JP2009255683A - Power transmission control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission control device for preventing the deterioration of comfortability in vehicle traveling such as the generation of any noise or vibration due to the rattling sound of a gear while making a vehicle travel with the revolving speed of a power engine properly corresponding to traveling conditions. <P>SOLUTION: When the traveling circumstances of a hybrid vehicle 11 to be changed according to the change of traveling conditions do not satisfy a comfortability determination reference, the contact section of a pinion gear 23 and a ring gear 22 is moved by a power distribution mechanism 18 so that it is possible to change the transmission ratio i of a power. Thus, it is possible to maintain a comfortable traveling state by preventing the generation of any rattling sound or vibration between gears due to the variation of revolution without uselessly changing the engine revolving speed or motor revolving speed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power transmission control device that controls a power split mechanism mounted on a hybrid vehicle or the like.

  Conventionally, as a hybrid vehicle having such a power split mechanism, a first motor generator, an engine, and a drive shaft are connected to a sun gear, a carrier for revolving a pinion gear, and a ring gear of a planetary gear mechanism, respectively, and via a transmission. Thus, there has been proposed one in which a second motor generator is connected to the drive shaft. In such a hybrid vehicle, by controlling the rotation speed of the first motor generator, the rotation speed of the engine is set to a rotation speed at which the fuel efficiency is optimal, power is generated by the first motor generator, and the electric power is used. By driving the second motor generator, the necessary power can be output to the drive shaft.

  However, in a hybrid vehicle equipped with such a power split mechanism using a planetary gear mechanism, there is a slight gap in the meshing between the gear and the gear teeth are shifted by the fluctuation of the power driving the gear. Repeated collision / separation of the teeth, contact noise between parts, so-called rattling noise is generated. The gap between the gears is originally made as narrow as possible, but if it is too narrow, it will become resistance, and if it is too wide, it will become loose and difficult to operate, both of which will cause noise and vibration. And this noise and vibration impair the comfort in vehicle running.

Therefore, a hybrid vehicle equipped with a power output device that reduces such contact noise between components has been proposed (see, for example, Patent Document 1). This system suppresses the generation of rattling noise by setting the rotational speed of the power engine coupled to the input shaft of the gear tooth generating the rattling noise to be high and increasing the force for pressing the gear teeth. I am doing so.
JP 11-93725 A

  However, in the one described in Patent Document 1, the rotational speed of a predetermined power engine is changed to reduce the contact noise between components, so that the desired rotational speed may be exceeded or stopped. The speed of the power engine is not necessarily the optimum value, for example, it has to be rotated when you want to make it happen.For example, the engine speed deviates from the fuel efficiency optimal line, which leads to deterioration of fuel efficiency. there were.

  The present invention has been made to solve such a conventional problem, and is a vehicle that generates noise and vibration due to gear rattling noise while traveling at the rotational speed of a power engine appropriately corresponding to traveling conditions. It aims at providing the power transmission control apparatus which can prevent the deterioration of the comfort in driving | running | working.

  In order to achieve the above object, the power transmission control device according to the present invention is (1) power transmitted between an output shaft of an internal combustion engine, an input / output shaft of a motor having a power generation function, and a drive shaft of a vehicle. Power transmission means coupled by a rotating body whose transmission ratio can be changed, traveling condition detection means for detecting a traveling condition of the vehicle, and a power engine having the internal combustion engine and the electric motor based on the detected traveling condition Power control information calculating means for calculating control information for controlling the vehicle, comfort determination criterion storage means for storing a comfort determination criterion for determining whether or not the vehicle is in a comfortable driving state, and the detected driving condition A determination means for determining whether or not a traveling state of the vehicle when the power engine is controlled based on the control information calculated based on the control information satisfies the comfort determination criterion; and If the row condition is determined not to satisfy the comfort criteria, it has a configuration in which characterized in that and a control means for controlling said power transmission means to change the transmission ratio.

With this configuration, the transmission ratio of the power is changed when the running state of the vehicle that is changed due to the change of the running condition does not satisfy the comfort criteria, so that the vehicle runs at the speed of the power engine that appropriately corresponds to the running condition. However, it is possible to prevent the deterioration of the comfort during vehicle travel.
It should be noted that the vehicle travel condition comfort criterion is a criterion set based on the magnitudes of “noise” and “vibration” used as criteria for evaluating vehicle comfort. In particular, the purpose here is to prevent deterioration of contact sound and vibration between components that occur due to changes in the operation of the components due to changes in running conditions.

  The power transmission control device according to the present invention is the power transmission control device according to (1), wherein (2) power is transmitted by a gear mechanism in a power transmission path from the power engine to a drive wheel of the vehicle. It has the structure characterized by having a site | part.

  With this configuration, since there is a gear mechanism portion in the power transmission path from the power engine to the drive wheel, it is possible to prevent the occurrence of rattling noise and vibration due to the contact of the gear, and a particularly great effect can be obtained.

  Furthermore, the power transmission control device according to the present invention is the power transmission control device according to (2), wherein (3) the power transmission means includes a sun gear, a ring gear having the same axis as the sun gear, the sun gear, and the sun gear. A pinion gear that engages and rotates between ring gears, and a carrier that rotates integrally with the revolution of the pinion gear that revolves around the same axis as the sun gear and the ring gear, and the pinion gear has a conical shape. The rotating body having a side surface, the output shaft of the internal combustion engine is connected to the carrier, the input / output shaft of the electric motor is connected to the sun gear, the drive shaft of the vehicle is connected to the ring gear, and the control means When the determination means determines that the running state of the vehicle does not satisfy the comfort determination criteria, the pinion gear and the sun gear Or by moving the engaging portion of the ring gear, and has a configuration in which the control means controls the power transmission means to change the transmission ratio.

  With this configuration, by changing the engagement portion between the conical pinion gear and the sun gear or ring gear, the gear ratio is changed depending on the difference in the outer peripheral length of the side surface, so that the power transmission ratio can be easily changed. Deterioration of comfort during traveling can be easily prevented.

  Furthermore, the power transmission control device according to the present invention is the power transmission control device according to the above (3), wherein (4) the travel condition detecting means detects a change in the travel condition that varies the rotational speed of the internal combustion engine. And when the determination means determines that the traveling state of the vehicle does not satisfy the comfort determination criteria, the control means changes the power transmission so as to change the transmission ratio from the sun gear to the ring gear. It has the structure characterized by controlling a means.

  With this configuration, when a change occurs in the output shaft rotational speed of the internal combustion engine connected to the carrier, the transmission ratio from the sun gear connected to the input / output shaft of the motor to the ring gear connected to the drive shaft is reduced. Since the change is made, the inertial force generated on the ring gear side with respect to the sun gear connected to the motor having a large inertial force can be increased, the transmission of the rotational fluctuation to the ring gear side is moderated, and the deterioration of the comfort in the vehicle running is reduced. be able to.

  According to the present invention, when the driving state of the vehicle changed by the change of the driving condition does not satisfy the comfort judgment standard, the rotation of the power engine corresponding to the driving condition is appropriately changed by changing the power transmission ratio. It is possible to provide a power transmission control device that can prevent deterioration in comfort during vehicle traveling while traveling by number.

Embodiments of a power transmission control device according to the present invention will be described below with reference to the drawings.
First, the configuration will be described.

  FIG. 1 is a schematic block diagram of a hybrid vehicle equipped with a power transmission control device according to an embodiment of the present invention.

  As shown in FIG. 1, a hybrid vehicle 11 includes an engine 12 that is an internal combustion engine, a power transmission device 15 that transmits power from the engine 12 to drive wheels 14L and 14R via a drive shaft 13 as a drive shaft, And a hybrid electronic control unit 100 for controlling the entire hybrid vehicle 11.

  The engine 12 is an internal combustion engine that outputs power by burning hydrocarbon fuel such as gasoline or light oil, and an electronic control unit for an engine (hereinafter referred to as “engine control unit”) that inputs signals from various sensors that detect the operating state of the engine 12. An engine ECU) 101 performs operation control such as fuel injection control, ignition control, intake air amount adjustment control, and the like.

  The engine ECU 101 is in communication with the hybrid electronic control unit 100, controls the operation of the engine 12 by a control signal input from the hybrid electronic control unit 100, and transmits data related to the operating state of the engine 12 as necessary. It outputs to the electronic control unit 100.

  The power transmission device 15 includes a motor generator MG1, a motor generator MG2, a speed reducer 17 connected to the rotor shaft 36 of the motor generator MG2, and a power distribution mechanism 18 that distributes power between the engine 12 and the motor generator MG1. It is equipped with. Here, the reduction gear 17 is set such that the reduction ratio from the motor generator MG2 to the power distribution mechanism 18 is, for example, twice or more.

  The power distribution mechanism 18 is rotatable on the same axis as the sunshaft 21 coupled to a hollow sungear shaft (input / output shaft) 20 that passes through the center of the crankshaft (output shaft) 19 of the engine 12 and the crankshaft 19. And a plurality of pinion gears that are disposed between the ring gear 22 and the sun gear 21 and the ring gear 22 and revolve while rotating on the outer periphery of the sun gear 21. A rotating body) 23, and an input shaft 26 coupled to the end of the crankshaft 19 via a damper 24. The power distribution mechanism 18 includes a carrier 25 that supports the rotation shaft of each pinion gear 23, and constitutes a planetary gear mechanism that performs a differential action with the sun gear 21, the ring gear 22, and the carrier 25 as rotational elements.

  By this power distribution mechanism 18, motor generator MG1 functions as a generator and an electric motor. That is, when the power from the engine 12 input from the carrier 25 is distributed to the sun gear 21 side and the ring gear 22 side according to the gear ratio, the motor generator MG1 functions as a generator. . When motor generator MG1 functions as an electric motor, the power from engine 12 input from carrier 25 and the power from motor generator MG1 input from sun gear 21 are integrated and output to ring gear 22 side. It has become.

  Further, the pinion gear 23 has a conical side surface on the contact surface with the ring gear 22, and the position of the contact surface is moved by a control signal input from the hybrid electronic control unit 100. Yes. A detailed configuration of the power distribution mechanism 18 including the pinion gear 23 will be described later.

  On the other hand, motor generator MG1 includes a stator 28 that forms a rotating magnetic field, and a rotor 29 that is disposed inside stator 28 and has a plurality of permanent magnets embedded therein. Stator 28 includes a stator core and a stator core. A three-phase coil wound around is provided.

  The rotor 29 is coupled to the sun gear shaft 20 that rotates integrally with the sun gear 21 of the power distribution mechanism 18, and the stator core of the stator 28 is formed by laminating thin sheets of electromagnetic steel plates, for example. It is fixed to the periphery. Therefore, motor generator MG1 is housed in main body case 51.

  The motor generator MG1 configured as described above operates as an electric motor that rotationally drives the rotor 29 by the interaction between the magnetic field formed by the permanent magnet embedded in the rotor 29 and the magnetic field formed by the three-phase coil. . The motor generator MG1 also operates as a generator that generates electromotive force at both ends of the three-phase coil by the interaction between the magnetic field generated by the permanent magnet and the rotation of the rotor 29.

  Motor generator MG2 includes a stator 32 that forms a rotating magnetic field, and a rotor 33 that is disposed inside stator 32 and has a plurality of permanent magnets embedded therein. Stator 32 is wound around the stator core and the stator core. It has a three-phase coil that is turned.

  The rotor shaft 36 of the rotor 33 is spline-fitted to the sun gear 37 of the speed reducer 17, and the stator core of the stator 32 is formed, for example, by laminating thin magnetic steel plates and fixed to the inner peripheral portion of the main body case 51. Has been. Therefore, motor generator MG2 is housed in main body case 51.

  Motor generator MG2 also operates as a generator that generates electromotive force at both ends of the three-phase coil by the interaction between the magnetic field generated by the permanent magnet and the rotation of rotor 33. Motor generator MG2 is driven by the permanent magnet. It operates as an electric motor that rotationally drives the rotor 33 by the interaction between the magnetic field and the magnetic field formed by the three-phase coil.

  On the other hand, the speed reducer 17 performs speed reduction by a structure in which the carrier 38 is fixed to the main body case 51 of the power transmission device 15. Specifically, the reduction gear 17 meshes with a sun gear 37 coupled to the rotor shaft 36 of the rotor 33, a ring gear 39 that rotates integrally with the ring gear 22 of the power distribution mechanism 18, and the ring gear 39 and the sun gear 37. A pinion gear 40 that transmits the rotation of the sun gear 37 to the ring gear 39 and a carrier 38 having a support shaft that rotatably supports the pinion gear 40 are provided.

  In the reduction gear 17, for example, by reducing the number of teeth of the ring gear 39 with respect to the number of teeth of the sun gear 37, the reduction ratio can be increased to twice or more. The rotor shaft 36 is rotatably supported by the main body case 51 via a bearing.

  The ring gear shaft 27 is integrally provided with a counter drive gear 52, and the counter drive gear 52 rotates integrally with the ring gear shaft 27. The counter drive gear 52 meshes with an idle drive gear 53, and the idle drive gear 53 is connected to a counter driven gear 55 via an idle driven gear 54.

  The counter driven gear 55 is connected to a differential gear 57 via a final gear 56, and the differential gear 57 transmits drive torque to the drive wheels 14 </ b> L and 14 </ b> R via the drive shaft 13.

  Motor generator MG1 and motor generator MG2 exchange power with battery 63 via inverter 61 and inverter 62.

  The power line 64 connecting the inverter 61 and the inverter 62 and the battery 63 is configured as a positive bus and a negative bus shared by the inverter 61 and the inverter 62, and generates power generated by either the motor generator MG <b> 1 or MG <b> 2. It can be consumed by other motor generators.

  Therefore, battery 63 is charged / discharged by electric power generated from either motor generator MG1 or motor generator MG2 or insufficient electric power. If the balance of power is balanced by motor generator MG1 and motor generator MG2, battery 63 is not charged / discharged.

  The motor generator MG1 and the motor generator MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 102.

  The motor ECU 102 includes a rotation position detection sensor 111 and a rotation position detection sensor that detect signals necessary for driving and controlling the motor generator MG1 and the motor generator MG2, for example, the rotation positions of the rotors of the motor generator MG1 and the motor generator MG2. A signal input from 112, a phase current applied to motor generator MG1 and motor generator MG2 detected by a current sensor (not shown), and the like are input. A switching control signal to inverter 61 and inverter 62 is input from motor ECU 102. Is output.

  The motor ECU 102 communicates with the hybrid electronic control unit 100. By driving and controlling the inverter 61 and the inverter 62 in accordance with a control signal input from the hybrid electronic control unit 100, the motor generator MG1 and The motor generator MG2 is driven and controlled. Further, the motor ECU 102 outputs data related to the operating state of the motor generator MG1 and the motor generator MG2 to the hybrid electronic control unit 100 as necessary.

  The battery 63 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 103, and a signal necessary for managing the battery 63, for example, installed between terminals of the battery 63 is installed in the battery ECU 103. Terminal voltage from a voltage sensor (not shown), charge / discharge current from a current sensor (not shown) attached to a power line 64 connected to the output terminal of the battery 63, battery temperature from a temperature sensor (not shown) attached to the battery 63 Etc. are input, and data relating to the state of the battery 63 is output to the hybrid electronic control unit 100 as necessary. In the battery ECU 103, the remaining capacity (SOC (State of charge)) is also calculated based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 63.

  On the other hand, as shown in FIG. 1, the hybrid electronic control unit 100 is composed of a microprocessor centered on a CPU (Central processing unit) 100a, and in addition to the CPU 100a, a ROM (Read only memory) that stores a processing program. ) 100b, a RAM (Random access memory) 100c for temporarily storing data, and an input / output port and a communication port (not shown).

  The hybrid electronic control unit 100 includes an ignition signal Ig from an ignition switch (IG) 113, a shift position signal SP from a shift position sensor 114 that detects an operation position of a shift lever 91 that is manually operated by the driver, and a driver. The accelerator pedal position signal 115 from the accelerator pedal position sensor 115 that detects the amount of depression of the accelerator pedal 92 that is depressed, the brake pedal position signal BP from the brake pedal position sensor 116 that detects the amount of depression of the brake pedal 93, and the vehicle speed sensor 117 Vehicle speed signal V from G sensor 118, a detection signal for obtaining the inclination of hybrid vehicle 11 from G sensor 118, a temperature detection signal from temperature sensor 119 for detecting the temperature of the cooling water of engine 12, and the like. It is adapted to be input via the port.

  As described above, the hybrid electronic control unit 100 is connected to the engine ECU 101, the motor ECU 102, and the battery ECU 103 via the communication port, and exchanges various control signals and data with the engine ECU 101, the motor ECU 102, and the battery ECU 103. Is supposed to do.

  In the present embodiment, the power transmission device 15 constitutes the power transmission means in the present invention, and the hybrid electronic control unit 100 includes the power control information calculation means, the comfort judgment criterion storage means, the judgment means, and the present invention. It constitutes a control means. Further, the accelerator pedal position sensor 115, the brake pedal position sensor 116, etc. constitute the traveling condition detection means in the present invention.

  Further, as described above, the power transmission device (power transmission means) 15 includes the crankshaft (output shaft) 19 of the engine (internal combustion engine) 12 and the sun gear shaft (input / output shaft) 20 of the motor generator (electric motor) MG1. The drive shaft (drive shaft) 13 is connected by a pinion gear (rotary body) 23 that can change the transmission ratio of the power transmitted between the drive shaft 13 and the drive shaft 13. An accelerator pedal position sensor (traveling condition detecting means) 115 and a brake pedal position sensor (traveling condition detecting means) 116 detect the traveling conditions of the hybrid vehicle 11.

  The hybrid electronic control unit (comfort determination criterion storage means) 100 stores a comfort determination criterion as to whether or not the hybrid vehicle 11 is in a comfortable traveling state. The hybrid electronic control unit (power control information calculation means) 100 calculates control information for controlling the engine 12 and the motor generator MG1 based on the detected traveling conditions. Further, the hybrid electronic control unit (determination means) 100 determines whether or not the traveling state of the hybrid vehicle 11 satisfies the comfort determination criterion when the engine 12 and the motor generator MG1 are controlled based on the control information. It comes to judge. When the hybrid electronic control unit (control means) 100 determines that the traveling state of the hybrid vehicle 11 does not satisfy the comfort determination criteria, the hybrid electronic control unit 100 (control means) controls the power transmission device 15 to change a gear ratio ρ (transmission ratio) described later. It comes to control.

FIG. 2 is a schematic sectional view showing a power distribution mechanism according to the embodiment of the present invention. 2A is a layout diagram of the power distribution mechanism after the gear ratio correction, and FIG. 2B is a layout diagram of the power distribution mechanism before the gear ratio correction.
As shown in FIG. 2, the power distribution mechanism 18 includes a sun gear 21, a ring gear 22, a plurality of pinion gears 23 that are disposed between the sun gear 21 and the ring gear 22 and revolve while rotating on the outer periphery of the sun gear 21. And a carrier 25 that supports the rotation shaft of the pinion gear 23.

  Further, as described above, sun gear 21 is coupled to hollow sun gear shaft 20 that passes through the shaft center of input shaft 26 of carrier 25, and sun gear shaft 20 is coupled to rotor 29 of motor generator MG1. It is like that. The sun gear 21 has a bevel gear shape.

  The ring gear 22 is rotatably supported on the same axis as the input shaft 26 of the carrier 25 and is connected to the speed reducer 17 via the ring gear shaft 27. The ring gear 22 has a ring-shaped protrusion 221 at the contact portion with the pinion gear 23. The carrier 25 supports the rotation shaft of each pinion gear 23 and rotates around the input shaft 26. The input shaft 26 is coupled to the end of the crankshaft 19 of the engine 12 via the damper 24. Yes.

  Each pinion gear 23 has a bevel gear-shaped bevel gear portion 231 and a conical cone portion 232, and the bevel gear portion 231 and the cone portion 232 are centered on a rotation shaft supported by the carrier 25. It is designed to rotate as a unit. Further, the bevel gear portion 231 is configured to mesh with the sun gear 21 having a bevel gear shape. The cone portion 232 is in frictional contact with the ring-shaped protrusion 221 of the ring gear 22.

  Further, the sun gear shaft 20 that is the input shaft of the sun gear 21 and the input shaft 26 of the carrier 25 can be slid in the axial direction (left-right direction in the figure) by an actuator (not shown). At this time, the sun gear 21, the carrier 25, and the pinion gear 23 move together.

  Here, when the ring gear 22 and the carrier 25 are close to each other (position slid in the direction a shown in FIG. 2A), the cone portion 232 of the pinion gear 23 and the ring-shaped protrusion of the ring gear 22 The contact portion with the portion 221 comes into contact with the conical tip direction of the cone portion 232, that is, at a portion with a short outer periphery.

  On the other hand, when the ring gear 22 and the carrier 25 are separated from each other (position slid in the direction b shown in FIG. 2B), the cone portion 232 of the pinion gear 23 and the ring-shaped protrusion of the ring gear 22 The contact portion with 221 is in contact with the cone base 232 in the conical bottom direction, that is, at a portion having a long outer periphery.

  The hybrid electronic control unit 100 of the hybrid vehicle 11 according to the embodiment configured as described above has a ring gear as a drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 92 by the driver. The required torque to be output to the shaft 27 is calculated, and the engine 12, the motor generator MG1, and the motor generator MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 27.

  As operation control of the engine 12, the motor generator MG1, and the motor generator MG2, the operation of the engine 12 is controlled so that power corresponding to the required power is output from the engine 12, and all of the power output from the engine 12 is distributed. Necessary for torque conversion operation mode for driving and controlling motor generator MG1 and motor generator MG2 so that torque is converted by mechanism 18, motor generator MG1 and motor generator MG2 and output to ring gear shaft 27, required power, and charging / discharging of battery 63 The engine 12 is operated and controlled so that power corresponding to the sum of the electric power and the power is output from the engine 12, and all or part of the power output from the engine 12 with charge / discharge of the battery 63 is the power distribution mechanism 18. And motorje Charge / discharge operation mode in which the motor generators MG1 and MG2 are driven and controlled so that the required power is output to the ring gear shaft 27 with torque conversion by the generator MG1 and the motor generator MG2, and the operation of the engine 12 is stopped and the motor generator MG2 There is a motor operation mode in which operation control is performed so that power corresponding to the required power is output to the ring gear shaft 27.

Next, the operation will be described.
FIG. 3 is a flowchart showing a vehicle control process in the hybrid vehicle according to the embodiment of the present invention.

  3 is a vehicle control processing program executed by the CPU 100a of the hybrid electronic control unit 100. The vehicle control processing program is stored in the ROM 100b. The vehicle control process is executed by the CPU 100a of the hybrid electronic control unit 100 at predetermined time intervals (for example, several milliseconds). Further, this vehicle control process may be executed at the timing when the CPU 100a of the hybrid electronic control unit 100 detects a change in the running condition.

  In this vehicle control process, when an engine stop request is generated due to a change in traveling conditions, the gear ratio of the power distribution mechanism 18 is corrected to prevent the traveling state of the hybrid vehicle 11 from deteriorating. Specifically, if the engine 12 is stopped as it is when the engine is requested to stop, the comfort judgment criteria will not be satisfied due to the deterioration of the running state of the hybrid vehicle 11 such as noise and vibration caused by gear rattling noise. When there is a stop request, the gear ratio of the power distribution mechanism 18 is corrected.

As shown in FIG. 3, first, when the vehicle control process is executed, the CPU 100a of the hybrid electronic control unit 100 sets the current gear ratio ρ ₀ (initial value) to the gear ratio ρ (step S11).
The gear ratio ρ represents the ratio between the number of teeth Zs of the sun gear 21 of the power distribution mechanism 18 and the number of teeth Zr of the ring gear 22, and is obtained by dividing the number of teeth Zs of the sun gear 21 by the number of teeth Zr of the ring gear 22. (Ρ = Zs / Zr). However, in the present embodiment, the number of teeth Zps on the sun gear 21 side of the pinion gear 23 and the number of teeth Zpr on the ring gear 22 side are not necessarily the same, and the number of teeth Zpr on the ring gear 22 side of the pinion gear 23 changes. Therefore, it is necessary to consider the transmission ratio i (= Zpr / Zps) from the sun gear 21 to the ring gear 22. Therefore, the gear ratio ρ = (Zs / Zr) * (Zpr / Zps) = (Zs / Zr) i. The current gear ratio ρ ₀ indicates the gear ratio of the hybrid vehicle 11 before the gear ratio correction.

  Next, the rotational speed Nr of the ring gear shaft 27 is acquired (step S12). The rotational speed Nr of the ring gear shaft 27 may be obtained, for example, by providing a rotational speed sensor on the ring gear shaft 27 and detecting the rotational speed sensor.

  Subsequently, data on travel conditions such as the accelerator opening Acc from the accelerator pedal position sensor 115, the brake pedal position signal BP from the brake pedal position sensor 116, and the vehicle speed V from the vehicle speed sensor 117 is acquired (step S13).

  Further, the vehicle speed V can also be obtained by multiplying the rotation speed Nr of the ring gear shaft 27 by the conversion coefficient k. The conversion coefficient k is a coefficient determined by the gear ratio of a plurality of gears between the ring gear shaft 27 and the drive wheels 14L and 14R.

Subsequently, control information for controlling the engine 12 and the motor generator MG1 is calculated and set based on the acquired traveling condition (step S14).
For example, the required output P is calculated according to the above driving conditions, the engine speed Ne and the engine torque Te are obtained using the required output P and the fuel efficiency optimum line, and further the motor speed Nm and the motor torque Tm are calculated. Then, control information for controlling the engine 12 and the motor generator MG1 is obtained. The fuel efficiency optimum line indicates the relationship between the engine speed Ne and the engine torque Te that minimize the fuel consumption when the engine 12 performs a certain power work, and is stored in advance as a map. .

The required output P is calculated based on the vehicle speed V. Here, the relationship between the accelerator opening Acc, the vehicle speed V, and the required output P is determined in advance and stored in the ROM 100b as a required output setting map, and from the stored map when the accelerator opening Acc and the vehicle speed V are given. The corresponding required output P is derived and set. The engine speed Ne and the engine torque Te can be obtained from a fuel efficiency optimal line and a power line indicating the engine speed Ne and the engine torque Te that provide the required output P. The motor rotational speed Nm can be calculated from the relational expression of rotational speed (Ne = ρ / (1 + ρ) × Nm + 1 / (1 + ρ) × Nr). The motor torque Tm can be calculated from a torque relational expression (Te = − (1 + ρ) / ρ × Tm).
Control information for controlling the engine 12 is obtained from the engine speed Ne and engine torque Te thus calculated, and control information for controlling the motor generator MG1 is obtained from the motor speed Nm and the motor torque Tm. Can do.

Next, it is determined whether or not an engine stop request is included in the obtained control information (step S15). Here, when the gear ratio is ρ ₀ , the running state of the vehicle when the engine 12 is stopped does not satisfy the comfort criteria.

  If the engine stop request is not included, the process proceeds to step S18. If the engine stop request is included, the process proceeds to step S16. If the control information includes an engine stop request (YES in step S15), the gear ratio ρ is corrected (step S16).

  Here, the gear ratio ρ is corrected by reducing the transmission ratio i and decreasing the gear ratio ρ by decreasing the number of teeth Zpr on the ring gear 22 side of the pinion gear 23. The correction value of the gear ratio ρ is stored in the ROM 100b of the hybrid electronic control unit 100. The hybrid electronic control unit 100 controls the position at which the cone portion 232 of the pinion gear 23 and the ring-shaped protrusion 221 of the ring gear 22 come into contact with each other in the power distribution mechanism 18 so that the correction value ρ is obtained. That is, the sun gear shaft 20 of the sun gear 21 and the input shaft 26 of the carrier 25 are slid in the direction away from the engine 12 in the axial direction (direction a in FIG. 2A) by the above-described actuator.

  Next, the control information for controlling motor generator MG1 is corrected based on the corrected gear ratio ρ (step S17). The control information is corrected by correcting the corrected gear ratio ρ and the rotational speed (Ne = ρ / (1 + ρ) × Nm + 1 / (1 + ρ) × Nr) and the torque (Te = − (1 + ρ) / (ρ × Tm).

  Next, the set control information of engine 12 is transmitted to engine ECU 101, and the control information of motor generator MG1 is transmitted to motor ECU 102, and the vehicle control process of hybrid electronic control unit 100 is terminated.

  The engine ECU 101 that has received the engine speed Ne and the engine torque Te performs fuel injection control, ignition control, etc. in the engine 12 so that the engine 12 is operated at the operating point indicated by the engine speed Ne and the engine torque Te. Control. Further, the motor ECU 102 that has received the motor rotation speed Nm and the motor torque Tm performs switching control of the switching element of the inverter 61 so that the motor generator MG1 is driven by the motor rotation speed Nm and the motor torque Tm. As a matter of course, when there is an engine stop request, control is performed so that the engine 12 is stopped.

  Thus, in the hybrid vehicle 11 according to the present embodiment, the pinion gear 23 and the ring gear in the power distribution mechanism 18 when the traveling state of the hybrid vehicle 11 changed by a change in the traveling condition does not satisfy the comfort determination criteria. Since the power transmission ratio i can be changed by moving the contact portion with the motor 22, the gear rattling noise and vibration between the gears due to rotation fluctuations can be changed without unnecessarily changing the engine speed and the motor speed. Occurrence can be prevented and a comfortable running state can be maintained.

  Further, when a request to stop the engine 12 connected to the carrier 25 of the power distribution mechanism 18 is generated, the transmission ratio from the sun gear 21 connected to the input / output shaft of the motor generator MG1 to the ring gear 22 connected to the drive shaft 13 is increased. Since i is changed to be small, the inertial force generated on the ring gear 22 side can be increased with respect to the sun gear 21 connected to the motor generator MG1 having a large inertial force. Transmission can be eased and the deterioration of the comfort in vehicle travel can be reduced.

  In the present embodiment, the transmission ratio of power transmitted between the pinion gear 23 and the ring gear 22 is changed. However, the transmission ratio of power transmitted between the pinion gear 23 and the sun gear 21 is changed. May be changed. In this case, for example, the configuration and relationship between the cone portion 232 of the pinion gear 23 and the ring-shaped protrusion 221 of the ring gear 22 used in the present embodiment are similarly used between the pinion gear 23 and the sun gear 21. The transmission ratio of the power transmitted between the pinion gear 23 and the sun gear 21 can be changed.

  As described above, the power transmission control device according to the present invention changes the power transmission ratio when the traveling state of the vehicle that is changed by a change in the traveling condition does not satisfy the comfort criteria. Power that controls the power split mechanism mounted on a hybrid vehicle or the like with the effect of preventing deterioration in comfort during vehicle travel while traveling at the speed of the power engine that appropriately corresponds to the conditions It is useful as a transmission control device.

1 is a schematic block configuration diagram of a hybrid vehicle equipped with a power transmission control device according to an embodiment of the present invention. It is a schematic structure sectional view showing a power distribution mechanism in an embodiment of the present invention, (a) is a layout diagram of the power distribution mechanism after the gear ratio correction, (b) is a layout diagram of the power distribution mechanism before the gear ratio correction. It is. It is a flowchart which shows the vehicle control process in the hybrid vehicle which concerns on embodiment of this invention.

Explanation of symbols

11 Hybrid vehicle 12 Engine (internal combustion engine)
13 Drive shaft
14L, 14R Drive wheel 15 Power transmission device (power transmission means)
17 Reducer 18 Power distribution mechanism 19 Crankshaft (output shaft)
20 Sun gear shaft (input / output shaft)
21 Sun gear 22 Ring gear 23 Pinion gear (rotating body)
24 Damper 25 Carrier 26 Input shaft 27 Ring gear shaft 36 Rotor shaft 37 Sun gear 38 Carrier 39 Ring gear 40 Pinion gear 61, 62 Inverter 63 Battery 91 Shift lever 92 Accelerator pedal 93 Brake pedal 100 Hybrid electronic control unit (power control information calculation means, comfortable (Judgment criteria storage means, judgment means, control means)
101 engine ECU
102 motor ECU
103 battery ECU
114 Shift position sensor 115 Accelerator pedal position sensor (traveling condition detecting means)
116 Brake pedal position sensor (traveling condition detecting means)
117 Vehicle speed sensor

Claims (4)

A power transmission means coupled by a rotating body capable of changing a transmission ratio of power transmitted between an output shaft of the internal combustion engine, an input / output shaft of an electric motor having a power generation function, and a drive shaft of the vehicle;
Traveling condition detecting means for detecting the traveling condition of the vehicle;
Power control information calculation means for calculating control information for controlling the internal combustion engine and a power engine having the electric motor based on the detected traveling condition;
Comfort criteria storage means for storing comfort criteria for determining whether or not the vehicle is in a comfortable driving state;
Determination means for determining whether or not a running state of the vehicle when the power engine is controlled based on the control information satisfies the comfort determination criterion;
And a control means for controlling the power transmission means to change the transmission ratio when it is determined that the running state of the vehicle by the determination means does not satisfy the comfort determination criteria. Control device.   The power transmission control device according to claim 1, wherein a power transmission path from the power engine to a driving wheel of the vehicle has a portion that transmits power by a gear mechanism. The power transmission means includes a sun gear, a ring gear having the same axis as the sun gear, a pinion gear that engages and rotates between the sun gear and the ring gear, and the pinion gear that revolves around the same axis as the sun gear and the ring gear. A carrier that rotates integrally with the revolution, the pinion gear is the rotating body having a conical side surface, the output shaft of the internal combustion engine is connected to the carrier, and the input / output shaft of the motor is Connect to the sun gear, connect the drive shaft of the vehicle to the ring gear,
The control means moves the engagement portion between the pinion gear and the sun gear or the ring gear to change the transmission ratio when the judging means judges that the running state of the vehicle does not satisfy the comfort judgment criteria. The power transmission control device according to claim 1 or 2, wherein the power transmission means is controlled. The traveling condition detecting means detects a change in traveling condition that varies the rotational speed of the internal combustion engine,
The control means controls the power transmission means to change the transmission ratio from the sun gear to the ring gear to be small when the judgment means judges that the running state of the vehicle does not satisfy the comfort judgment criteria. The power transmission control device according to claim 3.

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