JP2011213162A - Device for controlling vehicle-driving apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for controlling vehicle-driving apparatus capable of suppressing the deterioration of drivability, even at disconnection of a compressor for an air conditioner by suppressing torque fluctuations at the disconnection of the compressor for the air conditioner.SOLUTION: The present invention relates to the device for controlling vehicle-driving apparatus 1 that is provided with an engine 6: a motor 7; a transmission 20, having a first main shaft 11 as a first input shaft connected to the motor 7 and selectively connected via a first clutch 41 to the engine 6, a second intermediate shaft 16 as a second input shaft selectively connected via a second clutch 42 to the engine 6, and a counter shaft 14 selectively connected via the lock mechanism 61 or a first shifter 51 for shift to the first main shaft 11, and selectively connected via a second shifter 52 for shift to the second intermediate shaft 16; and a compressor 112 for an air conditioner connected via the clutch 121 for an air conditioner, to the first main shaft 11 wherein the motor 7 is controlled so that the torque fluctuations generated in the disconnection of the clutch 121 for an air conditioner are absorbed by the motor 7.

Description

  The present invention relates to a control device for a vehicle drive device including an air conditioner compressor.

  2. Description of the Related Art Conventionally, there is known a vehicle drive device that includes an internal combustion engine, an electric motor, and an air conditioner compressor that performs air conditioning in a vehicle interior (see, for example, Patent Document 1).

  As shown in FIG. 9, the vehicle drive device 200 of Patent Document 1 is connected to an electric motor 210 and is selectively connected to an internal combustion engine output shaft 204 by a first connecting / disconnecting means 205. The second input shaft 202b selectively connected to the internal combustion engine output shaft 204 by the second connecting / disconnecting means 206, the output shaft 203 for outputting power to the driven part, and the first input shaft 202a are arranged on the first input shaft 202a. A first gear group composed of a plurality of gears selectively connected to the first input shaft 202a via the first synchronization device 230, 231 and a second synchronization device 216, 217 disposed on the second input shaft 202b. A second gear group comprising a plurality of gears selectively connected to the second input shaft 202b, and a plurality of gears disposed on the output shaft 203 and meshing with the gears of the first gear group and the second gear group. Third gear group consisting of Includes a twin clutch mechanism having, air conditioner compressor 260 as the sub device is connected via the air-conditioning clutch 261 to the motor 210.

JP 2002-89594 A

  However, this Patent Document 1 does not describe how to control the torque fluctuation when the air conditioner compressor 260 is connected or disconnected. For example, if the air conditioner compressor 260 is connected or disconnected during EV traveling, the vehicle May generate pull-in torque or push-out torque, which may deteriorate drivability.

  The present invention has been made in view of the above circumstances, and its purpose is to suppress torque fluctuations during connection / disconnection of an air conditioner compressor, and to suppress deterioration in drivability even during connection / disconnection of an air conditioner compressor. Another object of the present invention is to provide a control device for a vehicle drive device.

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);
An electric motor (for example, a motor 7 in an embodiment described later);
A first input shaft connected to the electric motor and selectively connected to the internal combustion engine via first connecting / disconnecting means (for example, a first clutch 41 of the embodiment described later), for example, A first main shaft 11) and a second input shaft (for example, in an embodiment described later) selectively connected to the internal combustion engine via a second connecting / disconnecting means (for example, a second clutch 42 in an embodiment described later). A second intermediate shaft 16) and a first synchronization device (for example, a lock mechanism 61 and a first shifter 51 for shifting described later) and a second synchronization. An output shaft (for example, a counter shaft 14 of an embodiment described later) selectively connected to the second input shaft via a device (for example, a second shift shifter 52 of the embodiment described later). A transmission mechanism (for example, a transmission 2 according to an embodiment described later) A),
An air conditioner compressor (for example, an air conditioner compressor 112 according to an embodiment described later) connected to the first input shaft via an air conditioner clutch (for example, an air conditioner clutch 121 according to an embodiment described later). A control device (for example, a control device 2 of an embodiment described later) of a vehicle drive device (for example, a vehicle drive device 1 of the embodiment described later),
The electric motor is controlled such that the electric motor absorbs torque fluctuations generated when the air conditioner clutch is connected and disconnected.

In addition to the configuration of the invention described in claim 1, the invention described in claim 2
In addition to feed-forward control for controlling the motor torque by the preset clutch torque of the air-conditioner clutch associated with the connection / disconnection of the air-conditioner clutch, feedback control is performed so that the motor speed follows the target speed. It is characterized by.

In addition to the structure of the invention described in claim 2, the invention described in claim 3
It is derived from the driving force (for example, total driving force of the embodiment described later) and the vehicle speed (for example, Vcar of the embodiment described later) transmitted to the driven part (for example, driving wheels DW, DW of the embodiment described later). Ascending / descending level to calculate the uphill / downhill level based on the difference between the theoretical acceleration calculated based on the running resistance on the flat road (for example, standard drag in the embodiment described later) and the actual acceleration calculated from the change in vehicle speed per unit time A slope level calculation unit (for example, an uphill / downhill level calculation unit 2a in an embodiment described later),
A target vehicle speed calculation unit (for example, a target vehicle speed calculation unit 2b in an embodiment described later) that calculates a target vehicle speed by integrating the expected acceleration calculated based on the driving force, the running resistance, and the uphill / downhill level;
A rotational speed conversion unit (for example, a motor rotational speed conversion unit 2c in an embodiment described later) that converts the target vehicle speed into the target rotational speed;
A feedback controller (for example, a feedback controller 2d in an embodiment described later) that performs feedback control so that the motor rotational speed follows the target rotational speed and converts the motor rotational speed to torque;
A feed-forward adding unit (for example, a feed-forward adding unit 2e in an embodiment described later) that calculates the motor torque by adding the clutch torque to the torque converted value of the motor rotation speed.

In addition to the configuration of the invention described in claim 2 or 3, the invention described in claim 4
The feedforward control and the feedback control are performed during EV traveling.

In addition to the structure of the invention described in any one of claims 1 to 4, the invention described in claim 5
When a sudden acceleration state is detected during EV traveling, the air conditioner clutch is connected / disconnected after the sudden acceleration state ends.

In addition to the configuration of the invention described in claim 2, the invention described in claim 6
The feedforward control is performed by predicting the connection / disconnection timing of the air conditioner clutch.

  According to the control device for a vehicle drive device of claim 1, the torque fluctuation generated when the air conditioner clutch is connected / disconnected is absorbed by the electric motor having a response characteristic better than that of the internal combustion engine, so that the air conditioner clutch is connected / disconnected. Thus, it is possible to suppress the deterioration of drivability even when the air conditioner clutch is connected or disconnected.

  According to the control device for a vehicle drive device of the second aspect, in addition to the feedforward control for controlling the motor torque by the preset clutch torque of the air conditioner clutch accompanying the connection / disconnection of the air conditioner clutch, By performing feedback control so as to follow the target rotational speed, it is possible to more reliably suppress deterioration in drivability.

  According to the control device for a vehicle drive device of the third aspect, the target vehicle speed is calculated in consideration of the driving force, the running resistance, and the uphill / downhill level, so that the control accuracy can be improved.

  According to the control device for a vehicle drive device of claim 4, since the torque fluctuation of the engine does not work during EV running, the torque fluctuation accompanying the connection / disconnection of the air conditioner clutch appears remarkably. By performing feedforward control, it is possible to more effectively suppress the deterioration of drivability.

  According to the control device for a vehicle drive device of claim 5, when the sudden acceleration state is detected during EV traveling, the target rotational speed is set by connecting / disconnecting the air conditioner clutch after waiting for the sudden acceleration state to end. It is possible to prevent the control accuracy from deteriorating greatly.

  According to the control device for a vehicle drive device of the sixth aspect, it is possible to reliably suppress the torque fluctuation at the time of connecting / disconnecting the air conditioner clutch by predicting the timing of connecting / disconnecting the air conditioner clutch.

It is sectional drawing which shows an example of the vehicle drive device which can apply the control apparatus of this invention. It is a schematic block diagram of the vehicle drive device of FIG. It is explanatory drawing of a control map. 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 at the time of 3rd speed EV driving | running | working, (a) is a speed alignment chart, (b) is a figure which shows the transmission condition of the torque of a vehicle drive device. 1 is a schematic diagram of a vehicle drive device of Patent Document 1. FIG.

Hereinafter, an embodiment of a hybrid vehicle drive device in which the control device of the present invention can be mounted will be described with reference to FIGS. 1 and 2.
A hybrid vehicle drive device 1 (hereinafter referred to as a vehicle drive device) of the present embodiment drives drive wheels DW and DW (driven parts) via drive shafts 9 and 9 of a vehicle (not shown). An internal combustion engine (hereinafter referred to as “engine”) 6 as a drive source, an electric motor (hereinafter referred to as “motor”) 7, and a transmission 20 for transmitting power to the drive wheels DW and DW. It is equipped with.

  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 an iron core 72a and n permanent magnets 72b arranged at almost equal intervals around the rotation axis, and the polarities of two adjacent permanent magnets 72b are different from each other. The fixing portion 72c for fixing the iron core 72a has a hollow cylindrical shape, is disposed on the outer peripheral side of the ring gear 35 of the planetary gear mechanism 30 described later, and is connected to the sun gear 32 of the planetary gear mechanism 30. 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 lock mechanism 61 (first synchronization device) having a synchronization mechanism (synchronizer mechanism) and configured to stop (lock) rotation of the ring gear 35. A friction engagement device using a brake and a sleeve may be used as the lock mechanism 61.

  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 (output shaft) rotatable around a rotation axis B1 arranged in parallel with the rotation axis A1, and a first intermediate rotatable around a rotation axis C1 arranged in parallel with the rotation axis A1. Centered on a shaft 15, a second intermediate shaft 16 (second input shaft) 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 Is provided with a rotatable reverse shaft 17.

  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 provided with a fifth speed drive gear 25 a that is rotatable relative to the first main shaft 11 and a reverse driven gear 28 b that rotates integrally with the first main shaft 11. 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. When the planetary gear mechanism 30 rotates as a unit, the third speed traveling described later is performed. When the first shifter 51 is in the neutral position and the lock mechanism 61 is connected at the first speed connection position, the ring gear 35 is locked, and the rotation of the sun gear 32 is decelerated and transmitted to the carrier 36. Is done. Thereby, the 1st speed driving | running mentioned later is made.

  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 including 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. An even-stage gear group including a second-speed drive gear 22a and a fourth-speed drive gear 24a is provided on the second intermediate shaft 16, which is the other of the two transmission shafts.

  Further, the vehicle drive device 1 is further provided with an air conditioner compressor 112 and an oil pump 122. The oil pump 122 is disposed on the oil pump auxiliary shaft 19 arranged in parallel with the rotation axes A1 to E1. It is attached so as to be rotatable together with the auxiliary machine shaft 19. An oil pump driven gear 28c meshing with the reverse drive gear 28a and an air conditioner drive gear 29a are attached to the oil pump auxiliary shaft 19 so as to be integrally rotatable, and the engine 6 that rotates the first main shaft 11 and // The power of the motor 7 is transmitted. The air conditioner compressor 112 is provided on the air conditioner auxiliary shaft 18 disposed in parallel with the rotation axes A1 to E1 via the air conditioner clutch 121. An air conditioner driven gear 29b to which power is transmitted from an air conditioner drive gear 29a via a chain 29c is attached to the air conditioner auxiliary shaft 18 so as to be integrally rotatable with the air conditioner auxiliary shaft 18, and an oil pump auxiliary shaft 19 is provided. The power of the engine 6 and / or the motor 7 is transmitted through an air conditioner transmission mechanism 29 including an air conditioner drive gear 29a, a chain 29c, and an air conditioner driven gear 29b. The air conditioner compressor 112 is configured such that power transmission can be interrupted by connecting and disconnecting the air conditioner clutch 121 by an air conditioner operating solenoid (not shown).

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 a battery 3 (not shown) via a control device 2 that performs various controls of the entire vehicle, and supplies power from the battery 3 to the battery 3. The energy regeneration 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). The control device 2 includes an inverter, a PDU, an ECU, a contactor, and the like, and includes an acceleration request, a braking request, an engine speed, a motor speed, a motor temperature, the speeds of the first and second spindles 11 and 12, While the rotational speed of the counter shaft 14 and the like, vehicle speed, shift position, SOC (State of Charge), etc. are input, a signal for controlling the engine 6, a signal for controlling the motor 7, the power generation state / charge state / discharge in the battery 3 A signal indicating the state, a signal for controlling the first and second shift shifters 51 and 52, the reverse shifter 53, a signal for controlling connection (lock) and release (neutral) of the lock mechanism 61, and engagement of the air conditioner clutch 121 An output signal for PWM control of the opening is output.

  The control device 2 has a control map Map as shown in FIG. 3 for determining whether or not various controls can be performed in accordance with the SOC of the battery 3, and basically starts ENG based on the control map Map. It is determined whether or not idle stop, deceleration regeneration, ENG disconnection, EV travel, and air conditioner compressor drive are possible. In FIG. 3, ○ is executable, × is prohibited, and Δ is conditional.

  In this control map Map, the SOC is classified into four zones, C zone, B zone, A zone, and D zone, from the smallest to the largest, and the A zone is further divided into the A-L zone, from the smallest to the largest. It is classified into three zones, A-M zone and A-H zone, and is divided into six zones in total. In the D zone close to the maximum charge amount, deceleration regeneration and ENG disconnection are allowed under certain conditions, EV travel and idle stop are prohibited in the B zone and C zone, and the A zone is controlled as the target charge amount.

  The vehicle drive device 1 configured as described above controls the connection / disconnection of the lock mechanism 61, the first and second clutches 41, 42, and the first shifter 51, the second shifter 52, and the reverse shifter. By controlling the connection position 53, the engine 6 can perform the first to fifth speed traveling and the reverse traveling.

  In the first speed traveling, the driving force is transmitted to the drive wheels DW and DW through the first transmission path by fastening the first clutch 41 and connecting the lock mechanism 61. In the second speed traveling, the driving force is transmitted to the drive wheels DW and DW via the second transmission path by engaging the second clutch 42 and in-gearing the second shifter shifter 52 at the second speed connection position. In the third speed running, the first clutch 41 is engaged and the first shifter 51 is in-geared at the third speed connection position, whereby the driving force is transmitted to the drive wheels DW and DW via the third transmission path. 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, the second clutch 42 is engaged and the reverse shifter 53 is connected, whereby reverse travel is performed via the fifth transmission path.

  Further, the engine 6 can be assisted or regenerated by connecting the lock mechanism 61 while the engine is running, the first and second shifter shifters 51 and 52 are pre-shifted, and further idling. The motor 7 can be started and the battery 3 can be charged. Further, the first and second clutches 41 and 42 can be disconnected and the EV 7 can be driven 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 disconnected and the lock mechanism 61 is connected 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.

  In addition, since the air conditioner compressor 112 is connected to the first main shaft 11, the air conditioner compressor 112 can be operated because the first main shaft 11 inevitably rotates while traveling with an odd number of gears. In order to operate the air conditioner compressor 112 while traveling with a gear, (i) the odd-numbered gear is set to neutral and the first main shaft 11 is rotated by the motor 7, or (ii) the lock mechanism 61 or the first speed change gear is used. The shifter 51 is preshifted to rotate the first main shaft 11, or (iii) the lock mechanism 61 or the first shifter 51 is made neutral and the first clutch 41 is engaged to move the first main shaft 11 with the engine 6. Need to rotate.

  Therefore, when there is a request for operating the air conditioner, the air conditioner clutch 121 can be engaged and the air conditioner compressor 112 can be operated even when traveling with an odd gear or even gear. It is necessary to avoid giving torque fluctuations to the drive wheels DW and DW, which are driven parts, when the air conditioner clutch 121 is connected and disconnected, because drivability deteriorates. Therefore, in the present embodiment, the motor 7 absorbs torque fluctuations that occur due to the connection / disconnection of the air conditioner clutch 121.

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 includes, as control units for controlling the motor 7, an uphill / downhill level calculation unit 2a, a target vehicle speed calculation unit 2b, a motor rotation number conversion unit 2c, a feedback controller 2d, and a feedforward addition unit 2e. The motor 7 is controlled mainly so that the motor 7 absorbs torque fluctuation generated when the air conditioner clutch 121 is connected and disconnected.

The ascending / descending slope level calculation unit 2a calculates an ascending / descending slope level from the amount of deviation between the theoretical acceleration and the actual acceleration calculated based on the driving force transmitted to the driving wheels DW and DW and the running resistance on a flat road derived from the vehicle speed. Is to be calculated.
As shown in FIG. 5, in order to calculate the theoretical acceleration, the motor torque (Mot Trq) is first multiplied by the drive stage ratio and the efficiency, and the engine torque (Eng Trq) is multiplied by the drive stage ratio and the 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. 6, the drive stage ratio and efficiency are obtained by subtracting the clutch torque (Clu Trq) associated with the connection / disconnection of the air conditioner clutch 121 from the motor torque (Mot Trq) and the engine torque (Eng Trq). And the total driving force is calculated by dividing by the tire diameter. The clutch torque (Clu Trq) is set in advance based on the response characteristic of the air conditioner clutch 121 according to the control command value for instructing the operating state of the air conditioner clutch 121.

  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. 5 and 6, the engine torque (Eng Trq) is zero when the EV is running, and the motor torque is zero when the engine is running alone. 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. . If the air conditioner clutch 121 is disengaged (released), the clutch torque is zero.

  Returning to FIG. 4, 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 number) 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 by feedback control, the difference between the target vehicle speed equivalent motor speed (target Mot speed) and the actual motor speed (actual Mot speed). Becomes zero, that is, the motor speed is corrected so that the motor speed (actual Mot speed) matches the target vehicle speed equivalent motor speed (target Mot speed), and the motor speed is converted to torque. Output. FIG. 7 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).

  The feedforward adding unit 2e outputs a torque obtained by adding the clutch torque (Clu torque) to the torque conversion value output from the feedback controller 2d as a motor torque (Mot Trq). At this time, the torque fluctuation at the time of connection / disconnection of the air conditioner clutch 121 is suppressed by regularly predicting the on / off timing of the air conditioner clutch 121 by PWM control and adding the clutch torque.

  As described above, according to the present embodiment, the engine 6, the motor 7, the first main shaft as the first input shaft that is connected to the motor 7 and selectively connected to the engine 6 through the first clutch 41. 11, a second intermediate shaft 16 as a second input shaft selectively connected to the engine 6 via the second clutch 42, and a first selectively via the lock mechanism 61 or the first shifter 51 for shifting. A transmission 20 having a counter shaft 14 coupled to the main shaft 11 and selectively coupled to the second intermediate shaft 16 via a second shift shifter 52, and a first via an air conditioner clutch 121. The control device 2 of the vehicle drive device 1 includes an air conditioner compressor 112 connected to the main shaft 11 so that the motor 7 absorbs torque fluctuations generated when the air conditioner clutch 121 is connected or disconnected. Since the motor 7 is controlled, the torque fluctuation generated when the air conditioner clutch 121 is connected / disconnected is absorbed by the motor 7 having better response characteristics than the engine 6 so that the torque fluctuation when the air conditioner clutch 121 is connected / disconnected is absorbed. It is possible to suppress the deterioration of drivability even when the air conditioner clutch 121 is connected or disconnected.

  Further, according to the present embodiment, in addition to the feedforward control for controlling the motor torque by the preset clutch torque of the air conditioner clutch 121 accompanying the connection / disconnection of the air conditioner clutch 121, the motor speed is set to the target speed. Since feedback control is performed so as to follow, it is possible to more reliably suppress deterioration of drivability.

  Moreover, according to this embodiment, it calculated from the theoretical acceleration calculated based on the driving force transmitted to the driving wheels DW and DW and the running resistance on a flat road derived from the vehicle speed, and the change in the vehicle speed per unit time. Uphill / downhill level calculation unit 2a that calculates an uphill / downhill level from the amount of deviation from the actual acceleration, and target vehicle speed calculation that calculates a target vehicle speed by integrating expected acceleration calculated based on driving force, running resistance, and uphill / downhill level. Unit 2b, a motor rotation number conversion unit 2c that converts the target vehicle speed into the target rotation number, and a feedback controller that performs feedback control so that the motor rotation number follows the target rotation number, converts the motor rotation number into torque, and outputs the torque. 2d, and a feedforward addition unit 2e that calculates the motor torque by adding the clutch torque to the torque conversion value of the motor rotation speed. Since in consideration of the driving force and running resistance and the uphill slope levels to calculate the target vehicle speed, it is possible to improve the accuracy of the control.

Further, the control of the present embodiment is particularly effective during EV travel. As an example of EV travel, the third speed EV travel will be described with reference to FIG.
The third speed EV traveling is shown in FIG. 8A by driving the motor 7 (applying torque in the forward rotation direction) in a state where the first shifter 51 is in gear to the third speed connection position. Thus, the planetary gear mechanism 30 connected to the rotor 72 rotates integrally with the first main shaft 11 in the forward rotation direction, and the motor torque causes the third-speed gear pair 23 to rotate as shown in FIG. EV travel is performed by being transmitted to the drive wheels DW and DW through the fourth transmission path.

  At this time, since the first and second clutches 41 and 42 are disengaged, the power transmitted to the sun gear 32 is not transmitted from the first main shaft 11 to the crankshaft 6a of the engine 6, and normally the engine 6 Has stopped. When the air conditioner compressor 112 is connected so that the power from the counter shaft 14 can be transmitted as in the vehicle drive device 1 of the present embodiment, the torque converter and the compressor are compared with the air conditioner compressor connected to the engine via a pulley. Since the impact is not relieved by the flywheel, the influence on the counter shaft 14 is increased. In particular, when the air conditioner clutch 121 is connected / disconnected in this state, the torque fluctuation of the engine 6 does not act on the first main shaft 11, so that the torque fluctuation of the air conditioner clutch 121 directly affects the running performance.

  Therefore, the control device 2 can obtain a greater effect by performing the above-described feedforward control and feedback control particularly during EV traveling. Further, when a sudden acceleration state of the vehicle is detected from the amount of depression of the accelerator pedal during EV traveling, it is preferable to connect and disconnect the air conditioner clutch 121 after the sudden acceleration state ends. Thereby, it is possible to prevent the control accuracy from deteriorating due to a large change in the target rotational speed.

  In addition, according to the present embodiment, by performing the feedforward control by predicting the timing at which the air conditioner clutch 121 is engaged / disengaged, it is possible to reliably suppress the torque fluctuation when the air conditioner clutch is engaged / disengaged.

In addition, this invention is not limited to each embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, the vehicle drive device 1 has an odd-numbered stage gear disposed on a first main shaft 11 that is an input shaft to which a motor 7 of a twin clutch transmission is connected, and a second input shaft that is not connected to the motor 7. Although the even-numbered gear is arranged on the intermediate shaft 16, the present invention is not limited to this. An even-numbered gear is arranged on the first main shaft 11 that is the input shaft to which the motor 7 is connected, and the input shaft is not connected to the motor 7. An odd-numbered gear may be arranged on a certain second intermediate shaft 16.

  Further, in addition to the planetary gear mechanism 30 as the first-speed drive gear, the third-speed drive gear 23a, and the fifth-speed drive gear 25a as the odd-numbered speed stages, the seventh, ninth,... In addition to the second-speed drive gear 22a and the fourth-speed drive gear 24a, gears may be provided as sixth, eighth,...

  In addition, a first common driven gear 23b, a fourth speed drive gear 24a, and a fifth speed are configured such that the driven gear attached to the counter shaft 14 is meshed with the second speed driving gear 22a and the third speed driving gear 23a. Although the second shared driven gear 24b meshed with the speed drive gear 25a is combined, the present invention is not limited to this, and a plurality of driven gears meshed with each gear may be provided. Further, the planetary gear mechanism 30 is exemplified as the first speed drive gear, but the present invention is not limited to this, and the first speed drive gear may be provided in the same manner as the third speed drive gear 23a.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 2 Control apparatus 2a Uphill / downhill level calculation part 2b Target vehicle speed calculation part 2c Motor rotation speed conversion part (rotation speed conversion part)
2d Feedback controller 2e Feed forward adder 6 Engine (internal combustion engine)
7 Motor (electric motor)
11 First spindle (first input shaft)
14 Counter shaft (output shaft)
16 Second intermediate shaft (second input shaft)
20 Transmission (transmission mechanism)
22a 2nd speed drive gear 23a 3rd speed drive gear 23b 1st common driven gear 24a 4th speed drive gear 24b 2nd common driven gear 25a 5th speed drive gear 30 planetary gear mechanism 41 1st clutch (1st (1 connection means)
42 Second clutch (second connecting / disconnecting means)
51 First shifter (first synchronizer)
52 Second shifter (second synchronizer)
61 Lock mechanism (first synchronizer)
112 Air Conditioning Compressor 121 Air Conditioning Clutch

Claims (6)

An internal combustion engine;
An electric motor,
A first input shaft connected to the electric motor and selectively connected to the internal combustion engine via first connecting / disconnecting means, and a first input shaft selectively connected to the internal combustion engine via second connecting / disconnecting means. Two input shafts, and an output shaft selectively connected to the first input shaft via a first synchronization device and selectively connected to the second input shaft via a second synchronization device. Transmission mechanism,
An air conditioner compressor coupled to the first input shaft via an air conditioner clutch;
A control device for a vehicle driving device, wherein the electric motor is controlled so that the electric motor absorbs torque fluctuation generated when the air conditioner clutch is connected and disconnected.   In addition to feed-forward control for controlling the motor torque by the preset clutch torque of the air-conditioner clutch associated with the connection / disconnection of the air-conditioner clutch, feedback control is performed so that the motor speed follows the target speed. The control device for a vehicle drive device according to claim 1. The climbing slope level is calculated 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 vehicle speed per unit time. An uphill / downhill level calculation unit to calculate,
A target vehicle speed calculation unit that calculates a target vehicle speed by integrating the expected acceleration calculated based on the driving force, the running resistance, and the uphill / downhill level;
A rotational speed conversion unit that converts the target vehicle speed into the target rotational speed;
A feedback controller that performs feedback control so that the motor rotational speed follows the target rotational speed and converts the motor rotational speed to torque and outputs the feedback controller;
The vehicle forward drive control device according to claim 2, further comprising: a feedforward addition unit that calculates the motor torque by adding the clutch torque to the torque conversion value of the motor rotation speed.   4. The control device for a vehicle driving device according to claim 2, wherein the feedforward control and the feedback control are performed during EV traveling.   5. The vehicle according to claim 1, wherein when the sudden acceleration state is detected during EV traveling, the air conditioner clutch is connected / disconnected after the sudden acceleration state ends. Control device for industrial use.   3. The control device for a vehicle driving device according to claim 2, wherein the feedforward control is performed by predicting a timing at which the air conditioner clutch is connected or disconnected.

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