JP2011183959A - Control device for driving device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a drive device for a hybrid vehicle for controlling traveling under the consideration of a vehicle weight change, traveling resistance, and an uphill/downhill road, and having excellent driveability. <P>SOLUTION: The control device of the drive device for the hybrid vehicle includes: an uphill/downhill road level calculation part for calculating an uphill/downhill road level from the amount of separation between theoretical acceleration calculated based on a drive force transmitted to a driven part and traveling resistance on a flat road derived from a vehicle speed and actual acceleration calculated from the change of the vehicle speed of a unit time; a target vehicle speed calculation part for calculating a target vehicle speed by integrating expected acceleration calculated based on the drive force transmitted to the driven part, the traveling resistance on the flat road derived from the vehicle speed and the uphill/downhill road level; and a feedback control device for controlling a motor so that the motor corrects a difference between the target vehicle speed and an actual vehicle speed. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle drive device including an internal combustion engine and an electric motor.

  In order to prevent shocks due to torque interruption during gear shifting based on a transmission that automates gear shifting operations of a manual transmission with high transmission efficiency, the two input shafts have gear groups and are connected to the engine via clutches. There has been proposed a hybrid vehicle drive device including a twin clutch transmission that can be driven by a motor generator on one input shaft (see Patent Document 1).

  As shown in FIG. 11, in the hybrid vehicle drive device 200 of Patent Document 1, two input shafts 201 and 202 are connected to an engine Eng via clutches C1 and C2, respectively. Generator MG is connected. The input shaft 202 is connected to the counter shaft 207 via the low-speed gear train 206 when the dog clutch 205 is engaged, and the input shaft 201 is connected to the counter shaft 207 via the high-speed gear train 209 when the dog clutch 208 is engaged. It is connected to.

  The motor generator MG is driven by the driving force of the counter shaft 207 and can generate power by regeneration. When the clutch C2 is engaged, the motor generator MG can also generate power by being driven by the engine Eng. Is disclosed.

Japanese Patent Laying-Open No. 2005-147312

  However, in this hybrid vehicle drive device 200, there is no disclosure of controlling the traveling in consideration of the change in the vehicle weight, the traveling resistance, and the uphill / downhill, and there is room for improvement in drivability. Further, for example, when the clutches C1 and C2 are switched at the time of shifting, or when the engine Eng is started by the motor generator MG that is a traction motor during EV traveling, if the vehicle weight, traveling resistance, and uphill / downhill change, As a result, the clutches C1 and C2 generate push-out torque and pull-in torque, which may deteriorate drivability.

  The present invention has been made in view of the above-described circumstances, and provides a control device for a hybrid vehicle drive device that can control travel in consideration of vehicle weight change, travel resistance, and uphill / downhill and has good drivability. For the purpose.

In order to achieve the above object, the invention described in claim 1
An internal combustion engine (for example, an engine 6 in an embodiment described later), a transmission (for example, a transmission 20, 20A in an embodiment described later), and a connection / disconnection capable of connecting / disconnecting power transmission between the internal combustion engine and the transmission. Means (for example, a first clutch 41 and a second clutch 42 in an embodiment described later) and an electric motor (for example, a motor 7 in an embodiment described later) coupled to the transmission, the internal combustion engine and the A hybrid vehicle drive device (for example, a hybrid vehicle drive device 1 according to an embodiment described later) capable of traveling by transmitting at least one power of the electric motor to a driven portion (for example, drive wheels DW, DW in the embodiment described later). 1A) of a control device (for example, a control device 2 of an embodiment described later),
Driving resistance on a flat road derived from the driving force transmitted to the driven part (for example, total driving force in the embodiment described later) and the vehicle speed (for example, Vcar in the embodiment described later) (for example, an embodiment described later) The uphill / downhill level calculation unit (for example, up / down in an embodiment described later) that calculates the uphill / downhill level from the amount of deviation between the theoretical acceleration calculated based on the standard drag) and the actual acceleration calculated from the change in vehicle speed per unit time Slope level calculation unit 2a),
Driving force transmitted to the driven part (for example, total driving force in an embodiment described later), running resistance on a flat road derived from vehicle speed (for example, Vcar in an embodiment described later), and the climbing slope level A target vehicle speed calculation unit (for example, a target vehicle speed calculation unit 2b in an embodiment described later) that integrates the expected acceleration calculated based on
And a feedback controller (for example, a feedback controller 2d in an embodiment described later) that controls the electric motor so as to correct the difference between the target vehicle speed and the actual vehicle speed with the electric motor.

In addition to the configuration of the invention described in claim 1, the invention described in claim 2 includes
The transmission is arranged in parallel with an output shaft of an internal combustion engine (for example, a crankshaft 6a in an embodiment described later), and is selectively selected by a first connecting / disconnecting unit (for example, a first clutch 41 in an embodiment described later). A first input shaft (for example, a first main shaft 11 in an embodiment described later) coupled to an internal combustion engine output shaft;
A second input shaft (for example, described later) that is disposed in parallel with the output shaft of the internal combustion engine and is selectively coupled to the output shaft of the internal combustion engine by second connecting / disconnecting means (for example, a second clutch 42 in the embodiment described later). The second intermediate shaft 16) of the embodiment of
An input / output shaft (for example, a counter shaft 14 in an embodiment described later) that is arranged in parallel with the output shaft of the internal combustion engine and outputs power to the driven portion;
Arranged on the first input shaft and selectively transmitted to the first input shaft via a first synchronizer (for example, first shift shifters 51 and 51A and third shift shifter 51B in the embodiments described later). A first gear group composed of a plurality of gears (for example, a third-speed drive gear 23a, a fifth-speed drive gear 25a, and a seventh-speed drive gear 97a in an embodiment described later);
Arranged on the second input shaft and selectively transmitted to the second input shaft via a second synchronizer (for example, second shift shifters 52 and 52A and a fourth shift shifter 52B in the embodiment described later). A second gear group composed of a plurality of gears (for example, a second speed drive gear 22a, a fourth speed drive gear 24a, and a sixth speed drive gear 96a in an embodiment described later);
A plurality of gears arranged on the input / output shaft and meshing with the gears of the first gear group and the gears of the second gear group (for example, a first shared driven gear 23b and a second shared driven gear of an embodiment described later) 24b, a third gear group consisting of a third shared driven gear 96b),
A twin-clutch transmission in which the electric motor is connected to either the first input shaft or the second input shaft;
Any one of the first input shaft and the second input shaft to which the electric motor is connected can transmit the power of the internal combustion engine and the electric motor to the driven portion;
The other of the first input shaft and the second input shaft not connected to the electric motor is capable of transmitting the power of the internal combustion engine to the driven portion.

In addition to the configuration of the invention described in claim 2, the invention described in claim 3 includes
The feedback controller outputs the rotational speed of the electric motor in terms of torque,
When the control device connects the first connecting / disconnecting means or the second connecting / disconnecting means during EV traveling and starts the motoring of the internal combustion engine, the control device applies a clutch torque to the torque output from the feedback controller. The electric motor is controlled to output the added motor torque.

In addition to the configuration of the invention described in claim 3, the invention described in claim 4 includes:
When it is determined that the uphill / downhill level is high when shifting to EV running again after connecting the first connecting / disconnecting means or the second connecting / disconnecting means during EV traveling and starting the internal combustion engine, The internal combustion engine is idled without being stopped even after the first connecting / disconnecting means or the second connecting / disconnecting means is disconnected.

In addition to the configuration of the invention described in claim 2, the invention described in claim 5 includes
When the climbing slope level is equal to or higher than a predetermined value while traveling with the internal combustion engine and the motor with a gear disposed on one of the first input shaft and the second input shaft to which the motor is connected. And changing to a gear disposed on the other of the first input shaft and the second input shaft to which the electric motor is not connected, driving the internal combustion engine near the bottom of the BSFC and assisting or regenerating the electric motor with the electric motor. It is characterized by.

In addition to the structure of the invention described in claim 2, the invention described in claim 6
When the uphill / downhill level is equal to or higher than a predetermined value while the internal combustion engine is running with the gear disposed on the other of the first input shaft and the second input shaft not connected to the motor, the motor is The gear is arranged on one of the connected first input shaft and second input shaft, and is driven near the bottom of the internal combustion engine and is assisted or regenerated by the electric motor.

  According to the control device for a hybrid vehicle drive device of claim 1, the hybrid vehicle drive device is calculated from the theoretical acceleration calculated based on the driving force transmitted to the driven part and the running resistance on a flat road, and the change in the vehicle speed per unit time. Ascending / descending slope level is calculated from the amount of deviation from the actual acceleration and the difference between the target vehicle speed and the actual vehicle speed is corrected by the motor, so it is possible to control traveling by taking into account the change in vehicle weight, running resistance, and descending slope. And drivability can be improved.

  According to the control device for a hybrid vehicle drive device of the second aspect, the shift shock at the time of shifting can be reduced by making the transmission a twin clutch type transmission.

  According to the control device for a hybrid vehicle drive device of claim 3, even when the engine is disconnected and the EV is running, the clutch is gradually connected and the clutch torque is added to the motor torque to start the engine. In addition, since the motor torque required for clutch connection and travel is calculated taking into account the change in vehicle weight, travel resistance, and uphill / downhill, it is possible to suppress the occurrence of push-out torque and pull-in torque.

  According to the control device for a hybrid vehicle drive device of the fourth aspect, it is possible to cope with a sudden acceleration request by idling the internal combustion engine even when the climbing slope or the air resistance is large.

  According to the control device for a hybrid vehicle drive device according to claims 5 and 6, when the uphill / downhill level is equal to or higher than a predetermined value, the internal combustion engine is driven near the bottom of the BSFC (net fuel consumption rate) and corrected by the electric motor. By doing so, control with good fuel efficiency can be performed.

It is the schematic which shows the drive device for hybrid vehicles of 1st Embodiment of this invention. It is a block diagram of a control device concerning one embodiment of the present invention. It is an up-and-downhill level calculation block diagram. It is a target vehicle speed calculation block diagram. It is the schematic diagram which showed the effect | action of the feedback controller typically. It is a figure in 3rd EV mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of the drive device for hybrid vehicles. It is a figure at the time of assist driving | running | working of 2nd Pre3 mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of the drive device for hybrid vehicles. It is a figure at the time of assist driving | running | working of 3rd Post2 mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of the drive device for hybrid vehicles. It is a figure at the time of assist driving | running | working of 1st Pre2 mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of the drive device for hybrid vehicles. It is the schematic which shows the drive device for hybrid vehicles of 2nd Embodiment of this invention. 1 is a schematic diagram of a hybrid vehicle drive device described in Patent Document 1. FIG.

Embodiments of a hybrid vehicle drive device that can be equipped with a control device of the present invention will be described below with reference to the drawings.
<First Embodiment>
A hybrid vehicle drive device 1 (hereinafter referred to as a vehicle drive device) according to the first embodiment, as shown in FIG. 1, is driven wheels DW, via drive shafts 9 and 9 of a vehicle (not shown). An internal combustion engine (hereinafter referred to as “engine”) 6 that is a drive source, an electric motor (hereinafter referred to as “motor”) 7, and power to drive wheels DW and DW. A transmission 20 for transmission and a planetary gear mechanism 30 as a differential reduction gear constituting a part of the transmission 20 are provided.

  The engine 6 is, for example, a gasoline engine or a diesel engine. The crankshaft 6a of the engine 6 includes a first clutch 41 (first connecting / disconnecting means) and a second clutch (second connecting / disconnecting means) of the transmission 20. Is provided.

  The motor 7 is a three-phase brushless DC motor, and includes a stator 71 composed of 3n armatures 71 a and a rotor 72 disposed so as to face the stator 71. Each armature 71a includes an iron core 71b and a coil 71c wound around the iron core 71b. The armature 71a is fixed to a casing (not shown) and is arranged at substantially equal intervals in the circumferential direction around the rotation axis. Yes. The 3n coils 71c constitute n sets of U-phase, V-phase, and W-phase three-phase coils.

  The rotor 72 has n permanent magnets 72a arranged at substantially equal intervals around the rotation axis, and the polarities of two adjacent permanent magnets 72a are different from each other. The fixing portion 72b for fixing each permanent magnet 72a has a hollow cylindrical shape made of a soft magnetic material (for example, an electromagnetic steel plate), and is disposed on the outer peripheral side of the ring gear 35 of the planetary gear mechanism 30 described later. 30 sun gears 32 are connected. Accordingly, the rotor 72 is configured to rotate integrally with the sun gear 32 of the planetary gear mechanism 30.

  The planetary gear mechanism 30 includes a sun gear 32, a ring gear 35 that is arranged coaxially with the sun gear 32 and that surrounds the sun gear 32, and a planetary gear 34 that meshes with the sun gear 32 and the ring gear 35. And a carrier 36 that supports the planetary gear 34 so as to be capable of rotating and revolving. In this way, the sun gear 32, the ring gear 35, and the carrier 36 are configured to be differentially rotatable with respect to each other.

  The ring gear 35 is provided with a synchronization mechanism 61 (lock mechanism) that has a synchronization mechanism (synchronizer mechanism) and is configured to stop (lock) rotation of the ring gear 35. Instead of the synchro mechanism 61, a brake (engagement) mechanism may be used.

  The transmission 20 is a so-called twin clutch transmission including the first clutch 41 and the second clutch 42, the planetary gear mechanism 30, and a plurality of transmission gear groups described later.

  More specifically, the transmission 20 includes a first main shaft 11 (first input shaft) disposed on the same axis (rotation axis A1) as the crank shaft 6a of the engine 6, a second main shaft 12, and a connecting shaft 13. A counter shaft 14 (input / output shaft) that is rotatable about a rotation axis B1 arranged in parallel with the rotation axis A1, and a first rotation that is rotatable about a rotation axis C1 arranged in parallel with the rotation axis A1. An intermediate shaft 15, a second intermediate shaft 16 (second input shaft) that is rotatable around a rotation axis D1 arranged in parallel with the rotation axis A1, and a rotation axis E1 arranged in parallel with the rotation axis A1. A reverse shaft 17 that is rotatable as a center is provided.

  The first main shaft 11 is provided with a first clutch 41 on the engine 6 side, and a sun gear 32 of the planetary gear mechanism 30 and a rotor 72 of the motor 7 are attached to the side opposite to the engine 6 side. Accordingly, the first main shaft 11 is selectively connected to the crankshaft 6 a of the engine 6 by the first clutch 41 and directly connected to the motor 7 so that the power of the engine 6 and / or the motor 7 is transmitted to the sun gear 32. It is configured.

  The second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the engine 6 side. The second main shaft 12 is provided with a second clutch 42 on the engine 6 side, and an idle drive gear 27a is integrally attached to the opposite side to the engine 6 side. Accordingly, the second main shaft 12 is selectively connected to the crankshaft 6a of the engine 6 by the second clutch 42, and the power of the engine 6 is transmitted to the idle drive gear 27a.

  The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the side opposite to the engine 6. Further, a third speed drive gear 23 a is integrally attached to the connecting shaft 13 on the engine 6 side, and a carrier 36 of the planetary gear mechanism 30 is integrally attached to the opposite side of the engine 6 side. Therefore, the carrier 36 attached to the connecting shaft 13 and the third-speed drive gear 23a are configured to rotate integrally by the revolution of the planetary gear 34.

  Further, the first main shaft 11 is rotatable relative to the first main shaft 11 between a third speed drive gear 23 a attached to the connecting shaft 13 and an idle drive gear 27 a attached to the second main shaft 12. A fifth driven gear 25a is provided, and a reverse driven gear 28b that rotates integrally with the first main shaft 11 is attached. Further, a first main shaft 11 and a third speed drive gear 23a or a fifth speed drive gear 25a are connected or released between the third speed drive gear 23a and the fifth speed drive gear 25a. A shift shifter 51 is provided. When the first speed-shifting shifter 51 is in-gear at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally and in-gear at the fifth speed connection position. Sometimes, the first main shaft 11 and the fifth speed drive gear 25a rotate integrally, and when the first speed change shifter 51 is in the neutral position, the first main shaft 11 has the third speed drive gear 23a and the fifth speed drive gear 25a. It rotates relative to the drive gear 25a. When the first main shaft 11 and the third speed drive gear 23a rotate together, the sun gear 32 attached to the first main shaft 11 and the carrier 36 connected to the third speed drive gear 23a by the connecting shaft 13 are provided. While rotating integrally, the ring gear 35 also rotates together, and the planetary gear mechanism 30 is united.

  A first idle driven gear 27 b that meshes with an idle drive gear 27 a attached to the second main shaft 12 is integrally attached to the first intermediate shaft 15.

  A second idle driven gear 27 c that meshes with a first idle driven gear 27 b attached to the first intermediate shaft 15 is integrally attached to the second intermediate shaft 16. The second idle driven gear 27c constitutes the first idle gear train 27A together with the idle drive gear 27a and the first idle driven gear 27b described above. The second intermediate shaft 16 is rotatable relative to the second intermediate shaft 16 at positions corresponding to the third speed drive gear 23a and the fifth speed drive gear 25a provided around the first main shaft 11, respectively. A second speed drive gear 22a and a fourth speed drive gear 24a are provided. Further, the second intermediate shaft 16 includes a second intermediate shaft 16 and a second speed drive gear 22a or a fourth speed drive gear 24a between the second speed drive gear 22a and the fourth speed drive gear 24a. Is provided with a second shifter 52 for shifting or connecting the two. When the second shifter 52 shifts in-gear at the second speed connection position, the second intermediate shaft 16 and the second speed drive gear 22a rotate together, and the second shifter 52 shifts to the fourth speed. When in-gearing at the connecting position, the second intermediate shaft 16 and the fourth speed drive gear 24a rotate together, and when the second shifter shifter 52 is in the neutral position, the second intermediate shaft 16 is in the second speed. The drive gear 22a and the fourth speed drive gear 24a rotate relative to each other.

A first shared driven gear 23b, a second shared driven gear 24b, a parking gear 21, and a final gear 26a are integrally attached to the counter shaft 14 in order from the side opposite to the engine 6 side.
Here, the first shared driven gear 23b meshes with the third speed drive gear 23a attached to the connecting shaft 13 to form the third speed gear pair 23 together with the third speed drive gear 23a, The second speed gear pair 22 is configured together with the second speed drive gear 22a by meshing with the second speed drive gear 22a provided on the intermediate shaft 16.
The second shared driven gear 24b meshes with the fifth speed drive gear 25a provided on the first main shaft 11 to form the fifth speed gear pair 25 together with the fifth speed drive gear 25a, and the second intermediate shaft. 16 is engaged with a fourth speed drive gear 24a to constitute a fourth speed gear pair 24 together with the fourth speed drive gear 24a.
The final gear 26 a meshes with the differential gear mechanism 8, and the differential gear mechanism 8 is connected to the drive wheels DW and DW via the drive shafts 9 and 9. Therefore, the power transmitted to the counter shaft 14 is output from the final gear 26a to the differential gear mechanism 8, the drive shafts 9, 9, and the drive wheels DW, DW.

  A third idle driven gear 27d that meshes with a first idle driven gear 27b attached to the first intermediate shaft 15 is integrally attached to the reverse shaft 17. The third idle driven gear 27d constitutes a second idle gear train 27B together with the above-described idle drive gear 27a and first idle driven gear 27b. The reverse shaft 17 is provided with a reverse drive gear 28 a that meshes with a reverse driven gear 28 b attached to the first main shaft 11 so as to be rotatable relative to the reverse shaft 17. The reverse drive gear 28a constitutes the reverse gear train 28 together with the reverse driven gear 28b. Further, a reverse shifter 53 for connecting or releasing the reverse shaft 17 and the reverse drive gear 28a is provided on the opposite side of the reverse drive gear 28a from the engine 6 side. When the reverse shifter 53 is in-gear at the reverse connection position, the reverse shaft 17 and the reverse drive gear 28a rotate together. When the reverse shifter 53 is at the neutral position, the reverse shaft 17 and the reverse drive The gear 28a rotates relative to the gear 28a.

  The first shifter 51, the second shifter 52, and the reverse shifter 53 use a clutch mechanism having a synchronization mechanism (synchronizer mechanism) for matching the shaft to be connected and the rotational speed of the gear.

  The transmission 20 configured as described above has an odd-numbered gear group consisting of a third speed drive gear 23a and a fifth speed drive gear 25a on the first main shaft 11, which is one of the two transmission shafts. A first gear group) and an even-stage gear group (first gear group) composed of a second-speed drive gear 22a and a fourth-speed drive gear 24a on the second intermediate shaft 16, which is the other of the two transmission shafts. 2 gear groups) are provided.

With the above configuration, the vehicle drive device 1 of the present embodiment has the following first to fifth transmission paths.
(1) In the first transmission path, the crankshaft 6a of the engine 6 includes the first main shaft 11, the planetary gear mechanism 30, the connecting shaft 13, and the third speed gear pair 23 (third speed drive gear 23a, first common use). This is a transmission path connected to the drive wheels DW and DW via the driven gear 23b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. Here, the reduction gear ratio of the planetary gear mechanism 30 is set so that the engine torque transmitted to the drive wheels DW and DW via the first transmission path corresponds to the first speed. That is, the reduction ratio obtained by multiplying the reduction ratio of the planetary gear mechanism 30 and the reduction ratio of the third speed gear pair 23 is set to be equivalent to the first speed.

(2) In the second transmission path, the crankshaft 6a of the engine 6 has the second main shaft 12, the first idle gear train 27A (the idle drive gear 27a, the first idle driven gear 27b, the second idle driven gear 27c), the second 2 intermediate shaft 16, second speed gear pair 22 (second speed drive gear 22a, first shared driven gear 23b) or fourth speed gear pair 24 (fourth speed drive gear 24a, second shared driven gear) 24b), a transmission path connected to the drive wheels DW and DW via the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9.

(3) In the third transmission path, the crankshaft 6a of the engine 6 is used for the first main shaft 11, the third speed gear pair 23 (the third speed drive gear 23a, the first shared driven gear 23b) or the fifth speed. Through the gear pair 25 (the fifth speed drive gear 25a and the second shared driven gear 24b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9, without the planetary gear mechanism 30. And a transmission path coupled to the drive wheels DW and DW.

(4) In the fourth transmission path, the motor 7 is connected to the planetary gear mechanism 30 or the third speed gear pair 23 (third speed drive gear 23a, first shared driven gear 23b) or fifth speed gear pair 25 ( 5th speed drive gear 25a, second shared driven gear 24b), counter shaft 14, final gear 26a, differential gear mechanism 8, and drive shafts 9 and 9 are connected to drive wheels DW and DW. It is.

(5) In the fifth transmission path, the crankshaft 6a of the engine 6 is connected to the second main shaft 12, the second idle gear train 27B (idle drive gear 27a, first idle driven gear 27b, third idle driven gear 27d), reverse Shaft 17, reverse gear train 28 (reverse drive gear 28a, reverse driven gear 28b), planetary gear mechanism 30, connecting shaft 13, third speed gear pair 23 (third speed drive gear 23a, first common use) This is a transmission path connected to the drive wheels DW and DW via the driven gear 23b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9.

  In the vehicle drive device 1 of the present embodiment, the motor 7 is connected to the battery 3 via the control device 2 that performs various controls of the entire vehicle, and supplies power from the battery 3 and energy regeneration to the battery 3. Is performed via the control device 2. That is, the motor 7 is driven by the electric power supplied from the battery 3 via the control device 2, and performs regenerative power generation by the rotation of the drive wheels DW and DW and the power of the engine 6 at the time of decelerating traveling, thereby generating the battery 3. Can be charged (energy recovery). Further, the control device 2 includes an acceleration request, a braking request, an engine rotation speed, a motor rotation speed, a motor temperature, a rotation speed of the first and second main shafts 11 and 12, a rotation speed of the counter shaft 14 and the like, a vehicle speed, a shift position, While an SOC or the like is input, a signal for controlling the engine 6, a signal for controlling the motor 7, a signal indicating the power generation state / charge state / discharge state of the battery 3, the first and second shift shifters 51, 52, reverse A signal for controlling the shifter 53, a signal for controlling the locking of the synchronization mechanism 61, and the like are output.

  The vehicular drive apparatus 1 configured as described above controls connection / disconnection of the first and second clutches 41, 42 and connects the first shifter 51, the second shifter 52, and the reverse shifter 53. By controlling the above, the engine 6 can perform the first to fifth speed traveling and the reverse traveling.

  In the first speed travel, the driving force is transmitted to the drive wheels DW and DW through the first transmission path by connecting the first clutch 41 and locking the synchro mechanism 61. In the second speed travel, the driving force is transmitted to the drive wheels DW and DW via the second transmission path by connecting the second clutch 42 and in-gearing the second shifter shifter 52 at the second speed connection position. In the third speed traveling, the driving force is transmitted to the drive wheels DW and DW via the third transmission path by connecting the first clutch 41 and in-gearing the first shift shifter 51 at the third speed connecting position. Is done.

  Further, in the fourth speed traveling, the driving force is transmitted to the drive wheels DW and DW through the second transmission path by in-gearing the second shifter shifter 52 at the fourth speed connecting position, and the fifth speed traveling is performed. The driving force is transmitted to the drive wheels DW and DW via the second transmission path by in-gearing the first shifter 51 at the fifth speed connection position. Further, by connecting the second clutch 42 and connecting the reverse shifter 53, the vehicle travels backward via the fifth transmission path.

  Further, the engine 6 can be assisted or regenerated by locking the synchro mechanism 61 while the engine is running, the first and second shifter shifters 51 and 52 are preshifted, and the engine 6 can be operated even during idling. The motor 7 can be started and the battery 3 can be charged. Furthermore, the first and second clutches 41 and 42 can be disconnected and EV running can be performed by the motor 7. The EV travel mode includes a first speed EV mode in which the first and second clutches 41 and 42 are disengaged and the synchro mechanism 61 is locked to travel through the fourth transmission path, and the first speed change mode. The third speed EV mode that travels through the fourth transmission path by in-gearing the shifter 51 at the third-speed connection position, and the fourth speed by in-gearing the first shifter 51 at the fifth-speed connection position. There is a fifth speed EV mode that travels via a transmission path.

Here, the control device 2 of the vehicle drive device 1 of the present embodiment will be described more specifically with reference to FIG.
The control device 2 mainly includes an ascending / descending slope level calculation unit 2a, a target vehicle speed calculation unit 2b, a motor rotation number conversion unit 2c, and a feedback controller 2d as control units for controlling the motor 7.

The uphill / downhill level calculation unit 2a calculates the uphill / downhill level from the amount of deviation between the theoretical acceleration and the actual acceleration on a flat road derived from the driving force transmitted to the driving wheels DW and DW and the vehicle speed.
As shown in FIG. 3, the theoretical acceleration is calculated by first multiplying the motor torque (Mot Trq) by the drive stage ratio and efficiency, and multiplying the engine torque (Eng Trq) by the drive stage ratio and efficiency. The total driving force (Total driving force) is calculated by dividing the foot shaft torque calculated by adding together (Total foot torque) by the tire diameter. Next, the standard running resistance (standard Drag) applied to the vehicle on the flat road is derived from the vehicle speed (Vcar), and the standard running resistance (standard Drag) is derived from the driving force (Total driving force) transmitted to the drive wheels DW and DW. ) Is calculated to calculate the marginal driving force required for traveling, and the theoretical acceleration is calculated by dividing the marginal driving force by the vehicle weight. Then, the value obtained by subtracting the actual acceleration from the theoretical acceleration is set as the uphill / downhill level.

  This uphill / downhill level is used for calculation of the target vehicle speed and also for so-called prosmatic control. This prosmatic control is a control for changing the shift schedule by performing correction according to the running state on the shift control map for flat roads. For example, when climbing or descending, smooth running can be performed by appropriately changing the shift point of upshifting or downshifting according to the uphill slope or downhill slope.

The target vehicle speed calculation unit 2b integrates the driving force (Total driving force) transmitted to the driving wheels DW and DW, the running resistance on a flat road derived from the vehicle speed, and the expected acceleration calculated based on the uphill / downhill level. To calculate the target vehicle speed.
More specifically, as shown in FIG. 4, the clutch torque (Clu Trq) is subtracted from the motor torque (Mot Trq) and the engine torque (Eng Trq), and the drive stage ratio is multiplied by the efficiency and divided by the tire diameter. Thus, the total driving force (Total driving force) is calculated. Further, the actual running resistance in consideration of the up / down slope level is calculated by adding the standard running resistance obtained from the vehicle speed (Vcar) and the product of the up / down slope level multiplied by the vehicle weight. Then, the expected acceleration is calculated by dividing the vehicle weight from the marginal driving force obtained by subtracting the actual driving resistance from the total driving force (Total driving force), and the expected acceleration is integrated to add the current vehicle speed (Latched Vcar). Together, the target vehicle speed is calculated.

  In FIGS. 3 and 4, the engine torque (Eng Trq) is zero during EV traveling, and the motor torque is zero when traveling only with the engine. Further, when the motor assist driving is in progress, the engine torque (Eng Trq) and the motor torque (Mot Trq) show positive values, and when the motor 7 is regenerating, the motor torque (Mot Trq) shows a negative value. . Further, if the first and second clutches 41 and 42 are completely disconnected, the clutch torque becomes zero.

  Returning to FIG. 2, the motor rotation speed conversion unit 2 c converts the target vehicle speed into the motor rotation speed of the motor 7. Then, the target vehicle speed equivalent motor rotation number (target Mot rotation) converted by the rotation number conversion unit 2c is output to the feedback controller 2d.

  Since the feedback controller 2d corrects the difference between the target vehicle speed and the actual vehicle speed with the motor 7, the difference between the motor speed corresponding to the target vehicle speed (target Mot speed) and the actual motor speed (actual Mot speed) is zero. That is, the motor rotational speed is corrected so that the motor rotational speed (actual Mot rotational speed) matches the target vehicle speed equivalent motor rotational speed (target Mot rotational speed), and the motor rotational speed is converted into torque and output. FIG. 5 schematically shows the operation of the feedback controller 2d. That is, when the motor torque (Mot torque) corresponding to the clutch torque (Clu torque) added to the motor torque is larger than the clutch torque (Clu torque), the feedback controller 2d controls to reduce the motor torque (Mot torque). When the motor torque (Mot torque) corresponding to the clutch torque (Clu torque) added to the motor torque is smaller than the clutch torque (Clu torque), control is performed to increase the motor torque (Mot torque).

  Then, as shown in FIG. 2, the control device 2 controls the motor 7 by outputting a torque obtained by adding the current clutch torque to the motor speed output from the feedback controller 2 d as a motor torque (Mot Trq). To do.

  As described above, according to the control device 2 of the vehicle drive device 1 of the present embodiment, it is derived from the drive force (Total drive force) and the vehicle speed (Vcar) transmitted to the drive wheels DW and DW as driven parts. Uphill / downhill level calculation unit 2a for calculating an uphill / downhill level from a deviation amount between a theoretical acceleration calculated based on a running resistance on a flat road (standard Drag) and an actual acceleration calculated from a change in vehicle speed per unit time, and driving Integrating the driving force transmitted to the wheels DW and DW (Total driving force), the running resistance (standard Drag) on a flat road derived from the vehicle speed (Vcar), and the expected acceleration calculated based on the uphill / downhill level A target vehicle speed calculation unit 2b for calculating the target vehicle speed, and a feedback controller 2d for controlling the motor 7 so as to correct the difference between the target vehicle speed and the actual vehicle speed by the motor 7, so that the vehicle weight change, running resistance, Downhill Can be improve is possible drivability for controlling the traveling consideration.

  An example in which this control is applied, for example, when the engine 6 is started during EV traveling will be described. FIG. 6 shows a state where the vehicle is traveling in the third speed EV mode in which the first shifter 51 is in-gear at the third speed connection position with the first and second clutches 41 and 42 disconnected. ing. In the velocity diagram of FIG. 6A, the stop position of the motor 7 is 0, the upper direction is the forward direction, the lower direction is the reverse direction, the sun gear 32 is “S”, the carrier 36 is “C”, and the ring gear 35 is Each is represented by “R”. The same applies to the velocity diagram described later. FIG. 6B is a diagram showing the state of torque transmission. The thick arrow with hatching represents the torque flow, and the hatching in the arrow corresponds to the hatching of the arrow indicating the torque in each velocity diagram. ing. Further, the forward rotation direction of the motor 7 refers to the direction in which the forward torque is transmitted to the drive wheels DW and DW via the drive shafts 9 and 9, and the reverse rotation direction refers to the drive wheel DW via the drive shafts 9 and 9. , DW is a direction in which reverse torque is transmitted to DW.

  From this state, the engine 6 can be cranked by connecting the first clutch 41. In order to crank the engine 6 during EV travel, it is necessary to start the engine 6 by gradually connecting the first clutch 41 and adding the clutch torque to the motor torque, but this affects the drivability. Therefore, in order to connect the first clutch 41, it is necessary to suppress the generation of the pushing torque and the pulling torque in the first clutch 41.

  At this time, according to the present embodiment, since the motor torque necessary for connection and travel of the first clutch 41 is calculated in consideration of the change in the vehicle weight, the travel resistance, and the uphill / downhill, the generation of the extrusion torque and the pull-in torque is suppressed. can do. Further, instead of connecting the first clutch 41 during EV traveling, the second shifter 52 is in-geared at the second speed connection position or the fourth speed connection position and the second clutch 42 is connected to connect the engine 6. Can be cranked, and in this case, the same effect is obtained. Further, in addition to the third speed EV mode, the engine 6 may be started in the first speed EV mode and the fifth speed EV mode.

  When the first clutch 41 or the second clutch 42 is connected during EV traveling and the engine 6 is started, and then when shifting to EV traveling again, if it is determined that the uphill / downhill level is high, the first clutch 41 or Even after the second clutch 42 is disengaged, the engine 6 is preferably idled without being stopped. Thereby, even when the climbing slope or the air resistance is large, it is possible to respond to a sudden acceleration request by idling the engine 6.

  This control is not limited to the case where the engine is started during EV travel, but has the same effect during normal travel. For example, an example of shifting up from the second speed travel to the third speed travel will be described in detail. FIG. 7 shows that the second clutch 42 is engaged with the second shifter 52 in-gear at the second speed connection position. While connected and running at the second speed with the engine 6, the vehicle is running with assistance by the motor 7 by pre-shifting the first shifter 51 for shifting to in-gear at the third speed connecting position ( 2nd Pre3 mode).

  When shifting up from the 2nd speed travel to the 3rd speed travel during the 2nd speed travel in the 2nd Pre3 mode, the first and second clutches 41 and 42 are switched, that is, the second clutch 42 is disengaged, By engaging the first clutch 41, the engine torque is transmitted to the drive wheels DW and DW via the third transmission path passing through the third speed gear pair 23 as shown in FIG. Third speed running (3rd Post2 mode) is performed. FIG. 8 shows a state in which the motor 7 is driven to apply a motor torque in the forward rotation direction and the motor 7 assists and travels.

  By driving the motor 7 to compensate for variations in clutch torque that occur when the first and second clutches 41 and 42 are switched, it is possible to control traveling by taking into account changes in vehicle weight, traveling resistance, and downhills. Can be improved. Further, during motor-assisted traveling, it is preferable in terms of fuel consumption that the engine 6 is driven at the bottom of the BSFC (net fuel consumption rate) and the motor 7 is driven or regenerated, but the climbing slope level is a predetermined value or more. However, when it becomes difficult to bottom trace the engine 6 (BSFC (net fuel consumption rate)), the gear may be positively shifted.

  For example, when it is difficult to drive the engine 6 near the bottom of the BSFC during the third speed travel in the 3rd Post2 mode shown in FIG. 8, the downshift from the third speed travel to the second speed travel is performed. Thus, for example, by shifting to the second speed traveling in the 2nd Pre3 mode shown in FIG. 7, the motor 6 can be corrected by the motor 7 while being driven near the bottom of the BSFC. Conversely, when it becomes difficult to drive the engine 6 in the vicinity of the bottom of the BSFC during the second speed traveling in the 2nd Pre3 mode shown in FIG. 7, the second speed traveling is shifted down to the first speed traveling. For example, from the 2nd Pre3 mode shown in FIG. 7, the first shifter 51 is returned to the neutral position, the synchro mechanism 61 is locked, and the first and second clutches 41 and 42 are switched, and the 1st Pre2 mode shown in FIG. By shifting to the first speed running, the motor 7 can be corrected with the motor 7 while driving near the bottom of the BSFC.

  Further, according to the control device of the present embodiment, even when the first and second clutches 41 and 42 are not connected or disconnected, the difference between the target vehicle speed and the actual vehicle speed is determined by the vehicle weight, running resistance, and uphill / downhill. Since the change is taken into account by the motor 7, the deterioration of drivability due to fluctuations in the vehicle weight, running resistance, and uphill / downhill can be suppressed.

Second Embodiment
Next, the vehicle drive device of 2nd Embodiment is demonstrated with reference to FIG.
The vehicle drive device 1 </ b> A of the present embodiment includes a sixth speed gear in addition to the planetary gear mechanism 31 whose transmission forms a differential reduction gear 30 and the second to fifth speed gear pairs 22 to 25. This is different from the vehicle drive device 1 in that the pair 96 and the seventh speed gear pair 97 are provided. For this reason, the same or equivalent parts as those of the vehicle drive device 1 of the second embodiment are denoted by the same or corresponding reference numerals, and the description thereof is simplified or omitted, and only differences from the vehicle drive device 1 will be described. .

  The first main shaft 11 is provided with a seventh speed drive gear 97a between the third speed drive gear 23a and the fifth speed drive gear 25a so as to be rotatable relative to the first main shaft 11. The first main shaft 11 and the third speed drive gear 23a or the seventh speed drive gear 97a are connected or released between the third speed drive gear 23a and the seventh speed drive gear 97a. A first shifter 51A is provided, and a third main shaft 11 and a fifth speed drive gear 25a are connected or released between the seventh speed drive gear 97a and the fifth speed drive gear 25a. A shifter for shifting 51B is provided. When the first speed-shifting shifter 51A is in-gear at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally and in-gear at the seventh speed connection position. Sometimes, the first main shaft 11 and the seventh speed drive gear 97a rotate integrally, and when the first shift shifter 51A is in the neutral position, the first main shaft 11 is connected to the third speed drive gear 23a and the seventh speed drive gear. It rotates relative to the drive gear 97a. When the third shifter 51B is in-gear at the fifth-speed connection position, the first main shaft 11 and the fifth-speed drive gear 25a are connected to rotate integrally, and the third shifter 51B is in the neutral position. The first main shaft 11 rotates relative to the fifth speed drive gear 25a.

  The second intermediate shaft 16 is provided with a sixth speed drive gear 96a that is rotatable relative to the second intermediate shaft 16 between the second speed drive gear 22a and the fourth speed drive gear 24a. Further, the second intermediate shaft 16 and the second-speed drive gear 22a or the sixth-speed drive gear 96a are connected or released between the second-speed drive gear 22a and the sixth-speed drive gear 96a. A second shifter 52A is provided to connect or release the second intermediate shaft 16 and the fourth speed drive gear 24a between the sixth speed drive gear 96a and the fourth speed drive gear 24a. A fourth shifter 52B is provided. When the second speed-shifting shifter 52A is in-gear at the second-speed connection position, the second intermediate shaft 16 and the second-speed drive gear 22a are connected to rotate integrally, and the sixth-speed connection position is in-gear at the sixth-speed connection position. When the second intermediate shaft 16 and the sixth speed driving gear 96a rotate together, and the second speed change shifter 52A is in the neutral position, the second intermediate shaft 16 and the second speed driving gear 22a It rotates relative to the 6-speed drive gear 96a. Further, when the fourth shifter 52B is in-gear at the fourth speed connecting position, the second intermediate shaft 16 and the fourth speed drive gear 24a are connected to rotate integrally, and the fourth shifter 52B is neutral. When in position, the second intermediate shaft 16 rotates relative to the fourth speed drive gear 24a.

A third shared driven gear 96b is attached to the counter shaft 14 so as to be integrally rotatable between the first shared driven gear 23b and the second shared driven gear 24b.
Here, the third shared driven gear 96b meshes with a seventh speed drive gear 97a provided on the first main shaft 11 to constitute a seventh speed gear pair 97 together with the seventh speed drive gear 97a, and The sixth speed gear pair 26 is configured together with the sixth speed drive gear 96a by meshing with a sixth speed drive gear 96a provided on the second intermediate shaft 16.

  Then, the second speed shifter 52A is in-geared at the sixth speed connection position to connect the second clutch 42, so that the sixth speed travel can be performed, and the first speed shifter 51A is the seventh speed shifter 51A. The seventh speed traveling can be performed by connecting the first clutch 41 in the in-gear state at the speed connecting position, and the motor 7 can assist or charge each.

  Also in the vehicle drive device 1A configured as described above, the control device 2 similar to that of the first embodiment can be mounted, and in this case, the same operation and effect are obtained.

  In addition, this invention is not limited to each embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.

DESCRIPTION OF SYMBOLS 1, 1A Hybrid vehicle drive device 2 Control device 2a Uphill / downhill level calculation unit 2b Target vehicle speed calculation unit 2c Motor rotation speed conversion unit 2d Feedback controller 6 Engine (internal combustion engine)
6a Crankshaft (Internal combustion engine output shaft)
7 Motor (electric motor)
9 Drive shaft 11 First spindle (first input shaft)
12 Second spindle 13 Connecting shaft 14 Counter shaft (output / input shaft)
15 First intermediate shaft 16 Second intermediate shaft (second input shaft)
20, 20A Transmission 22 Second speed gear pair 22a Second speed drive gear 23 Third speed gear pair 23a Third speed drive gear 23b First shared driven gear 24 Fourth speed gear pair 24a Fourth speed Drive gear 24b second shared driven gear 25 fifth speed gear pair 25a fifth speed drive gear 26a final gear 27A first idle gear train 27B second idle gear train 27a idle drive gear 27b first idle follower gear 27c first 2 idle driven gear 27d 3rd idle driven gear 30 planetary gear mechanism 32 sun gear (first element)
35 Ring gear (third element)
36 Carrier (2nd element)
41 1st clutch (1st connection / disconnection means)
42 Second clutch (second connecting / disconnecting means)
51, 51A First shifter 51B Third shifter 52, 52A Second shifter 52B Fourth shifter 53 Reverse shifter 61 Synchro mechanism (lock mechanism)
96 6th speed gear pair 96a 6th speed drive gear 96b 3rd shared driven gear 97 7th speed gear pair 97a 7th speed drive gear DW Drive wheel (driven part)

Claims (6)

An internal combustion engine, a transmission, connection / disconnection means capable of connecting / disconnecting power transmission between the internal combustion engine and the transmission, and an electric motor coupled to the transmission, wherein at least one of the internal combustion engine and the electric motor A control device for a hybrid vehicle drive device capable of traveling by transmitting two powers to a driven portion,
The climbing slope level from the amount of deviation between the theoretical acceleration calculated based on the driving force transmitted to the driven part and the running resistance on a flat road derived from the vehicle speed, and the actual acceleration calculated from the change in the vehicle speed per unit time An uphill / downhill level calculation unit for calculating
A target vehicle speed calculation unit that calculates a target vehicle speed by integrating an expected acceleration calculated based on the driving force transmitted to the driven unit, a running resistance on a flat road derived from the vehicle speed, and the uphill / downhill level; ,
A control device for a hybrid vehicle drive device, comprising: a feedback controller that controls the electric motor so that a difference between a target vehicle speed and an actual vehicle speed is corrected by the electric motor. The transmission is arranged in parallel with the output shaft of the internal combustion engine, and a first input shaft that is selectively coupled to the output shaft of the internal combustion engine by a first connection / disconnection means;
A second input shaft disposed parallel to the internal combustion engine output shaft and selectively coupled to the internal combustion engine output shaft by a second connecting / disconnecting means;
An input / output shaft that is arranged in parallel with the output shaft of the internal combustion engine and outputs power to the driven portion;
A first gear group comprising a plurality of gears disposed on the first input shaft and selectively coupled to the first input shaft via a first synchronization device;
A second gear group comprising a plurality of gears disposed on the second input shaft and selectively coupled to the second input shaft via a second synchronization device;
A third gear group that is disposed on the input / output shaft and includes a plurality of gears that mesh with the gears of the first gear group and the gears of the second gear group;
A twin-clutch transmission in which the electric motor is connected to either the first input shaft or the second input shaft;
Any one of the first input shaft and the second input shaft to which the electric motor is connected can transmit the power of the internal combustion engine and the electric motor to the driven portion;
2. The hybrid vehicle according to claim 1, wherein the other of the first input shaft and the second input shaft not connected to the electric motor can transmit the power of the internal combustion engine to the driven portion. Drive device controller. The feedback controller outputs the rotational speed of the electric motor in terms of torque,
When the control device connects the first connecting / disconnecting means or the second connecting / disconnecting means during EV traveling and starts the motoring of the internal combustion engine, the control device applies a clutch torque to the torque output from the feedback controller. 3. The control device for a hybrid vehicle drive device according to claim 2, wherein the electric motor is controlled so as to output the added motor torque.   When it is determined that the uphill / downhill level is high when shifting to EV running again after connecting the first connecting / disconnecting means or the second connecting / disconnecting means during EV traveling and starting the internal combustion engine, 4. The control device for a hybrid vehicle drive device according to claim 3, wherein the internal combustion engine is idled without being stopped even after the first connecting / disconnecting means or the second connecting / disconnecting means is disconnected.   When the climbing slope level is equal to or higher than a predetermined value while traveling with the internal combustion engine and the motor with a gear disposed on one of the first input shaft and the second input shaft to which the motor is connected. And changing to a gear disposed on the other of the first input shaft and the second input shaft to which the electric motor is not connected, driving the internal combustion engine near the bottom of the BSFC and assisting or regenerating the electric motor with the electric motor. The control device for a hybrid vehicle drive device according to claim 2.   When the uphill / downhill level is equal to or higher than a predetermined value while the internal combustion engine is running with the gear disposed on the other of the first input shaft and the second input shaft not connected to the motor, the motor is The gear is arranged on one of the connected first input shaft and second input shaft, and is driven near the bottom of the internal combustion engine and is assisted or regenerated by the electric motor. Item 3. A control device for a hybrid vehicle drive device according to Item 2.

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