further, the engine speed Ne and the total output are calculated, and based on the total output and the engine speed Ne, the engine 10 is controlled so as to obtain the engine output, and the power generation amount of the first electric motor MG1 is controlled. .

  Further, the hybrid control unit 102 executes control in consideration of the gear position of the mechanical transmission unit 30, or issues a shift command to the mechanical transmission unit 30 for improving fuel consumption. In such hybrid control, the engine speed Ne for operating the engine 10 in an efficient operating range is matched with the rotational speed of the transmission shaft 22 determined by the vehicle speed and the gear stage of the mechanical transmission unit 30. The distribution mechanism 21 is caused to function as an electric continuously variable transmission. That is, the hybrid control unit 102 obtains a target value of the total gear ratio γT of the drive device 1 so that the engine 10 operates based on an optimum fuel consumption rate curve that achieves both drivability and fuel consumption during continuously variable speed travel. The speed ratio γ0 of the power distribution mechanism 21 is controlled so that the target value is obtained, and the total speed ratio γT is controlled within the changeable range of the speed change, for example, 13 to 0.5.

  At this time, the hybrid control unit 102 supplies the electric energy generated by the first electric motor MG1 to the battery 70 and the second electric motor MG2 through the inverter 60, so that the main part of the power of the engine 10 is mechanically transferred to the transmission shaft 22. Although transmitted, a part of the motive power of the engine 10 is consumed for power generation by the first electric motor MG1 and converted into electric energy. This electric energy is supplied to the second electric motor MG2 or the first electric motor MG1 via the inverter 60, and is transmitted from the second electric motor MG2 or the first electric motor MG1 to the transmission shaft 22 of the electric differential section 20. An electric path from conversion of part of the power of the engine 10 to electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor MG2 Composed.

  Further, the hybrid control unit 102 can drive the motor by the electric CVT function of the electric differential unit 20 regardless of whether the engine 10 is stopped or in an idle state. Furthermore, the hybrid control unit 102 operates the first electric motor MG1 and / or the second electric motor MG2 even when the electric differential unit 20 is in the stepped gear shifting state (constant gear shifting state) while the engine 10 is stopped. It can also be run. Note that the hybrid control unit 102 also performs a process of feedback-controlling the influence on the input shaft 11 by the control of the first electric motor MG1 and the second electric motor MG2 for the third electric motor MG3.

  The engine control unit 106 executes various controls of the engine 10 including throttle valve opening control (intake air amount control), fuel injection amount control, ignition timing control, and the like.

  Here, in addition to the various controls described above, ECU 100 executes “transmission unit input shaft torque down control (including control of third electric motor MG3)” described later.

-Shift operation device-
Next, a shift operation device which is a manual transmission operation device will be described with reference to FIG.

  The shift operation device 80 of this example includes a shift lever 81 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions.

  For example, as shown in the engagement operation table of FIG. 2, the shift lever 81 is in a neutral state (neutral state) in which both the clutch C <b> 1 and the clutch C <b> 2 are released and the power transmission path in the mechanical transmission unit 30 is blocked. At the same time, the parking position “P (parking)” for locking the output shaft 12 of the mechanical transmission unit 30, the reverse traveling position “R (reverse)” for reverse traveling, and the power transmission path in the drive device 1 are interrupted. The neutral position “N (neutral)”, the forward automatic shift travel position “D (drive)”, or the forward manual shift travel position “M (manual)” is manually operated. It is provided as follows.

  The “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling, and the “R” position, the “D” position, and the “M” position are selected when the vehicle is traveling. It is a running position. Further, the “D” position is also the highest speed traveling position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine braking effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and when the shift lever 81 is operated to the “M” position, “ Any one of the “D” range to the “L” range is changed according to the operation of the shift lever 81. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the longitudinal direction of the vehicle, and the shift lever 81 has their upshift position “+”. Alternatively, when the downshift position “−” is operated, the range is switched from the “D” range to the “L” range.

  For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the gear ratio is the minimum side) in the change range of the total gear ratio γT in which the automatic shift control of the drive device 1 is possible The speed range of the gear stage (gear stage) is limited so that the maximum speed side gear stage in which the mechanical transmission unit 30 can change the speed is different. is there.

  The shift lever 81 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operation device 80 is provided with a shift position sensor (see FIG. 4) for detecting each shift position of the shift lever 81. The shift position of the shift lever 81, the number of operations at the “M” position, etc. Is output to the ECU 100.

  For example, when the “D” position is selected by operating the shift lever 81, the switching control unit 101 performs automatic switching control of the shift state of the driving device 1 based on the shift diagram of FIG. The continuously variable transmission control of the electric differential unit 20 is executed by the unit 102, and the automatic transmission control of the mechanical transmission unit 30 is executed by the stepped transmission control unit 103. For example, when the drive device 1 is switched to the stepped speed change state, the drive device 1 is automatically controlled to shift within the range of the first gear to the fifth gear, for example, as shown in FIG. When the driving device 1 is in a continuously variable speed driving state where the driving device 1 is switched to a continuously variable transmission state, the driving device 1 has a continuously variable transmission ratio width of the electric differential unit 20 and the first to fourth gears of the mechanical transmission unit 30. Automatic shift control is performed within the change range of the total gear ratio γT that can be shifted of the drive device 1 obtained by each gear stage that is automatically controlled in the range of the speed gear stage. The “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which the automatic shift control of the drive device 1 is executed.

  On the other hand, when the “M” position is selected by operating the shift lever 81, the switching control unit 101, the hybrid control unit 102, and the presence are set so as not to exceed the maximum speed side shift speed or gear ratio of the shift range. Automatic shift control is performed by a step shift control unit 103 within a range of a total gear ratio γT that can be shifted in each shift range of the drive device 1. For example, when the driving device 1 is switched to the stepped speed change state, the driving device 1 is automatically controlled in the range of the total gear ratio γT in which the driving device 1 can change the speed in each speed range, or the driving device 1 In the continuously variable speed driving in which the gear is switched to the continuously variable speed state, the drive device 1 determines the stepless gear ratio range of the electric differential section 20 and the shift speed of the mechanical transmission section 30 corresponding to each shift range. The automatic shift control is performed in the range of the total gear ratio γT that can be shifted in each shift range of the drive device 1 obtained by each gear stage that is automatically controlled in the range. The “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which the manual shift control of the drive device 1 is executed.

-Transmission unit input shaft torque down control-
First, in the hybrid vehicle drive device 1 shown in FIGS. 1 and 5, when there is a power-on downshift request, the torque of the input shaft of the mechanical transmission 30 is reduced in order to reduce the engagement shock during the downshift. Down (transmission unit input shaft torque down) control is implemented. Such a transmission unit input shaft torque reduction during the shift is performed only by the second electric motor MG2 connected to the input shaft of the mechanical transmission unit 30 when there is no input limitation (charging limitation) Win to the battery 70. .

  On the other hand, when there is an input restriction Win to the battery 70, the torque reduction amount (charge amount) by the second electric motor MG2 is restricted, so that the control unit only with the second electric motor MG2 lacks the transmission unit input shaft torque reduction amount. In order to compensate for the insufficient torque-down amount (see FIG. 11), in the conventional control, the power-down (torque-down) of the engine 10 is performed to reduce the transmission unit input shaft torque. When the engine 10 is powered down in this way, it is necessary to return the engine torque to the original after the end of the shift. However, as shown in FIG. 11, the response of the engine torque depends on the torque of the second electric motor MG2 (MG2 torque). ) Is poor (slow), the return of the transmission unit input shaft torque is delayed, and the driving force response after the shift may be deteriorated. Such a problem is not yet known.

  Considering such points, in this example, when there is a request for a torque reduction of the transmission unit input shaft when the input limit Win to the battery 70 is Win, the input shaft 11 (engine) is set so that the torque reduction amount of the second electric motor MG2 is not limited. By controlling the input limit Win of the battery 70 to the release side by power consumption (discharge) by the third electric motor MG3 connected to the shaft), the transmission unit input shaft torque down control is performed as in the case where there is no input limit Win. It is characterized in that it can be implemented only by the second electric motor MG2.

  The specific control will be described with reference to the flowchart of FIG. 9 and the timing chart of FIG. The control routine of FIG. 9 is repeatedly executed in the ECU 100 at predetermined time intervals.

  In step ST301, it is determined whether or not a power-on (determined by the output signal of the accelerator opening sensor) is downshifting (during shifting of the mechanical transmission unit 30), and if the determination result is affirmative determination It progresses to step ST302. When the determination result in step ST301 is negative (when the power-on down shift is not being performed), the process returns.

  In step ST302, it is determined whether or not there is a request to reduce the transmission unit input shaft torque for reducing the engagement shock during the shift. Specifically, when the differential rotation between the actual transmission unit input shaft torque during the shift and the synchronous rotational speed of the requested shift stage (shift stage after downshift) becomes a predetermined value (for example, 100 rpm) or less, It is determined that “input shaft torque down is requested” and the process proceeds to step ST303. If the determination result in step ST302 is negative, the process returns.

  In step ST303, it is determined whether or not there is an input restriction (charge restriction) Win to the battery 70. Here, the input limit Win to the battery 70 is the maximum charging power allowed by the battery 70, for example, the battery temperature of the battery 70 detected by the battery temperature sensor (see FIG. 4) and the state of charge SOC of the battery 70. It is set based on (State of Charge).

  When the determination result of step ST303 is negative, that is, when there is no input restriction Win, the transmission unit input shaft torque down control for reducing the engagement shock is performed only by the torque reduction of the second electric motor MG2. ST5).

  On the other hand, if step ST303 is affirmative, that is, if there is an input restriction Win to the battery 70, the process proceeds to step ST304. In step ST304, the input limit Win of the battery 70 is reduced by the power consumption by the third electric motor MG3 connected to the input shaft (engine shaft) of the electric differential unit 20 so that the torque reduction amount of the second electric motor MG2 is not limited. Is controlled to the release side, and the transmission unit input shaft torque down control is performed only by the second electric motor MG2. The control in step ST304 will be specifically described with reference to the timing chart of FIG.

  (1) Input restriction Win, that is, the torque reduction amount of the second electric motor MG2 restricted by the maximum charging power allowed by the battery 70, and the transmission unit input shaft torque reduction amount necessary for reducing the engagement shock during the shift. From the torque reduction shortage amount ΔTm and the torque reduction shortage amount ΔTm and the rotation speed Nm of the second electric motor MG2 to calculate the battery charging power Pm required for torque reduction of the second electric motor MG2. ΔPm = ΔTm × Nm].

  (2) The third electric motor MG3 is discharged with power ΔPs (ΔPs = ΔPm) so that ΔPm calculated by the above calculation is not limited (power consumption). At this time, the output torque (positive torque) Ts of the third electric motor MG3 is calculated from ΔPs (ΔPs = ΔPm = ΔTm × Nm) based on the arithmetic expression [Ts = (ΔTm × Nm) / Ne]. However, Ne is an engine speed.

  Then, in consideration of the output torque Ts of the third electric motor MG3 calculated in this manner, the torque reduction control of the engine 10 is performed so that the engine shaft torque (engine torque + MG3 torque) is equal to that when there is no input restriction Win. To implement. Specifically, torque reduction control of the engine 10 (for example, torque reduction due to ignition timing retardation) is performed by an amount corresponding to the output torque Ts of the third electric motor MG3, and as shown in FIG. Prevent engine shaft torque from changing suddenly at the start of torque reduction.

  (3) At the end of the shift, in order to compensate for the response delay of the engine torque, the torque Ts (MG3 torque) of the third electric motor MG3 is not immediately returned to “0” at the end of the shift, but at a predetermined sweep gradient. Gradually return to “0”. For example, assuming that the torque reduction amount per unit time is TsSweep, the torque Ts of the third electric motor MG3 is gradually reduced to “0” based on the arithmetic expression [Ts [i] = Ts [i−1] −TsSweep]. return. Such sweep control can eliminate the engine torque recovery delay.

  As described above, according to the control of this example, the third electric motor is controlled so that the torque reduction amount of the second electric motor MG2 is not limited when the transmission unit input shaft torque is reduced when the input to the battery 70 is limited. Since the charging limitation of the battery 70 is controlled to the release side by the power consumption by the MG3, the transmission unit input shaft torque down control can be performed only by the second electric motor MG2. Thus, even when the transmission unit input shaft torque is reduced to reduce the engagement shock when the input to the battery 70 is limited, the transmission unit input shaft torque at the end of the shift can be instantaneously raised. As a result, it is possible to reduce the shift shock and improve the driving force response after the shift.

  In the above example, the torque reduction amount and torque reduction start timing of the second electric motor MG2 are, for example, the degree of vehicle speed and the speed of advance, the SOC of the battery 70, the hydraulic oil temperature of the mechanical transmission 30, and the cooling of the engine 10. Control may be performed by reflecting parameters such as the water temperature, the vehicle speed, and the transmission gear ratio.

-Other embodiments-
In the above example, a planetary gear type automatic transmission with four forward speeds is used as the mechanical transmission unit 30, but the present invention is not limited to this, and planetary gear type automatic transmissions with other arbitrary speed stages are used. The transmission may be applied to the mechanical transmission unit 30. Further, the mechanical transmission unit 30 may be a continuously variable transmission.

  In the above example, the power distribution mechanism 21 of the electric differential unit 20 is configured by a set of planetary gear devices, but the present invention is not limited to this, and the power distribution mechanism of the electric differential unit is not limited to this. It may be configured by two or more planetary gear devices, and the power distribution mechanism may function as a transmission having three or more stages in a constant speed state.

  In the above example, the rotating shaft of the third electric motor MG3 is directly connected to the input shaft 11 of the driving device 1, but the present invention is not limited to this, and the third electric motor is disposed on the engine 10 side like an alternator of a normal vehicle. The form which arrange | positions MG3 and is indirectly connected with the input shaft 11 of the drive device 1 may be sufficient.

  In the above example, the example in which the present invention is applied to the control of a vehicle drive device equipped with a gasoline engine as a drive source is shown. However, the present invention is not limited to this, and another engine such as a diesel engine is installed. The present invention can also be applied to control of a vehicle drive device. Furthermore, the present invention is not limited to an FR (front engine / rear drive) type vehicle, but can also be applied to control of an FF (front engine / front drive) type vehicle or a four-wheel drive vehicle.

1 is a skeleton diagram showing a schematic configuration of a drive device for a hybrid vehicle to which the present invention is applied. 2 is an operation table when the hybrid vehicle drive device of FIG. 1 performs a stepless or stepped speed change operation. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear when the hybrid vehicle drive device of FIG. It is a figure explaining the input and output signal of ECU which controls the hybrid vehicle of FIG. It is a block diagram which shows the principal part of the control function of ECU which controls the hybrid vehicle of FIG. It is a shift diagram used for calculation of a target gear stage and switching determination between a continuously variable control region and a stepped control region. FIG. 7 is a conceptual diagram for mapping a boundary between a stepless control region and a stepped control region in FIG. 6. It is a figure which shows the shift gate of a shift operation apparatus. It is a flowchart which shows the control routine of the transmission part input shaft torque down control which ECU performs. It is a timing chart of the transmission part input shaft torque down control which ECU performs. It is a timing chart of the conventional transmission part input shaft torque down control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive apparatus 2 Differential gear apparatus 3 Drive wheel 10 Engine 11 Input shaft (input shaft of an electric differential part)
12 Output shaft (Output shaft of drive unit)
20 Electric differential part 21 Power distribution mechanism 22 Transmission shaft (output shaft of electric differential part)
MG1 1st electric motor MG2 2nd electric motor MG3 3rd electric motor 30 Mechanical transmission 60 HV battery (power storage device)
100 ECU
106 Engine control unit

Claims (7)

An electric differential unit in which a differential state between an input shaft rotational speed and an output shaft rotational speed is controlled by controlling an operating state of a first electric motor connected to a rotating element of the differential unit, and the input shaft A power source connected to the input shaft, a third electric motor connected to the input shaft, and a speed change part that constitutes a part of a power transmission path from the electric differential part to the output shaft of the vehicle drive device And a second electric motor connected to the rotating element of the differential unit, charging of generated electric power from the first to second to third electric motors, and power supply to the first to second to third electric motors. In a control device for a vehicle drive device comprising a power storage device capable of
When there is a request for torque reduction of the input shaft of the transmission unit when charging of the power storage device is limited, torque control of the first to second motors and power consumption by the third motor are performed. Control device for driving device. The control device for a vehicle drive device according to claim 1,
The control device for a vehicle drive device according to claim 1, wherein the torque reduction of the input shaft of the transmission unit is performed to reduce an engagement shock during the transmission of the transmission unit. The control device for a vehicle drive device according to claim 1 or 2,
A control device for a vehicle drive device, wherein the output of the power source is reduced in consideration of a torque generated when power is consumed by the third electric motor. In the control apparatus of the vehicle drive device as described in any one of Claims 1-3,
The power consumption by the third motor is controlled in consideration of the torque down amount of the second motor, and the power consumption timing by the third motor is controlled in consideration of the torque down timing of the second motor. A control device for a vehicle drive device. In the control apparatus of the vehicle drive device according to any one of claims 1 to 4,
The power consumption at the time of starting or ending power consumption by the third motor and the timing of starting or ending power consumption are controlled so as to compensate for the response delay of the driving source. Control device. In the control device for a vehicle drive device according to any one of claims 1 to 5,
The control unit for a vehicle drive device, wherein the transmission unit is a stepped transmission. In the control apparatus of the vehicle drive device as described in any one of Claims 1-6,
The differential unit is a planetary gear device, and the electric differential unit is configured to operate as a continuously variable transmission mechanism by controlling an operation state of an electric motor. Control device for driving device.

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