JP2011051553A - Controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent shock in switching to a continuously variable shift mode. <P>SOLUTION: A hybrid vehicle (10) is configured so that shift mode can be switched between a continuously variable shift mode corresponding to the case where a first rotary element (310) is unlocked and a fixed shift mode corresponding to the case where the first rotary element is locked. A controller (100) of the hybrid vehicle is provided with: a determination means for, when the state is changed from the locked state to the unlocked state, determining whether engine torque is increased or not; and a control means for, when it is determined that the engine torque is increased, controlling a rotary electric machine (MG1) so as to increase the amount of change in the torque of rotary electric machine to be output for taking charge of the reaction force of the engine torque. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a technical field of a control device for a hybrid vehicle including an internal combustion engine and a motor generator as power sources.

  As this type of device, the MG1 torque of the positive rotation is gradually decreased during the traveling in the fixed gear ratio mode in which the teeth of the rotation element mesh with the teeth of the fixed element (in other words, the MG1 torque of the negative rotation) And a device for estimating the engine torque based on the MG1 torque applied to the rotating element when the phase of the rotating element and the fixed element changes (for example, Patent Document 1). According to the drive control device disclosed in Patent Document 1, when the engine torque is estimated as described above, the speed at which the MG1 torque is changed when the MG1 torque becomes a value near the target torque (so-called sweep speed) is relatively set. By making it slow, it is possible to suppress the occurrence of shock due to the teeth of the rotating element colliding with the side surface of the teeth of the fixed element on the negative rotation direction side.

JP 2009-96284 A

  According to the drive control device disclosed in Patent Document 1 described above, in the process of switching from the fixed gear ratio mode to the continuously variable transmission mode, the motor generator MG1 supplies the reaction torque of the engine torque (specifically, negative torque). If the engine torque increases when the rotational MG1 torque gradually increases toward the value corresponding to the reaction force torque), the MG1 torque determined before the increase will sufficiently increase the reaction torque of the engine torque. In some cases, it may not be possible to supply or take charge. In this case, if the switching to the continuously variable transmission mode is performed in a state where the reaction torque is not sufficiently supplied or not received, a technical problem that a shock such as an impact or a vibration accompanying the switching may occur. There is.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a control device for a hybrid vehicle that can prevent occurrence of shock in the process of switching to the continuously variable transmission mode.

  In order to solve the above-described problem, a control device for a first hybrid vehicle according to the present invention has a plurality of teeth, a rotating element that rotates by engine torque of an internal combustion engine, a plurality of teeth, A meshing mechanism having a fixed element that meshes with the rotating element, a rotating electrical machine that applies the engine torque to the rotating element, and a meshing mechanism that meshes the reaction force of the engine torque with the meshing mechanism. A first transmission control means for controlling the engine torque to be transmitted to the wheels; and releasing the meshing in the meshing mechanism and allowing the reaction force of the engine torque to be received by the torque applying means; And a second transmission control means for performing control so that the wheel is transmitted to the wheel, and the rotational speed of the internal combustion engine and the wheel are adapted to be in a released state in which the mesh is released. Corresponding to the continuously variable transmission mode in which the gear ratio, which is the ratio of the rotational speed of the connected drive shaft, is continuously variable, and the meshing state in which the meshing mechanism is meshed, the fixed gear ratio is fixed. A control device for a hybrid vehicle configured to control a hybrid vehicle configured to be able to switch a shift mode between a shift mode and the engine at the time of switching from the meshing state to the disengaged state in the first rotating element. A determination means for determining whether or not the torque increases; and when the engine torque is determined to increase, an amount of change in the torque of the rotating electrical machine that is output to handle the reaction force of the engine torque is increased. As described above, a control means for controlling the rotating electrical machine is provided.

  In order to solve the above-described problems, a control device for a second hybrid vehicle according to the present invention is connected to an internal combustion engine, a rotating electrical machine, a first rotating element connected to the rotating electrical machine, and a drive shaft connected to an axle. A power split mechanism including a plurality of rotating elements that are differentially rotatable with each other, including a second rotating element that is connected to the internal combustion engine and a first rotating element that is fixed to the first rotating element. An engaging element and a second engaging element fixed to a predetermined locking element that is a fixing element, wherein the first engaging element and the second engaging element are engaged with each other. Switching between a locked state in which the one rotation element cannot rotate and a non-locked state in which the first engagement element and the second engagement element are not engaged and the first rotation element is rotatable A locking mechanism that can be used, wherein the first rotating element is in the unlocked state. The continuously variable transmission mode in which the transmission gear ratio between the rotational speed of the internal combustion engine and the rotational speed of the drive shaft is continuously variable, and the first rotational element is in the locked state. A control device for a hybrid vehicle that controls a hybrid vehicle that is configured to be capable of switching a speed change mode between a fixed speed change mode in which the speed change ratio is fixed corresponding to a certain case, wherein the control device in the first rotation element At the time of switching from the locked state to the non-locked state, determination means for determining whether or not the engine torque of the internal combustion engine increases, and when it is determined that the engine torque increases, the reaction force of the engine torque Control means for controlling the rotating electrical machine so as to increase the amount of change in the torque of the rotating electrical machine that is output for handling.

  The hybrid vehicle according to the present invention includes a rotating electric machine (in other words, a torque applying unit) that can be configured as a motor generator such as a motor generator, a fuel type, and fuel supply as power elements that can supply power to the drive shaft. Internal combustion as an engine capable of generating power by combustion of fuel, which can take various aspects regardless of its physical, mechanical or electrical configuration, such as mode, fuel combustion mode, intake / exhaust system configuration and cylinder arrangement A vehicle having at least an engine.

  The hybrid vehicle control device according to the present invention is a control device that controls such a hybrid vehicle, and includes, for example, one or a plurality of CPUs (Central Processing Units), MPUs (Micro Processing Units), various processors, or various controllers. Alternatively, various processing units such as a single or plural ECUs (Electronic Controlled Units), which may appropriately include various storage means such as ROM (Read Only Memory), RAM (Random Access Memory), buffer memory or flash memory Various computer systems such as various controllers or microcomputer devices can be used.

  The hybrid vehicle according to the present invention includes a power transmission mechanism (for example, included in the torque applying means). The power transmission mechanism includes, for example, (1) a first rotating element that is directly or indirectly connected to the rotating electric machine and capable of adjusting the rotation speed by the rotating electric machine, and (2) a second rotating element that is connected to the drive shaft. And (3) a plurality of rotating elements including a third rotating element coupled to the internal combustion engine and capable of performing a differential action with each other, and the state of each rotating element (in short, the rotation by the differential action) Power transmission between the power element and the drive shaft depending on whether it is possible and whether it is connected to other rotating elements or fixed elements. Transmission mechanism).

  Of the plurality of rotating elements provided in the power transmission mechanism, the first, second, and third rotating elements are always or selectively rotated if the rotational speed of two of these elements is determined. A differential mechanism with two degrees of freedom in which the speed is determined (note that the rotational elements included in this differential mechanism are not necessarily limited to these three elements). Accordingly, the rotating electrical machine can function as a reaction force element that applies a reaction torque corresponding to the torque of the internal combustion engine to the internal combustion engine, and can also function as a rotation speed control mechanism of the internal combustion engine.

  The hybrid vehicle according to the present invention includes a meshing mechanism or a lock mechanism that can take various aspects such as a dog clutch device or a cam lock device. The meshing mechanism includes a rotating element that rotates by the torque of the internal combustion engine and a fixing element that meshes with the rotating element. For example, the meshing mechanism meshes with each other by various physical, mechanical, electrical, or magnetic engagement forces. And a released state in which they are released from each other. The lock mechanism includes a first engagement element fixed to the first rotation element, and a second engagement element engageable with the first engagement element, for example, physical, mechanical, electrical, or magnetic Depending on various engaging forces, a locked state in which they are engaged with each other and an unlocked state in which they are released from each other can be adopted.

  In the hybrid vehicle according to the present invention, the meshed state, the locked state, and the released state or the unlocked state each correspond to a fixed shift mode and a continuously variable transmission mode as different shift modes. . In addition, although the practical aspect which a meshing mechanism or a locking mechanism can take is the meaning which is not limited as mentioned above, a meshing mechanism or a locking mechanism is a suitable form. A mechanism including a rotation synchronization process for performing synchronization may be used.

  In the continuously variable transmission mode, in the above-described two-degree-of-freedom differential mechanism, the rotating electric machine functions as a rotational speed control mechanism of the internal combustion engine (that is, must be in a released state or an unlocked state). The gear ratio, which is the ratio of the rotational speed of the drive shaft and the rotational speed of the drive shaft, is theoretically, continuously, or continuously within the limits of physical, mechanical, mechanical, or electrical conditions defined in advance ( It is a shift mode that can be changed (including a stepped manner equivalent to being continuous in practice). In this case, as a preferred embodiment, the operating point of the internal combustion engine (for example, a point defining one operating condition of the internal combustion engine defined by the engine rotational speed and the engine torque) is, for example, substantially in theory. Or freely selected within some constraints, for example, where the fuel consumption rate is theoretically, substantially or minimally within some constraints, or the system efficiency of the hybrid vehicle (e.g., the transmission efficiency of the power transmission mechanism and The total efficiency calculated based on the thermal efficiency of the internal combustion engine or the like) is theoretically controlled to an optimum fuel consumption operating point or the like that is substantially or maximum within a range of some restrictions. The power transmission mechanism can take a gear mechanism such as one or a plurality of planetary gear mechanisms as a preferred form. When a power transmission mechanism includes a plurality of planetary gear mechanisms, the power transmission mechanism includes a rotating element constituting each planetary gear mechanism. A part can be appropriately shared among a plurality of planetary gear mechanisms.

  Similarly, the fixed speed change mode is a speed change mode in which the speed ratio is uniquely defined, which is realized by maintaining a meshing state or a locked state in a differential mechanism having two degrees of freedom of rotation. That is, in the meshing state or the locked state, the rotational speed (that is, zero) of the rotational element or the first rotational element of the meshing mechanism and the rotational speed of the rotational element or the second rotational element that indicates a rotational state that is uniquely defined by the vehicle speed. Thus, the rotational speed of the rotary element connected to the remaining internal combustion engine or the third rotary element is uniquely defined. At this time, if the rotating element of the meshing mechanism or the first rotating element is directly connected to the rotating electrical machine, the rotating electrical machine becomes zero rotation, and a state called a MG1 lock is realized, and the rotating element of the meshing mechanism is realized. Alternatively, if the first rotating element is configured to be connected to the rotating electrical machine via another rotating element having a differential relationship with each other, the rotational speed of the rotating electrical machine is set to one value determined according to these gear ratios. Fixed. In any case, the fixed speed change mode is suitable for the purpose of avoiding the generation of an inefficient electric path, which is called power circulation, which can reduce the system efficiency of the entire hybrid drive device including the power element and the power transmission mechanism. Is selected.

  Here, the fixed speed change mode is a speed change mode in which a reaction force torque is applied to the internal combustion engine from the meshing mechanism or the lock mechanism (that is, the meshing mechanism or the lock mechanism functions as a reaction force element). In the switching process of the shift mode to the step shift mode (in other words, the switching process from the meshing state or the locked state to the released state or the unlocked state), the reaction force element is switched from the meshing mechanism or the locking mechanism to the rotating electrical machine. At this time, when electric power is supplied to the rotating electrical machine having a torque value of zero, the torque of the rotating electrical machine increases by a predetermined amount of change, and later reaches a value corresponding to the reaction force torque. At this point, the rotating electrical machine functions as a reaction force element. However, if the torque of the internal combustion engine rises when the reaction force element is switched, the torque of the rotating electrical machine whose amount of change is determined before the rise is changed to a reaction force torque that increases on the negative rotation side as the torque of the internal combustion engine increases. The corresponding value may not be reached, and switching to the continuously variable transmission mode cannot be performed. If the rotating electric machine is forcibly switched to the continuously variable transmission mode before the rotating electric machine functions as a reaction force element, the reaction force torque is not smoothly transferred from the meshing mechanism or the lock mechanism to the rotating electric machine. There is a possibility that the drive shaft torque including the direct torque from the internal combustion engine that has an unambiguous relationship with the engine fluctuates. The fluctuation of the drive shaft torque is a fluctuation of the driving force supplied to the wheels without any correction, and is transmitted to the driver as a physical shock or a physical vibration, which causes a deterioration in drivability.

  According to the control device according to the present invention for controlling the hybrid vehicle configured as described above, during operation, first, the torque (of the internal combustion engine) is determined by determination means such as an ECU (Electronic Control Unit). Hereinafter, it is determined whether or not the “engine torque” is appropriately increased. This determination is made based on the engine speed of the internal combustion engine, the required power in the internal combustion engine, and the like.

  Subsequently, when it is determined by the control means such as the ECU that the engine torque is increased, the amount of change in the torque of the rotating electrical machine is increased. Here, the “change amount” in the rotating electrical machine according to the present invention is a ratio between a predetermined time and a torque increase value of the rotating electrical machine specified after the lapse of the predetermined time, or a slope that is a change amount per unit time. Or a rate (namely, a time differential value of torque) is meant. As the amount of change increases (that is, the value of the slope or rate increases), the torque of the rotating electrical machine output per unit time gradually increases. This increasing torque is output from the rotating electrical machine through the rotating shaft to handle the reaction force of the engine torque of the internal combustion engine. That is, the control means outputs the torque change amount (that is, the torque change amount or change rate (change rate, change rate) per unit time) in the released state in the meshing mechanism or the first rotating element. Alternatively, the engine torque is increased when it is determined that the engine torque increases in the process of switching to the unlocked state.

  As described above, the hybrid vehicle control device according to the present invention has an increase in engine torque in the switching process from the meshing state or the locked state to the released state or the unlocked state in the meshing mechanism or the first rotating element. The amount of change in torque of the rotating electrical machine is increased, and a reaction force torque corresponding to the increase in engine torque is applied from the rotating electrical machine to the internal combustion engine. As a result, the torque of the rotating electrical machine can be reached to a value corresponding to the reaction torque of the engine torque, and the reaction force torque is reliably transferred from the meshing mechanism or the lock mechanism to the rotating electrical machine. The engagement mechanism or the first rotation element is switched to the released state or the unlocked state. Therefore, it is possible to reliably suppress deterioration of drivability in the process of switching to the released state or the unlocked state.

  In one aspect of the hybrid vehicle control apparatus according to the present invention, the hybrid vehicle further includes a specifying unit that specifies a change amount of the engine torque of the internal combustion engine, and the determination unit is based on the specified change amount of the engine torque. It is then determined whether or not the engine torque increases.

  According to this aspect, the change amount of the engine torque is specified by specifying means such as an ECU. Here, the “change amount” in the engine torque according to the present invention is a ratio between a predetermined time and an increase value of the engine torque specified after the lapse of the predetermined time, or an inclination or rate that is a change amount per unit time. (That is, the time differential value of torque). Such an amount of change is specified based on the engine rotational speed of the internal combustion engine and the required power for the internal combustion engine among the total required power of the hybrid vehicle. Since both the engine speed and the required power for the internal combustion engine have a high correlation with the engine torque, they are extremely suitable as an element for specifying the amount of change in the engine torque. The “specific” according to the present invention is to calculate, select, derive, estimate, detect, identify, acquire, or determine a specific target (here, the amount of change in engine torque) directly or indirectly. Means that. Note that “indirectly” refers to specifying other physical quantities, index values, control quantities, etc. having a unique relationship with a specific target regardless of one-to-one, one-to-many, many-to-one, or many-to-many. means. That is, the specifying means does not necessarily need to specify the engine torque change amount itself.

  When the change amount of the engine torque is specified, it is determined by the control means whether or not the engine torque increases based on the change amount of the engine torque. Here, “based on the amount of change” means that an increase in engine torque is determined from the magnitude of the amount of change, a comparison result between the amount of change and a preset threshold value, or the like. In such determination, it is possible to accurately determine the increase in engine torque based on the amount of change in engine torque.

  In the aspect further comprising the specifying means, the control means may control the rotating electrical machine so as to increase the torque change amount of the rotating electrical machine according to the specified engine torque change amount. Good.

  According to this configuration, “depending on the amount of change” ideally means that the amount of change in the torque of the rotating electrical machine is increased by the amount of increase in the amount of change in engine torque. . In such an ideal control, the time required for the torque of the rotating electrical machine to reach a value corresponding to the reaction torque of the engine torque (in other words, the time required for switching to the released state or the unlocked state) is made constant. Is possible. If the amount of increase in the amount of change in the torque of the rotating electrical machine is the same, the time it takes may be longer or shorter.

  In the aspect further including the specifying means, the determining means may determine that the engine torque increases when the specified change amount of the engine torque exceeds a predetermined reference change amount.

  According to this configuration, the “predetermined reference change amount” in the change amount of the engine torque determines whether or not control by the control means (that is, increase in the change amount of the torque of the rotating electrical machine) is required. Therefore, the threshold value of the change amount of the engine torque is meant. As an effect of such a determination, for example, when the change amount of the engine torque slightly increases, it is possible to avoid the control by the control means without determining that the engine torque increases. In other words, the control by the control means can be performed only when the amount of change in the engine torque becomes relatively large.

  In the aspect further comprising the specifying means, the change amount of the engine torque and the change amount of the torque of the rotating electrical machine are respectively a rate that is a time derivative of the change of the engine torque and a time derivative of the change of the torque of the rotating electrical machine. A certain rate, and the control means adds a rising torque rate corresponding to an increase in the engine torque out of the specified engine torque rate to a reference base torque rate in the rotating electrical machine, The rotating electrical machine may be controlled.

  With this configuration, the “rate” means the rate of change of torque with respect to time, that is, time differentiation of torque. The control means increases the rate by adding a rising torque rate corresponding to an increase in the engine torque to a base torque rate set in advance according to the current engine speed, engine torque, and the like. As a result, regardless of the amount of change in the engine torque, the torque of the rotating electrical machine can reach a value corresponding to the reaction torque of the engine torque in a certain time. Therefore, the time required for switching to the released state or the non-locked state is constant, and it is possible to suppress deterioration of drivability related to power performance.

  In another aspect of the hybrid vehicle control device according to the present invention, the control means determines that the engine torque increases when the shift mode is switched from the fixed shift mode to the continuously variable shift mode. In addition, the rotating electrical machine is controlled so as to increase the amount of change in the torque of the rotating electrical machine.

  According to this aspect, the amount of change in the torque of the rotating electrical machine is increased by the control means in the process of switching the transmission mode from the fixed transmission mode to the continuously variable transmission mode. For this reason, when the torque of the rotating electrical machine reaches a value corresponding to the reaction torque of the engine torque, the switching from the fixed transmission mode to the continuously variable transmission mode is surely performed.

  The effect | action and other gain of this invention are clarified from the form for implementation demonstrated below.

1 is a schematic configuration diagram conceptually illustrating a configuration of a hybrid vehicle according to a first embodiment of the present invention. FIG. 2 is a schematic configuration diagram conceptually showing a configuration of a hybrid drive device in the hybrid vehicle of FIG. 1. It is a top view which shows the meshing state of the 1st engagement element and 2nd engagement element in the lock mechanism of FIG. FIG. 3 is an operation collinear diagram illustrating the operation of a power split mechanism in the hybrid drive device of FIG. 2. It is a flowchart which shows the 1st release control process which concerns on 1st Embodiment of this invention. FIG. 6 is a two-dimensional graph showing a change in the rate of MG1 torque in the first release control process of FIG. 5. It is a flow chart which shows the 2nd release control processing concerning a 2nd embodiment of the present invention. FIG. 8 is a two-dimensional graph showing a change in the rate of MG1 torque in the second release control process of FIG. 7. It is a schematic block diagram which represents notionally the structure of the hybrid drive device in the hybrid vehicle which concerns on 3rd Embodiment of this invention.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
<First Embodiment>
<Configuration of First Embodiment>
First, the configuration of the hybrid vehicle 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually showing the configuration of the hybrid vehicle 10.

  In FIG. 1, the hybrid vehicle 10 includes an ECU 100, a PCU (Power Control Unit) 11, a battery 12, a vehicle speed sensor 13, an accelerator opening sensor 14, and a hybrid drive device 20, and an example of a “hybrid vehicle” according to the present invention. It is.

  The ECU 100 is an electronic control unit that includes a CPU, a ROM, a RAM, and the like and is configured to be able to control the operation of each part of the hybrid vehicle 10, and includes “first transmission control means”, “second” according to the present invention. It is an example of “transmission control means”, “specification means”, “determination means”, and “control means”.

  The PCU 11 converts the DC power extracted from the battery 12 into AC power and supplies it to a motor generator MG1 and a motor generator MG2, which will be described later, and also converts AC power generated by the motor generator MG1 and the motor generator MG2 into DC power. Inverter (not shown) configured to be supplied to the battery 12, and the power input / output between the battery 12 and each motor generator, or the power input / output between the motor generators (that is, In this case, the control unit is configured to be capable of controlling power transfer between the motor generators without using the battery 12. The PCU 11 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 12 is a rechargeable power storage unit configured to be able to function as a power supply source related to power for powering the motor generator MG1 and the motor generator MG2.

  The vehicle speed sensor 13 is a sensor configured to be able to specify the vehicle speed V of the hybrid vehicle 10. The vehicle speed sensor 13 is electrically connected to the ECU 100, and the specified vehicle speed V is referred to by the ECU 100 at a constant or indefinite period.

  The accelerator opening sensor 14 is a sensor configured to be able to specify an accelerator opening Ta that is an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 10. The accelerator opening sensor 14 is electrically connected to the ECU 100, and the specified accelerator opening Ta is referred to by the ECU 100 at a constant or indefinite period.

  The hybrid drive device 20 is a power unit that functions as a power train of the hybrid vehicle 10. Here, with reference to FIG. 2, the detailed structure of the hybrid drive device 20 is demonstrated. FIG. 2 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive apparatus 20. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 2, the hybrid drive device 20 includes an engine 200, a power split mechanism 300, a motor generator MG1 (hereinafter appropriately referred to as “MG1”), a motor generator MG2 (hereinafter appropriately referred to as “MG2”), a lock mechanism. 400, an input shaft 500, a drive shaft 600, and a speed reduction mechanism 700.

  The engine 200 is a gasoline engine that is an example of an “internal combustion engine” according to the present invention that is configured to function as a main power source of the hybrid vehicle 10. The “internal combustion engine” in the present invention means an engine capable of converting the combustion of fuel into mechanical power. For example, fuel type (for example, gasoline, light oil, alcohol, alcohol mixed fuel, natural gas, etc.) ), Fuel supply mode, fuel combustion mode, intake / exhaust system configuration, cylinder arrangement, and the like, are not particularly limited. The engine 200 includes a crankshaft (not shown) as a power output shaft, and this crankshaft is connected to the input shaft 500 of the hybrid drive device 20.

  Motor generator MG1 is a motor generator that is an example of a “rotary electric machine” according to the present invention, and includes a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy. It has become. Motor generator MG2 is a motor generator, and has a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy, similar to motor generator MG1. Motor generators MG1 and MG2 are configured as, for example, synchronous motor generators, and include, for example, a rotor having a plurality of permanent magnets on an outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. It may have, and may have other composition.

  The power split mechanism 300 is a planetary gear mechanism that is an example of a “power transmission mechanism” according to the present invention, and is provided at the center with a sun gear S1 that is an example of a “first rotating element” according to the present invention, and a sun gear S1. The ring gear R1 as an example of the “second rotating element” according to the present invention provided concentrically on the outer periphery of the ring, and disposed between the sun gear S1 and the ring gear R1, and revolves while rotating on the outer periphery of the sun gear S1. A plurality of pinion gears P1 and a planetary carrier C1 as an example of the “third rotation element” according to the present invention, which supports the rotation shafts of the respective pinion gears.

  Here, the sun gear S1 is coupled to the rotor (not shown) of the MG1 via the hollow sun gear shaft 301, and the rotation speed thereof is the rotation speed of the MG1 (hereinafter referred to as “MG1 rotation speed Nmg1” as appropriate). Is equivalent to The ring gear R1 is coupled to a rotor (not shown) of MG2 via a drive shaft 600 that is a power output shaft of the hybrid drive device 20 and a speed reduction mechanism 700, and the rotational speed thereof is the rotational speed of MG2 (hereinafter referred to as appropriate). Equivalent to “MG2 rotational speed Nmg2”). Further, the planetary carrier C1 is coupled to the input shaft 500, and the rotational speed thereof is equivalent to the engine rotational speed NE of the engine 200.

  On the other hand, the drive shaft 600 is a drive shaft SFR and SFL that respectively drive the right front wheel FR and the left front wheel FL that are drive wheels of the hybrid vehicle 10 (that is, these drive shafts are examples of the “axle” according to the present invention). And a reduction mechanism 700 as a reduction gear including various reduction gears such as a differential. Accordingly, the motor torque Tm output from the motor generator MG2 to the drive shaft 600 is transmitted to each drive shaft via the speed reduction mechanism 700, and similarly, the drive force from each drive wheel transmitted via each drive shaft. Is input to the motor generator MG2 via the speed reduction mechanism 700 and the drive shaft 600. That is, the rotational speed of the motor generator MG2 is uniquely related to the vehicle speed V of the hybrid vehicle 10.

  Under such a configuration, the power split mechanism 300 transmits power generated by the engine 200 to the sun gear S1 and the ring gear R1 by the planetary carrier C1 and the pinion gear P1 (a ratio corresponding to the gear ratio between the gears). And the power of the engine 200 can be divided into two systems.

  In order to make the operation of the power split mechanism 300 easy to understand, when the gear ratio ρ as the number of teeth of the sun gear S1 with respect to the number of teeth of the ring gear R1 is defined, the engine torque from the engine 200 to the carrier C1 (that is, “ An example of “engine torque”) When Te is applied, the torque Tes appearing on the sun gear shaft 310 is expressed by the following equation (1), and the torque Ter appearing on the drive shaft 600 (that is, the direct torque from the engine 200) is 2) Each is expressed by the equation.

Tes = −Te × ρ / (1 + ρ) (1)
Ter = Te × 1 / (1 + ρ) (2)

  The practical aspect of the “power transmission mechanism” according to the present invention is not limited to the power split mechanism 300. For example, a power transmission mechanism according to the present invention includes a plurality of planetary gear mechanisms, and a plurality of rotating elements included in one planetary gear mechanism are appropriately coupled to each of a plurality of rotating elements included in another planetary gear mechanism, An integral differential mechanism may be configured. In addition, the speed reduction mechanism 700 according to the present embodiment merely reduces the rotational speed of the drive shaft 600 according to a preset reduction ratio, but the hybrid vehicle 10 includes, for example, a plurality of speed reduction devices separately from this type of speed reduction device. A stepped transmission device including a plurality of shift speeds including the clutch mechanism and the brake mechanism as a component may be provided. Further, the stepped transmission is configured as a composite planetary gear mechanism in which a plurality of planetary gear mechanisms are appropriately connected, for example, and is connected between the reaction force element that bears the reaction force torque of the engine 200 and the drive shaft 600. The configuration may be such that the role of the output element that inputs and outputs power is selectively switched between the motor generator MG1 and the motor generator MG2.

  The hybrid drive device 20 includes a first resolver 15 that is a rotation sensor configured to detect the rotation amount of the motor generator MG1, and a second resolver 16 that is a rotation sensor configured to detect the rotation amount of the motor generator MG2. With. Each of these resolvers is electrically connected to the ECU 100, and the detected rotation amount is referred to by the ECU 100 at a constant or indefinite period. The ECU 100 can calculate the rotational speeds (ie, Nmg1 and Nmg2) of each motor generator by performing time differentiation processing on the detected rotation amount.

  The lock mechanism 400 (that is, an example of the “meshing mechanism” according to the present invention) is a dog clutch mechanism having a pair of clutch plates 410 and 420.

  The clutch plate 410 is an example of a “rotating element” or a “first engaging element” according to the present invention, which is fixed to the sun gear shaft 310 and can rotate integrally with the sun gear shaft 310. In the clutch plate 410, a tooth-like member (which is a so-called dog tooth), which will be described later, is formed at a predetermined interval in the circumferential direction on the facing surface facing the clutch plate 420.

  The clutch plate 420 is an example of a “fixing element” or a “second engagement element” according to the present invention, which is fixed to the case CS as a fixing element. In the clutch plate 420, a tooth-like member, which will be described later, is formed on the facing surface facing the clutch plate 410 at a predetermined interval in the circumferential direction like the clutch plate 410.

  On the other hand, the clutch plate 420 is configured to be capable of a predetermined amount of stroke in the left direction in the drawing by the action of an electromagnetic actuator (not shown). By being engaged with a tooth-like member formed on the opposing surface of the plate 410, a locked state (in other words, an engaged state) is adopted. In the locked state, the rotation of the clutch plate 410 is blocked by the clutch plate 420 fixed to the case CS, which is a fixed element, and the clutch plate 410 is locked so as not to rotate.

  Next, with reference to FIG. 3, the meshing mode of the clutch plates 410 and 420 will be described in more detail. FIG. 3 is a plan view showing the meshing state of the clutch plates 410 and 420. FIG. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof will be omitted as appropriate.

  3 (a) to 3 (c), the clutch plate 410 functioning as a rotating element has a configuration in which dog teeth 410A and depressions 410B are arranged at predetermined intervals along the circumferential direction. On the other hand, the clutch plate 420 functioning as a fixed element adopts a configuration in which dog teeth 420A and depressed portions 420B are arranged at predetermined intervals along the circumferential direction.

  In such a configuration, the dog teeth 420A of the clutch plate 420 are inserted into the recessed portions 410B of the clutch plate 410 while the clutch plate 420 is stroked by a predetermined amount by supplying the driving force from the actuator described above. The dog teeth 410A of the clutch plate 410 are inserted into the depressed portion 420B. When the stroke amount of clutch plate 420 reaches the maximum value, clutch plate 410 and clutch plate 420 are engaged with each other, and motor generator MG1 is locked.

  The meshing state of the clutch plate 410 will be described in more detail. In FIG. 3A, when the side surface on the negative rotation direction side of the dog teeth 410A of the clutch plate 410 abuts on the dog teeth 420A of the clutch plate 420, the dog teeth 410A and 420A are in the fixed shift mode described later. The formed backlash is in a meshed state. In FIG. 3 (b), when the side surface on the forward rotation direction side of the dog teeth 410A of the clutch plate 410 abuts on the dog teeth 420A of the clutch plate 420, the clutch plate 420 is switched in the process of switching to the continuously variable transmission mode described later. Since the release of the clutch plate 410 from the rear is delayed, a shock is generated at the shock generating portion. Such release delay is caused by the fact that the rate of MG1 torque Tmg1, which will be described later, is set to a certain value or more. In FIG. 3C, when the dog teeth 410A of the clutch plate 410 and the dog teeth 420A of the clutch plate 420 are not in contact at all, no shock is generated in the process of switching to the continuously variable transmission mode. The clutch plate 410 is disengaged suitably from the meshing state. Such a suitable release can be realized because the rate of the MG1 torque Tmg1 is set to be less than a certain value.

  The actuator is in a state of being electrically connected to the ECU 100 via the PCU 11, and the operation state is controlled by the ECU 100. Further, the practical aspect of the dog clutch mechanism is not limited to that of the lock mechanism 400. For example, a hollow hub is fixed to the sun gear shaft 310 as a first engagement element, and a tooth-like member (that is, an external tooth) is formed on the outer peripheral surface of the hub, while the annular member is fixed to the case CS. Similarly, a tooth-like member (that is, an external tooth) is formed on the outer peripheral surface of the sleeve, and a sleeve having an internal tooth that engages with the external tooth of the annular member as a second engagement element May be configured to be strokeable. In this case, the inner teeth of the sleeve and the outer teeth of the annular member are always meshed, and the inner teeth of the sleeve are further meshed with the outer teeth of the hub during the stroke, so that the hub and the annular member are fixed to establish a locked state. May be.

  Further, the meshing mechanism or the locking mechanism according to the present invention is not limited to such a dog clutch mechanism. For example, the lock mechanism is connected to the cam that is a first engagement element fixed to the sun gear shaft 310, a clutch plate that rotates integrally with the cam with a cam ball interposed between the cam and the fixed element. A so-called cam lock type engagement device may be provided that includes an electromagnetic actuator as a second engagement element. In this type of cam lock type engaging device, in a state in which the cam is rotationally synchronized with the object to be engaged (in this case, the electromagnetic actuator as a fixed element), the electromagnetic actuator attracts the clutch plate to the friction element on the electromagnetic actuator side, The differential rotation generated between the clutch plate and the cam can cause a self-locking action via the cam ball, thereby preventing the cam from rotating.

  In the hybrid drive device 20, the lock mechanism 400 described above uses the sun gear S1 to which the clutch plate 410 is fixed as the first rotation element according to the present invention, and the state of the sun gear S1 is in the locked state and the unlocked state (in other words, in the released state). ) Can be selectively switched between. Note that the sun gear S1 is connected to the motor generator MG1 as described above, and when the sun gear S1 is in a locked state, the motor generator MG1 is also in a locked state where it cannot rotate. Therefore, hereinafter, the fact that the sun gear S1 is in the locked state will be appropriately expressed as “MG1 is in the locked state” or the like.

<Details of shift mode>
The hybrid vehicle 10 according to the present embodiment can select the fixed transmission mode or the continuously variable transmission mode as the transmission mode according to the state of the sun gear S1. Here, the shift mode of the hybrid vehicle 10 will be described with reference to FIG. FIG. 4 is an operation alignment chart of the hybrid drive device 20 for explaining the operation of the power split mechanism 300. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof will be omitted as appropriate.

  In FIG. 4A, the vertical axis represents the rotation speed, and the horizontal axis represents the motor generator MG1 (uniquely the sun gear S1), the engine 200 (uniquely the carrier C1), and the motor generator MG2 (ordered from the left). The ring gear R1) is uniquely represented. Here, power split mechanism 300 is a planetary gear mechanism, and when the rotational speeds of two elements of sun gear S1, carrier C1, and ring gear R1 are determined, the rotational speed of the remaining one rotational element is inevitably determined. It has become. That is, on the operation collinear diagram, the operation state of each rotating element can be represented by one operation collinear line corresponding to one operation state of the hybrid drive device 20 on a one-to-one basis. It should be noted that the points on the operation collinear chart will be represented by operation points mi (i is a natural number) as appropriate. That is, one rotational speed corresponds to one operating point mi.

  In FIG. 4A, it is assumed that the operating point of MG2 is the operating point m1. In this case, if the operating point of MG1 is the operating point m3, the operating point of the engine 200 connected to the carrier C1 that is the remaining one rotation element is the operating point m2. At this time, if the operating point of MG1 is changed to the operating point m4 and the operating point m5 while maintaining the rotational speed of the drive shaft 600, the operating point of the engine 200 changes to the operating point m6 and the operating point m7, respectively.

  That is, in this case, the engine 200 can be operated at a desired operating point by using the motor generator MG1 as the rotational speed control device. The speed change mode corresponding to this state is the continuously variable speed change mode. In the continuously variable transmission mode, the operating point of the engine 200 (the operating point in this case is defined by the combination of the engine speed and the engine torque Te) basically has the minimum fuel consumption rate of the engine 200. It is controlled to the optimum fuel consumption operating point. Of course, in the continuously variable transmission mode, the MG1 rotational speed Nmg1 needs to be variable. Therefore, when the continuously variable transmission mode is selected, the driving state of the lock mechanism 700 is controlled so that the sun gear S1 is in the unlocked state. At this time, the MG1 rotation speed Nmg1 is controlled to converge to the target rotation speed by the rotation speed feedback control.

  Supplementally, in the power split mechanism 300, in order to supply the torque Ter corresponding to the engine torque Te described above to the drive shaft 600, the torque Tes that appears on the sun gear shaft 310 according to the engine torque Te and Reaction force torque of equal magnitude and reversed sign (that is, negative torque) is supplied from motor generator MG1 to sun gear shaft 310 (that is, an example of the “rotary shaft of the rotating electrical machine” according to the present invention). There is a need. In this case, at the operating point in the positive rotation region such as the operating point m3 or the operating point m4, MG1 is in a power generation state of positive rotating negative torque. That is, in the continuously variable transmission mode, the motor generator MG1 (uniquely the sun gear S1) functions as a reaction force element so that a part of the engine torque Te is supplied to the drive shaft 600 and distributed to the sun gear shaft 310. Electricity is generated with a part of the engine torque Te. When the torque required for drive shaft 600 is insufficient due to the engine direct torque, torque Tmg2 is appropriately supplied to drive shaft 600 from motor generator MG2 using this generated power.

  On the other hand, for example, when driving at a high speed and a light load, under operating conditions where the engine speed NE is low but the MG2 rotational speed Nmg2 is high, for example, MG1 is the operating point in the negative rotational region such as the operating point m5. In this case, motor generator MG1 outputs a negative torque as a reaction torque of engine torque Te, and enters a state of negative rotation negative torque and a power running state. That is, in this case, the MG1 torque Tmg1 is transmitted to the drive shaft 600 as the drive shaft torque acting on the drive shaft 600.

  On the other hand, motor generator MG2 is in a negative torque state because it absorbs excessive torque with respect to the required torque output to drive shaft 600. In this case, motor generator MG2 is in a state of positive rotation and negative torque and is in a power generation state. In such a state, an inefficient electric path called so-called power circulation occurs in which the driving force from MG1 is used for power generation in MG2 and MG1 is driven by this generated power. In a state where the power circulation occurs, the transmission efficiency of the hybrid drive device 20 is lowered, and the system efficiency of the hybrid drive device 20 may be lowered.

  Therefore, in the hybrid vehicle 10, the sun gear S <b> 1 is controlled to the locked state described above by the lock mechanism 700 in an operation region that is determined in advance as the power circulation can occur. This is shown in FIG. When sun gear S1 is locked, inevitably, motor generator MG1 is also locked, and the operating point of MG1 is operating point m8 at which the rotational speed is zero. For this reason, the operating point of the engine 200 is the operating point m9, and the engine rotational speed NE is uniquely determined by the vehicle speed V and the unambiguous MG2 rotational speed Nmg2 (that is, the gear ratio is constant). Thus, the shift mode corresponding to the case where MG1 is in the locked state is the fixed shift mode.

  In the fixed transmission mode, the reaction torque of the engine torque Te that should be borne by the motor generator MG1 can be replaced by the physical braking force of the lock mechanism 700. That is, it is not necessary to control motor generator MG1 in both the power generation state and the power running state, and motor generator MG1 can be stopped. Therefore, it is basically unnecessary to operate the motor generator MG2, and the MG2 is in a state of idling or only generating auxiliary power. Eventually, in the fixed speed change mode, the drive shaft torque Tds, which is the torque appearing on the drive shaft 500, is a directly achieved portion of the engine torque Te divided by the power split mechanism 300 toward the drive shaft 600 (see the above formula (2)). Only the direct torque Ter is obtained, and the hybrid drive device 20 only performs mechanical power transmission, and the transmission efficiency is improved.

  On the other hand, when switching the transmission mode from the fixed transmission mode to the continuously variable transmission mode, it is necessary to switch the reaction force element from the lock mechanism 700 to the motor generator MG1. In the fixed speed change mode, ECU 100 supplies electric power from battery 12 to stopped motor generator MG1, and gradually increases MG1 torque Tmg1 at a predetermined rate. When the gradually increasing MG1 torque Tmg1 reaches the reaction torque corresponding to the engine torque Te, the reaction force element is switched to the motor generator MG1, and the shift mode is switched to the continuously variable transmission mode. However, when the engine torque Te increases in the process of switching from the fixed transmission mode to the continuously variable transmission mode, the MG1 torque Tmg1 that increases at a predetermined rate reaches the reaction torque corresponding to the increasing engine torque Te. The motor generator MG1 is not in a state where it can bear the reaction torque. Therefore, in the present embodiment, the ECU 100 is configured to execute the first release control when the shift mode is switched from the fixed shift mode to the continuously variable shift mode.

<Operation of First Embodiment>
<First release control processing>
Here, with reference to FIG. 5 and FIG. 6, the details of the first release control process related to switching from the fixed shift mode to the continuously variable transmission mode will be described as the first embodiment of the present invention. FIG. 5 is a flowchart showing the first release control process, and FIG. 6 is a two-dimensional graph showing the rate transition of the MG1 torque Tmg1 in the first release control process.

  The driving condition of the hybrid vehicle 10 defined by the required driving force based on the vehicle speed V detected by the vehicle speed sensor 13 and the accelerator opening degree Ta detected by the accelerator opening degree sensor 14 is CVT on the map for selecting the shift mode. This corresponds to a region (that is, a region that defines a continuously variable transmission mode). In this case, in FIG. 5, it is determined whether or not a command for releasing the motor generator MG1 in the locked state is generated according to the depression of the accelerator or the like by the control routine for the shift mode in the ECU 100 (step S101). ). If a command to release motor generator MG1 has not yet been generated (step S101: NO), the series of first release control processes ends.

  On the other hand, when a command to release motor generator MG1 is generated (step S101: YES), ECU 100 calculates a rate of engine torque Te (step S102). Here, the rate of the engine torque Te is calculated based on the engine rotational speed NE and the required power for the engine 200 out of the total required power in the hybrid vehicle 10. The unit is, for example, [N · m / sec]. When the rate of engine torque Te is calculated, ECU 100 calculates an initial value of MG1 torque Tmg1 of motor generator MG1 that supplies reaction torque according to engine torque Te, and also calculates an initial value of calculated MG1 torque Tmg1. Based on the above, a reference MG1 torque Tmg1 rate (hereinafter referred to as “base torque rate” as appropriate) is set (step S103).

  Here, the set base torque rate will be described with reference to FIG. Here, FIG. 6A and FIG. 6B described later are two-dimensional graphs in which the vertical axis represents torque and the horizontal axis represents time.

  In FIG. 6A, the engine torque Te is represented on the positive rotation side, and the MG1 torque Tmg1 is represented on the negative rotation side. Time t0 is the time when the motor generator MG1 release command is issued. The rate of engine torque Te after time t0 is calculated in the process of step S102. Further, MG1 torque Tmg1 after time t0 is the base torque of motor generator MG1, and this rate is set in the process of step S103. Point P0 represents the initial value of MG1 torque Tmg1.

  As shown in FIG. 6A, the base torque of the motor generator MG1 is parallel to the reaction torque of the engine torque Te (that is, represented by a dotted line in FIG. 6), and increases at the base torque rate. The MG1 torque Tmg1 is in a state where it cannot reach the reaction force torque.

  Subsequently, the ECU 100 determines whether or not the engine torque Te increases based on the calculated engine torque Te rate (step S104). If the engine torque Te is constant or decreases (step S104: NO), the ECU 100 subsequently executes the process of step S106 without increasing the rate of the MG1 torque Tmg1 in step S105.

  On the other hand, when the rate of the engine torque Te increases (that is, when the slope of the line representing the engine torque or the slope of the line representing the engine reaction torque in FIG. 6 becomes steeper) (step S104: YES), ECU 100 increases the rate value of MG1 torque Tmg1 compared to the base torque rate (in other words, increases the rate) (step S105). As the rate increases, MG1 torque Tmg1 supplied per unit time by motor generator MG1 increases.

  Here, the increasing rate of the MG torque Tmg1 will be described with reference to FIG. In FIG. 6B, the engine torque Te is shown on the positive rotation side, and the MG1 actual torque Tmg1 after the rate is increased is shown on the negative rotation side. Time t1 is the time when the MG1 torque Tmg1 reaches the reaction force torque. The MG1 torque Tmg1 after time t0 is greater than the base torque by the MG1 torque Tmg1 per unit time, and the rate representing this change is determined in the process of step S105.

  Subsequently, ECU 100 sets a rate of MG1 torque Tmg1 (hereinafter, referred to as “actual torque rate” as appropriate) when MG1 torque Tmg1 is actually supplied to sun gear shaft 310, and battery 12 for motor generator MG1. The power is supplied from (Step S106). Here, the actual torque rate is the rate increased in the process of step S105 when the engine torque Te increases in the process of step S104 (step S104: YES), while the engine torque Te is constant or decreases. (Step S104: NO), set as the base torque rate. When motor generator MG1 is driven by power supply, MG1 torque Tmg1 changes at such an actual torque rate, and reaches a reaction torque corresponding to engine torque Te.

  Subsequently, the ECU 100 determines whether the rotation angle of the motor generator MG1 or the MG1 rotation speed Nmg1 has changed so that the lock mechanism 400 is in a suitable locked state at the time of release (that is, the state shown in FIG. 3C). It is determined whether or not (step S107). If the MG1 rotation angle has not yet changed until a suitable locked state is realized (step S107: NO), the processing of steps S104 to S106 is repeated.

  On the other hand, when the MG1 rotation angle has changed so that a suitable lock state is realized (step S107: YES), the energization to the actuator 407 in the lock mechanism 700 is stopped, and the CVT mode (ie, continuously variable transmission mode) is entered. (Step S108). As a result, the series of first release control processing ends.

  As described above, according to the first release control process according to the first embodiment, when the engine torque Te increases in the process of switching the shift mode from the fixed shift mode to the continuously variable shift mode, the MG1 torque Tmg1 The motor generator MG1 applies a reaction torque corresponding to the increase in the engine torque Te from the motor generator MG1. As a result, the MG1 torque Tmg1 of the motor generator MG1 reaches the reaction torque of the engine torque Te, and the reaction torque is reliably transferred from the lock mechanism 400 to the motor generator MG1. Switching is done. Therefore, it is possible to reliably suppress the deterioration of drivability in the process of switching to the continuously variable transmission mode.

  According to the first release control process described above, the rate of the MG1 torque Tmg1 is always increased when it is determined that the engine torque Te increases. However, the rate of the MG1 torque Tmg1 is increased according to the rate of the engine torque Te. May be increased. In this case, for example, considering the time for the MG1 torque Tmg1 to reach the value of the reaction torque of the engine torque Te, the rate of the MG1 torque Tmg1 is increased only when the rate of the engine torque Te is relatively large.

  According to the first release control process described above, the rate of the MG1 torque Tmg1 is simply increased, but the method for increasing the rate of the MG1 torque Tmg1 is not limited to this.

Second Embodiment
<Operation of Second Embodiment>
<Second release control processing>
Here, with reference to FIG.7 and FIG.8, the detail of the 2nd releasing control process which concerns on switching from fixed transmission mode to continuously variable transmission mode is demonstrated as 2nd Embodiment of this invention. FIG. 7 is a flowchart showing the second release control process, and FIG. 8 is a two-dimensional graph showing the transition of the rate of the MG1 torque Tmg1 in the second release control process. In the second release control process, the rate increasing method of the MG1 torque Tmg1 is different from that in the first release control process.

  When the driving condition of hybrid vehicle 10 corresponds to the CVT region, in FIG. 7, ECU 100 determines whether or not a command to release motor generator MG <b> 1 in the locked state has been generated, similar to the first release control process. (Step S101), and when a command to release the motor generator MG1 is generated (step S101: YES), the rate of the engine torque Te is calculated (step S102). Then, ECU 100 calculates the initial value of MG1 torque Tmg1 and determines the base torque rate of MG1 torque Tmg1 as in the first release control process (step S103).

  Here, the set base torque rate will be described with reference to FIG. Here, FIG. 8A, FIG. 8B and FIG. 8C described later are two-dimensional graphs in which the vertical axis represents torque and the horizontal axis represents time, as in FIG. .

  Also in FIG. 8A, the engine torque Te is represented on the positive rotation side, and the MG1 torque Tmg1 is represented on the negative rotation side. Time t0 is the time when the motor generator MG1 release command is issued, as in FIG. The rate of engine torque Te after time t0 is calculated in the process of step S102, MG1 torque Tmg1 after time t0 is the base torque of motor generator MG1, and this rate is set in the process of step S103. . Point P0 represents the initial value of MG1 torque Tmg1 in the same manner as in FIG.

  Subsequently, the ECU 100 determines whether or not the calculated rate of the engine torque Te has exceeded a predetermined threshold (step S109). Here, the “predetermined threshold value” indicates a determination value of the rate of the engine torque Te for determining whether or not an increase in the rate of the MG1 torque Tmg1 is required. In other words, the “predetermined threshold value” corresponds to a line (not shown) having a certain slope in FIG. When the rate of engine torque Te is less than the predetermined threshold (step S109: NO), ECU 100 subsequently performs the process of step S106 without increasing the rate of MG1 torque Tmg1.

  On the other hand, when the rate of engine torque Te exceeds a predetermined threshold (step S109: YES), ECU 100 calculates a correction term corresponding to the increase in the rate of engine torque Te (step S110). Here, the “correction term” indicates a rate of the MG1 torque Tmg1 (hereinafter referred to as “rising torque rate” as appropriate) corresponding to the increase in the engine torque Te.

  Subsequently, ECU 100 calculates an actual torque rate of MG1 torque Tmg1 when MG1 torque Tmg1 is actually supplied to sun gear shaft 310, and supplies electric power from battery 12 to motor generator MG1 (step S111). Here, the actual torque rate indicates a rate obtained by adding a rising torque rate as a correction term corresponding to an increase in the engine torque Te to the above-described base torque rate. However, when the rate of the engine torque Te is less than the predetermined threshold value in the process of step S109 (step S109: NO), the increase torque rate becomes zero. When motor generator MG1 is driven by power supply, MG1 torque Tmg1 changes at such an actual torque rate, and reaches a reaction torque corresponding to engine torque Te.

  Here, with reference to FIG. 8B and FIG. 8C, the MG torque Tmg1 in which the rate is increased by adding a plurality of rates will be described.

  In FIG. 8B, MG1 torque Tmg1 after time t0 is the rising torque of motor generator MG1, and this rate is determined in the process of step S110.

  FIG. 8C shows the actual torque of motor generator MG1 after the rate is increased. Time t1 is the time when the MG1 torque Tmg1 reaches the reaction force torque in the same manner as in FIG. The MG1 torque Tmg1 after time t0 represents the torque obtained by adding the rising torque to the base torque. The rate of the added MG1 torque Tmg1 is determined in the process of step S111.

  Subsequently, as in the first release control process, the ECU 100 rotates the motor generator MG1 so that the lock mechanism 400 is in a suitable locked state at the time of release (that is, the state shown in FIG. 3C). It is determined whether or not the angle has changed (step S107), and when the MG1 rotation angle has changed so that a suitable lock state is realized (step S107: YES), the energization of the actuator 407 in the lock mechanism 700 is stopped. , Transition to the CVT mode (that is, continuously variable transmission mode) (step S108). Thereby, a series of second release control processing ends.

  As described above, according to the second release control process according to the second embodiment, the rate is increased by adding the rising torque rate to the preset base rate. Thereby, regardless of the magnitude of the engine torque Te rate, the MG1 torque Tmg1 can reach the reaction torque of the engine torque Te in a certain time. Therefore, the time required for shifting to the CVT mode becomes constant, and it is possible to suppress deterioration of drivability related to power performance.

<Third Embodiment>
<Configuration of Third Embodiment>
In the first and second embodiments, when the hybrid drive device 20 adopts the fixed speed change mode, the MG1 is locked (more precisely, the MG1 is locked via the sun gear S1 and the clutch plate 410). take. However, the configuration of the hybrid drive device for obtaining the fixed speed change mode is not limited to this type of MG1 lock. Here, with reference to FIG. 9, the configuration of another hybrid drive apparatus will be described as a third embodiment of the present invention. FIG. 9 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive apparatus 30 according to the third embodiment of the present invention. In FIG. 9, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof will be omitted as appropriate.

  In FIG. 9, the hybrid drive device 30 includes a power split mechanism 1100 as another example of the “power split mechanism” according to the present invention instead of the power split mechanism 300, and the hybrid drive apparatus 30 according to the present invention instead of the lock mechanism 400. As another example of the “meshing mechanism” or “locking mechanism” according to the present embodiment, the configuration is different from the hybrid drive device 20 in that the brake B1 is provided.

  The power split mechanism 1100 includes a single pinion gear type first planetary gear mechanism 1110 and a double pinion gear type second planetary gear mechanism 1120 as a differential mechanism including a plurality of rotating elements.

  The first planetary gear mechanism 1110 includes a sun gear 1111, a carrier 1112, a ring gear 1113, and a pinion that meshes with the sun gear 1111 and the ring gear 1113 that are held in the carrier 1112 so as to rotate in the axial direction and revolve due to the rotation of the carrier 1112. A gear 1114 is provided, the rotor RT1 of the motor generator MG1 is connected to the sun gear 1111, the input shaft 500 is connected to the carrier 1112, and the drive shaft 600 is connected to the ring gear 1113 via the MG2 transmission mechanism 1000.

  The second planetary gear mechanism 1120 includes a sun gear 1121, a carrier 1122, a ring gear 1123, and a pinion that meshes with the sun gear 1121 and the ring gear 1123 held by the carrier 1122 so as to rotate in the axial direction and revolve by the rotation of the carrier 1122. A gear 1124 is provided, and the other brake plate of the brake B1 is connected to the sun gear 1121. That is, in the present embodiment, the sun gear 1121 functions as another example of the “first rotation element” according to the present invention. The MG2 speed change mechanism 1000 is a stepped transmission for changing the ratio of the MG2 rotational speed Nmg2 to the rotational speed of the drive shaft 600.

  As described above, the power split mechanism 1100 includes the sun gear 1111 of the first planetary gear mechanism 1110, the sun gear 1121 (first rotating element) of the second planetary gear mechanism 1120, and the first planetary gear mechanism 1110 connected to each other. The first rotating element group including the carrier 1112 and the ring gear 1123 of the second planetary gear mechanism 1120, and the ring gear 1113 of the first planetary gear mechanism 1110 and the carrier 1122 of the second planetary gear mechanism 1120 connected to each other. A total of four rotating elements of two rotating element groups are provided.

  The brake B1 is a wet multi-plate friction engagement type engagement means in which one brake plate is physically fixed. The other brake plate of the brake B1 is connected to the rotation shaft of the MG1, and in a state where the brake plates of the brake B1 are engaged with each other, the rotation of the MG1 is prevented and a so-called MG1 lock is realized. It has become. Note that the drive system that drives the brake B1 is electrically connected to the ECU 100, and is configured to be controlled by the ECU 100 to the upper level. The brake B1 may be a lock mechanism 400 that is a dog clutch mechanism, as in the first and second embodiments.

<Operation of Third Embodiment>
According to the hybrid drive device 30, when the sun gear 1121 is in a locked state and its rotational speed becomes zero, the remaining rotational elements are obtained by the second rotational element group having a unique rotational speed with the vehicle speed V and the sun gear 1121. The rotational speed of the first rotating element group is defined. Since the carrier 1112 constituting the first rotating element group is connected to the input shaft 500 connected to the crankshaft 205 of the engine 200, the engine rotational speed NE of the engine 200 has a unique relationship with the vehicle speed V. Thus, the fixed speed change mode is realized. In addition, as the engine rotational speed NE of the engine 200 maintains an unambiguous relationship with the vehicle speed V, the rotational state of the sun gear 1111 having a differential relationship with the first rotational element group and the second rotational element group. The motor generator MG1 is also locked. That is, in the hybrid drive device 30, a fixed speed change mode called so-called O / D lock is realized.

  As described above, the fixed speed change mode can be realized in configurations other than the hybrid drive device 20, and the lock target of the lock mechanism 400 or the brake B1 may be changed as appropriate. In any case, when the engine torque Te increases in the process of switching from the fixed transmission mode to the continuously variable transmission mode, the rate of the MG1 torque Tmg1 is increased and the motor generator MG1 increases the engine torque Te. Apply the corresponding reaction torque. Thereby, it is possible to reliably suppress the deterioration of drivability in the process of switching to the continuously variable transmission mode.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and control of a hybrid vehicle involving such a change. The apparatus is also included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 11 ... PCU, 12 ... Battery, 13 ... Vehicle speed sensor, 14 ... Accelerator opening sensor, 20 ... Hybrid drive device, 100 ... ECU, 200 ... Engine, 300 ... Power split mechanism, 400 ... Lock mechanism

Claims (7)

A meshing mechanism having a plurality of teeth and a rotating element that rotates according to the engine torque of the internal combustion engine; and a fixing element that has a plurality of teeth and meshes with the rotating element;
A rotating electric machine that applies the engine torque to the rotating element;
First transmission control means for performing control so that the engine torque is transmitted to the wheel while the reaction force of the engine torque is received by the meshing mechanism by meshing the meshing mechanism;
A second transmission control means for controlling the engine torque to be transmitted to the wheels while releasing the meshing in the meshing mechanism and receiving the reaction force of the engine torque by the torque applying means;
In response to the disengaged state in which the meshing is released, a continuously variable transmission mode in which a speed ratio, which is a ratio between the rotational speed of the internal combustion engine and the rotational speed of the drive shaft connected to the wheels, is continuously variable; A hybrid vehicle control device for controlling a hybrid vehicle configured to be capable of switching a transmission mode between a fixed transmission mode and a fixed transmission mode in which the transmission ratio is fixed, corresponding to a state in which the engagement mechanism is engaged. There,
Determining means for determining whether or not the engine torque is increased at the time of switching from the meshed state to the released state in the first rotating element;
Control means for controlling the rotating electrical machine so as to increase the amount of change in the torque of the rotating electrical machine that is output in order to handle the reaction force of the engine torque when it is determined that the engine torque is increased. A control apparatus for a hybrid vehicle characterized by the above. Further comprising specifying means for specifying the amount of change in engine torque of the internal combustion engine;
2. The control apparatus for a hybrid vehicle according to claim 1, wherein the determination unit determines whether or not the engine torque increases based on the identified change amount of the engine torque.   The said control means controls the said rotary electric machine so that the variation | change_quantity of the torque of the said rotary electric machine may be increased according to the identified variation | change_quantity of the said engine torque. Control device for hybrid vehicle.   4. The hybrid vehicle according to claim 2, wherein the determination unit determines that the engine torque increases when the specified change amount of the engine torque exceeds a predetermined reference change amount. 5. Control device. The amount of change in the engine torque and the amount of change in the torque of the rotating electrical machine respectively indicate a rate that is a time derivative of the change in the engine torque and a rate that is a time derivative of the change in the torque of the rotating electrical machine,
The control means controls the rotating electrical machine so as to add a rising torque rate corresponding to an increase in the engine torque out of the specified engine torque rate to a base torque rate serving as a reference in the rotating electrical machine. The hybrid vehicle control device according to any one of claims 2 to 4, wherein the control device is a hybrid vehicle control device.   The control means increases the amount of change in the torque of the rotating electrical machine when it is determined that the engine torque increases when the shift mode is switched from the fixed shift mode to the continuously variable shift mode. The control apparatus for a hybrid vehicle according to any one of claims 1 to 5, wherein the control unit controls the rotating electrical machine. An internal combustion engine;
Rotating electrical machinery,
A plurality of rotating elements capable of differentially rotating with each other, including a first rotating element connected to the rotating electrical machine, a second rotating element connected to a drive shaft connected to an axle, and a third rotating element connected to the internal combustion engine A power split mechanism with
A first engaging element fixed to the first rotating element; and a second engaging element fixed to a predetermined locking element that is a fixing element, the first engaging element and the second engaging element A locked state in which the first rotating element cannot rotate, and a state in which the first engaging element and the second engaging element are not engaged, and the first rotating element And a lock mechanism that can be switched between a rotatable and non-locked state,
Corresponding to the case where the first rotating element is in the unlocked state, a continuously variable transmission mode in which a transmission gear ratio between the rotational speed of the internal combustion engine and the rotational speed of the drive shaft is continuously variable; In response to a case where the first rotation element is in the locked state, a control device for a hybrid vehicle that controls a hybrid vehicle configured to be able to switch a speed change mode between a fixed speed change mode in which the speed change ratio is fixed. There,
Determination means for determining whether or not the engine torque of the internal combustion engine increases when the first rotating element is switched from the locked state to the unlocked state;
Control means for controlling the rotating electrical machine so as to increase the amount of change in the torque of the rotating electrical machine that is output in order to handle the reaction force of the engine torque when it is determined that the engine torque is increased. A control apparatus for a hybrid vehicle characterized by the above.

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