JP2011156901A - Controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a vehicle allowing suppression of shocks and collision sounds accompanying a changeover of a shift transmission mode. <P>SOLUTION: The controller for vehicle is mounted in the hybrid vehicle, and includes a power element, a differential mechanism, a lock mechanism and a control means. The power element includes a dynamo-electric machine and an internal combustion engine. The differential mechanism includes a plurality of rotary elements differentially rotatable to each other. The lock mechanism changes over a state of one rotary element of the differential mechanism between a non-rotatable lock state and a rotatable non-lock state. The control means gently executes the changeover in a mileage priority mode, as compared to the case other which is than the mileage priority mode when a changeover is made between a continuously variable transmission mode and a fixed transmission mode. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device suitable for a hybrid vehicle.

  Conventionally, in addition to an internal combustion engine (engine), a hybrid vehicle including a rotating electric machine (motor generator) that functions as an electric motor or a generator is known. For example, Patent Document 1 discloses a continuously variable transmission mode in which the rotation speed ratio between the engine rotation speed and the rotation speed of the drive shaft is continuously changed, and the rotation speed ratio without outputting the reaction torque from the motor generator. A hybrid vehicle having a fixed speed change mode to be fixed is disclosed. The hybrid vehicle also includes a lock mechanism for fixing (locking) the motor generator in order to switch the above-described shift mode. Patent Document 2 discloses a hybrid vehicle including an eco switch for selecting whether or not to set a fuel consumption priority mode that prioritizes fuel consumption. In addition, technologies related to the present invention are disclosed in Patent Literature 3 and Patent Literature 4, respectively.

JP 2009-234512 A JP 2008-155684 A JP 2000-225858 A JP 2006-226131 A

  When the driver chooses the fuel efficiency priority mode and drives the vehicle, the driver tries to improve the fuel efficiency, so that the vehicle can travel according to a steady state with little change in vehicle speed and required driving force. High nature. On the other hand, during traveling according to such a steady state, a passenger is more likely to feel a shock or the like generated in the vehicle than during normal traveling. Therefore, when a shock or the like occurs due to the control of the lock mechanism when switching between the continuously variable transmission mode and the fixed transmission mode during the fuel efficiency priority mode, there is a risk that the passenger will feel uncomfortable or uncomfortable.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can suppress shocks and collision noise associated with switching of a shift mode.

  In one aspect of the present invention, a power element including a rotating electrical machine and an internal combustion engine, a differential mechanism including a plurality of rotating elements that can perform differential rotation with respect to each other, and any of the rotating elements of the differential mechanism A lock mechanism capable of switching between a locked state in which rotation is impossible and a rotatable unlocked state, and rotation of the drive shaft connected to the rotational speed of the internal combustion engine and the axle corresponding to the case of being in the unlocked state Between a continuously variable transmission mode in which a transmission ratio as a ratio to the number is continuously variable by the rotating electrical machine and a fixed transmission mode in which the transmission ratio is fixed in a case where the transmission ratio is fixed. When the shift mode switching is executed, the fuel consumption priority mode, which is a travel mode that prioritizes the fuel consumption, includes control means that performs the shift mode switching more slowly than in the case other than the fuel consumption priority mode.

  The vehicle control apparatus is mounted on a hybrid vehicle and includes a power element, a differential mechanism, a lock mechanism, and a control unit. The power element includes a rotating electrical machine and an internal combustion engine. The differential mechanism includes a plurality of rotating elements that are differentially rotatable with respect to each other. The lock mechanism is, for example, a wet multi-plate brake or clutch (hereinafter collectively referred to as “clutch”), an electromagnetic cam clutch, or a dog clutch, and cannot rotate the state of any of the rotating elements of the differential mechanism. Switch between locked and rotatable unlocked state. The control means is, for example, an ECU (Electronic Control Unit), and when switching between the continuously variable transmission mode and the fixed transmission mode, the switching is performed more slowly in the fuel efficiency priority mode than in the fuel efficiency priority mode. . “Fuel consumption priority mode” refers to a driving mode in which the priority of fuel consumption is higher than vibration and noise, including reduction of power consumption of rotating electrical machines. For example, it is explicitly specified by the driver via a dedicated switch. Is done. Here, “switching of the shift mode” refers to various state transitions when switching between the continuously variable transmission mode and the fixed shift mode, and “slowly executing the switching of the shift mode” refers to various state transitions. Of these, it means that one or all of the state transitions are gradually changed over time. By doing so, the vehicle control device can reduce the shock and collision noise caused by the shift mode switching between the fixed shift mode and the continuously variable shift mode and improve the drivability during the fuel efficiency priority mode. it can.

  In one aspect of the vehicle control apparatus, the differential mechanism includes a first rotating element connected to the rotating electrical machine, a second rotating element connected to the drive shaft, and a third connected to the internal combustion engine. The lock mechanism includes a rotating element, and the lock mechanism is a brake capable of switching the state of the first rotating element between the locked state and the unlocked state.

  In another aspect of the vehicle control apparatus, the control unit may change the fuel consumption priority mode when the torque of the rotating electrical machine is changed after the lock mechanism is changed from the unlocked state to the locked state. Then, compared with the case other than the fuel consumption priority mode, the torque is gradually changed. By doing in this way, the control apparatus of a vehicle can suppress generation | occurrence | production of the shock etc. at the time of making the reaction force torque of an engine torque change from a rotary electric machine to a lock mechanism in fuel consumption priority mode.

  In another aspect of the vehicle control device, the control unit may change the torque of the rotating electrical machine when the lock mechanism is changed from the locked state to the unlocked state. The torque is gradually changed as compared with the case other than the fuel efficiency priority mode. By doing in this way, the control apparatus of a vehicle can suppress the shock which arises when releasing a lock mechanism during fuel consumption priority mode.

  In another aspect of the vehicle control device, the lock mechanism may change the state of the first rotating element connected to the rotating electrical machine based on electromagnetic force generated by energization to the locked state and the unlocked state. It is an electromagnetic brake that can be switched to a state.

  In another aspect of the vehicle control device, the control means may change the current of energization after changing the locking mechanism from the unlocked state to the locked state, and in the fuel consumption priority mode. The current is gradually changed as compared with the case other than the fuel efficiency priority mode. Thereby, even if it is a case where the electric current is changed for the power consumption reduction etc. during the fuel consumption priority mode, the vehicle control device can suppress the accompanying shock.

  In another aspect of the vehicle control device described above, the control unit may change the current of energization after changing the lock mechanism from the locked state to the unlocked state. The current is gradually changed as compared with the case other than the fuel efficiency priority mode. As a result, even when the engine operating point changes unexpectedly with a change in current, the vehicle control device can easily execute feedback control for this, and suppresses a shock or the like in the fuel efficiency priority mode. can do.

  In another aspect of the vehicle control apparatus, the lock mechanism includes a first engagement element coupled to the first rotation element, and a second engagement that is opposed to and engageable with the first engagement element. An electromagnetic cam type clutch provided with an engagement element, and when the control means executes engagement between the first engagement element and the second engagement element, in the fuel consumption priority mode, the fuel consumption Compared with a case other than the priority mode, the rotating electrical machine is controlled so as to reduce the speed at which the backlash formed between the first engagement element and the second engagement element is packed. By doing in this way, the control apparatus of a vehicle can suppress the shock and the collision sound at the time of backlashing in the fuel consumption priority mode.

An example of the schematic block diagram of the hybrid vehicle which concerns on each embodiment of this invention is shown. It is an example of the schematic block diagram of a hybrid drive device. It is a schematic diagram which illustrates one cross-sectional structure of a locking mechanism. FIG. 4 is a schematic view illustrating a cross-sectional configuration of the lock mechanism viewed in the direction of arrow A in FIG. 3. It is typical sectional drawing explaining the process in which a sun gear changes state from a releasing state to a locked state by the locking effect | action of a locking mechanism. It is an operation alignment chart which illustrates one operation state of a hybrid drive device. An example of the time chart of each element at the time of performing the process which applied 1st control thru | or 8th control is shown. It is an example of the flowchart which shows the process sequence to which 1st control thru | or 8th control is applied. It is a figure which shows the modification of a hybrid drive device.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Constitution]
First, an example of the configuration of a hybrid vehicle 1 to which the hybrid vehicle control device according to the present invention is applied will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a hybrid vehicle 1. The hybrid vehicle 1 includes an ECU 100, a PCU (Power Control Unit) 11, a battery 12, an accelerator opening sensor 13, a vehicle speed sensor 14, an eco switch 15, and a hybrid drive device 10.

  The ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an A / D (Analog to Digital) converter, an input / output interface, and the like. It is an electronic control unit for controlling. The ECU 100 executes control described later according to a control program stored in the ROM. The ECU 100 functions as control means in the present invention. Note that the physical, mechanical, and electrical configurations of the control means according to the present invention are not limited to this. For example, the control means includes a plurality of computers such as a plurality of ECUs, various processing units, various controllers, or a microcomputer device. It may be a system or the like.

  The hybrid drive device 10 drives the hybrid vehicle 1 by supplying driving torque as driving force to the left axle SFL (corresponding to the left front wheel FL) and the right axle SFR (corresponding to the right front wheel FR), which are the axles of the hybrid vehicle 1. Drive unit. The detailed configuration of the hybrid drive device 10 will be described later.

  The PCU 11 includes an inverter (not shown), and is a control unit that controls power input / output between the battery 12 and each motor generator described later, or power input / output between the motor generators not via the battery 12. is there. Specifically, the PCU 11 converts the DC power extracted from the battery 12 into AC power and supplies it to each motor generator, and converts the AC power generated by each motor generator into DC power and supplies it to the battery 12. To do. The PCU 11 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 12 is a battery unit that has a configuration in which a plurality of unit battery cells are connected in series and functions as a power supply source related to power for powering each motor generator.

  The accelerator opening sensor 13 is a sensor configured to be able to detect an accelerator opening “Ta” as an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 1. The accelerator opening sensor 13 is electrically connected to the ECU 100, and the detected accelerator opening Ta is referred to by the ECU 100 at a constant or indefinite period.

  The vehicle speed sensor 14 is a sensor that detects the vehicle speed “V” of the hybrid vehicle 1. The vehicle speed sensor 14 is electrically connected to the ECU 100, and the detected vehicle speed V is referred to by the ECU 100 at a constant or indefinite period.

  The eco switch 15 reduces the fuel consumption of the engine 200 and the power consumption by the motor generator or the like rather than the vibration and noise of the hybrid vehicle 1 (hereinafter also simply referred to as “NV (Noise and Vibration)”) as a control mode during driving. This is a switch for selecting a fuel efficiency priority mode (hereinafter also referred to as “eco mode”) that prioritizes the shift to fuel. The eco switch 15 is provided near the driver's seat of the hybrid vehicle 1 and is electrically connected to the ECU 100. When the eco switch 15 is set to ON by the driver or the like, the ECU 100 sets a predetermined eco flag that is set to a value of 0 during normal times (that is, when the switch is off) to a value of 1 and a predetermined fuel consumption. The hybrid vehicle 1 is controlled according to various priority control procedures. Hereinafter, a case other than the eco mode, that is, a case where the eco switch 15 is off is referred to as a “fuel efficiency normal mode”.

  Here, the detailed configuration of the hybrid drive apparatus 10 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram of the hybrid drive device 10. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof is omitted as appropriate.

  In FIG. 2, the hybrid drive device 10 is abbreviated as an engine 200, a power split mechanism 300, a motor generator MG1 (hereinafter abbreviated as “motor MG1” as appropriate), and a motor generator MG2 (hereinafter abbreviated as “motor MG2” as appropriate). ), An input shaft 400, a lock mechanism 500, an MG2 reduction mechanism 600, and a speed reduction mechanism 700.

  The engine 200 functions as a main power source of the hybrid vehicle 1 and is an in-line four-cylinder gasoline engine that is an example of the “internal combustion engine” according to the present invention. The engine 200 is a known gasoline engine, and a detailed configuration thereof is omitted here. However, the engine torque “Te” as the output power of the engine 200 is input to the hybrid drive device 10 via a crankshaft (not shown). The shaft 400 is connected. The engine 200 is only an example of a practical aspect that can be taken by the internal combustion engine according to the present invention. The practical aspect of the internal combustion engine according to the present invention is not limited to the engine 200, and various known engines are employed. The

  The motor MG1 is a motor generator that is an example of a “rotating electric machine” according to the present invention, which has a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy.

  The motor MG2 is a motor generator having a larger physique than the motor MG1, and has a power running function that converts electrical energy into kinetic energy and a regenerative function that converts kinetic energy into electrical energy, similar to the motor MG1.

  The motor MG1 and the motor MG2 function as a synchronous motor generator, and include, for example, a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field.

  The power split mechanism 300 is a composite planetary gear mechanism that is an example of the “differential mechanism” according to the present invention.

  The power split mechanism 300 includes a sun gear S1 as an example of the “first rotating element” according to the present invention provided in the center, and the “second rotating element according to the present invention provided concentrically on the outer periphery of the sun gear S1. , And a plurality of pinion gears (not shown) that are arranged between the sun gear S1 and the ring gear R1 and revolve around the outer periphery of the sun gear S1, and the rotation shafts of these pinion gears. And a carrier C1 as an example of the “third rotating element” according to the present invention.

  Here, the sun gear S1 is connected to the rotor of the motor MG1 so as to share the rotation axis, and the rotation speed is equivalent to the rotation speed of the motor MG1 (hereinafter referred to as “MG1 rotation speed Nmg1”). It is. The ring gear R1 is connected to a ring gear R2 (described later) of the speed reduction mechanism 700 and the MG2 reduction mechanism 600, and the rotational speed thereof is referred to as the rotational speed of the drive shaft (hereinafter referred to as “output rotational speed Nout”). Is equivalent to Further, the carrier C1 is connected to an input shaft 400 that is connected to the crankshaft of the engine 200, and the rotational speed thereof is equivalent to the rotational speed of the engine 200 (hereinafter referred to as “engine rotational speed Ne”). is there.

  The MG2 reduction mechanism 600 is a planetary gear mechanism similar to the power split mechanism 300. The MG2 reduction mechanism 600 is disposed between the sun gear S2 provided at the center, the ring gear R2 provided concentrically on the outer periphery of the sun gear S2, and the sun gear S2 and the ring gear R2. A plurality of pinion gears (not shown) that revolve while rotating, and a carrier C2 that supports the rotation shaft of each pinion gear. Sun gear S2 is connected to the rotor of motor MG2.

  Here, the ring gear R2 of the MG2 reduction mechanism 600 is connected to the ring gear R1 of the power split mechanism 300 as described above, and exhibits an unambiguous rotational state with respect to the axle. The carrier C2 is fixed so as not to rotate by a fixing element. Therefore, in the motor MG2 fixed to the sun gear S2 which is the remaining one rotation element, the rotation of the drive shaft is reduced according to the reduction ratio determined according to the gear ratio of each gear constituting the MG2 reduction mechanism 600. Communicated. Thus, MG2 reduction mechanism 600 functions as a reduction gear mechanism. The composite planetary gear mechanism defined by the MG2 reduction mechanism 600 and the power split mechanism 300 is a differential mechanism with two degrees of rotation. Therefore, the rotational speed of motor MG2 (hereinafter referred to as “MG2 rotational speed Nmg2”) is uniquely determined according to vehicle speed V.

  The speed reduction mechanism 700 is a gear mechanism that includes a drive shaft (reference number omitted) that exhibits a rotational state that is unique to the axle, a reduction gear (reference number omitted) connected to the drive shaft, and a differential (reference number omitted). The rotation speed of each axle is transmitted to the drive shaft while being decelerated by the reduction mechanism 700 according to a predetermined gear ratio. As described above, the ring gear R1 and the ring gear R2 are connected to the drive shaft, and each ring gear has a structure that is uniquely rotated with the vehicle speed V.

  Unlike motor MG1 and engine 200, motor MG2 can apply its output torque (hereinafter referred to as “MG2 torque Tm”) to the drive shaft. Therefore, the motor MG2 can assist the travel of the hybrid vehicle 1 by applying torque to the drive shaft, or can perform power regeneration by inputting the torque from the drive shaft. The MG2 torque Tm is controlled by the ECU 100 through the PCU 11 together with the input / output torque of the motor MG1 (hereinafter referred to as “MG1 torque Tg”).

  The hybrid drive device 10 is provided with a rotation sensor such as a resolver in a portion corresponding to the illustrated broken line frames A1 and A2. These rotation sensors are in a state of being electrically connected to the ECU 100, and the detected rotational speed is sent to the ECU 100 at a constant or indefinite period. Supplementally, the rotational speed of the part corresponding to the illustrated broken line frame A1 is MG2 rotational speed Nmg2, and the rotational speed of the part corresponding to the illustrated broken line frame A2 is MG1 rotational speed Nmg1.

  In the power split mechanism 300, the engine torque Te supplied from the engine 200 to the input shaft 400 under the above-described configuration is transferred to the sun gear S1 and the ring gear R1 by the carrier C1 at a predetermined ratio, specifically, between the gears. Distribute at a ratio according to the gear ratio. In other words, the power split mechanism 300 can split the power of the engine 200 into two systems. At this time, when the gear ratio “P” 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 torque “acting on the sun gear S1 when the engine torque Te is applied to the carrier C1 from the engine 200. “Tes” is expressed by the following equation (1), and the engine direct torque “Ter” appearing on the drive shaft is expressed by the following equation (2).

Tes = −Te × P / (1 + P) (1)
Ter = Te × 1 / (1 + P) (2)
The configuration of the embodiment relating to the “differential mechanism” according to the present invention is not limited to that of the power split mechanism 300. For example, the differential mechanism according to the present invention may be a composite planetary gear mechanism in which a plurality of planetary gear mechanisms are combined.

  The lock mechanism 500 is an electromagnetic cam type engagement device configured to be able to selectively switch the state of the sun gear S1 between a non-rotatable locked state and a rotatable released state. The lock mechanism 500 is an example of the “brake”, “electromagnetic brake”, and “electromagnetic cam clutch” according to the present invention.

  Here, a detailed configuration of the lock mechanism 500 will be described with reference to FIG. FIG. 3 is a schematic cross-sectional view illustrating a cross-sectional configuration of the lock mechanism 500. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.

  In FIG. 3, the lock mechanism 500 includes a cam 510, a clutch plate 520, an actuator 530, a return spring 540, and a cam ball 550.

  The cam 510 is connected to the sun gear shaft 310 and can rotate integrally with the sun gear shaft 310, and is a substantially disc-shaped engagement member as an example of the “first engagement element” according to the present invention that makes a pair with the clutch plate 520. It is. The cam 510 is not necessarily directly connected to the sun gear 310, and may be indirectly connected to the sun gear 310 through various connecting members.

  The clutch plate 520 is a disk-shaped engaging member that is made of a magnetic metal material and is disposed to face the cam 510 and makes a pair with the cam 510. Clutch plate 520 is an example of the “second engagement element” according to the present invention.

  The actuator 530 includes a suction part 531, an electromagnet 532, and a friction part 533. The suction part 531 is a housing of the actuator 530 that is made of a magnetic metal material and can accommodate the electromagnet 532. The suction part 531 is fixed to the case CS fixed substantially integrally with the outer member of the hybrid drive device 10.

  The electromagnet 532 is a magnet capable of generating a magnetic force in an excitation state in which a predetermined excitation current (hereinafter referred to as “current Ir”) is supplied from a drive unit (not shown) that is supplied with power from the battery 12. The magnetic force generated from the electromagnet 532 in the excited state attracts the clutch plate 520 described above through the attracting part 531 made of a magnetic metal material. That is, an electromagnetic force as a driving force is applied to the clutch plate 520 in a direction in which the clutch plate 520 is attracted. Note that this drive unit is electrically connected to the ECU 100, and the excitation operation of the electromagnet 532 is controlled by the ECU 100 to the upper level.

  The friction portion 533 is a friction function body formed on the surface of the suction portion 531 facing the clutch plate 520, and the friction portion 533 has a friction function so that the movement of the object in contact state can be more greatly inhibited as compared with the case where it is not formed. The coefficient is set.

  The return spring 540 is an elastic body having one fixed end fixed to the clutch plate 520 and the other fixed end fixed to the cam 510, and biases the clutch plate 520 toward the cam 510. Therefore, the clutch plate 520 is normally referred to as a non-contact position (hereinafter referred to as “non-contact position Pn”) that is opposed to the suction portion 531 with a predetermined facing gap GAP under the bias of the return spring 540. ).

  Cam ball 550 is a spherical object sandwiched between cam 510 and clutch plate 520. In the lock mechanism 500, the MG1 torque Tg transmitted to the cam 510 via the sun gear S1 and the sun gear shaft 310 is transmitted to the clutch plate 520 using the cam ball 550 as a transmission element.

  Here, the configuration of the lock mechanism 500 will be described more specifically with reference to FIG. 4 is a schematic cross-sectional view of the locking mechanism 500 viewed in the direction of arrow A in FIG. In the figure, the same reference numerals are given to the same portions as those in FIG. 3, and the description thereof is omitted as appropriate.

  In FIG. 4, the opposing surfaces of each of the cam 510 and the clutch plate 520 are formed such that the thickness in the extending direction of the sun gear shaft 310 decreases in the direction toward the center. Is usually sandwiched near the center where the opposing space between the two is the widest. For this reason, when the clutch plate 520 is in the non-contact position Pn, the cam 510 and the clutch plate 520 rotate substantially integrally in a direction equal to the rotation direction of the motor MG1 using the cam ball 550 as a torque transmission element. Therefore, when the clutch plate 520 is in the non-contact position Pn, the rotation of the motor MG1 is not inhibited at least substantially. In FIG. 4, the lower side in the figure is defined as the forward rotation direction of the motor MG1, but the motor MG1 is not only in the forward rotation direction but also in the negative rotation direction (not shown) that is opposite to the forward rotation direction. Similarly, it can be rotated.

[Control method]
Below, the control method which ECU100 performs is demonstrated concretely.

(Lock control)
The ECU 100 controls the current Ir to selectively switch the state of the sun gear S1 between the locked state and the released (unlocked) state using the sun gear S1 as a locked element. Specifically, the ECU 100 shifts the state of the sun gear S1 to the locked state by increasing the current Ir, and shifts the state of the sun gear S1 to the released state by decreasing the current Ir. Note that the sun gear S1 is connected to the motor MG1 as described above, and when the sun gear S1 is in a locked state, the motor 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 is appropriately expressed as “the motor MG1 is in the locked state”.

  Here, with reference to FIG. 5, the locking action of the sun gear S1 by the locking mechanism 500 will be described. FIG. 5 is a schematic cross-sectional view for explaining the process of the state transition of the sun gear S1 from the released state to the locked state by the locking action of the locking mechanism 500. In the figure, the same reference numerals are given to the same portions as those in FIG. 3 or FIG. 4, and the description thereof is omitted as appropriate.

  FIG. 5A shows a state similar to that of FIG. 4, and the facing space GAP is interposed between the clutch plate 520 and the friction portion 533. In this case, the clutch plate 520 can rotate without being affected by the deterring force by the friction portion 533. For this reason, the cam 510 and the clutch plate 520 can rotate substantially integrally by the action of the cam ball 550. Here, the cam 510 is connected to the rotor of the motor MG 1 via the sun gear shaft 310, and this rotor is connected to the sun gear S 1 via the sun gear shaft 310. Accordingly, in the hybrid drive device 10, the cam 510 can be handled as a rotating element that rotates integrally with the sun gear S1. That is, in the state shown in FIG. 5A, the sun gear S1 can also rotate without being restricted by the clutch plate 520. This state corresponds to an example of a “released state” according to the present invention.

  FIG. 5B shows a state where the current Ir is supplied to the electromagnet 532 of the actuator 530 by a predetermined reference value (hereinafter referred to as “reference value Irth”). The reference value Irth is determined with reference to a predetermined map or the like based on the engine torque Te, for example, and is stored in the memory of the ECU 100. When the current Ir is supplied to the electromagnet 532, the electromagnetic force generated from the electromagnet 532 based on the current Ir reaches the clutch plate 520 through the suction portion 531. Then, the clutch plate 520 overcomes the urging force of the return spring 540 and contacts the non-contact position Pn shown in FIG. 5A and the contact position shown in FIG. 5B (hereinafter referred to as “contact position Pt”). It is adsorbed by the suction part 531. As a result, the opposing space GAP disappears. Further, along with the supply of the electromagnet by excitation, the friction part 533 exhibits a frictional force against the clutch plate 520, and the operation of the clutch plate 520 in the positive or negative rotation direction is hindered. That is, in this state, the operation of the clutch plate 520 is hindered by the electromagnet 532 and the friction portion 533, and is stationary with respect to the actuator 530, that is, the case CS.

  On the other hand, in the state where the clutch plate 520 is attracted to the suction portion 531, a backlash GT along the rotational direction is formed between the cam ball 550 and the clutch plate 520 instead of the disappeared facing space GAP. . Therefore, when the cam 510 is affected by the rotation of the motor MG1 and rotates in the positive rotation direction or the negative rotation direction, only the cam 510 and the cam ball 550 move in the rotation direction. Here, the description will be continued assuming that these move in the forward rotation direction. Here, the newly formed rattle GT has an inversely tapered shape in cross section as described above, and is gradually packed as the cam ball 550 advances in the rotation direction, and finally the rattle GT disappears. (Hereinafter, referred to as “backlash completion state”). In the backlash completion state, the cam 510, the cam ball 550, and the clutch plate 520 come into contact with each other again.

  FIG. 5C is a diagram showing a backlash completion state. When the cam 510 is about to rotate in the forward rotation direction in the state where the backlash is completed, the cam ball 550 has a pressing force that further presses the clutch plate 520 in the direction of the actuator 530 due to the action of the opposite tapered surface. appear. As a result, as long as positive torque in the positive rotation direction is applied to the cam 510, the contact state of the three parties does not change even when the ECU 100 stops exciting the electromagnet 532. In this case, the cam 510 is in a so-called self-locking state by the pressing force and the frictional force applied from the friction portion 533.

  In this self-locking state, the cam 510 is also stationary or fixed with respect to the case CS, similarly to the clutch plate 520. As a result, the sun gear S1 that rotates integrally with the cam 510 is also fixed to the case CS. This state is a locked state. In the locked state, the rotation speed of the sun gear S1, that is, the MG1 rotation speed Nmg1 becomes zero.

  Here, the lock mechanism 500 has the above-described self-locking action, but this kind of self-locking action is provided by adjusting the shape of each of the opposing surfaces of the cam 510 and the clutch plate 520. It can also be set as a structure. In this case, when excitation to the electromagnet 532 is stopped, the clutch plate 520 returns to the original non-contact position Pn by the action of the return spring 540.

  In the following description, the ECU 100 continuously supplies the current Ir after the transition to the locked state in order to maintain the engagement force between the clutch plate 520 and the cam 510, that is, to keep the clutch plate 520 at the contact position Pt. And

(Basic control in each speed change mode)
The hybrid vehicle 1 can select a fixed transmission mode and a continuously variable transmission mode as an example of the transmission mode according to the present invention, depending on the state of the sun gear S1 of the power split mechanism 300 to be locked. Hereinafter, basic control in each shift mode will be described.

  FIG. 6 is an operation alignment chart illustrating one operation state of the hybrid drive device 10. Specifically, FIG. 6A shows an operation alignment chart in the case of the continuously variable transmission mode. FIG. 6B shows an operation alignment chart in the fixed transmission mode. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.

  In FIG. 6A, the vertical axis represents the rotational speed, and the horizontal axis represents the motor MG1 (uniquely the sun gear S1), the engine 200 (uniquely the carrier C1), and the motor MG2 (uniquely) in order from the left. Drive axis).

  Here, the power split mechanism 300 is a planetary gear mechanism having two rotational degrees of freedom having a plurality of rotational elements that are in a differential relationship with each other, and the rotational speed of two elements of the sun gear S1, the carrier C1, and the ring gear R1. , The number of rotations of the remaining one rotation element is inevitably determined. That is, on the operation collinear diagram, the operation state of each rotating element is represented by one operation collinear line corresponding to one operation state of the hybrid drive device 10 on a one-to-one basis.

  In FIG. 6A, it is assumed that the operating point of the motor MG2 that is uniquely related to the vehicle speed V and the output rotational speed Nout is the operating point “m1”. In this case, if the operating point of the motor MG1 is the operating point “g1”, the operating point of the engine 200 connected to the carrier C1 which is the remaining rotating element is the operating point “e1”. At this time, if the ECU 100 changes the operating point of the motor MG1 to the operating point “g2” and the operating point “g3” while maintaining the output rotation speed Nout, the operating point of the engine 200 is the operating point “e2”. And the operating point changes to “e3”.

  That is, in this case, the ECU 100 causes the engine 200 to operate at a desired operating point by causing the motor MG1 to function as a rotation speed control mechanism. 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 (hereinafter referred to as “engine operating point”) is basically the engine operating point at which the fuel consumption rate of the engine 200 is minimized (hereinafter referred to as “optimum fuel consumption operating point”). Is called). The engine operating point in this case means one operating condition of the engine 200 defined by the combination of the engine speed Ne and the engine torque Te.

  Here, in the continuously variable transmission mode, the MG1 rotation speed Nmg1 needs to be variable. Therefore, when selecting the continuously variable transmission mode, the ECU 100 controls the lock mechanism 500 so that the sun gear S1 is in the unlocked state.

  In addition, in order to supply the engine direct torque Ter to the drive shaft, the ECU 100 has the same magnitude as the torque Tes that appears on the sun gear shaft 310 that is the rotation shaft of the sun gear S1 and the sign is inverted according to the engine torque Te ( That is, a reaction torque (which is a negative torque) is supplied from the motor MG1 to the sun gear shaft 310. In this case, at the operating point in the positive rotation region such as the operating point g1 or the operating point g2, the motor MG1 enters a power regeneration state (ie, a power generation state) with a positive rotating negative torque. In this way, in the continuously variable transmission mode, the ECU 100 causes the motor MG1 to function as a reaction force element, thereby supplying a part of the engine torque Te to the drive shaft and the engine torque Te distributed to the sun gear shaft 310. Some power regeneration (power generation) is performed. When the torque required for the drive shaft is insufficient by the engine direct torque Tor, the ECU 100 uses the regenerative power or appropriately takes out power from the battery 12 and appropriately assists torque from the motor MG2 to the drive shaft. MG2 torque Tm is supplied.

  On the other hand, for example, when driving at a high speed and a light load, for example, under an operating condition where the engine speed Ne is low for a high output speed Nout, the motor MG1 becomes an operating point in a negative rotational range such as the operating point g3. . Since the motor MG1 outputs a negative torque as a reaction torque of the engine torque Te, in this case, the motor MG1 enters a state of negative rotation negative torque and enters a power running state. That is, in this case, the MG1 torque Tg that is the input / output torque of the motor MG1 is transmitted to the drive shaft as the drive torque of the hybrid vehicle 1. On the other hand, the ECU 100 controls the engine 200, the motor MG1, and the motor MG2 in a coordinated manner so that the sum of the engine direct torque Ter and the MG2 torque Tm matches the torque required by the driver. Therefore, when the motor MG1 falls into the power running state in this way, the motor MG2 is in a negative torque state because it absorbs excessive torque with respect to the required torque supplied to the drive shaft. In this case, the motor MG2 enters a state of positive rotation and negative torque and enters a power regeneration state. In such a state, an inefficient electric path called so-called power circulation occurs in which the driving force from the motor MG1 is used for power regeneration in the motor MG2 and the motor MG1 is driven by this regenerative power. It will be. In the state where the power circulation occurs, the system efficiency of the hybrid drive device 10 decreases.

  Therefore, the ECU 100 controls the sun gear S1 to the locked state by the lock mechanism 500 in an operation region that is determined in advance such that such power circulation can occur. This is shown in FIG. 6 (b). When the sun gear S1 shifts to the locked state by the lock mechanism 500, the operating point of the motor MG1 is fixed to the illustrated operating point “g4” corresponding to the rotation speed zero.

  In this case, the remaining engine speed Ne is uniquely fixed by the output speed Nout and the zero speed, and the operating point becomes the illustrated operating point “e4”. That is, when the sun gear S1 is locked, the engine rotational speed Ne is uniquely determined by the vehicle speed V and the unambiguous MG2 rotational speed Nmg2. That is, in this case, the gear ratio is constant. The shift mode corresponding to this state is the fixed shift mode.

  In the fixed speed change mode, the ECU 100 substitutes the reaction torque of the engine torque Te that should be borne by the motor MG1 by the physical engagement force of the lock mechanism 500. That is, in this case, the ECU 100 stops the motor MG1 because it is not necessary to control the motor MG1 in either the power regeneration state or the power running state. Therefore, basically, there is no need to operate the motor MG2, and the motor MG2 is in an idling state. Eventually, in the fixed speed change mode, the drive torque that appears on the drive shaft is only the direct torque Ter that is divided on the drive shaft side by the power split mechanism 300 out of the engine torque Te. The transmission efficiency is improved.

  In the fixed speed change mode, the ECU 100 does not necessarily stop the motor MG2. For example, the hybrid vehicle 1 is provided with various electric auxiliary devices, and appropriate electric power is required to drive the electric auxiliary devices. The motor MG2 may perform small-scale power regeneration in order to supply the battery 12 with power corresponding to the driving power. In this case, ECU 100 controls engine torque Te so that the directly achieved amount of engine torque Te is surplus with respect to the torque required to drive hybrid vehicle 1, and regenerates the surplus torque with motor MG2. In addition, when the driving torque is insufficient with only the engine direct torque Ter, the ECU 100 power-drives the motor MG2 and assists the driving torque appropriately with the MG2 torque Tm.

(Shift mode switching)
In the eco mode, the ECU 100 performs the mode change mode more slowly than the fuel efficiency normal mode when executing the switching between the continuously variable mode and the fixed mode (hereinafter referred to as “speed change mode”). To do. That is, in the eco mode, the ECU 100 performs various state changes relating to the shift mode switching more slowly than in the fuel efficiency normal mode. Thereby, during the eco mode, the ECU 100 reduces the generation of shocks and collision sounds resulting from the shift mode switching, and improves drivability.

  Hereinafter, this specific process will be described in the first to eighth controls. The first control to the fifth control correspond to the control for switching from the continuously variable transmission mode to the fixed transmission mode, and the sixth control to the eighth control correspond to the control for switching from the fixed transmission mode to the continuously variable transmission mode. The ECU 100 gradually executes the shift mode switching by arbitrarily selecting and executing one or more of the following first control to eighth control.

1. First Control First, the control of the ECU 100 according to the first control will be described. When the ECU 100 switches from the continuously variable transmission mode to the fixed transmission mode, the absolute value of the MG1 rotational speed Nmg1, that is, the rotational speed difference between the motor MG1 and the lock mechanism 500 (hereinafter simply referred to as “differential rotational speed Nd”). ) Becomes equal to or smaller than a predetermined reference value “Ndth”, engagement is executed. At this time, the ECU 100 sets the reference value Ndth used in the eco mode to a value smaller than the reference value Ndth used in the fuel efficiency normal mode (hereinafter referred to as “reference value NdthL”). Thereby, ECU100 reduces the shock at the time of engagement of lock mechanism 500, reducing fuel consumption.

  Here, the effect of the first control will be supplementarily described. In general, the greater the reference value Ndth, that is, the weaker the reference whether or not the MG1 rotation speed Nmg1 has converged near 0 rpm, the greater the shock when the lock mechanism 500 is engaged. On the other hand, the smaller the reference value Ndth, the larger the time width required for the differential rotation speed Nd to converge to the reference value Ndth or less (hereinafter simply referred to as “convergence time width”), and the lock mechanism 500 should be engaged. The possibility that the time width from when it is determined to when the engagement is completed is increased. Specifically, when the required driving force changes greatly based on a rapid change in the accelerator opening degree Ta during the control of the MG1 rotation speed Nmg1, the change becomes a disturbance to the control of the motor MG1. Therefore, in this case, the ECU 100 takes time to bring the MG1 rotation speed Nmg1 below the reference value Ndth due to the disturbance.

  When the driver selects the eco mode, from the viewpoint of improving the fuel efficiency, the driver suddenly increases the operation amount of the accelerator pedal or the operation amount that excessively increases the operation amount of the accelerator pedal. There is a high possibility of avoiding the operation to change to. Therefore, in the eco mode, the required driving force is less likely to change abruptly than in the fuel efficiency normal mode.

  Considering the above, in the eco mode, the ECU 100 determines that the convergence time width is unlikely to increase even if the reference value Ndth is set smaller than that in the fuel efficiency normal mode, and the reference value Ndth is set to the reference value NdthL. Set. As a result, the ECU 100 can improve the fuel efficiency based on the eco mode and reduce the shock at the time of engagement of the lock mechanism 500 by reducing the reference value Ndth.

2. Second Control In the second control, in addition to or instead of the first control, the ECU 100 gradually increases the current Ir in the eco mode compared to the normal fuel consumption mode when the motor MG1 is locked. Let Thereby, ECU100 reduces the shock at the time of engagement of the lock mechanism 500, and suppresses the deterioration of drivability.

  This will be specifically described. The ECU 100 increases the current Ir to the reference value Irth when the differential rotation speed Nd becomes equal to or less than the reference value Ndth. As a result, the electromagnetic force applied to the clutch plate 520 increases as the current Ir increases, and the clutch plate 520 moves from the non-contact position Pn to the contact position Pt. At this time, when the rate of increase of current Ir is set excessively high, that is, when the time required for increasing current Ir to reference value Irth is set short, ECU 100 moves clutch plate 520 to suction portion 531. The speed increases, and the time required to move from the non-contact position Pn to the contact position Pt is shortened. On the other hand, in this case, a collision sound and a shock are generated in the lock mechanism 500 due to the sudden fluctuation of the clutch plate 520.

  In particular, when the driver selects the eco mode, it is predicted that the rapid change in the required driving force is reduced as described above, and the ECU 100 is likely to control the hybrid vehicle 1 to the driving state close to the steady state. . Therefore, in the case of the eco mode, the occupant is more likely to feel a shock or the like generated in the hybrid vehicle 1 than in the normal fuel consumption mode. That is, in the case of the eco mode, it is considered that the tolerance for the shock and collision noise of the occupant is lower than that in the normal fuel consumption mode.

  In consideration of the above, based on the second control, the ECU 100 suppresses shock and collision noise in the lock mechanism 500 by gradually increasing the current Ir over time in the eco mode than in the fuel efficiency normal mode. To do. Thereby, ECU100 can suppress giving a driver discomfort.

3. Third Control In the third control, in addition to or instead of the first or second control, the ECU 100 reduces the backlash GT in the eco mode compared to the normal fuel efficiency mode (hereinafter referred to as “backlash speed Vg”). Called). Thereby, ECU100 reduces the shock and collision sound which generate | occur | produce when packing backlash GT.

  This will be specifically described. As described with reference to FIGS. 6B and 6C, the ECU 100 causes the motor MG1 to use the backlash GT formed when the opposing space GAP disappears by attracting the clutch plate 520 to the suction portion 531. It is packed by rotating by generating torque. At this time, the ECU 100 increases the speed at which the cam 510 transitions from the state shown in FIG. 6B to the state shown in FIG. 6C, that is, the backlash filling speed Vg, and the collision sound generated when the backlash GT disappears. And shock increases. In particular, as described above, in the eco mode, there is a high possibility that the hybrid vehicle 1 is controlled to the driving state according to the steady state. Therefore, in the case of the eco mode, the occupant is more likely to feel a shock or the like generated in the hybrid vehicle 1 than in the normal fuel consumption mode.

  Considering the above, the ECU 100 rotates the motor MG1 in the eco mode so that the backlash filling speed Vg is slower than in the normal fuel consumption mode. By doing in this way, ECU100 can suppress giving a discomfort to a passenger | crew resulting from generation | occurrence | production of the shock etc. accompanying backlash completion during eco mode.

4). Fourth Control In the fourth control, in addition to or instead of the first to third controls, the ECU 100, in the eco mode, gradually reduces the MG1 torque Tg to 0 after the backlash completion in the fuel efficiency normal mode. Change. Thereby, even when the lock mechanism 500 is in a state where the engine torque Te cannot be maintained, the ECU 100 suppresses the occurrence of shocks and collision sounds. Hereinafter, the upper limit of the reaction torque of the engine torque Te that can be output by the lock mechanism 500 based on the engine torque Te that can be allowed by the lock mechanism 500, that is, the current Ir is simply referred to as “torque capacity”.

  This will be specifically described. When the ECU 100 shifts to the backlash completion state as shown in FIG. 6C, the MG1 torque Tg is set to 0 and the motor MG1 is stopped. At this time, in the eco mode, the ECU 100 sets the MG1 torque Tg to 0 over a predetermined time width. The above-mentioned time width is set to a time width longer than the time width in the fuel efficiency normal mode. Thus, the ECU 100 can suppress the torque capacity of the lock mechanism 500 from significantly lowering the engine torque Te, and can prevent the lock mechanism 500 from being disengaged.

  Further, when the MG1 torque Tg is shifted to 0, the ECU 100 monitors the MG1 rotation speed Nmg1 to determine whether or not the torque capacity of the lock mechanism 500 is lower than the engine torque Te. For example, ECU 100 determines that lock mechanism 500 cannot hold engine torque Te when the absolute value of MG1 rotation speed Nmg1 is greater than a predetermined value. The predetermined value is set in advance to 0 or a value in the vicinity thereof based on experiments or the like. When the ECU 100 determines that the engagement force of the lock mechanism 500 cannot hold the engine torque Te, for example, the ECU 100 increases the torque capacity of the lock mechanism 500 over the engine torque Te by increasing the current Ir. In another example, the ECU 100 switches to the continuously variable transmission mode in this case. As a result, the ECU 100 can suppress the occurrence of shock and collision sound due to the disengagement of the lock mechanism 500 during the eco mode, and can suppress discomfort to the user.

5. Fifth Control In the fifth control, in addition to or in place of the first to fourth controls, the ECU 100 reduces the rate of decrease in the current Ir in the eco mode compared to the normal fuel efficiency mode (hereinafter referred to as the fuel efficiency normal mode). (Referred to as “current reduction speed Vdi”). Thereby, ECU100 suppresses disengagement of the lock mechanism 500, and suppresses the occurrence of shocks and collision sounds associated therewith.

  This will be specifically described. The ECU 100 estimates the engine torque Te based on detection signals from various sensors after the engagement of the lock mechanism 500 is completed and the MG1 torque Tg is shifted to 0. When the ECU 100 determines that the engine torque Te is smaller than the torque capacity of the lock mechanism 500 based on the current current Ir, the ECU 100 decreases the current Ir. For example, the ECU 100 reduces the current Ir by a predetermined value based on the difference between the torque capacity and the estimated value of the engine torque Te.

  At this time, in the eco mode, the ECU 100 gently decreases the current Ir by reducing the current reduction speed Vdi as compared with the normal fuel efficiency mode. Thus, even when the engine torque Te is estimated to be less than the actual value, the ECU 100 suppresses the engine torque Te from greatly exceeding the torque capacity of the lock mechanism 500, and the lock mechanism 500 is engaged. It is possible to suppress the occurrence of a shock caused by detachment.

  Further, ECU 100 determines whether or not the torque capacity of lock mechanism 500 is lower than engine torque Te by monitoring MG1 rotation speed Nmg1 as well as control for reducing current Ir. For example, ECU 100 determines that lock mechanism 500 cannot hold engine torque Te when the absolute value of MG1 rotation speed Nmg1 is greater than a predetermined value. The predetermined value is set in advance to 0 or a value in the vicinity thereof based on experiments or the like. When the ECU 100 determines that the torque capacity of the lock mechanism 500 is lower than the engine torque Te, for example, the ECU 100 increases the torque capacity of the lock mechanism 500 above the engine torque Te by increasing the current Ir. In another example, the ECU 100 switches to the continuously variable transmission mode in this case. As a result, the ECU 100 can suppress the occurrence of shock and collision sound due to the disengagement of the lock mechanism 500 during the eco mode, and can suppress discomfort to the user.

6). Sixth Control In the sixth control, in addition to or instead of the first to fifth controls, the ECU 100 releases the lock mechanism 500 in order to shift from the fixed transmission mode to the continuously variable transmission mode during the eco mode. When this is done, the MG1 torque Tg is changed more slowly than in the normal fuel consumption mode. Thereby, the ECU 100 reduces a shock and a collision sound when the lock mechanism 500 is released.

  This will be specifically described. When ECU 100 determines that the shift from the fixed speed change mode to the continuously variable speed change mode is to be performed, the motor MG1 generates a reaction force torque that matches the engine torque Te in order to release the lock mechanism 500. On the other hand, if the backlash GT exists in the lock mechanism 500 at this time, the cam 510 rotates by the backlash GT. Thereby, a shock and a collision sound are generated in the lock mechanism 500. And this shock etc. become so large that the absolute value of MG1 torque Tg is large. Further, as described above, in the eco mode, it is estimated that the occupant has a reduced tolerance for shock or the like.

  Considering the above, when releasing the lock mechanism 500 in the eco mode, the ECU 100 changes the MG1 torque Tg more gently than in the normal fuel efficiency mode. Thereby, the ECU 100 can reduce a shock and a collision sound when the lock mechanism 500 is released.

  Preferably, the ECU 100 may monitor whether the motor MG1 rotates due to the backlash GT by gradually changing the MG1 torque Tg and detecting the MG1 rotation speed Nmg1. Then, when detecting the rotation of the motor MG1, the ECU 100 suppresses the occurrence of a shock or the like, for example, by reducing the absolute value of the MG1 torque Tg.

7). Seventh Control In the seventh control, in addition to or instead of the first to sixth controls, the ECU 100 reacts with the engine torque Te from the motor MG1 when switching from the fixed transmission mode to the continuously variable transmission mode. After the torque is output, the rate of decrease in the current Ir is made smaller in the eco mode than in the normal fuel efficiency mode. That is, in this case, the ECU 100 gently changes the current Ir. As a result, the ECU 100 suppresses an unexpected shift of the engine operating point from the assumed position.

  This will be specifically described. When the ECU 100 switches from the fixed speed change mode to the continuously variable speed change mode, the ECU 100 outputs the motor MG1 to the reaction force torque that balances the engine torque Te, for example, by the sixth control. Thereafter, the ECU 100 changes the current Ir to zero. At this time, in the eco mode, the ECU 100 changes the current Ir more slowly by reducing the rate of decrease of the current Ir than in the normal fuel efficiency mode. If the rotation of the motor MG1 is detected before the current Ir becomes 0, the ECU 100 corrects the MG1 torque Tg to a value at which the motor MG1 does not rotate by performing feedback control. As described above, the ECU 100 can easily adjust the MG1 torque Tg by feedback control during the transition of the current Ir by reducing the decrease rate of the current Ir. Therefore, the ECU 100 appropriately controls the MG1 torque Tg to prevent the engine operating point from changing unexpectedly during the transition of the current Ir, and to prevent a shock or the like caused by the unexpected deviation of the engine operating point. Occurrence can be suppressed.

8). Eighth Control In the eighth control, in addition to or instead of the first to seventh controls, the ECU 100 changes the engine operating point to the optimum fuel consumption operating point after the lock mechanism 500 is released. This transition speed is made smaller than in the normal fuel consumption mode. Thereby, ECU100 reduces the shock and the collision sound accompanying a transition of an engine operating point.

  This will be specifically described. In general, when the engine 200 and the motors MG1 and MG2 are controlled so as to move the engine operating point abruptly, fluctuations in the rotational speed and torque thereof become severe, and shock and collision noise increase. Further, as described above, in the eco mode, it is predicted that the tolerance for the shock and the collision sound of the occupant is lower than in the fuel efficiency normal mode.

  Considering the above, in the eco mode, the ECU 100 controls the engine 200 and the motors MG1 and MG2 so that the speed at which the engine operating point is shifted to the optimum fuel efficiency operating point is moderated in the fuel efficiency normal mode. By doing in this way, ECU100 can reduce the shock and collision sound in eco mode.

(Time chart)
FIG. 7 is an example of a time chart showing an outline of processing when the first control to the eighth control are executed during the eco mode. FIG. 7 shows, in order from the top, a stroke indicating the displacement of the clutch plate 520 in the direction connecting the MG1 rotation speed Nmg1, the MG1 torque Tg, the engine rotation speed Ne, the engine torque Te, the current Ir, the non-contact position Pn, and the contact position Pt. An amount “Lr” and a lock flag “Fr” for determining whether or not to enter the fixed shift mode are shown. The stroke amount Lr indicates the displacement of the clutch plate 520 when the non-contact position Pn is 0 and the contact position Pt is a predetermined value “Lrlim”. The lock flag Fr is set to “ON” when the ECU 100 determines that the fixed shift mode should be set, and is set to “OFF” when the ECU 100 determines that the stepless shift mode should be set. Further, a period until time “t1” and a period after time “t10” correspond to a period during which the continuously variable transmission mode is executed (referred to as “CVT period”). Further, a period from time “t1” to time “t6” and a period from time “t7” to time “t10” are periods during which shift mode switching is executed (hereinafter referred to as “transition period”). Equivalent to. Further, a period from time “t6” to time “t7” corresponds to a period for executing the fixed speed change mode (hereinafter referred to as “lock period”).

  First, ECU 100 determines at time t1 that the continuously variable transmission mode should be switched to the fixed transmission mode, and sets the lock flag Fr to ON (see graph A7). Accordingly, ECU 100 gradually converges MG1 rotation speed Nmg1 to 0 (see graph A1). At this time, the ECU 100 sets the reference value Ndth to a reference value NdthL smaller than the reference value Ndth used in the fuel efficiency normal mode based on the first control.

  Next, at time t2, ECU 100 detects that the absolute value of MG1 rotation speed Nmg1, that is, differential rotation speed Nd has become equal to or less than reference value NdthL (see graph A1). As a result, the ECU 100 determines that the differential rotation speed Nd has decreased to a value at which the shock and the collision sound during engagement can be sufficiently reduced. Then, from the time t2 to the time t3, the ECU 100 increases the current Ir more slowly than in the normal fuel efficiency mode based on the second control (see graph A5). As a result, the ECU 100 generates an electromagnetic force to gradually increase the stroke amount Lr (see graph A6), thereby reducing shock and collision noise during the eco mode.

  Thereafter, from time t3, the ECU 100 temporarily varies the MG1 torque Tg in order to reduce the backlash GT (see graph A2). Thereby, MG1 rotation speed Nmg1 fluctuates temporarily (refer to graph A1), and backlash GT disappears. At this time, the ECU 100 controls the MG1 torque Tg based on the third control so that the backlash filling speed Vg becomes slower than the fuel efficiency normal mode. Thereby, ECU100 suppresses generation | occurrence | production of the shock etc. accompanying backlash completion.

  Next, during the period from time t4 to time t5, the ECU 100 changes the MG1 torque Tg to 0 more slowly than in the normal fuel efficiency mode based on the fourth control (see graph A2). At the same time, the ECU 100 detects the MG1 rotation speed Nmg1, and monitors whether the engine torque Te exceeds the torque capacity of the lock mechanism 500. Thereby, ECU100 suppresses disengagement of the lock mechanism 500, and reduces a shock and a collision sound.

  Further, ECU 100 determines that the torque capacity of lock mechanism 500 is sufficient with respect to engine torque Te from time t5 to time t6, and decreases current Ir by a predetermined value (see graph A5). At this time, the ECU 100 makes the current reduction speed Vdi slower than the normal fuel efficiency mode based on the fifth control. The ECU 100 also detects the MG1 rotation speed Nmg1 and monitors whether there is a possibility that the lock mechanism 500 is disengaged. Thus, even when the engine torque Te is estimated to be less than the actual value, the ECU 100 prevents the engine torque Te from greatly exceeding the torque capacity of the lock mechanism 500 and disengages the lock mechanism 500. Is surely suppressed.

  Next, at time t7, ECU 100 determines that the fixed shift mode should be switched to the continuously variable transmission mode, and sets the lock flag Fr to OFF (see graph A7). Then, the ECU 100 changes the MG1 torque Tg to the torque “tg1” corresponding to the reaction torque that balances the engine torque Te from time t7 to time t8 (see graph A2). At this time, the ECU 100 changes the MG1 torque Tg more gently than in the normal fuel efficiency mode based on the sixth control. Thereby, the ECU 100 reduces a shock and a collision sound when the lock mechanism 500 is released.

  Next, the ECU 100 reduces the current Ir to 0 from time t8 to time t9, thereby setting the stroke amount Lr to 0 (see graphs A5 and A6). At this time, the ECU 100 suppresses the rotation of the motor MG1 by executing the feedback control of the MG1 torque Tg while making the decrease rate of the current Ir slower than the normal fuel efficiency mode based on the seventh control. Thereby, ECU100 suppresses that an engine operating point changes unexpectedly, and suppresses generation | occurrence | production of a shock.

  Next, ECU 100 controls engine 200 and motors MG1 and MG2 so as to move the engine operating point to the optimum fuel efficiency operating point from time t9 to time t10. At this time, the ECU 100 controls the engine 200 and the motors MG1 and MG2 so that the speed at which the engine operating point is shifted to the optimal fuel efficiency operating point is smaller than that in the normal fuel efficiency mode (see graph A1 and the like). Thereby, ECU100 suppresses generation | occurrence | production of the shock and collision sound accompanying a sudden transition of an engine operating point. Then, after time t10, ECU 100 travels in the continuously variable transmission mode.

(Processing flow)
Next, an example of the processing procedure of this embodiment will be described. FIG. 8 is an example of a flowchart showing a processing procedure executed by the ECU 100 based on the first to eighth controls. ECU 100 repeatedly executes the process of the flowchart shown in FIG. 8 according to a predetermined cycle. In FIG. 8, the first control corresponds to step S103, the second control corresponds to step S104, the third control corresponds to step S105, the fourth control corresponds to step S106, and the fifth control This corresponds to step S107, the sixth control corresponds to step S109, the seventh control corresponds to step S110, and the eighth control corresponds to step S111.

  First, the ECU 100 determines whether or not the eco mode is set (step S100). If ECU 100 determines that the eco mode is set (step S100; Yes), the process proceeds to step S101. On the other hand, when the ECU 100 determines that the eco mode is not set (step S100; No), that is, when it is determined that the fuel efficiency normal mode is set, the process of the flowchart ends.

  Next, ECU 100 determines whether or not there is a lock request for motor MG1 (step S101). If ECU 100 determines that there is a request to lock motor MG1 (step S101; Yes), the process proceeds to step S102. On the other hand, when ECU 100 determines that there is no lock request for motor MG1 (step S101; No), it executes the processes of steps S108 to S111. This process will be described later.

  Next, ECU 100 changes MG1 rotation speed Nmg1 to 0 (step S102). Then, ECU 100 determines whether or not the absolute value of MG1 rotation speed Nmg1 is equal to or smaller than reference value NdthL (step S103). Here, the reference value NdthL is set to a value smaller than the reference value Ndth used in the fuel efficiency normal mode.

  If the absolute value of MG1 rotation speed Nmg1 is equal to or less than reference value NdthL (step S103; Yes), ECU 100 proceeds to step S104. By doing in this way, since ECU100 can start engagement of the lock mechanism 500 in the state which fully reduced the differential rotation speed Nd, it can reduce the shock and collision sound at the time of engagement. On the other hand, when ECU 100 determines that the absolute value of MG1 rotational speed Nmg1 is larger than reference value NdthL (step S103; No), ECU 100 continues to determine whether or not the absolute value of MG1 rotational speed Nmg1 is equal to or smaller than reference value NdthL.

  Next, the ECU 100 starts up the current Ir more slowly than the normal fuel consumption mode (step S104). Thereby, the ECU 100 can generate an electromagnetic force to gradually move the clutch plate 520 from the non-contact position Pn to the contact position Pt, and reduce shock and collision noise during the eco mode.

  Then, ECU 100 sets the backlash filling speed Vg by motor MG1 smaller than the normal fuel consumption mode and executes backlash filling (step S105). Thereby, ECU100 can reduce the shock and the collision sound accompanying the backlash completion during the eco mode.

  Next, ECU 100 gradually reduces MG1 torque Tg to 0 from the normal fuel consumption mode (step S106). At the same time, the ECU 100 detects the MG1 rotation speed Nmg1 and monitors whether the engine torque Te exceeds the torque capacity of the lock mechanism 500. Thereby, ECU100 suppresses disengagement of the lock mechanism 500, and reduces a shock and a collision sound.

  Then, ECU 100 gently reduces current Ir from the fuel efficiency normal mode (step S107). That is, in this case, the ECU 100 determines that the torque capacity of the lock mechanism 500 is larger than the engine torque Te, and decreases the current Ir by a predetermined value. As a result, the ECU 100 suppresses power consumption, and even if the engine torque Te is erroneously estimated to be smaller than the actual value, the engine torque Te is greatly exceeded the torque capacity of the lock mechanism 500. This prevents the lock mechanism 500 from being disengaged with certainty. Thereafter, the ECU 100 travels in the fixed speed change mode.

  Next, processing in steps S108 to S111 will be described. If ECU 100 determines that there is no request to lock motor MG1 (step S101; No), ECU 100 next determines whether there is a request to release motor MG1 (step S108). If ECU 100 determines that there is a request to release motor MG1 (step S108; Yes), it changes MG1 torque Tg to torque tg1 more slowly than in the normal fuel consumption mode (step S109). Thereby, the ECU 100 can reduce the shock and the collision sound when the lock mechanism 500 is released during the eco mode. On the other hand, when ECU 100 determines that there is no request to release motor MG1 (step S108; No), the process of the flowchart ends.

  After execution of step S109, the ECU 100 gently reduces the current Ir to 0 (step S110). At this time, the ECU 100 suppresses the rotation of the motor MG1 by simultaneously executing feedback control of the MG1 torque Tg. Thereby, ECU100 can suppress the occurrence of shock while suppressing the engine operating point from changing unexpectedly.

  Next, the ECU 100 gradually changes the engine operating point to the optimum fuel efficiency operating point from the fuel efficiency normal mode (step S111). Thereby, ECU100 can suppress the generation | occurrence | production of the shock accompanying the rapid transition of an engine operating point, and a collision sound. Thereafter, the ECU 100 travels in the continuously variable transmission mode.

[Other configuration examples]
The aspect of the hybrid drive device 10 according to the present invention is not limited to that illustrated in FIG. Here, with reference to FIG. 9, the configuration of hybrid drive apparatuses 10A and 10B, which are other configuration examples applicable to the present invention, will be described.

  FIG. 9A is a schematic configuration diagram of the hybrid drive apparatus 10A. In the figure, the same reference numerals are assigned to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.

  In FIG. 9A, the hybrid drive device 10A is different from the hybrid drive device 10 in that it includes a power split mechanism 800 and an MG2 transmission mechanism 900.

  The power split mechanism 800 is a composite planetary gear mechanism that is an example of a “differential mechanism” according to the present invention, in which a first planetary gear mechanism and a second planetary gear mechanism are combined.

  The first planetary gear mechanism is arranged between a sun gear S3 provided in the center, a ring gear R3 provided concentrically on the outer periphery of the sun gear S3, and between the sun gear S3 and the ring gear R3, and the outer periphery of the sun gear S3. And a plurality of pinion gears (not shown) that revolve while rotating, and a carrier C3 that supports the rotation shaft of each pinion gear.

  The second planetary gear mechanism is disposed between the sun gear S4 provided at the center, the ring gear R4 provided concentrically on the outer periphery of the sun gear S4, and the sun gear S4 and the ring gear R4. A plurality of double pinion gears (not shown) that revolve while rotating on the outer periphery, and a carrier C4 that supports the rotation shaft of each of the double pinion gears. Here, the ring gear R4 and the carrier C4 of the second planetary gear mechanism are directly connected to the carrier C3 and the ring gear R3 of the first planetary gear mechanism, respectively.

  On the other hand, the sun gear S4 of the second planetary gear mechanism is connected to the lock mechanism 500, and its state is selectively switched between the locked state and the unlocked state by the action of the lock mechanism 500.

  Here, the sun gear S3 is coupled to the rotor of the motor MG1 so as to share the rotation axis thereof, and the rotation speed is equivalent to the MG1 rotation speed Nmg1 that is the rotation speed of the motor MG1. The ring gear R3 is coupled to the rotor of the motor MG2 via the drive shaft 1000 and the MG2 speed change mechanism 700, and the rotation speed is equivalent to the output rotation speed Nout described above. Further, the carrier C3 is connected to an input shaft connected to the crankshaft of the engine 200, and the rotational speed thereof is equivalent to the engine rotational speed Ne of the engine 200.

  The MG2 speed change mechanism 700 is a stepped speed change mechanism interposed between the drive shaft 1000 and the motor MG2. MG2 speed change mechanism 700 changes the rotation speed ratio between drive shaft 1000 and motor MG2 in accordance with the gear ratio of the speed selected at that time.

  According to such a configuration, when the sun gear S4 is in the locked state (which is a so-called O / D lock), the fixed transmission mode is selected as the transmission mode, and the sun gear S4 is in the unlocked state. In this case, the continuously variable transmission mode is selected as the transmission mode.

  FIG. 9B is a schematic configuration diagram of a hybrid drive apparatus 10B which is another configuration example of the present invention. In the figure, the same parts as those in FIG. 14 are denoted by the same reference numerals, and the description thereof is omitted as appropriate.

  In FIG. 9B, the hybrid drive device 10B is different from the hybrid drive device 10A in that a power split mechanism 1100 is provided.

  The power split mechanism 1100 is disposed between the sun gear S5 provided at the center, the ring gear R5 provided concentrically on the outer periphery of the sun gear S5, and the sun gear S5 and the ring gear R5. A plurality of pinion gears (not shown) that revolve while rotating, and a carrier C5 that supports the rotation shaft of each pinion gear.

  Here, the sun gear S5, the ring gear R5, and the carrier C5 are connected to the motor MG1, the motor MG2, and the engine 200, respectively. If the sun gear S5 is in an unlocked state due to the differential action of these gears, there is no need. A step shift mode is preferably realized. On the other hand, when the sun gear S5 is in the locked state, a lock form called MG1 lock is realized as in the hybrid drive device 10, and the fixed speed change mode is realized.

[Modification 1]
The lock mechanism 500 is an excitation type electromagnetic brake that operates by excitation when energized. However, the configuration to which the present invention is applicable is not limited to this. Alternatively, the lock mechanism 500 may be a non-excitation electromagnetic brake that operates when power is not supplied. In this case, when executing the fifth control and the seventh control, the ECU 100 changes the current Ir more gently in the eco mode than in the normal fuel efficiency mode. That is, when executing the fifth control, the ECU 100 gradually increases the current Ir in the eco mode compared to the normal fuel efficiency mode. Further, when executing the seventh control, the ECU 100 gradually decreases the current Ir in the eco mode as compared with the normal fuel efficiency mode.

  In this manner as well, the ECU 100 can gradually change the shift mode, and can reduce the shock and the collision sound generated in the lock mechanism 500.

[Modification 2]
The hybrid vehicle 1 includes the eco switch 15 and allows the occupant to designate either the eco mode or the fuel efficiency normal mode. However, the eco mode designation method to which the present invention can be applied is not limited to this. For example, the hybrid vehicle 1 may cause the occupant to designate the eco mode by other input means such as voice input.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Hybrid drive device 100 ECU
200 Engine 300 Power split mechanism 400 Input shaft 500 Lock mechanism 600 MG2 reduction mechanism 700 Deceleration mechanism 800 Power split mechanism 900 MG2 transmission mechanism 1000 Drive shaft 1100 Power split mechanism

Claims (8)

A power element including a rotating electrical machine and an internal combustion engine;
A differential mechanism having a plurality of rotating elements capable of differentially rotating with each other;
A lock mechanism capable of switching the state of any of the rotating elements of the differential mechanism between a non-rotatable locked state and a rotatable non-locked state;
Corresponding to the case of being in the unlocked state, a continuously variable transmission mode in which a gear ratio as a ratio of the rotational speed of the internal combustion engine and the rotational speed of the drive shaft connected to the axle is continuously variable by the rotating electrical machine; Corresponding to the case where the vehicle is in the locked state, when switching the transmission mode between the fixed transmission mode in which the transmission gear ratio is fixed, the fuel consumption priority mode is a travel mode that prioritizes the fuel consumption. Compared to a case other than the mode, the control means for gently executing the shift mode switching,
A vehicle control apparatus comprising: The differential mechanism includes a first rotating element connected to the rotating electrical machine, a second rotating element connected to the drive shaft, and a third rotating element connected to the internal combustion engine,
The vehicle control device according to claim 1, wherein the lock mechanism is a brake capable of switching a state of the first rotating element between the locked state and the unlocked state.   The control means, when changing the torque of the rotating electrical machine after transitioning the lock mechanism from the non-locked state to the locked state, in the fuel efficiency priority mode, compared to the case other than the fuel efficiency priority mode, The vehicle control device according to claim 2, wherein the torque is gradually changed.   When the torque of the rotating electrical machine is changed when the lock mechanism is shifted from the locked state to the unlocked state, the control means is more effective in the fuel efficiency priority mode than in the fuel efficiency priority mode. The vehicle control device according to claim 2, wherein the vehicle speed is gradually changed.   2. The electromagnetic brake capable of switching a state of a first rotating element connected to the rotating electrical machine between the locked state and the unlocked state based on an electromagnetic force generated by energization. The control apparatus of the vehicle as described in any one of thru | or 4.   When the control means changes the current of energization after changing the lock mechanism from the non-locked state to the locked state, the current in the fuel consumption priority mode is greater than that in a mode other than the fuel efficiency priority mode. The vehicle control device according to claim 5, wherein the vehicle speed is gradually changed.   When the control means changes the current of energization after transitioning the lock mechanism from the locked state to the non-locked state, the current in the fuel efficiency priority mode is higher than that in a mode other than the fuel efficiency priority mode. The vehicle control device according to claim 5, wherein the vehicle speed is gradually changed. The lock mechanism is an electromagnetic cam type clutch including a first engagement element coupled to the first rotation element, and a second engagement element that is opposed to and engageable with the first engagement element. Yes,
When the control means executes engagement between the first engagement element and the second engagement element, the fuel consumption priority mode is more effective in the fuel consumption priority mode than in the fuel efficiency priority mode. The vehicle control device according to any one of claims 1 to 7, wherein the rotating electrical machine is controlled so as to reduce a speed at which backlash formed between the second engagement elements is packed.

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