JP2010173583A - Controller for drive device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a drive device of a hybrid vehicle for sufficiently suppressing a rattling sound generated in the case of starting or stopping an engine in a parking state. <P>SOLUTION: The controller of the drive device of the hybrid vehicle is provided with: a parking determination means 60 for determining whether a vehicle is in a parking state; an engine start/stop request determination means 56 for determining whether a start request or a stop request of an engine 26 has been outputted; and an output shift lock control means 62 for setting an output shaft 16 to a lock state during the start or stop operation of the engine 26 when it is determined that the vehicle is in the parking state, and the start request or stop request of the engine 26 is outputted. Even if vibration loads are added to engagement teeth of a parking gear 22 or a planetary gear drive device by the pulsating torque of a drive source 12, the output shaft 16 is set to a lock state so that it is possible to suppress the mutual strike of tooth surfaces of the engagement teeth, and to suppress a rattling sound. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention includes a power transmission path for transmitting the output of a drive source having an engine to drive wheels, and a power transmission path for transmitting the output of an electric motor to drive wheels via a planetary gear type automatic transmission in parallel. The present invention relates to a control device for a hybrid vehicle drive device, and more particularly to a technique for suppressing rattling noise that occurs when the engine is started or stopped.

  A drive source having at least an engine, a planetary gear type automatic transmission that establishes a plurality of gear stages by selectively operating a plurality of engagement devices, and connected to the drive wheels via the automatic transmission. 2. Description of the Related Art There is known a control device for a hybrid vehicle drive device that includes an electric motor and a parking gear that is fixed to an output shaft of the automatic transmission and meshes with a parking lock pole when a parking command is output. For example, it is described in Patent Document 1.

JP 2005-297948 A

  By the way, in the above conventional hybrid vehicle drive device, when the engine is started or stopped in the parking state where the parking gear and the parking lock pole are connected, the parking gear or the automatic is driven by the pulsation of the torque output from the drive source. A severe vibration load is applied to the meshing teeth of the planetary gear unit of the transmission, and the meshing teeth vibrate with each other, so that a rattling sound may occur due to the tooth surfaces striking each other. For this reason, in a conventional control device for a hybrid vehicle drive device, a predetermined torque is output from an electric motor in a state where a predetermined shift speed, for example, the lowest speed shift speed is established in an automatic transmission, and the parking gear and the parking lock pole are By pressing the meshing teeth or the meshing teeth of the planetary gear unit with a predetermined torque, control is performed to suppress vibration of the meshing teeth and suppress the rattling noise.

  However, even if the control is performed, there is a problem that the rattling noise cannot be sufficiently suppressed under certain specific conditions. That is, for example, when a vehicle is parked on, for example, an uphill road surface, the torque transmitted from the driving wheel to the transmission member due to the weight of the vehicle cancels the predetermined torque output from the electric motor. Due to the action, the pressing between the meshing teeth of the parking gear and the parking lock pole may be released or weakened, and there is a problem that the rattling noise cannot be sufficiently suppressed.

  On the other hand, for example, even when the vehicle is parked on an uphill road surface, it is conceivable to output a large torque from the electric motor so that the pressing between the meshing teeth is not released. There is a problem that a shock or rattling noise is generated when the parking gear is unlocked. Further, the increase in the output torque of the electric motor also causes adverse effects such as heating of the inverter element and an increase in loss in the electric motor.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to control a driving device for a hybrid vehicle that can sufficiently suppress a rattling sound generated when the engine is started or stopped in a parking state. To provide an apparatus.

  To achieve this object, the gist of the invention according to claim 1 is that (1) a drive source having at least an engine and a plurality of gear stages are selectively operated by selectively operating a plurality of engagement devices. A planetary gear type automatic transmission to be established, an electric motor connected to the drive wheel via the automatic transmission, and a parking lock pole fixed to the output shaft of the automatic transmission and when a parking command is output; A control device for a hybrid vehicle drive device comprising a meshing parking gear, and (2) a parking determining means for determining whether or not the parking gear meshes with the parking lock pole; 3) Engine start / stop request determination means for determining whether or not the engine start request or stop request is output; and (4) parking by the parking determination means. When it is determined that the engine is in a state and the engine start / stop request determination means determines that the engine start request or stop request is output, the engine start operation or stop operation associated with the start request or the stop request is performed. And an output shaft lock control means for locking the output shaft of the automatic transmission using the plurality of engagement devices.

  According to the control device for a hybrid vehicle drive device of the first aspect of the present invention, the parking determination means for determining whether or not the parking gear is connected to the parking lock pole, and the engine start request Alternatively, the engine start / stop request determination means for determining whether or not a stop request has been output, and the parking determination means determine that the vehicle is in the parking state, and the engine start / stop request determination means determines whether the engine start request or stop request has been issued. When it is determined that the output is being output, the output shaft of the automatic transmission is locked using the plurality of engagement devices during the engine start operation or stop operation associated with the start request or stop request. Since the output shaft lock control means is included, the parking gear and the parking lock pole are generated by the pulsating torque output from the drive source. Even if severe vibration load is applied to the meshing teeth of the planetary gear unit of the automatic transmission and the meshing teeth of the automatic transmission, the tooth surfaces of these meshing teeth are suppressed from colliding with each other by the output shaft being locked, The rattling noise generated by the meeting can be suppressed.

  Here, preferably, the output shaft lock control means outputs a predetermined torque from the electric motor in a state in which the predetermined shift stage is established in the automatic transmission, and the engagement teeth between the parking gear and the parking lock pole and the automatic After the meshing teeth of the planetary gear unit of the transmission are brought into close contact with each other, the output shaft of the automatic transmission is locked. In this way, each rotating element of the output shaft, the parking gear, the parking lock pole, and the planetary gear unit of the automatic transmission is made into one rigid body, the meshing teeth of the parking gear and the parking lock pole and the automatic transmission Even if a severe vibration load is applied to the meshing teeth of the planetary gear device, the tooth surfaces of the meshing teeth are suppressed from striking each other, so that the rattling noise can be sufficiently suppressed.

  Preferably, the drive source includes an engine, a differential motor, and a differential gear device that distributes the output of the engine to the differential motor and the transmission member, and the operating state of the differential motor Is controlled to function as an electric continuously variable transmission that continuously changes the gear ratio between the engine and the transmission member. In this way, for example, when the differential motor, which also functions as a starter motor that supplies driving force until the engine can be operated independently, is rotated when the engine is started, the differential gear device is parked. Even if intense vibration load is applied to the meshing teeth by the pulsating torque transmitted to the gear and the automatic transmission, the tooth surfaces of the meshing teeth are suppressed from colliding with each other by the output shaft being locked. Therefore, rattling noise can be suppressed.

  Preferably, the automatic transmission includes at least one planetary gear device. When there is one planetary gear device, a brake that connects any one of the rotating elements of the planetary gear device to a non-rotating member to establish a gear stage, and a rotating element of the planetary gear device. A clutch is provided that connects any two of them together. If it does in this way, an output shaft will be made into a locked state by engaging these clutches and brakes. Further, when there are a plurality of planetary gear devices, it corresponds to the engagement device, and a plurality of brakes (engagement devices) that connect any one of the rotating elements of the plurality of planetary gear devices to a non-rotating member. Is provided. In this way, the output shaft is locked by engaging all the brakes.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle to which the present invention is applied. It is a figure which shows the main structures of the parking lock apparatus containing the parking gear of FIG. 1, Comprising: It is sectional drawing which shows the II-II arrow part of FIG. 2 is a flowchart for explaining a main part of a control operation of an electronic control device functioning as a control device of the drive device of FIG. 1, that is, a control operation for setting an output shaft in a locked state when the engine is started in a parking state.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating the configuration of a hybrid vehicle drive device (hereinafter referred to as drive device) 10 to which the present invention is applied. In FIG. 1, a drive device 10 selectively operates a drive source 12 that functions as a first drive source of a hybrid vehicle, and a first brake B1 and a second brake B2 (a plurality of engagement devices) described later. A planetary gear type automatic transmission 18 that establishes two gear stages, and a second electric motor (motor) MG2 that is connected to the drive wheels 14 via the automatic transmission 18 and functions as a second drive source of the hybrid vehicle. When the shift device 50 that is fixed to the output shaft 16 of the automatic transmission 18 and is operated by the driver is operated to the parking command position and the parking command is output, for example, the parking lock device 19 is activated to perform parking. A parking gear 22 meshed with the lock pole 24 and connected to the transmission case 20 as a non-rotating member is provided. The drive device 10 is driven by a power transmission path from the drive source 12 to the drive wheels 14 via the transmission member 17 and the output shaft 16 and the like, and driven from the second electric motor MG2 via the automatic transmission 18 and the output shaft 16 and the like. A power transmission path to the wheel 14 is provided in parallel. In the drive device 10, the torque output from the drive source 12 and the second electric motor MG <b> 2 is transmitted to the differential gear device 21 having, for example, a well-known so-called bevel gear type differential mechanism via the output shaft 16. The differential gear device 21 is transmitted to the pair of left and right drive wheels 14, respectively.

  FIG. 2 is a diagram showing a main configuration of the parking lock device 19, and is a cross-sectional view showing the portion taken along the line II-II in FIG. 1 and 2, the parking lock device 19 is supported by a parking gear 22 and a pin 23 whose base end is fixed to the transmission case 20 so as to be rotatable around the pin 23. A parking lock provided with an engagement tooth 25 for engaging with an outer peripheral tooth of the parking gear 22, which is rotated to a parking lock position that engages with a non-parking lock position that does not engage. When the pole 24 and the shift device 50 are operated to a parking command position for outputting a parking command, the parking lock pole 24 is driven in the axial direction by an actuator (not shown) linked to the shift device 50. The parking lock pole 24 is rotated to the parking lock position while being in sliding contact with the tip of the In addition, when the shift device 50 is operated at a position other than the parking command position, the parking lock pole 24 is rotated to the non-parking lock position by being driven in the axial direction by the actuator (not shown). And a lock cam 26.

  Returning to FIG. 1, the drive source 12 is provided between the engine 28, the first electric motor (differential electric motor) MG <b> 1, and between the engine 28 and the first electric motor MG <b> 1. An electric motor MG1 and a planetary gear device 30 as a power distribution device that distributes to the transmission member 17 (output shaft 16) are configured.

  The engine 28 is a known internal combustion engine such as a gasoline engine or a diesel engine that burns fuel and outputs power, and an electronic control device 32 mainly composed of a microcomputer controls a throttle valve opening and intake air. The operation state such as the amount, the fuel supply amount, and the ignition timing is electrically controlled. The electronic control device 32 includes, for example, a throttle valve opening sensor that detects the throttle valve opening, an intake air amount sensor that detects the intake air amount, a fuel supply amount sensor that detects the fuel supply amount, and an engine rotation of the engine 28. An engine rotation speed sensor 33 that detects the speed, an output shaft rotation speed sensor 34 that detects the rotation speed of the output shaft 16 corresponding to the vehicle speed, an accelerator opening sensor 35 that detects the accelerator opening, and whether or not a brake pedal is operated These detection signals are supplied from a brake sensor or the like.

  The first motor MG1 and the second motor MG2 are, for example, synchronous motors, and are configured to selectively obtain a function as a motor for generating power and a function as a generator for generating electric power. A motor generator is connected to a power storage device 40 such as a battery and a capacitor via inverters 36 and 38, respectively. The electronic control device 32 controls the inverters 36 and 38, respectively, so that the driving torque or power generation torque (regenerative torque) of the first electric motor MG1 and the second electric motor MG2 is adjusted. In addition to the aforementioned signals, the electronic control device 32 includes, for example, an MG1 rotational speed sensor 41 that detects the rotational speed of the first electric motor MG1, an MG2 rotational speed sensor 42 that detects the rotational speed of the second electric motor MG2, and the like. These detection signals are supplied from.

  The planetary gear unit 30 includes a sun gear S0, a ring gear R0 arranged concentrically with the sun gear S0, and a carrier C0 that supports the sun gear S0 and the pinion gear P0 that meshes with the ring gear R0 so as to rotate and revolve freely. It is a single pinion type planetary gear device provided as one rotating element. In this embodiment, the crankshaft 44 of the engine 28 is connected to the carrier C0 via a damper 46, the MG1 is connected to the sun gear S0, and the output shaft 16 is connected to the ring gear R0. The carrier C0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element. The planetary gear device 26 is provided concentrically with the crankshaft 44, the transmission member 17, and the output shaft 16 of the engine 28 together with the first electric motor MG1, the second electric motor MG2, and the automatic transmission 18. Since the first electric motor MG1, the planetary gear device 30, the second electric motor MG2, and the automatic transmission 18 are configured symmetrically with respect to the axis, the lower half of them is omitted in FIG. .

  In the drive source 12 configured as described above, the operating state of the first electric motor MG1 is controlled, that is, the driving torque or power generation torque of the first electric motor MG1 is adjusted, whereby the input element (carrier C0) of the planetary gear device 26 is adjusted. ) And the output element (ring gear R0) are controlled. Specifically, for example, when the rotational speed of the output shaft 16 is constant, the rotational speed of the engine 28 changes continuously (steplessly) by increasing or decreasing the rotational speed of the first electric motor MG1. It is like that. That is, in the drive source 12 of the present embodiment, the control for setting the rotational speed of the engine 28 to, for example, the rotational speed of the high-efficiency driving state with the best fuel efficiency can be executed by controlling the first electric motor MG1. It has become.

  In the drive source 12, the output of the engine 28 is distributed to the first electric motor MG1 and the output shaft 16 in a differential state where the sun gear S0 and the ring gear R0 can rotate relative to each other, and the output of the distributed engine 28 is distributed. The electric energy generated from the first electric motor MG1 by a part of the electric power is supplied to the power storage device 40 and the second electric motor MG2 through the inverter 36. Therefore, the main part of the motive power of the engine 28 is mechanically transmitted to the output shaft 16, but a part of the motive power of the engine 28 is consumed for the electric power generation of the first electric motor MG1, and is converted into electric energy there. Electric energy is supplied to, for example, the second electric motor MG2 through the inverter 36, and the output of the second electric motor MG2, that is, the driving torque is transmitted to the output shaft 16. A part of the motive power of the engine 28 is converted into electric energy and the electric energy is converted by the equipment related from the generation of the electric energy by the power generation of the first electric motor MG1 until the electric energy is consumed by the second electric motor MG2. An electrical path is formed until it is converted into mechanical energy. Therefore, the drive source 12 functions as an electric continuously variable transmission that continuously changes the rotational speed ratio between the engine 28 and the transmission member 17 (output shaft 16) by controlling the operating state of the first electric motor MG1. Is.

  Returning to FIG. 1, the automatic transmission 18 is constituted by a set of Ravigneaux planetary gear units. That is, the automatic transmission 18 includes a plurality of stepped gears having a sun gear S1 and a sun gear S2 provided concentrically with the output shaft 16, a small diameter portion and a large diameter portion, and the large diameter portion meshed with the sun gear S1. The pinion gear P1, the plurality of pinion gears P2 meshed with the small diameter portions of the plurality of stepped pinion gears P1 and the sun gear S2, and the ring gears meshed with the plurality of pinion gears P2 and concentrically with the sun gears S1 and S2, respectively. R1 (R2). The stepped pinion gear P1 and the pinion gear P2 are held by a common carrier C1 (C2) so as to rotate and revolve. The sun gear S1 and the ring gear R1 together with the pinion gears P1 and P2 constitute a tuple pinion type planetary gear unit, and the sun gear S2 and the ring gear R1 constitute a single pinion type planetary gear unit together with the pinion gear P2. The second electric motor MG2 is caused to function as an electric motor or a generator when the inverter 38 is controlled by the electronic control unit 32 as described above, and a driving torque or a power generation torque (regenerative torque) output to the automatic transmission 18. Are adjusted respectively. In this embodiment, the second gear MG2 is connected to the sun gear S2, and the output shaft 16 is connected to the carrier C1. The sun gear S2 functions as an input element, and the carrier C1 functions as an output element.

  The automatic transmission 18 selectively selects the first brake B1 provided between the first sun gear S1 and the transmission case 20 and the ring gear R1 in order to selectively fix the sun gear S1 to the non-rotating member. A second brake B2 provided between the ring gear R1 and the transmission case 20 is provided for fixing to the non-rotating member. Each of these brakes B1 and B2 is a so-called friction engagement device that generates a braking force by a frictional force, and is constituted by a multi-plate type or band type engagement device. Each of the brakes B1 and B2 includes a hydraulic actuator such as a hydraulic cylinder to which hydraulic pressure is supplied from the hydraulic control circuit 48, and is configured such that the torque capacity continuously changes according to the hydraulic pressure of the hydraulic actuator. ing. The hydraulic control circuit 48 includes electromagnetic valves (not shown) such as linear solenoid valves, for example, between the hydraulic power source and the hydraulic actuators. The electronic brake 32 controls the electromagnetic valves to control the first brake. The engagement pressures of B1 and second brake B2 are adjusted. In addition to the detection signal described above, the electronic control unit 32 detects, for example, an oil temperature sensor for detecting the temperature of hydraulic oil in the hydraulic control circuit 48, and the hydraulic pressure supplied to the first brake B1. Hydraulic switch 51, hydraulic switch 52 for detecting the hydraulic pressure supplied to the second brake B2, lever position sensor 53 for detecting the operating position of the shift device 50 for operating the shift position of the automatic transmission 18, etc. These detection signals are supplied.

  In the automatic transmission 18 configured as described above, when the first brake B1 is engaged, a high speed stage having a gear ratio larger than “1” is established, and the assist torque output from the second electric motor MG2 is changed to the gear ratio. And is added to the output shaft 16. Further, when the second brake B2 is engaged instead of the first brake B1, a low speed stage having a speed ratio larger than the high speed stage is established, and the assist torque output from the second electric motor MG2 depends on the speed ratio. Are amplified and added to the output shaft 16. That is, the automatic transmission 18 is a transmission having two speeds. The shift between these two shift stages is executed based on the running state such as the vehicle speed and the accelerator opening (or the required driving force). More specifically, the gear range is determined in advance as a map (shift diagram) based on, for example, the vehicle speed and the accelerator opening, and first, based on the detected driving state, that is, the actual vehicle speed and the accelerator opening. A shift speed to be shifted is determined from the map, and then the engagement state of the first brake B1 and the second brake B2 is switched by the hydraulic control circuit 48 so that the determined shift speed is established.

  Note that the torque applied from the automatic transmission 18 to the output shaft 16 increases in accordance with each gear ratio in the state where the above-described two speeds are constantly set. However, in the shift transition state of the automatic transmission 18, the torque is affected by the torque capacity at each brake B1 and B2 and the inertia torque accompanying the change in rotational speed. The torque applied from the automatic transmission 18 to the output shaft 16 is a positive torque when the second electric motor MG2 is driven and a negative torque when the second electric motor MG2 is driven. The driven state of the second electric motor MG2 is a state in which the torque of the output shaft 16 is transmitted to the second electric motor MG2 via the automatic transmission 18 so that the second electric motor MG2 is rotationally driven. It does not necessarily coincide with driving and driven.

  The shift between the two speeds is performed by, for example, operating the operating position of the shift device 50 operated by the driver to the forward travel command position and setting the shift position of the automatic transmission 18 to the forward travel position. To be done in case. Note that when the operation position of the shift device 50 is operated to the parking command position, a parking command is output, except for a specific case described in detail later, that is, when the engine is started or stopped in the parking state. The first brake B1 and the second brake B2 are released to bring the automatic transmission 18 into a neutral state (neutral), and the parking lock device 19 is activated to connect the parking gear 22 to the transmission case 20. ing.

  In this embodiment, the electronic control device 32 functions as a control device for the drive device 10, and corresponds to the control device for the hybrid vehicle drive device in the present invention. FIG. 1 is a functional block diagram for explaining a main part of the control function of the electronic control device 32. In FIG. 1, for example, when the control is started by operating the power switch while the brake pedal is operated after the key is inserted into the key slot, the hybrid drive control unit 54 sets the accelerator opening. Based on this, the driver's required output is calculated, and the required output is generated from either the engine 28 and the second electric motor MG2 or from the engine 28 and the second electric motor MG2 so that the operation is low fuel consumption and low exhaust gas amount. . For example, a motor travel mode in which the engine 28 is stopped and MG2 is exclusively used as a drive source, a charge travel mode in which the engine 28 is driven by MG2 while generating electric power using the power of the engine 28, and the power of the engine 28 is mechanically driven. 18 is switched according to the traveling state.

  The hybrid drive control means 54 controls the engine rotation speed by the first electric motor MG1 so that the engine 28 operates on the optimum fuel consumption curve. Further, when the second motor MG2 is driven to assist torque, the automatic transmission 18 is set to a low speed stage when the vehicle speed is low to increase the torque applied to the output shaft 16, and the automatic transmission is performed when the vehicle speed increases. The machine 18 is set to a high speed stage, and the rotational speed of the second electric motor MG2 is relatively lowered to reduce the loss and execute efficient torque assist. Further, when coasting, the first electric motor MG1 or the second electric motor MG2 is driven to rotate with the inertial energy of the vehicle, so that the electric power is regenerated and stored in the power storage device 40.

  The reverse travel is achieved, for example, by rotationally driving the second electric motor MG2 in the reverse direction with the automatic transmission 18 in the low speed stage. At this time, the first electric motor MG1 of the drive source 12 is set to no load or minimum torque, and the output shaft 16 is allowed to reversely rotate regardless of the operating state of the engine 28.

  More specifically, the control in the engine travel mode will be described as an example. The hybrid drive control means 54 operates the engine 28 in an efficient operating range in order to improve the power performance and the fuel efficiency. Control is performed so as to optimize the distribution of the driving force with the second electric motor MG2 and the reaction force generated by the power generation of the first electric motor MG1.

  For example, the hybrid drive control means 54 determines a target driving force-related value, for example, a required output shaft torque, from a driving force map stored in advance, based on the accelerator opening or the vehicle speed as the driver's required output amount, and the request The required output shaft power is calculated from the output shaft torque in consideration of the charging request value and the like so that the required output shaft power can be obtained. Transmission loss, auxiliary load, assist torque of the second electric motor MG2, and automatic transmission 18 The target engine power is calculated in consideration of the shift speed of the engine, and is experimentally determined in advance so as to achieve both drivability and fuel efficiency within the two-dimensional coordinates composed of the engine speed and engine torque, for example. Engine speed at which the target engine power can be obtained while operating the engine 28 along the stored optimum engine fuel efficiency curve (fuel efficiency map, relationship) And so that the engine torque, to control the amount of power generated by the first electric motor MG1 controls the engine 28.

  The hybrid drive control means 54 supplies the electric energy generated by the first electric motor MG1 to the power storage device 40 and the second electric motor MG2 through the inverters 36 and 38, so that the main part of the power of the engine 28 is mechanically the output shaft 16. However, a part of the motive power of the engine 28 is consumed for power generation of the first electric motor MG1 and is converted there into electric energy, and the electric energy is supplied to the second electric motor MG2 through the inverters 36 and 38, The second electric motor MG2 is driven and transmitted from the second electric motor MG2 to the output shaft 16. An electric path from conversion of part of the power of the engine 28 into 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. The hybrid drive control means 54 can supply electric energy directly from the power storage device 40 to the second electric motor MG2 via the inverter 38 in addition to the electric energy by the electric path to drive the second electric motor MG2. Is possible.

  Further, the hybrid drive control means 54 controls the first electric motor MG1 by the differential action of the planetary gear device 26 regardless of whether the vehicle is stopped or running, so that the engine rotation speed is maintained substantially constant or arbitrary rotation is performed. Control rotation to speed. In other words, the hybrid drive control means 54 can control the rotation of the first electric motor MG1 to an arbitrary rotational speed while maintaining the engine rotational speed substantially constant or controlling the rotational speed to an arbitrary rotational speed.

  Further, the hybrid drive control means 54 controls the fuel injection amount and the injection timing by the fuel injection device for the fuel injection control in addition to controlling the opening and closing of the electronic throttle valve by the throttle actuator for the throttle control. Therefore, an engine output command signal for controlling the ignition timing by an ignition device such as an igniter is output alone or in combination to an engine output control device (not shown), and the output control of the engine 28 is executed so as to generate the necessary engine output. The engine output control means is functionally provided.

  The engine start / stop request determination unit 56 determines whether a start request for the engine 28 is output by the hybrid drive control unit 54 or a stop request for the engine 28 is output. Specifically, for example, the hybrid drive control means 54 is switched from the motor travel mode to the charge travel mode or the engine travel mode, or the output of the engine output command signal is started. It is determined that a start request for the engine 28 has been output, the charging travel mode or the engine travel mode is switched to the motor travel mode, or the output of the engine output command signal is stopped. Based on this, it is determined that a stop request for the engine 28 has been output.

  The engine stoppage determining means 58 determines whether or not the engine 28 is in a stopped state. Specifically, for example, the engine rotation speed of the engine 28 grasped from a signal supplied from the engine rotation speed sensor 33 to the electronic control device 32 is, for example, 0 [rpm] or less than a predetermined value set in the vicinity thereof. Based on the fact, it is determined that the engine 28 is in a stopped state.

  The engine operating determination means 59 determines whether or not the engine 28 is in an operating state. Specifically, for example, the engine rotation speed of the engine 28 ascertained from a signal supplied from the engine rotation speed sensor 33 to the electronic control unit 32 is equal to or higher than a predetermined value set in advance to about 600 [rpm], for example. Based on the above, it is determined that the engine 28 is in an operating state.

  The parking determining means 60 determines whether or not the parking gear 22 and the transmission case 20 are in a parking state. Specifically, for example, based on the fact that the operation position of the shift device 50 grasped from the signal supplied from the lever position sensor 53 to the electronic control device 32 is a parking command position for outputting a parking command. The state is determined.

  The output shaft lock control means 62 is started when it is determined that the parking state is determined by the parking determination means 60 and the engine start / stop request determination means 56 determines that a start request or a stop request for the engine 28 is output. It is determined whether the start operation or stop operation of the engine 28 accompanying the request or the stop request is completed. If the determination is affirmative, the second electric motor MG2, the first brake B1, and the second brake B2 are turned on. The rotary elements of the planetary gear device of the automatic transmission 18 and the output shaft 16 are locked. To lock the planetary gear unit and the output shaft 16 of the automatic transmission 18, for example, first, a predetermined torque is output from the second electric motor MG <b> 2, and the meshing teeth of the parking gear 22 and the parking lock pole 24 are engaged with each other. The meshing teeth of the planetary gear unit of the automatic transmission 18 are brought into close contact with each other, and then the first brake B1 and the second brake B2 are engaged together.

  In the present embodiment, whether or not the start operation accompanying the start request of the engine 28 is completed is determined from, for example, the engine after the start request that is grasped from a signal supplied from the engine speed sensor 33 to the electronic control unit 32. The determination is made based on whether or not the engine rotational speed 28 has reached a predetermined value set in advance, for example, to about 600 [rpm]. In this embodiment, whether or not the stop operation associated with the stop request for the engine 28 has been completed is determined from, for example, a signal supplied from the engine rotation speed sensor 33 to the electronic control unit 32 after the stop request. This determination is made based on whether the engine speed of the engine 28 is 0 [rpm] or less than a predetermined value preset in the vicinity thereof, for example.

  Further, the output shaft lock control means 62 determines whether or not the operation for locking the output shaft 16 is completed. Specifically, for example, based on whether or not the hydraulic pressure values of the first brake B1 and the second brake B2 grasped by the hydraulic switches 51 and 52 are both equal to or higher than a predetermined value set in advance. It is determined whether or not the operation for setting the state has been completed. The predetermined value is a value that is experimentally obtained in advance and set based on the hydraulic pressure when the first brake B1 and the second brake B2 are locked.

  Further, the output shaft lock control means 62 determines whether or not the operation for releasing the locked state of the output shaft 16 has been completed. Specifically, for example, the hydraulic pressure values of the first brake B1 and the second brake B2 grasped by the hydraulic switches 51 and 52 are both 0 [Pa] or less than a predetermined value preset in the vicinity thereof, for example. Whether or not the operation for releasing the lock state has been completed is determined based on whether or not it has become.

  FIG. 3 is a flowchart for explaining the main part of the control operation of the electronic control device 32 functioning as the control device of the drive device 10, that is, the control operation for setting the output shaft 16 in the locked state when the engine is started in the parking state. It is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds.

  In FIG. 3, in step S <b> 1 (hereinafter, step is omitted) corresponding to the parking determination unit 60, the operation position of the shift device 50 grasped from the signal supplied from the lever position sensor 53 to the electronic control device 32 is parked. Based on whether or not it is the command position, it is determined whether or not it is in a parking state where the parking gear 22 and the transmission case 20 are coupled.

  If the determination in S1 is affirmative, the engine rotational speed of the engine 28 ascertained from the signal supplied from the engine rotational speed sensor 33 to the electronic control unit 32 in S2 corresponding to the engine stoppage determining means 58 is, for example, It is determined whether or not the engine 28 is in a stopped state based on whether it is 0 [rpm] or less than a predetermined value set in the vicinity thereof.

  If the determination in S2 is affirmative, in S3 corresponding to the engine start / stop request determination means 56, for example, the hybrid drive control means 54 switches from the motor travel mode to the charge travel mode or the engine travel mode. Based on this, it is determined whether or not a start request for the engine 28 has been output.

  If the determination in S3 is negative, this routine is terminated. If the determination is positive, in S4 corresponding to the output shaft lock control means 62, first, in the automatic transmission 18, for example, a predetermined gear stage, for example, The low speed stage is established, and then a predetermined torque is output from the second electric motor MG2, and the meshing teeth of the parking gear 22 and the parking lock pole 24 and the meshing teeth of the planetary gear unit of the automatic transmission 18 are brought into close contact with each other. Then, the first brake B1 and the second brake B2 are both engaged by the hydraulic control circuit 48, whereby the planetary gear device and the output shaft 16 of the automatic transmission 18 are locked.

  Next, in S5 corresponding to the output shaft lock control means 62, for example, the hydraulic pressure values of the first brake B1 and the second brake B2 grasped by the hydraulic switches 51 and 52 are both greater than or equal to a predetermined value set in advance. Whether or not the operation for locking the planetary gear device of the automatic transmission 18 is completed is determined based on whether or not the operation has been completed.

  If the determination in S5 is negative, S4 and subsequent steps are repeatedly performed. If the determination is affirmative, the engine 26 is started in S6 corresponding to the hybrid drive control means 54.

  Next, in S7 corresponding to the output shaft lock control means 62, for example, the engine rotation speed of the engine 28 after the start request obtained from the signal supplied from the engine rotation speed sensor 33 to the electronic control device 32 is, for example, 600 [ It is determined whether or not the start operation associated with the start request of the engine 28 is completed based on whether or not a predetermined value set in advance to about [rpm] is reached.

  If the determination in S7 is negative, S6 and subsequent steps are repeatedly performed. However, if the determination in S7 is affirmative and the determinations in S1, S2, and S9 described later are affirmative, the output shaft locks. In S8 corresponding to the control means 62, a command to release both the first brake B1 and the second brake B2 is output to the hydraulic control circuit 48, whereby the planetary gear unit of the automatic transmission 18 and the output shaft 16 are locked. The operation of releasing is performed.

  Next, in S9 corresponding to the output shaft lock control means 62, for example, the hydraulic pressure values of the first brake B1 and the second brake B2 grasped by the hydraulic switches 51 and 52 are both 0 [rpm] or the vicinity thereof, for example. Whether or not the operation for releasing the locked state of the planetary gear unit of the automatic transmission 18 is completed is determined based on whether or not the predetermined value is equal to or less than a predetermined value.

  If the determination in S9 is negative, this routine is terminated.

  Here, a flowchart for explaining a control operation for setting the automatic transmission 18 in the locked state when the engine is stopped in the parking state is not particularly illustrated, but a part thereof is common to the flowchart of FIG. Only the parts that are not common will be described below.

  That is, the engine rotation speed of the engine 28, which corresponds to the engine operating determination means 59 and is grasped from the signal supplied from the engine rotation speed sensor 33 to the electronic control unit 32, is set in advance to, for example, 0 [rpm] or the vicinity thereof. A step of determining whether or not the engine 28 is in an operating state based on whether or not the predetermined value or more is performed instead of S2 of FIG.

  Also, corresponding to the engine start / stop request determination means 56, for example, the hybrid drive control means 54 outputs a stop request for the engine 28 based on switching from the charging travel mode or the engine travel mode to the motor travel mode. The step of determining whether or not the process has been performed is performed instead of S3 in FIG.

  Further, the step of executing the stop process of the engine 26 corresponding to the hybrid drive control means 54 is performed instead of S6 of FIG.

  Further, corresponding to the output shaft lock control means 62, for example, the engine rotation speed of the engine 28 after the start request obtained from the signal supplied from the engine rotation speed sensor 33 to the electronic control device 32 is, for example, 0 [rpm]. Alternatively, a step of determining whether or not the stop operation accompanying the stop request of the engine 28 is completed based on whether or not the value is equal to or less than a predetermined value set in advance in the vicinity thereof is performed instead of S7 in FIG. Is called.

  As described above, according to the present embodiment, the parking determination means 60 for determining whether or not the parking gear 22 and the parking lock pole 24 are connected and the engine 28 start request or stop request. The engine start / stop request determination means 56 for determining whether or not the vehicle is output and the parking determination means 60 determine that the vehicle is in the parking state, and the engine start / stop request determination means 56 outputs a start request or a stop request for the engine 28. When it is determined that the engine 28 has been started, automatic shifting is performed using the first brake B1 and the second brake B2 (a plurality of engagement devices) during the start operation or stop operation of the engine 28 according to the start request or stop request. Output shaft lock control means 62 for locking the output shaft 16 of the machine 18 to the pulsating torque output from the drive source 12. Even if a severe vibration load is applied to the meshing teeth of the parking gear 22 and the parking lock pole 24 and the meshing teeth of the planetary gear unit of the automatic transmission 18, the automatic transmission 18 and the output shaft 16 are locked. Since the tooth surfaces of the meshing teeth are suppressed from hitting each other, the rattling noise generated by the hitting can be suppressed.

  Further, according to the present embodiment, the output shaft lock control means 62 outputs a predetermined torque from the second electric motor MG2 in a state where the predetermined shift stage is established in the automatic transmission 18, and the parking gear 22 and the parking lock are output. After the meshing teeth of the pawl 24 and the meshing teeth of the planetary gear unit of the automatic transmission 18 are brought into close contact with each other, the planetary gear unit and the output shaft 16 are brought into a locked state. Therefore, each rotating element of the output shaft 16, the parking gear 22, the parking lock pole 24, and the planetary gear unit of the automatic transmission 18 is formed as one rigid body, and the meshing teeth of the parking gear 22 and the parking lock pole 24 and Even if a severe vibration load is applied to the meshing teeth of the planetary gear device of the automatic transmission 18, the tooth surfaces of the meshing teeth are suppressed from striking each other, so that the rattling noise can be sufficiently suppressed.

  According to the present embodiment, the drive source 12 distributes the engine 26, the first electric motor (differential electric motor) MG1, and the output of the engine 26 to the first electric motor MG1 and the output shaft (transmission member) 16. An electric continuously variable gear that continuously changes the rotational speed ratio between the engine 26 and the output shaft 16 by controlling the operating state of the first electric motor MG1. It functions as a transmission. From this, for example, when the engine 26 is started, the first gear MG1 that also functions as a starter motor that supplies driving force until the engine 26 can operate independently is rotated and driven by the planetary gear unit 30. Even if severe vibration load is applied to the meshing teeth by the pulsating torque transmitted to the gear 22 and the automatic transmission 18, the tooth surfaces of the meshing teeth are brought together by the automatic transmission 18 and the output shaft 16 being locked. Are suppressed from hitting each other, so that rattling noise generated by the hitting can be suppressed.

  In addition, according to the present embodiment, the automatic transmission 18 includes a pair of Ravigneaux type planetary gear units composed of a single pinion type planetary gear unit and a tuple pinion type planetary gear unit, and two stages established in the automatic transmission 18. One of the rotating elements of the single pinion type planetary gear device and the tuple pinion type planetary gear device, ie, the sun gear S1 of the single pinion type planetary gear device and the double pinion, which are selectively engaged to change the gear position. Since the first planetary gear device includes a first brake (engagement device) B1 and a second brake (engagement device) B2 that couple the ring gear R1 to the transmission case 20, the first brake (engagement) Device) B1 and the second brake (engagement device) B2 are engaged together so that the Ravigno of the automatic transmission 18 Planetary gear device is a locked state, i.e. integrally rotating state.

  As mentioned above, although one Example of this invention was described in detail with reference to drawings, this invention is not limited to this Example, It can implement in another aspect.

  For example, in the above-described embodiment, the automatic transmission 18 is provided between the second electric motor MG2 and the output shaft 16 so that the torque output from the second electric motor MG2 is increased and added to the output shaft 16. Although the automatic transmission (reduction gear) has two gear stages, the present invention is not limited to the automatic transmission 18 and may be applied to other transmissions. For example, one or three or more gear stages may be provided, and a gear stage having a gear ratio of 1 or less may be provided. In short, any automatic transmission may be used as long as it has a gear transmission mechanism provided between the second electric motor MG2 and the output shaft 16 so that the torque output from the second electric motor MG2 is transmitted to the output shaft 16.

  It should be noted that the above description is merely an embodiment, and other examples are not illustrated. However, the present invention is implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the gist of the present invention. Can do.

10: Drive device for hybrid vehicle (drive device)
12: Drive source 14: Drive wheel 16: Output shaft (transmission member)
18: Planetary gear type automatic transmission (automatic transmission)
20: Transmission case (non-rotating member)
22: Parking gear 32: Electronic control unit 56: Engine start / stop request determination means 60: Parking determination means 62: Output shaft lock control means MG2: Second electric motor (electric motor)

Claims (1)

A drive source having at least an engine, a planetary gear type automatic transmission that establishes a plurality of gear stages by selectively operating a plurality of engagement devices, and connected to the drive wheels via the automatic transmission. A control device for a hybrid vehicle drive device comprising: an electric motor; and a parking gear that is fixed to the output shaft of the automatic transmission and meshes with a parking lock pole when a parking command is output,
A parking determination means for determining whether or not the parking gear and the parking lock pole are in a parking state;
Engine start / stop request determination means for determining whether the engine start request or stop request is output;
When it is determined that the parking state is determined by the parking determination unit and the engine start / stop request determination unit determines that the engine start request or stop request is output, the start request or the stop request Output shaft lock control means for locking the output shaft of the automatic transmission using the plurality of engagement devices during the start operation or stop operation of the engine, and a hybrid vehicle drive device comprising: Control device.

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