JP2010241175A - Drive controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simultaneously materialize suppression of drivability reduction and cost increase in an effective area. <P>SOLUTION: This drive controller for a vehicle includes: a speed change mechanism (a motive power division mechanism 40) having a plurality of rotary elements transmitted with drive control torque of a drive source (an engine 10 or a first motor/generator 20) to rotate, wherein a speed change mode is changed over by engagement states of the respective rotary elements; and an electromagnetic clutch 50 having first dog teeth 51 rotating integrally with one of the rotary elements and second dog teeth 52 engaging therewith to integrally rotate, and released with the engagement to relatively rotate, and performing a changeover of the speed change mode of the speed change mechanism by engaging them or releasing the engagement. The drive controller further includes: a second MGECU 103 calculating requested drive control torque of the drive source corresponding to a drive request of a driver; and an HVECU 106 having an arithmetic period shorter than the second MGECU 103 calculating feedback control torque of the drive source for synchronizing rotation of the first dog teeth 51 and the second dog teeth 52 before the engagement thereof. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle drive control device including a vehicle drive device including a drive source and a plurality of ECUs (electronic control devices) that control the vehicle drive device.

  2. Description of the Related Art Conventionally, a vehicle is equipped with a vehicle drive device that includes a drive source that generates a drive force on a drive wheel and power transmission means, and a drive control device that mainly controls the drive force by controlling the vehicle drive device. Has been. For example, Patent Document 1 below describes a vehicle drive device including an engine and two motors / generators as drive sources, and a power distribution mechanism as power transmission means. The power distribution mechanism also has a function as a transmission mechanism, and is configured to be able to switch between a continuously variable transmission mode in which the transmission gear ratio is stepless and a fixed speed mode in which the transmission gear ratio is fixed. Patent Document 2 below describes a control device in a hybrid vehicle having a plurality of CPUs. The control device disclosed in Patent Document 2 includes a first CPU that is directly connected to a motor / generator, a second CPU that is connected to the first CPU and controls the motor / generator, a CPU for an engine, and the like. For example, each time the second CPU receives a request for a torque command value from the first CPU, it performs an interrupt process in preference to other processes, calculates a torque command value in the interrupt process, and calculates the calculation result to the first CPU. Send to.

JP 2004-345527 A JP 2008-92630 A

  By the way, the switching between the continuously variable transmission mode and the fixed gear mode described above is performed by adjusting the engagement state between a plurality of rotating elements in the power distribution mechanism. For example, when the rotation of another rotating element is restricted by stopping the rotation of a certain rotating element, the transmission mode is switched from the continuously variable transmission mode to the fixed stage mode. As a means for switching between the continuously variable transmission mode and the fixed speed mode, an actuator that adjusts the engagement state between the respective rotating elements is conceivable, and a predetermined rotating element of each rotating element is considered. Configure to stop rotation. For example, the actuator is an electromagnetic clutch or the like that can control the predetermined rotating element between a rotatable state and a non-rotatable state. Switching from continuously variable transmission mode to fixed gear mode by stopping rotation.

  Here, when switching the electromagnetic clutch to the engaged state, it is necessary to synchronize the rotation of at least two rotating members of the electromagnetic clutch (for example, having dog teeth that can be engaged with each other) in advance. is there. This rotation, that is, the synchronization between the rotation speed and the rotation phase is performed by adjusting the rotation speed and the rotation phase of the rotation element of the power distribution mechanism connected to one of the rotation members. The adjustment is executed by changing the magnitude of the output torque of the drive source. During the synchronization of the rotation speed and the rotation phase, a drive request accompanying the driver's accelerator operation is also made, and the ECU calculates the required output torque of the drive source according to at least the driver's drive request. The output torque of the drive source for rotation synchronization is calculated. When there is one ECU, a load associated with all calculations is applied to the ECU, and therefore, a delay in rotation synchronization and a shift in rotation synchronization timing occur due to a response delay in the calculation process, resulting in a decrease in drivability. There is a fear. For this reason, for example, the calculation of the required output torque of the drive source in response to the driver's drive request and the calculation of the output torque of the drive source for rotation synchronization are executed by separate ECUs to increase the responsiveness of the calculation process. The method can be considered. However, when a plurality of ECUs are used, a delay due to communication between the ECUs occurs, so that the response delay of the arithmetic processing is not yet resolved to an effective area, and eventually there is a concern about a decrease in drivability. Is done. In addition, if an ECU with high processing capability is used, the responsiveness of the arithmetic processing can be improved, but the cost is greatly increased.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle drive control device that can improve the disadvantages of the conventional example and can achieve both reduction in drivability and suppression of cost increase in an effective region.

  In order to achieve the above object, according to the first aspect of the present invention, there is provided a plurality of rotating elements that rotate by being transmitted with the drive control torque of the drive source, and the speed change mode is switched depending on the engagement state of each of the rotating elements. A mechanism, a first rotating member that rotates integrally with one of the rotating elements, and a second rotating member that engages with the first rotating member and rotates integrally while releasing the engagement and relatively rotating. In a vehicle drive control device comprising: an actuator that engages the first rotation member and the second rotation member or switches the transmission mode of the transmission mechanism by releasing the engagement; A normal ECU for calculating the required drive control torque of the drive source according to the drive request, and a feedback control torque of the drive source for synchronizing the rotations of the first rotating member and the second rotating member before engagement thereof E A U, is provided with a short high-speed ECU of operation cycle, the than normal ECU.

  In the vehicle drive control apparatus according to the first aspect, the feedback control torque requiring high accuracy and responsiveness can be obtained by a high-speed ECU having a high calculation processing speed. As a result, the final required drive control of the drive source is obtained. The torque (= required drive control torque according to the driver's drive request + feedback control torque) can also be obtained with high accuracy and responsiveness. Further, in the vehicle drive control apparatus according to the first aspect, the high-speed ECU is used only for arithmetic processing that requires high accuracy and responsiveness such as shift control, and so far, a normal control that does not require high accuracy and responsiveness. Since a normal ECU is used for calculation processing in the travel control, it is not necessary to replace the normal ECU with a high-speed ECU, and an increase in cost required for the ECU can be suppressed.

  Here, as in the invention described in claim 2, the normal ECU obtains a final required drive control torque by adding the feedback control torque obtained by the high speed ECU to the required drive control torque, and this final required drive Instructs the drive source to generate control torque. Thus, the vehicle drive control apparatus according to claim 2 can reflect the calculation result of the high-speed ECU with respect to the calculation result of the normal ECU within the calculation cycle of the normal ECU. The required drive control torque can be obtained with high accuracy and responsiveness.

  According to a third aspect of the present invention, the high speed ECU performs an averaging process on at least two of a plurality of feedback control torques calculated within a calculation cycle of the normal ECU. The normal ECU obtains the final required drive control torque by adding the averaged feedback control torque obtained by the high speed ECU to the required drive control torque, and the drive source uses the final required drive control torque. Instruct to occur. Thus, the vehicle drive control apparatus according to claim 3 not only obtains the same effect as the invention according to claim 2, but also the deviation and rate of change of the final required drive control torque by the averaging process. Therefore, it is possible to apply limits such as upper / lower limit control and rate limit control necessary for system protection.

  Further, as in the invention according to claim 4, the normal ECU calculates a corrected output torque that cancels the feedback control torque obtained by the high speed ECU added in the previous calculation cycle in the next calculation cycle, and finally requests the final request. It is factored into the calculation result of drive control torque. Thus, the vehicle drive control apparatus according to the fourth aspect can reduce a shock at the time of shifting.

  The vehicle drive control device according to the present invention obtains a calculation result (feedback control torque) that requires high accuracy and responsiveness, such as shift control, by a high-speed ECU, and does not require high accuracy and responsiveness compared to this. Since the calculation result (required drive control torque) corresponding to the drive request is normally obtained by the ECU, the final requested drive control torque of the drive source can be obtained with high accuracy and responsiveness. For this reason, this drive control device can execute the synchronization of the rotation of the first rotating member and the second rotating member in the actuator with high accuracy and responsiveness, and can reduce the shift time, thereby improving drivability. Can do. In addition, this drive control device prepares a high-speed ECU only for arithmetic processing that requires such high accuracy and responsiveness, and a normal ECU similar to the conventional ECU may be used for other arithmetic processing. Therefore, an increase in cost necessary for the ECU can be suppressed. Thus, the vehicle drive control apparatus according to the present invention can achieve both reduction in drivability and suppression of cost increase in an effective region.

FIG. 1 is a diagram showing a configuration of a vehicle drive control device according to the present invention. FIG. 2 is a diagram illustrating an example of an electromagnetic clutch. FIG. 3 is a flowchart for explaining the rotation speed / rotation phase synchronous shift control of the vehicle drive control apparatus according to the present invention. FIG. 4 is a flowchart for explaining another rotational speed / rotational phase synchronous shift control of the vehicle drive control apparatus according to the present invention. FIG. 5 is a flowchart illustrating still another rotation speed / rotation phase synchronous shift control of the vehicle drive control apparatus according to the present invention.

  Embodiments of a vehicle drive control apparatus according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  An embodiment of a vehicle drive control apparatus according to the present invention will be described with reference to FIGS.

  First, a vehicle drive device to be controlled by this drive control device will be described. This vehicle drive device is a device for generating a drive force on the drive wheels WL and WR of the vehicle, and includes a drive source and power transmission means for transmitting the power of the drive source to the drive wheels WL and WR as a drive force. ing. Reference numeral 1 in FIG. 1 represents the vehicle drive apparatus exemplified in this embodiment.

  The vehicle drive device 1 illustrated here is provided with a plurality of vehicle drive sources. As the drive source, an engine 10, a first motor / generator (MG1) 20, and a second motor / generator (MG2) 30 are prepared. Further, in this vehicle drive device 1, as a power transmission means, a power split mechanism 40, an electromagnetic clutch 50, a brake 60, and a speed change means of the second motor / generator 30 (hereinafter referred to as “MG2 speed change means”). 70 and a final speed reducer 80 provided with a differential mechanism.

  The engine 10 is, for example, a heat engine such as an internal combustion engine that burns fuel in a combustion chamber and converts thermal energy generated thereby into mechanical energy, and an output shaft (crankshaft) 11 by reciprocating motion of a piston (not shown). To output mechanical power. A flywheel 12 is connected to one end of the output shaft 11, and the flywheel 12 is connected to the input shaft 91 of the power transmission means via the damper mechanism 13. The input shaft 91 is connected to the power split mechanism 40 and transmits the output torque of the engine 10 to the power split mechanism 40.

  The power split mechanism 40 is a mechanism that distributes the output torque of the engine 10 to the first motor / generator 20 and the output shaft 92 of the power transmission means, and performs a differential operation between these three members. The power split mechanism 40 also has a function as a speed change mechanism, and the speed change function switches the speed change mode between the continuously variable speed mode and the fixed speed mode. The power split mechanism 40 will be described in detail later together with the electromagnetic clutch 50 and the brake 60.

  The output shaft 92 is connected to the final reduction gear 80 via a propeller shaft 93 if the vehicle is an FR (front engine / rear drive) vehicle, for example. The final reduction gear 80 is connected to the left and right drive shafts DL and DR via an internal differential mechanism, and further to the left and right wheels (drive wheels) WL and WR via the drive shafts DL and DR. Connected. Therefore, the power (rotational torque) output from the output shaft 92 is decelerated at the final reduction ratio of the final reduction gear 80 and distributed to the left and right drive shafts DL and DR, and each drive wheel WL, It is transmitted to WR.

  The engine 10 is provided with an electronically controlled throttle device, a fuel injection device, an ignition device, and the like (not shown). The operation of the throttle device and the like is controlled by an engine ECU 101 that is an electronic control device for the engine 10. . The engine ECU 101 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined engine control program such as combustion control in advance, and a RAM (Random) that temporarily stores the calculation results of the CPU. (Access Memory) and a backup RAM for storing information prepared in advance. For example, the engine control means provided in the engine ECU 101 controls the throttle device to a throttle opening corresponding to the accelerator operation amount of the driver, and also the fuel injection amount and fuel injection timing of the fuel injection device, and the ignition timing of the ignition device. Etc. are controlled to adjust the magnitude of the output torque output from the output shaft 11 of the engine 10. At that time, if the engine 10 is provided with electronically controlled intake valves and exhaust valve driving devices (not shown), the engine control means performs opening / closing timing control and lift amount control of the intake valves and exhaust valves. To adjust the magnitude of the output torque.

  The first and second motor / generators 20 and 30 are configured as, for example, permanent magnet type AC synchronous motors, and are respectively supplied with three-phase AC power from inverters 25 and 35 to form a rotating magnetic field. , 31 and rotors 22 and 32 as rotors that rotate by being attracted to the rotating magnetic field. The rotors 22 and 32 are connected to rotating shafts 23 and 33 that rotate integrally on a concentric circle. The first and second motor / generators 20 and 30 are connected to a secondary battery (not shown) via inverters 25 and 35, and exchange electric power with the secondary battery.

  The inverters 25 and 35 are configured to convert DC power from the secondary battery into AC power and supply the AC power to the first and second motor / generators 20 and 30, respectively. The first and second motors / generators 20 and 30 operate as electric motors by being supplied with the AC power, and mechanical power (motor torque (that is, motor torque (ie, motor torque)) is obtained from the rotating shafts 23 and 33 of the respective rotors 22 and 32. Power running torque)) can be output.

  On the other hand, when rotational torque is input to the rotating shafts 23 and 33 of the rotors 22 and 32, the first and second motor / generators 20 and 30 respectively convert the input torque into AC power. That is, the first and second motor / generators 20 and 30 operate as generators in accordance with the input of the rotational torque. In this case, the inverters 25 and 35 receive the AC power converted by the first and second motor / generators 20 and 30, respectively, convert the DC power into DC power and recover it to the secondary battery (that is, regeneration of power). It can be carried out.

  The operations of the inverters 25 and 35 are referred to as first and second motor / generator ECUs (hereinafter referred to as “first and second MGECUs”) as electronic control devices for the first and second motor / generators 20 and 30. ) 102 and 103, respectively. That is, the first and second motor / generators 20 and 30 are controlled by the motor / generator control means provided in the first and second MGECUs 102 and 103, respectively, to control the operation of the inverters 25 and 35. Alternatively, regenerative control is performed, and power running torque and regenerative torque are controlled. The first and second MGECUs 102 and 103 respectively determine whether a CPU (central processing unit) (not shown), the first and second motor / generators 20 and 30 are operated by an electric motor or a generator, etc. It comprises a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. The first and second MGECUs 102 and 103 are connected to each other and communicate control commands and the like.

  The first and second motor / generators 20 and 30 are provided with rotation sensors (resolvers 24 and 34) for detecting the rotational angle positions of the rotors 22 and 32, respectively. A signal is transmitted to each of the first and second MGECUs 102 and 103.

  The first motor / generator 20 has a rotating shaft 23 connected to the power split mechanism 40. The rotating shaft 23 is a concentric circle disposed with respect to the input shaft 91 and is a hollow shaft disposed so as to be able to relatively rotate the input shaft 91 inward. The first motor / generator 20 operates as a generator by a part of the output torque of the engine 10 distributed by the power split mechanism 40. In the vehicle drive device 1, a part of the output torque is input to the rotating shaft 23, and the input torque is converted into AC power by the first motor / generator 20 and sent to the inverter 25. The AC power may be collected in a secondary battery, or may be directly used as power when the second motor / generator 30 operates as an electric motor.

  In the vehicle drive device 1, since the power split mechanism 40 performs a differential operation, the rotational speed of the engine 10 can be continuously changed by controlling the rotational speed of the first motor / generator 20. it can. As a result, the power split mechanism 40 operates in the continuously variable transmission mode, so that the output torque of the engine 10 is continuously shifted and distributed to the output shaft 92. The first MGECU 102 detects the rotational speed of the first motor / generator 20 based on the detection signal of the resolver 24, and controls the rotational speed via the inverter 25.

  In the vehicle drive device 1, the first motor / generator 20 can also be used as a starting motor for the engine 10. In that case, the motor torque of the first motor / generator 20 is transmitted to the output shaft 11 of the engine 10 via the power split mechanism 40.

  Thus, the first motor / generator 20 has not only a function as a generator that uses a part of the power of the engine 10, but also a function as a power source that supplies the generated power to the second motor / generator 30. A function as an engine starting motor when starting the engine 10 can be exhibited.

  The second motor / generator 30 is used to assist the driving force or braking force of the vehicle. The rotation shaft 33 of the second motor / generator 30 is a concentric circle with respect to the output shaft 92, and is a hollow shaft disposed so that the output shaft 92 can be relatively rotated inward. .

  For example, the second motor / generator 30 receives power from the secondary battery via the inverter 35 or generates power from the first motor / generator 20 when the driving force of the vehicle is insufficient with only the output torque of the engine 10. The supplied power is fed and the shortage is compensated by operating as an electric motor. The electric motor torque of the second motor / generator 30 is output to the output shaft 92 via the MG2 speed change means 70. The second MGECU 103 detects the rotational speed of the second motor / generator 30 based on the detection signal of the resolver 34 and controls the rotational speed via the inverter 35 to generate a deficient driving force.

  In addition, rotational torque is input to the rotation shaft 33 of the second motor / generator 30 from the drive wheels WL and WR via the MG2 speed change means 70 during vehicle braking such as when the vehicle is decelerated or when the vehicle is stopped. The input torque is converted into AC power by the second motor / generator 30 operating as a generator and sent to the inverter 35. In that case, regeneration of electric power as described above is performed and braking force (regenerative braking force) is applied to the drive wheels WL and WR, so that regenerative braking can be performed.

  The MG2 speed change means 70 is, for example, a two-speed reduction mechanism that switches between a high speed stage and a low speed stage. Although not shown, this MG2 speed change means 70 is a first sun gear of an external gear arranged concentrically with respect to the output shaft 92 and the rotation shaft 33 of the second motor / generator 30, and the first sun gear. A second sun gear of an external gear having a larger diameter than the first sun gear arranged concentrically and shifted in the longitudinal direction of the vehicle, and a ring gear of an internal gear arranged concentrically with respect to the first sun gear; A plurality of short pinion gears meshed with the first sun gear, a plurality of long pinion gears meshed with the second sun gear and the short pinion gear and meshed with the ring gear, and the short pinion gears and the long pinion gears rotated and revolved freely. And the first sun gear, the second sun gear, the ring gear, and the carrier are rotating elements. Te allows for differential motions is configured as a planetary gear mechanism.

  The MG2 transmission means 70 includes a first brake that permits or restricts relative rotation of the first sun gear with respect to the rotation shaft 33 of the second motor / generator 30, a second brake that permits or restricts rotation of the ring gear, Is provided. As these first and second brakes, for example, a friction engagement device such as a multi-plate clutch operated by hydraulic pressure is used. The MG2 transmission means 70 switches between the high speed stage and the low speed stage by controlling the operations of the first and second brakes. These first and second brakes are controlled by a speed change ECU 105 which is an electronic control unit for the MG2 speed change means 70. The shift ECU 105 includes a CPU (central processing unit) (not shown), a ROM that stores a predetermined shift control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup that stores information prepared in advance, and the like. It is composed of a RAM or the like. The shift control means provided in the shift ECU 105 selects a gear position based on map data (shift diagram) prepared in advance. The map data is set so that, for example, the low speed stage is selected from the start of the vehicle to a predetermined vehicle speed, and the high speed stage is switched when the vehicle speed exceeds the predetermined vehicle speed.

  The power split mechanism 40 is constituted by two planetary gear mechanisms. The first planetary gear mechanism is arranged on a concentric circle with respect to the input gear 91 and the external gear sun gear 41 arranged concentrically with respect to the rotating shaft 23 of the first motor / generator 20. It has a ring gear 42 of an internal gear, a plurality of pinion gears 43 that mesh with the sun gear 41 and mesh with the ring gear 42, and a carrier 44 that holds each of the pinion gears 43 so as to rotate and revolve freely. The second planetary gear mechanism includes an external gear sun gear 45 disposed concentrically with respect to the output shaft 92, an internal gear ring gear 46 disposed concentrically with respect to the sun gear 45, and the sun gear 45. And a plurality of pinion gears 47 that mesh with the ring gear 46, and a carrier 48 that holds the pinion gears 47 so as to rotate and revolve.

  An input shaft 91 is connected to the carrier 44 of the first planetary gear mechanism. Further, each pinion gear 43 held by the carrier 44 is connected to a ring gear 46 of the second planetary gear mechanism. Here, the input shaft 91, the carrier 44, the pinion gear 43, and the ring gear 46 constitute a first rotating element among the four rotating elements. The four rotating elements rotate when the drive control torque of the drive source (the output torque of the engine 10 and the output torque of the first motor / generator 20) is transmitted.

  A rotation shaft 23 of the first motor / generator 20 is connected to the sun gear 41 of the first planetary gear mechanism. Here, the sun gear 41 and the rotor 22 of the first motor / generator 20 constitute a second rotating element.

  The ring gear 42 of the first planetary gear mechanism is connected to the carrier 48 of the second planetary gear mechanism. Further, an output shaft 92 is connected to the ring gear 42 and the carrier 48. Here, the ring gear 42, the carrier 48, and the output shaft 92 constitute a third rotating element.

  The sun gear 45 of the second planetary gear mechanism is connected to the brake 60 via the electromagnetic clutch 50. The sun gear 45 constitutes a fourth rotating element.

  Here, the electromagnetic clutch 50 and the brake 60 will be described. The electromagnetic clutch 50 and the brake 60 function as an actuator for switching the transmission mode in the transmission mechanism (power split mechanism 40). In the actuator, the shift mode is changed to a fixed stage mode by setting the electromagnetic clutch 50 to the following clutch disengaged state, the shift mode is set to the following engaged state and the brake 60 is set to the brake operating state described below. Is the continuously variable transmission mode.

  The electromagnetic clutch 50 illustrated here includes a pair of first and second dog teeth 51 and 52 as shown in FIG. The first and second dog teeth 51 and 52 are arranged concentrically with respect to the output shaft 92 and rotate relative to the output shaft 92. The first dog teeth (first rotating member) 51 are connected to the sun gear 45 of the second planetary gear mechanism as the fourth rotating element, and rotate integrally with the sun gear 45. On the other hand, the second dog tooth (second rotating member) 52 has a rotating shaft 53 connected to the brake 60 and can move in the axial direction (arrows A and B). In the electromagnetic clutch 50, the second dog tooth 52 moves in the direction of the arrow A and engages with the first dog tooth 51, so that the clutch is engaged, and the first and second dog teeth 51. , 52 rotate together. Further, in the electromagnetic clutch 50, the second dog tooth 52 moves in the direction of the arrow B and moves away from the first dog tooth 51 to enter the clutch released state (clutch disengaged state). The second dog teeth 51 and 52 rotate relative to each other. The movement of the second dog teeth 52 is executed by driving the clutch driving means 54 as a coil unit having an electromagnetic coil. This clutch drive means 54 is driven by an actuator drive circuit 55.

  As shown in FIG. 2, the electromagnetic clutch 50 is provided with a rotation sensor (resolver 56) for detecting the rotation angle position of the second dog tooth 52, and the resolver 56 transmits a detection signal to a third MGECU 104 described later. . The third MGECU 104 sends the detection signal to the second MGECU 103.

  The brake 60 fixes the sun gear 45 of the second planetary gear mechanism when the electromagnetic clutch 50 is in the clutch engaged state, and this brake operating state is used when the shift mode is set to the fixed speed mode. The brake 60 engages the rotating member 61 that rotates integrally with the rotating shaft 53 of the second dog tooth 52, the holding member 62 fixed to the inner wall of the casing (not shown), and the rotating member 61 and the holding member 62. Brake actuating means 63 for causing or releasing the engagement. The brake actuating means 63 is, for example, a coil unit similar to the clutch drive means 54 and is driven by the actuator drive circuit 55. The brake 60 is brought into a brake operating state by engaging the rotating member 61 and the holding member 62, stops the relative rotation of the electromagnetic clutch 50 with respect to the output shaft 92, and is connected to the first dog teeth 51 of the electromagnetic clutch 50. The rotation of the sun gear 45 of the second planetary gear mechanism is also stopped. The output shaft 92 rotates relative to the casing.

  The operations of the clutch driving means 54 of the electromagnetic clutch 50 and the brake operating means 63 of the brake 60 are controlled by the third MGECU 104 which is an electronic control device prepared for these purposes. The third MGECU 104 includes a CPU (central processing unit) (not shown), a ROM that stores in advance a predetermined control program for engaging or releasing the electromagnetic clutch 50, a RAM that temporarily stores calculation results of the CPU, It is composed of a backup RAM or the like for storing information prepared in advance. The third MGECU 104 is connected to the second MGECU 103 and controls the actuator drive circuit 55 based on the engagement command or the release command of the electromagnetic clutch 50 received from the second MGECU 103 to control the operation of the clutch drive means 54. The third MGECU 104 controls the operation of the brake operating means 63 based on the operation command or non-operation command of the brake 60 received from the second MGECU 103.

  As described above, the electromagnetic clutch 50 and the brake 60 are operated when the speed change mode is switched to the continuously variable speed mode or the fixed speed mode.

  When the continuously variable transmission mode is set, the third MGECU 104 controls the electromagnetic clutch 50 to the clutch released state and controls the brake 60 to the brake inactive state based on the clutch release command and the brake non-operation command received from the second MGECU 103. . At that time, in the first planetary gear mechanism of the power split mechanism 40, the output torque of the engine 10 acts on the carrier 44, and the torque (hereinafter referred to as the engine 10) in the direction opposite to that of the engine 10 by the first motor / generator 20 acts on the sun gear 41. "Reaction force torque") acts, so that the ring gear 42 rotates in the same direction as the engine 10. As a result, the output shaft 92 rotates in the same direction as the engine 10, and the electromagnetic clutch 50 is released and the brake 60 is inactive, so the sun gear 45 of the second planetary gear mechanism is also the same as the engine 10. Rotate in the direction. Therefore, the rotational speed of the engine 10 can be changed by controlling the rotational speed of the first motor / generator 20, and a stepless speed change is possible.

  When the fixed stage mode is set, the third MGECU 104 controls the electromagnetic clutch 50 to the clutch engagement state and the brake 60 to the brake operation state based on the clutch engagement command and the brake operation command received from the second MGECU 103. As a result, the sun gear 45 of the second planetary gear mechanism is fixed, so that the reaction force torque acts on the rotation of each rotating element by the output torque of the engine 10 in the power split mechanism 40. Accordingly, the first motor / generator 20 is idling and is fixed at a gear ratio determined by the power split mechanism 40. Here, when the electromagnetic clutch 50 is engaged (that is, when the speed change mode is switched from the continuously variable speed mode to the fixed speed mode), the rotation speed / rotation phase synchronous speed change control described later is performed.

  The vehicle drive device 1 configured as described above is controlled by a drive control device including the engine ECU 101 and the like. In the present embodiment, an integrated ECU (hereinafter referred to as “HVECU”) 106 that controls the engine ECU 101, the first MGECU 102, the second MGECU 103, the third MGECU 104, and the transmission ECU 105 is provided, and these constitute a drive control device. The

  The HVECU 106 includes a CPU (Central Processing Unit) (not shown), a ROM that stores a predetermined control program in advance, a RAM that temporarily stores calculation results of the CPU, a backup RAM that stores information prepared in advance, and the like. It consists of The HVECU 106 exchanges control commands, control request values, detection signals of various sensors, and the like with the engine ECU 101, the second MGECU 103, and the transmission ECU 105, and executes vehicle driving force control, vehicle braking force control, and the like. The HVECU 106 exchanges control commands and the like with the first MGECU 102 and the third MGECU 104 via the second MGECU 103. Here, when considering the calculation cycle of the HVECU 106 as a reference, at least the first MGECU 102 and the second MGECU 103 are prepared with a calculation cycle shorter than the calculation cycle of the HVECU 106. Here, the HVECU 106 is referred to as a normal ECU, and the first MGECU 102 and the second MGECU 103 are referred to as a high-speed ECU.

  The rotation speed / rotation phase synchronous shift control will be described. When the electromagnetic clutch 50 engages the first dog teeth 51 and the second dog teeth 52, it is necessary to synchronize their rotational speed and rotational phase. This is because, if the rotation speed and the rotation phase are synchronized and not engaged, a hitting sound or vibration may be generated at the time of engagement, or durability of the electromagnetic clutch 50 may be deteriorated. It is. Therefore, when the electromagnetic clutch 50 is engaged, the rotation speed and rotation phase of the first dog teeth 51 and the second dog teeth 52, in other words, the sun gear 45 and the second dog teeth 52 of the second planetary gear mechanism. Rotational speed / rotational phase synchronous shift control is performed to synchronize the rotational speed and rotational phase.

  When performing synchronous control of the rotational speed, the current rotational speeds of the first dog teeth 51 or the sun gear 45 and the second dog teeth 52 are grasped. The rotational speed of the sun gear 45 is uniquely determined according to the rotational speed of the first motor / generator 20 and the configuration of the power split mechanism 40 (ie, the power distribution ratio). Therefore, with respect to the rotation speed of the first dog teeth 51 or the sun gear 45, the rotation speed of the first motor / generator 20 is detected based on the detection signal of the resolver 24, and the rotation speed and power of the first motor / generator 20 are detected. This is calculated based on the configuration of the dividing mechanism 40. The calculation of the rotational speed of the first dog teeth 51 or the sun gear 45 may be performed by the first MGECU 102 to which the detection signal of the resolver 24 is input. The detection signal of the resolver 24 or the calculated first motor / The second MGECU 103 that has received the information on the rotational speed of the generator 20 may be used. When the first MGECU 102 obtains the number of rotations of the first dog teeth 51 or the sun gear 45, information on the calculation result is transmitted to the second MGECU 103. On the other hand, the rotation speed of the second dog tooth 52 is calculated based on the detection signal of the resolver 56 of the electromagnetic clutch 50. The calculation of the rotational speed of the second dog teeth 52 is performed by the second MGECU 103 that has received the detection signal of the resolver 56 of the electromagnetic clutch 50 from the third MGECU 104. That is, the current rotation speeds of the first dog teeth 51 or the sun gear 45 and the second dog teeth 52 are calculated by the first MGECU 102 and the second MGECU 103 whose calculation cycle is shorter than that of the HVECU 106. Therefore, these rotational speeds are required with high accuracy and responsiveness.

  The second MGECU 103 compares the rotation speed of the first dog tooth 51 or the sun gear 45 with the rotation speed of the second dog tooth 52 in the current state, and calculates a difference between these rotation speeds. Then, the second MGECU 103 obtains the synchronous rotational speed of the first motor / generator 20 for synchronizing the rotational speed of the first dog tooth 51 and the rotational speed of the second dog tooth 52 based on the rotational speed difference. In this embodiment, the second MGECU 103, which is a high-speed ECU, also calculates the synchronous rotational speed of the first motor / generator 20, so that the synchronous rotational speed is obtained with high accuracy and responsiveness. The second MGECU 103 obtains a feedback control torque (hereinafter referred to as “rotational speed F / B torque”) with respect to the required output torque of the first motor / generator 20 for generating the synchronous rotational speed. In this embodiment, since the second MGECU 103, which is a high-speed ECU, also calculates the rotational speed F / B torque of the first motor / generator 20, the rotational speed F / B torque can be obtained with high accuracy and responsiveness.

  Here, the required output torque of the first motor / generator 20 corresponds to the driver's intention, and is based on the driver's drive request that can be grasped from the accelerator opening degree, the balance of the secondary battery, and the like. Determined. In this embodiment, the HVECU 106, which is a normal ECU, mainly executes normal control reflecting the driver's drive request. The normal control that reflects the driver's drive request refers to a control other than a control that requires high accuracy and good responsiveness such as shift control. The required output torque of the first motor / generator 20 is based on the driver's drive request and is calculated by the HVECU 106. For example, the HVECU 106 obtains the required drive torque of the vehicle (required drive torque of the output shaft 92) based on the drive request of the driver, and further considers the balance of the secondary battery, and the required output torque of the engine, the first motor The required output torque of the generator 20 and the required output torque of the second motor / generator 30 are obtained.

  When synchronizing the rotation speed of the first dog tooth 51 and the rotation speed of the second dog tooth 52, the second MGECU 103 transmits information on the calculated rotation speed F / B torque of the first motor / generator 20 to the HVECU 106. The HVECU 106 adds the calculated required output torque of the first motor / generator 20 and the received rotational speed F / B torque of the first motor / generator 20 to synchronize the rotational speed to the first motor / generator 20. Find the final required output torque. The HVECU 106 sends a command to the first MGECU 102 so as to realize the rotation speed synchronization final required output torque, and causes the first MGECU 102 to control the first motor / generator 20.

  Next, when performing synchronous control of the rotational phase, the current rotational phase of the first dog tooth 51 or the sun gear 45 and the second dog tooth 52 is grasped. The rotational phase of the sun gear 45 is uniquely determined according to the rotational phase of the first motor / generator 20 and the configuration of the power split mechanism 40, as in the case of the rotational speed. Therefore, with respect to the rotation phase of the first dog teeth 51 or the sun gear 45, the rotation phase of the first motor / generator 20 is detected based on the detection signal of the resolver 24, and the rotation phase and power of the first motor / generator 20 are detected. This is calculated based on the configuration of the dividing mechanism 40. The calculation of the rotational phase of the first dog teeth 51 or the sun gear 45 may be performed by the first MGECU 102 to which the detection signal of the resolver 24 is input. The detection signal of the resolver 24 or the calculated first motor / The second MGECU 103 that has received the information on the rotational phase of the generator 20 may be used. When the first MGECU 102 obtains the rotational phase of the first dog teeth 51 or the sun gear 45, information on the calculation result is transmitted to the second MGECU 103. On the other hand, the rotational phase of the second dog teeth 52 is calculated based on the detection signal of the resolver 56 of the electromagnetic clutch 50. The calculation of the rotational phase of the second dog tooth 52 is performed by the second MGECU 103 that has received the detection signal of the resolver 56 of the electromagnetic clutch 50 from the third MGECU 104. That is, the current rotation phases of the first dog teeth 51 or the sun gear 45 and the second dog teeth 52 are calculated by the first MGECU 102 and the second MGECU 103 whose calculation cycle is shorter than that of the HVECU 106. Therefore, these rotational phases are required with high accuracy and high responsiveness.

  The second MGECU 103 compares the rotational phase of the first dog tooth 51 or the sun gear 45 with the rotational phase of the second dog tooth 52 in the current state, and calculates the rotational phase difference between them. Then, the second MGECU 103 obtains a synchronous rotation angle of the first motor / generator 20 for synchronizing the rotation phase of the first dog tooth 51 and the rotation phase of the second dog tooth 52 based on the rotation phase difference. In the present embodiment, the second MGECU 103, which is a high-speed ECU, also calculates the synchronous rotation angle of the first motor / generator 20, so that the synchronous rotation angle is obtained with high accuracy and good responsiveness. The second MGECU 103 is a feedback control torque (hereinafter referred to as “rotation phase F / F”) for the required output torque of the first motor / generator 20 for relatively rotating the first dog teeth 51 and the second dog teeth 52 by the synchronous rotation angle. B torque ”). In this embodiment, the second MGECU 103, which is a high-speed ECU, also calculates the rotational phase F / B torque of the first motor / generator 20, so that the rotational phase F / B torque can be obtained with high accuracy and responsiveness.

  When synchronizing the rotation phase of the first dog tooth 51 and the rotation phase of the second dog tooth 52, the second MGECU 103 transmits information on the calculated rotation phase F / B torque of the first motor / generator 20 to the HVECU 106. The HVECU 106 adds the calculated required output torque of the first motor / generator 20 and the received rotational phase F / B torque of the second motor / generator 20 to synchronize the rotational phase to the first motor / generator 20. Find the final required output torque. The HVECU 106 sends a command to the first MGECU 102 to realize the rotational phase synchronization final required output torque, and causes the first MGECU 102 to control the first motor / generator 20.

  Hereinafter, a simple flow of the rotation speed / rotation phase synchronous shift control will be described with reference to the flowchart of FIG.

  The HVECU 106 determines whether the shift control is being performed. If the shift control is not being performed, the HVECU 106 performs normal travel control. At this time, the HVECU 106 obtains a required output torque of the first motor / generator 20 and transmits a command to the first MGECU 102 to generate it as a final required output torque. On the other hand, if it is determined that the shift control is being performed, the HVECU 106 executes the rotation speed / rotation phase synchronous shift control. At this time, the HVECU 106 instructs the second MGECU 103 to start the rotation speed / rotation phase synchronous shift control.

  In the rotational speed / rotation phase synchronous shift control, first, the HVECU 106, which is a normal ECU, calculates the required output torque Tmg0 of the first motor / generator 20 as described above (step ST5), and the second MGECU 103, which is a high-speed ECU, The calculation of the rotational speed F / B torque Tmg1 of the first motor / generator 20 is performed as described above (step ST10). Then, the second MGECU 103 transmits information on the calculated rotation speed F / B torque Tmg1 to the HVECU 106 (step ST15).

  Here, it is assumed that there is, for example, a four-fold difference in calculation cycle between the HVECU 106 and the first MGECU 102 and the second MGECU 103. In this case, until the HVECU 106 finishes the calculation process for one cycle, the second MGECU 103 executes the calculation process for four cycles. For this reason, in this case, information on the rotational speed F / B torque Tmg1 of the first motor / generator 20 is 4 until one piece of information on the required output torque Tmg0 of the first motor / generator 20 is calculated. One is obtained. In step ST15, information on the rotation speed F / B torque Tmg1 of the first motor / generator 20 calculated most preferably is sent to the HVECU 106 in any one of the four.

  The HVECU 106 adds the required output torque Tmg0 obtained in step ST5 and the rotational speed F / B torque Tmg1 sent in step ST15 to obtain the rotational speed synchronization final required output torque TmgN of the first motor / generator 20. Set (step ST20). The HVECU 106 transmits the setting information to the second MGECU 103 (step ST25). Second MGECU 103 transmits a control command (rotation speed synchronization control command) to first motor / generator 20 to first MGECU 102 to generate the rotation speed synchronization final required output torque TmgN (step ST30).

  First MGECU 102 controls first motor / generator 20 via inverter 25 to generate rotation speed synchronization final required output torque TmgN (step ST35). Thereby, the rotation speed of the 1st dog tooth 51 and the rotation speed of the 2nd dog tooth 52 synchronize. The first MGECU 102, after finishing the rotation speed synchronization control, transmits the rotation speed synchronization completion information to the second MGECU 103 (step ST40), and causes the second MGECU 103 to transmit the rotation speed synchronization completion information to the HVECU 106 (step ST45). ).

  Next, the HVECU 106 performs the calculation of the required output torque Tmg0 of the first motor / generator 20 as described above (step ST50), and the second MGECU 103 performs the rotation phase F / B torque Tmg2 of the first motor / generator 20. This calculation is performed as described above (step ST55). Then, the second MGECU 103 transmits information on the calculated rotational phase F / B torque Tmg2 to the HVECU 106 (step ST60).

  As described above, when the difference in calculation cycle between the HVECU 106 and the first MGECU 102 and the second MGECU 103 is four times, in the step ST60, the four rotational phases F / F obtained during the calculation of the required output torque Tmg0 are obtained. Information on one of the B torques Tmg2, most preferably the last calculated rotational phase F / B torque Tmg2, is sent to the HVECU 106.

  The HVECU 106 adds the requested output torque Tmg0 obtained in step ST50 and the rotational phase F / B torque Tmg2 sent in step ST60 to obtain the rotational phase synchronization final requested output torque Tmgθ of the first motor / generator 20. Set (step ST65). Then, this HVECU 106 transmits the setting information to the second MGECU 103 (step ST70). Second MGECU 103 transmits a control command to first motor / generator 20 to first MGECU 102 to generate the rotation phase synchronization final required output torque Tmgθ (step ST75).

  First MGECU 102 controls first motor / generator 20 via inverter 25 to generate rotational phase synchronization final required output torque Tmgθ (step ST80). As a result, the rotational phase difference between the first dog teeth 51 and the second dog teeth 52 whose rotation speeds are synchronized is eliminated. After completing the rotation phase synchronization control, first MGECU 102 transmits rotation phase synchronization completion information to second MGECU 103 (step ST85), and causes the second MGECU 103 to transmit the rotation phase synchronization completion information to HVECU 106 (step ST90). ).

  After completing the rotational speed / rotation phase synchronous shift control for the first dog teeth 51 and the second dog teeth 52 in this way, the HVECU 106 sends a clutch engagement command and brake operation to the third MGECU 104 via the second MGECU 103. Send a command. The third MGECU 104 controls the clutch driving means 54 of the electromagnetic clutch 50 and the brake operating means 63 of the brake 60 to place the electromagnetic clutch 50 in the clutch engaged state and to put the brake 60 in the brake operated state. As a result, the transmission mode is switched from the continuously variable transmission mode to the fixed-stage mode.

  As described above, the drive control apparatus according to the present embodiment provides the rotational speed F / B torque and the rotational phase F / of the first motor / generator 20 as the feedback control torque important for achieving high accuracy and good responsiveness. The B torque is calculated by the second MGECU 103, which is a high-speed ECU, and the calculation result is reflected in the calculation result obtained within the calculation cycle of the HVECU 106, which is a normal ECU. For this reason, this drive control device is based on new information on the rotation speed and rotation phase of the first dog teeth 51 and the second dog teeth 52 that are closer to the current situation than when these calculation processes are performed only by the HVECU 106. The feedback control torque can be calculated, and the time required until the rotation speed synchronization final required output torque and the rotation phase synchronization final required output torque of the first motor / generator 20 can be reduced. Rotational phase synchronous shift control can be performed with high accuracy and responsiveness. Therefore, in the vehicle, as a result, the shift time is shortened, so that drivability is improved.

  The second MGECU 103 determines that a plurality of feedback control torques (rotations F / F) while the HVECU 106 calculates the required output torque of the first motor / generator 20 by one (that is, one cycle) due to the difference in the calculation cycle. B torque or rotational phase F / B torque). In the above-described example, any one of the feedback control torques in the meantime is sent to the HVECU 106 and added to the required output torque, and the first motor / generator 20 rotational speed synchronization final required output torque or rotational phase synchronization. The final required output torque is obtained. On the other hand, this drive control device takes an average value from at least two of the respective feedback control torques, and performs the averaging process on the feedback control torque (the rotational speed F / B torque or the rotational phase F /). B torque) may be added to the required output torque. The rotation speed / rotation phase synchronization shift control at this time will be described based on the flowchart shown in FIG. 4 is basically the same as that shown in FIG. 3 described above, and therefore the description of the overlapping parts is omitted as necessary.

  The second MGECU 103 calculates the rotation speed F / B torque Tmg1 for one cycle of the HVECU 106 (step ST11), and an average value of the plurality of rotation speed F / B torques Tmg1 obtained as a result (hereinafter referred to as “the rotation speed F / It is referred to as “B torque average value”.) Tmg1avg is obtained (step ST12). Then, the second MGECU 103 transmits information on the rotation speed F / B torque average value Tmg1avg to the HVECU 106 (step ST16). At this time, the HVECU 106 adds the requested output torque Tmg0 obtained in step ST5 and the rotation speed F / B torque average value Tmg1avg sent in step ST16 to obtain the rotation speed synchronization final request of the first motor / generator 20. Output torque TmgN is set (step ST21).

  Further, the second MGECU 103 calculates the rotation phase F / B torque Tmg2 for one cycle of the HVECU 106 (step ST56), and the average value (hereinafter referred to as “rotation phase”) of the plurality of rotation phases F / B torque Tmg2 obtained thereby. It is referred to as “F / B torque average value”.) Tmg2avg is obtained (step ST57). Then, the second MGECU 103 transmits information on the rotational phase F / B torque average value Tmg2avg to the HVECU 106 (step ST61). At this time, the HVECU 106 adds the requested output torque Tmg0 obtained in step ST50 and the rotational phase F / B torque average value Tmg2avg sent in step ST61 to obtain the final rotational phase synchronization request of the first motor / generator 20. The output torque Tmgθ is set (step ST66).

  By performing the averaging process of the rotational speed F / B torque Tmg1 in this way, in the synchronous control of the rotational speed, various changes on the vehicle side (for example, the first dog tooth, for example) until the HVECU 106 finishes the calculation process for one cycle. 51, changes in the rotational speed of the second dog teeth 52, changes in the actual output torque of the first motor / generator 20, etc.) can be reflected, and accurate control can be executed in accordance with the actual situation. Further, by performing the averaging process of the rotational phase F / B torque Tmg2, in the synchronous control of the rotational phase, various changes (for example, the first dog teeth 51) on the vehicle side until the HVECU 106 finishes the calculation process of one cycle. And a change in the rotational phase difference between the second dog teeth 52, a change in the actual output torque of the first motor / generator 20, and the like, and it is possible to execute an accurate control in accordance with the actual situation. Furthermore, the first motor / generator 20, the second motor / generator 30, the inverters 25, 35, and the secondary are obtained by grasping the deviation or change rate of the final calculation result with respect to the actual output torque of the motor / generator 20. Limits such as upper and lower limit control and rate limit control necessary for protection of a system such as a battery can be applied.

  Here, the averaging process may be a weighted average that places importance on information on the rotational speed F / B torque and rotational phase F / B torque that are temporally new in order to achieve high accuracy in accordance with the actual situation. As a result, more accurate rotation speed synchronization control and rotation phase synchronization control are realized.

  By the way, in the above-described example, the HVECU 106, which is a normal ECU, calculates the required output torque of the first motor / generator 20 according to the driving request of the driver, and the rotation speed of the first motor / generator 20 during this calculation period. The second MGECU 103, which is a high-speed ECU having a higher processing speed than the normal ECU, is caused to calculate the F / B torque, the rotation speed F / B torque average value, and the like. The HVECU 106 adds the rotation speed F / B torque and the like calculated by the second MGECU 103 within the same calculation cycle to the required output torque calculated within the calculation cycle of the HVECU 106, and the rotation speed of the first motor / generator 20. The synchronous final required output torque and the rotational phase synchronous final required output torque are obtained. As described above, in the above-described example, after the calculation of the required output torque according to the driving request of the driver, the rotation speed F / B torque obtained during the calculation period is added to obtain the final rotation speed. Synchronous final required output torque, etc. are derived. During the execution of the rotation speed / rotation phase synchronous shift control, the vehicle drive torque fluctuates with respect to the required drive torque corresponding to the driver's drive request by the rotation speed F / B torque or the like. The more the shift control time is shortened, the more likely the torque fluctuation will appear as a shock. Therefore, when a shock that can be felt by the occupant appears, the rotation speed synchronization final required output torque and the rotation phase synchronization final torque of the first motor / generator 20 incorporating a correction amount that reduces the shock to such a degree that the shock cannot be felt at least. Configure to set the required output torque.

  For example, such a shock can be reproduced by experiment or simulation. Therefore, an experiment or the like is performed, and the correction amount of the output torque of the first motor / generator 20 in the synchronous control of the rotational speed (hereinafter referred to as “first corrected output torque”) and the first in the synchronous control of the rotational phase. A correction amount of the output torque of the motor / generator 20 (hereinafter referred to as “second corrected output torque”) is obtained. The first corrected output torque is, for example, such that the rotation speed F / B torque or the rotation speed F / B torque average value added in the previous calculation cycle of the HVECU 106 is canceled out, and the HVECU 106 performs the next calculation cycle. Ask for in. The second corrected output torque is, for example, a magnitude that cancels out the rotation phase F / B torque or the rotation phase F / B torque average value added in the previous calculation cycle of the HVECU 106. Find in the period. The rotational speed / rotation phase synchronous shift control in this case will be described with reference to the flowchart shown in FIG. Note that the rotation speed / rotation phase synchronous shift control shown in FIG. 5 is described based on the above-described example of FIG. 3, but may be based on the above-described example of FIG. 5 is basically the same as that shown in FIG. 3, and therefore, the description of overlapping portions is omitted as necessary.

  The HVECU 106 obtains the first corrected output torque Tmg3 of the first motor / generator 20 after the information of the rotational speed F / B torque Tmg1 of the first motor / generator 20 is sent from the second MGECU 103 in step ST15 (step ST6). ). The first corrected output torque Tmg3 has a magnitude corresponding to the rotational speed F / B torque Tmg1 added in the previous calculation cycle of the HVECU 106. The HVECU 106 adds the required output torque Tmg0 obtained in step ST5 and the rotational speed F / B torque Tmg1 sent in step ST15, and subtracts the first corrected output torque Tmg3 from the first output torque Tmg3. / Rotation speed synchronization final required output torque TmgN of generator 20 is set (step ST22). As a result, it is possible to perform synchronous control of the rotational speed while reducing the shock caused by the torque fluctuation while generating the driving torque in response to the driving request of the driver.

  Further, the HVECU 106 obtains the second corrected output torque Tmg4 of the first motor / generator 20 after the information of the rotational phase F / B torque Tmg2 of the first motor / generator 20 is sent from the second MGECU 103 in Step ST60 ( Step ST51). The second corrected output torque Tmg4 has a magnitude corresponding to the rotational phase F / B torque Tmg2 added in the previous calculation cycle of the HVECU 106. Then, the HVECU 106 adds the required output torque Tmg0 obtained in step ST50 and the rotational phase F / B torque Tmg2 sent in step ST60, and subtracts the second corrected output torque Tmg4 therefrom, thereby subtracting the first motor. / Rotation phase synchronization final required output torque Tmgθ of generator 20 is set (step ST67). As a result, it is possible to perform synchronous control of the rotational phase while reducing the shock associated with torque fluctuations while generating drive torque in response to the driver's drive request.

  In the above-described example, the HVECU 106 that performs the rotational speed / rotational phase synchronous shift control is also connected to the engine ECU 101 and the shift ECU 105, and the HVECU 106 performs arithmetic processing that is unrelated to the rotational speed / rotational phase synchronous shift control. Yes. For example, the HVECU 106 performs calculation of the required output torque of the engine, selection of the shift stage in the MG2 speed change means 70, and further calculation of the required output torque of the second motor / generator 30. Therefore, it is preferable that the first MGECU 102, the second MGECU 103, the third MGECU 104, and the HVECU 106 are configured so as to perform the arithmetic processing only for the rotation speed / rotation phase synchronous shift control described above. As a result, these ECUs can simplify the control logic and reduce the calculation load, so that a configuration useful for the rotation speed / rotation phase synchronous shift control can be constructed at a low cost.

  As described above, the vehicle drive control device according to the present embodiment provides a drive source according to the driver's drive request in the control (rotation speed / rotation phase synchronous shift control, etc.) that requires high accuracy and responsiveness. When the required drive control torque (that is, the required output torque of the first motor / generator 20) is obtained, it is calculated by the HVECU 106 that is a normal ECU. In addition, this drive control device obtains a small control amount such as a synchronous rotation speed and a rotation phase difference between the first dog teeth 51 and the second dog teeth 52, and the control amount is used for the interval between them. When the feedback control torque of the drive source for control (that is, the rotation speed F / B torque and the rotation phase F / B torque of the first motor / generator 20) is obtained, the calculation is performed by the second MGECU 103, which is faster in calculation processing speed than the HVECU 106. To do. For this reason, the calculation accuracy of the calculation results by the second MGECU 103 is improved, and the final drive source drive control torque obtained by adding the respective calculation results (that is, the rotational speed synchronization final of the first motor / generator 20). The calculation response of the requested output torque and the rotational phase synchronization final requested output torque) is also improved. Therefore, this drive control device can improve the accuracy and responsiveness of the rotational speed / rotation phase synchronous shift control executed based on the calculation result, and can shorten the shift time, thereby improving drivability. . Further, this drive control device uses the second MGECU 103, which is a high-speed ECU, only for arithmetic processing that requires high accuracy and responsiveness, such as shift control, and in normal traveling control that does not require such high accuracy and responsiveness. Since the HVECU 106, which is a normal ECU, is used for the arithmetic processing, it is not necessary to replace the HVECU 106 with a high-speed ECU, and an increase in the cost of the ECU constituting the drive control device can be suppressed. As described above, the vehicle drive control apparatus according to the present embodiment can achieve both reduction in drivability and suppression of increase in cost in an effective region.

  In the present embodiment, the electromagnetic clutch 50 and the brake 60 are illustrated as actuators. However, the actuator may be of any form as long as it requires synchronous rotation as illustrated. Good. Further, if this actuator is an electromagnetic clutch 50 that rotates the second dog tooth 52 integrally with the output shaft 92, the brake 60 may be omitted in order to obtain the function as the actuator of this embodiment.

  As described above, the vehicle drive control apparatus according to the present invention is useful for a technique that achieves both reduction in drivability and suppression of cost increase in an effective region.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 10 Engine 20 1st motor / generator 25,35 Inverter 30 2nd motor / generator 40 Power split mechanism 50 Electromagnetic clutch 51 First dog tooth 52 Second dog tooth 54 Clutch drive means 55 Actuator drive circuit 60 Brake 63 Brake actuation means 70 MG2 speed change means 80 Final reduction gear 101 Engine ECU
102 1st MGECU
103 2nd MGECU
104 3rd MGECU
105 Shift ECU
106 HVECU
WL, WR Drive wheel

Claims (4)

A transmission mechanism having a plurality of rotating elements that are rotated by transmission of a drive control torque of a driving source, and a transmission mechanism that switches a transmission mode according to an engagement state of each of the rotating elements, and one of the rotating elements that rotates integrally A first rotating member and a second rotating member that engages with the first rotating member and rotates together with the first rotating member while releasing the engagement and rotates relative to each other are provided, and the first rotating member and the second rotating member are engaged with each other. An actuator for switching the transmission mode of the transmission mechanism by releasing the engagement or the engagement, and a vehicle drive control device comprising:
A normal ECU for calculating a required drive control torque of the drive source in accordance with a driver's drive request, and the drive source for synchronizing the rotations of the first rotating member and the second rotating member before their engagement A drive control apparatus for a vehicle, comprising: a high-speed ECU that calculates a feedback control torque of the first ECU and that has a shorter calculation cycle than the normal ECU.   The normal ECU obtains the final required drive control torque by adding the feedback control torque obtained by the high speed ECU to the required drive control torque, and the drive source generates the final required drive control torque. The vehicle drive control apparatus according to claim 1, wherein an instruction is given.   The high-speed ECU averages at least two of a plurality of feedback control torques calculated within a calculation cycle of the normal ECU, and the normal ECU obtains the required drive control torque from the high-speed ECU. The feedback control torque after the averaging process is added to obtain a final required drive control torque, and the final required drive control torque is instructed to be generated by the drive source. Vehicle drive control device.   The normal ECU calculates the corrected output torque that cancels the feedback control torque obtained by the high-speed ECU added in the previous calculation cycle in the next calculation cycle, and incorporates it into the calculation result of the final required drive control torque. The vehicle drive control device according to claim 2, wherein the vehicle drive control device is a vehicle drive control device.

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