JP2012201194A - Control apparatus for hybrid drive apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus for a hybrid drive apparatus that reduces hesitation caused upon engine starting without reducing an EV travel area.SOLUTION: The hybrid drive apparatus 1 includes a cone ring type transmission mechanism 3; a motor 2 drivingly connected to an input shaft 6; and a clutch 4 disposed between the engine 9 and the input shaft 6. When starting the engine during EV travel, the clutch 4 is engaged to increase rotation of the engine 9. The control apparatus 100 for the hybrid drive apparatus 1 includes a start-time upshift controlling means 107 for upshifting the transmission mechanism 3 in accordance with engagement control of the clutch 4 when starting the engine so as to output inertia torque. When starting the engine, an output torque Tout including a drive torque Tm of the motor 2 to which the inertia torque Ti by speed reduction of an input cone 22, a rotor of the motor 2, and the input shaft 6 is added is output to a drive wheel 10.

Description

  The present invention relates to a control device for a hybrid drive device that controls, for example, a speed change mechanism, a motor drivingly connected to an input member of the speed change mechanism, and a clutch interposed between an engine and the input member. The present invention relates to a control device for a hybrid drive device that engages a clutch when starting an engine to increase the rotation of the engine.

  In recent years, various hybrid drive devices designed to improve the fuel efficiency of vehicles have been developed due to environmental issues. In such a hybrid drive device, a so-called one-motor, comprising a speed change mechanism, a motor drivingly connected to an input member of the speed change mechanism, and a clutch interposed between the engine and the input member. A parallel hybrid drive device has been proposed (see Patent Document 1).

  In the above-mentioned Patent Document 1, it is possible to perform EV traveling by a motor in a state where the clutch is released and the engine is disconnected. For example, the required torque requested by the driver during this EV traveling is higher than the motor torque. When it becomes larger (when the accelerator opening departs from the predetermined lowering opening range), it is determined that the engine is started, and a transition is made to a running state by the driving force of the engine and motor.

JP-A-11-82260

  By the way, in the one-motor / parallel type hybrid drive apparatus as described in Patent Document 1, when the engine is started during EV traveling by the drive force of only the motor, the drive force of the motor while engaging the clutch. After the engine speed is increased by the above, combustion of the engine is started.

  In starting the engine, Patent Document 1 discloses that the clutch C1 of the automatic transmission is released to start the engine while the vehicle is coasting and the cranking load of the engine is transmitted to the drive wheels. In order to prevent a deceleration shock from occurring, if the engine needs to be started, for example, the driver depresses the accelerator to request an increase in the output torque of the vehicle (that is, acceleration of the vehicle). Since there are many cases where the vehicle is not accelerated instantaneously, there is a risk that the drivability may be uncomfortable.

  However, even if the motor and the driving wheel are in the drive transmission state without releasing the clutch C1, for example, a part of the driving force of the motor is used to increase the engine speed. So-called hesitation occurs, where the acceleration of the vehicle slows down.

  In order to prevent the occurrence of this hesitation, it is conceivable that the motor is always left with a surplus power for starting the engine during EV traveling. For this purpose, EV traveling is performed so as to advance the engine start timing. There is a problem that the area needs to be reduced, the frequency of engine start increases, and hinders the improvement of fuel consumption of the vehicle.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for a hybrid drive device that can reduce the hesitation that occurs when the engine is started without reducing the EV travel range.

The present invention (see, for example, FIGS. 1 to 5) includes a conical input cone (22) connected to the input member (6) and an output member (39r, 39l) connected to the driving wheel (10). A conical output cone (23) which is connected and arranged on an axis parallel to the input cone (22) and arranged so that the large diameter side and the small diameter side are opposite to each other in the axial direction; A ring (25) disposed so as to surround the input cone (22) or the output cone (23) and sandwiched between inclined surfaces facing the input cone (22) and the output cone (23); Shift control means (101) for controlling the shift ratio of the transmission mechanism (3) by shifting the ring (25) in the axial direction;
Motor control means (102) for driving and controlling a motor (2) drivingly connected to the input member (6);
Clutch control means (103) for controlling engagement of a clutch (4) interposed between the engine (9) and the input member (6);
Engine start determination means (106) for determining start of the engine (9) from a state in which the clutch (4) is released and the engine (9) is stopped while the vehicle is running;
When the engine start determination means (106) determines that the engine (9) is started, the clutch control means (103) is instructed to engage and control the clutch (4) while the clutch (4) Engine starting control means (105) for increasing the rotational speed of the engine (9) based on the rotation of the input member (6) by increasing the torque capacity of the engine (9) and starting combustion of the engine (9). ,
At the time of engagement control of the clutch (4) by the engine start control means (105), a command is given to the speed change control means (101) to upshift the speed ratio of the speed change mechanism (3). And a control device (100) of the hybrid drive device (1).

Further, the present invention (see, for example, FIG. 1) includes requested torque detection means (108) for detecting a driver's requested torque (Tr),
The start-up upshift control means (107) controls a shift speed in the upshift based on the required torque (Tr) and the drive torque (Tm) of the motor (2).

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the start-up upshift control means instructs the shift control means to increase the gear ratio of the cone ring type transmission mechanism in accordance with the clutch engagement control by the engine start control means. By shifting the speed of the input cone, the rotor of the motor, and the input member, which are relatively heavy, the rotational speed of the input cone, the rotor of the motor, and the input member is reduced. Therefore, when the engine is started, output torque obtained by adding the inertia torque to the drive torque of the motor can be output to the drive wheels. Thus, for example, hesitation that occurs when the engine is started can be reduced without reducing the EV travel range.

  According to the second aspect of the present invention, the starting upshift control means controls the shift speed in the upshift based on the required torque and the motor driving torque, thereby controlling the magnitude of the generated inertia torque. Therefore, the inertia torque generated by the deceleration of the input cone, the motor rotor, and the input member can be output according to the required torque, and the fluctuation of the output torque that occurs when starting the engine can be suppressed with high accuracy.

The block diagram which shows schematic structure of the control apparatus of the hybrid drive device which concerns on this Embodiment. The skeleton figure which shows the structure of this hybrid drive device. The main flowchart which shows the control by the control apparatus of this hybrid drive device. The sub-flowchart which shows control of an upshift process. The time chart which shows the example of driving | running | working at the time of engine starting.

[Schematic configuration of hybrid drive unit]
Hereinafter, embodiments according to the present invention will be described with reference to FIGS. 1 to 5. First, a drive system of a vehicle equipped with a hybrid drive device 1 according to the present invention will be described with reference to FIGS. As shown in FIG. 1, the hybrid drive device 1 is disposed so as to be interposed between an engine (E / G) 9 and a drive wheel 10, and is connected via an input shaft (input member) 6 and a differential device 5. A speed change mechanism (T / M) 3 for changing the speed ratio between the axle shafts (output members) 39r and 39l that are drivingly connected to the driving wheel 10 and a motor generator that is drivingly connected to the input shaft 6 ( M / G) 2 and a clutch 4 interposed between the engine 9 and the input shaft 6.

  Specifically, as shown in FIG. 2, the clutch 4 is a dry single-plate clutch, and is connected to the clutch disk 4 a connected to the engine output shaft 54 and the input shaft 6 via a damper spring 55. The pressure plate 4b is urged so as to be always connected to the clutch disk 4a by a diaphragm spring 56. A release bearing 57 is rotatably in contact with the central portion of the pressure plate 4b. When the bearing 57 is pressed by a release fork 58, the clutch 4 is turned off. The release fork 58 is connected to a worm wheel 50 through a rod 53, and the worm 52 that is interlocked with the output shaft of the electric motor A1 that is an electric actuator meshes with the wheel 50.

  The electric motor A1, the worm 52, the worm wheel 50, and the rod 53 constitute a clutch operation unit 51, and the clutch 4 is engaged by the operation of the clutch operation unit 51 based on the electric actuator (electric motor) A1. The release operation is performed, and the worm 52 and the worm wheel 50 including the nonreciprocal mechanism are interposed, and the clutch 4 is held at the operation position (engaged or released) in a state where the electric motor A1 is stopped.

  A motor generator (hereinafter simply referred to as “motor”) 2 has a stator (not shown) and a rotor (not shown) provided on the motor output shaft 8, and both ends of the motor output shaft 8 are not shown. The case member is rotatably supported via a bearing. An output gear 16 composed of a gear (pinion) is formed on one side of the motor output shaft 8, and the output gear 16 meshes with an intermediate gear 19 provided on the input shaft 6 via an idler gear 17. The output gear 16, the idler gear 17, and the intermediate gear 19 constitute a gear transmission 7 that drives and connects the motor 2 and the input shaft 6.

  The transmission mechanism 3 is formed of a cone ring type CVT which is a so-called continuously variable transmission mechanism. The transmission mechanism 3 is connected to the input shaft 6 and has a conical input cone 22 on the input side, and a conical output cone 23 on the output side. And a metal ring 25. The output cone 23 is arranged on an axis parallel to the input cone 22 and is arranged so that the large diameter side and the small diameter side are opposite to each other in the axial direction, and the ring 25 includes the two cones 22, 23. Are arranged so as to be sandwiched between the opposing inclined surfaces and to surround either one of the cones (in this embodiment, the input cone 22). Since both the cones 22 and 23 are made of, for example, steel and are made of a heavy material, a relatively large inertia torque is generated when the rotation changes.

  A large thrust force acts on at least one of the two friction wheels, and the ring 25 is clamped by a relatively large clamping pressure based on the thrust force. Specifically, between the output cone 23 and the continuously variable transmission output shaft 24, an axial force applying mechanism 28 including an inclined cam mechanism having a ball interposed on an axially opposed surface is disposed. The axial force imparting mechanism 28 imparts a thrust force corresponding to the transmission torque to the output cone 23, and a large clamping pressure on the ring 25 with the input cone 22 supported in a direction opposed to the thrust force. Is granted.

  The ring 25 is driven to move in the axial direction (movement control) by, for example, an electric motor A2 which is an electric actuator, and the two cones 22 and 22 are moved by a speed change operation mechanism 60 having a moving member that rotatably supports the ring 25. The position in the axial direction relative to the cone 23 is controlled, and the gear ratio is changed between the cones 22 and 23 by changing the contact radius with respect to the cones 22 and 23.

  A gear (pinion) 44 is formed on the continuously variable transmission output shaft 24 that is drivingly connected to the output cone 23, and the gear 44 is engaged with the diff ring gear 41 of the differential device 5. The differential device 5 outputs the rotation transmitted to the differential ring gear 41 to the left and right axle shafts 39l and 39r while absorbing the left and right differential rotation, and the left and right drive wheels 10 connected to the axle shafts 39l and 39r. To communicate.

[Control device for hybrid drive unit]
Next, the control device 100 of the hybrid drive device 1 according to the present invention will be described with reference to FIGS. 1, 3, and 4. As shown in FIG. 1, the control device (control unit (ECU)) 100 of the hybrid drive device 1 includes a shift control means 101, a motor control means 102, a clutch control means 103, an engine control means 104, and an engine start control means 105. The engine start determination means 106, the start-up upshift control means 107, the required torque detection means 108, and the like are provided.

  The control unit 100 also includes an engine speed sensor 91 that detects the engine speed Ne, an input shaft (motor) speed sensor 92 that detects the speed of the input shaft 6 (the speed of the motor 2), and an axle shaft 39r. , 39l or an output shaft rotational speed (vehicle speed) sensor 93 for detecting the rotational speed (that is, the vehicle speed) of the continuously variable transmission output shaft 24, and an accelerator opening sensor for detecting a depression amount (accelerator opening) of an accelerator pedal (not shown). 94 etc. are connected.

  In the present embodiment, for the sake of convenience, it is assumed that the shift control unit 101, the motor control unit 102, the clutch control unit 103, the engine control unit 104, and the like are provided in the same control unit (ECU) 100. However, each unit may be configured to be able to communicate with each other by two or more control units (ECUs), and may be configured to have individual control units (ECUs).

  The speed change control means 101 is a driver who is traveling, for example, a vehicle speed detected by the output shaft rotational speed sensor 93 and an accelerator opening detected by the accelerator opening sensor 94 (a driver detected by the required torque detecting means 108). (Not shown) prepared in advance so that the fuel consumption in the engine 9 and the power consumption in the motor 2 are optimized (to improve the fuel efficiency while outputting the required driving force). By referring to the map and the like, the optimum gear ratio is determined at any time, and the electric motor A2 is driven to control the gear ratio of the transmission mechanism 3.

  The motor control means 102 outputs the driver's required torque Tr detected by the required torque detection means 108 from the drive wheel 10 during EV traveling that uses only the driving force of the motor 2. When the engine travels using the driving force of the engine 9 to control the magnitude of the driving torque (hereinafter referred to as “motor torque”) Tm of the motor 2, The motor torque Tm (including power running / regeneration) is controlled so that the sum of Te and the motor torque Tm (referred to as “engine torque”) becomes the required torque Tr output from the drive wheel 10. The motor control means 102 controls the motor 2 at a constant power, thereby controlling the magnitude of the motor torque Tm output to the drive wheel 10 to be constant regardless of the motor speed (speed ratio of the speed change mechanism 3). obtain.

  The clutch control means 103 controls to drive the electric motor A1 to release the clutch 4 during the EV traveling, and drives the electric motor A1 during the engine traveling. Control is performed so that the clutch 4 is engaged. Further, as will be described in detail later, when the engine 9 is started, the clutch 4 is slip-controlled to control the transmission torque capacity (hereinafter referred to as “clutch torque”) Tc of the clutch 4, and the engine speed Ne (the engine 9) (Rotational speed) is controlled to increase. In the hybrid drive device 1, when the vehicle travels backward, the clutch 4 is controlled to release and the motor 2 is rotated in the reverse direction to achieve the reverse rotation of the drive wheel 10.

  The engine control means 104 controls the engine torque Te and the engine speed Ne freely by controlling the throttle opening and the fuel injection amount in the engine 9 while the engine is running. The engine control means 104 controls the ignition of the engine 9 based on a command from the engine start control means 105 at the time of engine start to be described in detail later.

  The engine start determining means 106 is the driver's required torque Tr detected by the required torque detecting means 108 during EV traveling (vehicle traveling) in a state where the clutch 4 is released and the engine 9 is stopped. For example, when the accelerator opening exceeds the EV travelable area where the motor 2 can travel that is referred to by a map (not shown), for example, it is determined that the driving force of the engine 9 is necessary, and engine start is determined. .

  The engine start control means 105 increases the torque capacity of the clutch 4 while controlling the engagement of the clutch 4 by instructing the clutch control means 103 when the engine start determination means 106 determines that the engine 9 is started. As a result, the engine speed Ne is increased based on the rotation of the input shaft 6, and the engine control means 104 is instructed to start combustion (ignition) of the engine 9.

  The start-up upshift control means 107 instructs the shift control means 101 to change gears in accordance with the engagement control of the clutch 4 commanded from the engine start control means 105 to the clutch control means 103, as will be described in detail later. The speed change ratio of the mechanism 3 is upshifted to reduce the rotational speed of the input shaft 6, thereby rotating the input side rotating member of the hybrid drive device 1 (that is, the input cone 22, the input shaft 6, the gear transmission 7, the motor output). An inertia torque is generated by the shaft 8 and the rotor of the motor 2.

[Upshift control when starting the engine]
Next, the control at the time of engine start by the control unit 100 will be described in detail along the flowcharts of FIGS. 3 and 4 with reference to FIG.

  As shown in FIG. 3, for example, in the state where the vehicle travel is started, particularly in the EV travel state, the engine start control is started (S 1), and the engine start determination means 106 determines the start of the engine 9. If not, the engine start determination means 106 does not output the engine start request flag (because the flag is OFF) (NO in S2), the process returns as it is (S13), and the engine start determination means 106 starts the engine start. Wait until it is judged.

  As described above, when the required torque Tr of the driver detected by the required torque detection means 108 exceeds the EV travelable area where the motor 2 can travel, the engine start determination means 106 determines engine start, and the engine The start determination means 106 turns on the engine start request (YES in S2), and proceeds to step S3.

{Engine rotation rising phase}
In step S3, the engine start control means 105 determines that the differential rotation between the rotation speed of the input shaft 6 (input rotation speed Nin) and the engine rotation speed Ne is a predetermined engagement determination differential rotation speed (the clutch 4 is engaged). Since the engine 9 is in an EV traveling state where the engine 9 is stopped, the differential rotation between the input rotation speed Nin and the engine rotation speed Ne is the above engagement determination difference. Since it is greater than the rotation (the clutch 4 is in the disengaged state and the differential rotation is large) (NO in S3), the “engine rotation increasing phase” is entered, and the clutch control means 103 controls the clutch torque Tc of the clutch 4. Control proceeds to (S10).

  When proceeding to “clutch torque control”, the clutch control means 103 causes the clutch torque Tc to be slightly larger than the friction torque of the engine 9 (the internal friction resistance of the engine 9 or the engine inertia torque). Then, the clutch control means 103 instructs the electric motor A1 to gradually slip-engage the clutch 4 so that the clutch torque Tc increases to the set engine starting clutch torque Tef. As a result, the clutch torque Tc becomes larger than the friction torque of the engine 9, so that the engine speed Ne is gradually increased by the rotation of the input shaft 6.

  Subsequent to the “clutch torque control”, “motor torque control” (S11, S12) for controlling the motor torque Tm by the motor control means 102 is performed. In other words, the motor control means 102 sets the motor torque Tm to a value obtained by adding the set clutch torque Tc (engine starting clutch torque) to the required torque Tr detected by the required torque detection means 108. To output the set motor torque Tm (S11). However, since the output performance limit of the motor 2 is actually limited, the motor torque obtained by adding the additional torque Tmup in a form limited to the motor maximum torque that is the limit of the output performance to the motor torque during EV traveling. When Tm is output (S12) and then the required torque Tr increases, for example, insufficient torque is generated as described later (see S100-3).

  Subsequent to the “motor torque control”, the “upshift control” 107 for upshifting the transmission ratio of the transmission mechanism 3 is performed by the upshift control means 107 at the time of starting. That is, in this “shift control”, as shown in FIG. 4, the “upshift process” is controlled by the starting upshift control means 107.

  When the “upshift processing” is started (S100-1), first, the starting upshift control means 107 first determines whether or not the rotational speed of the input shaft 6 (input rotational speed Nin) is larger than the engine starting target rotational speed. Is determined (S100-2). When the input rotational speed Nin is smaller than the engine start target rotational speed (NO in S100-2), that is, when the engine is further shifted up, the input rotational speed Nin becomes lower than the engine start target rotational speed, and the clutch When the engine 4 is engaged, the engine 9 is rotated at a low speed and it is difficult to start the engine. Therefore, the upshift is not performed and the process proceeds to step S100-7.

  When the process proceeds to step S100-7, a value obtained by dividing the target engine speed by the actual output speed Nout so that the input speed Nin is equal to the target engine speed is set as a gear ratio command value. The ratio is set as (ratio command value), and the transmission control means 101 controls the electric motor A2 to control the speed ratio of the speed change mechanism 3 to be the set ratio command value. In this case, depending on the magnitude of the input rotational speed Nin, a downshift may occur.

  Further, even if the motor torque Tm is increased, if the motor 2 cannot be increased to the value obtained by adding the clutch torque Tc to the required torque Tr due to the performance limit of the motor 2, the torque output to the drive wheel 10 is slightly insufficient, Although hesitation occurs when the engine is started, the engine speed Ne is increased with the engagement of the clutch 4 to the input speed Nin that rotates at a gear ratio based on the set ratio command value. The engine start is achieved by raising the engine start target speed.

  On the other hand, in step S100-2, when the input rotation speed Nin is larger than the engine start target rotation speed (YES in S100-2), an upshift may be performed until the input rotation speed Nin reaches the engine start target rotation speed. Since the upshift control means 107 at the time of start-up can compensate for the shortage of the required torque Tr due to the output performance limit of the motor 2 with the inertia torque at the time of upshift, the ratio command value at the time of upshift And the gear ratio of the speed change mechanism 3 is controlled in the form of commanding the electric motor A2 from the speed change control means 101.

  Specifically, in step S100-3, first, the current motor torque Tm (the motor torque Tm obtained by adding the added amount to the limit of the output performance to the motor torque when the vehicle is running on EV) is subtracted from the clutch torque Tc. A value obtained by multiplying the actual speed ratio (for example, a value obtained by dividing the actual input rotational speed Nin detected by the input shaft rotational speed sensor 92 by the actual output rotational speed Nout detected by the output shaft rotational speed sensor 93). Then, the torque is added to the required torque Tr detected by the required torque detecting means 108 to calculate the insufficient torque in the drive wheel 10.

  Next, in step S100-4, the calculated shortage torque is divided by the actual gear ratio, and the shortage torque is converted into input torque, that is, the necessary input inertia torque is calculated as the torque to compensate for the shortage. To do. Subsequently, in step S100-5, the calculated input inertia torque is divided by the input inertia (the weight of the rotating member on the input side of the speed change mechanism 3 described above) to set a unit system (for example, to adjust every minute to every second). (2π is divided to match the angular acceleration), and the input angular acceleration for realizing the necessary input inertia is calculated.

  In step S100-6, a value obtained by adding the actual input rotational speed Nin and a value obtained by multiplying the input angular acceleration by a predetermined control period (period in which step S100-6 is repeated) Δt is obtained as the actual output rotational speed. By dividing by Nout, the ratio command value to be commanded next to the transmission mechanism 3 is calculated, and the calculated ratio command value is commanded to the transmission mechanism 3 in the form of commanding from the shift control means 101 to the electric motor A2. Then, the upshift control is performed so that an inertia torque Ti that compensates for the insufficient torque in the gear ratio is output.

  The above control is performed until the differential rotation between the input rotational speed Nin and the engine rotational speed Ne becomes smaller than a predetermined engagement determination differential rotational speed (that is, until the differential rotation of the clutch 4 is substantially eliminated and the engaged state is established). By repeating (that is, S1, S2 YES, S3 NO, S10, S11, S12, S100, S13 in FIG. 3), a value obtained by adding clutch torque Tc (engine friction torque) to driver's required torque Tr The torque that is insufficient in the motor torque Tm (torque Tmup added to the motor torque during EV travel) is controlled by controlling the speed of the upshift (by changing the gear ratio at each control cycle), and the inertia at any time Since it can be supplemented by the torque Ti, the output torque Tout output from the drive wheel 10 is output in accordance with the required torque Tr. Shon is prevented to occur.

{Engine start phase}
As shown in FIG. 3, when it is determined in step S3 that the differential rotation between the input rotational speed Nin and the engine rotational speed Ne is smaller than a predetermined engagement determination differential rotational speed (YES in S3), “Engine” The engine enters the "starting phase" and proceeds to "engine ignition control" (S4, S5, S6, S7, S8) in which the engine 9 is ignited and started by the engine starting control means 105. When proceeding to “engine ignition control”, the engine start control means 105 first turns on the engine ignition flag (S4), and sets the engine torque Te to the driver's required torque Tr (S5).

  Subsequent to the “engine ignition control”, “motor torque control” (S6) is performed in which the motor control means 102 controls the motor torque Tm. That is, in this state, the driver's required torque Tr is constant, for example, and the engine torque Te increases. Therefore, it is necessary to set the motor torque Tm accordingly, that is, from the required torque Tr to the engine torque. A value obtained by subtracting Te is set as the motor torque Tm, and the motor 2 is instructed to output the set motor torque Tm.

  Subsequent to the “motor torque control”, the clutch control means 103 performs “clutch torque control” for controlling the clutch torque Tc. That is, in this “clutch torque control”, the clutch torque Tc is set to a clutch complete engagement torque that causes the clutch 4 to be fully engaged, that is, the clutch control means 103 causes the clutch 4 to be fully engaged. It is controlled to become (S7).

  Subsequent to the “clutch torque control”, the transmission control unit 101 performs “transmission control” for controlling the transmission ratio of the transmission mechanism 3. That is, in this “shift control”, in order to maintain the engine 9 at the engine start target speed, a value obtained by dividing the engine start target speed by the actual output speed detected by the output shaft speed sensor 93 is Next, it is calculated as a ratio command value to be commanded to the speed change mechanism 3, and is commanded from the speed change control means 101 to the speed change mechanism 3. That is, the engine speed depends on the vehicle speed V (output shaft speed). Shift control is performed so that the target rotation speed is reached.

  By the above control (S4, S5, S6, S7, S8), the motor 2 is gradually switched from the motor 9 to the engine 9 as a drive source for outputting the driver's required torque Tr, and the required torque Tr is output by the engine torque Te. In other words, the vehicle is switched from EV traveling to engine traveling.

  After that, the engine start request flag is turned off by the engine start determination means 106 (S9), and it is not detected that the engine start request flag is turned on in step S2 (NO in S2), that is, the EV running is completely switched to the engine running. It becomes a state.

[Running example when starting the engine]
Next, an example of traveling when the engine is started will be described along the time chart of FIG. 5 with reference to FIGS.

  For example, in a traveling state where the driver gradually depresses the accelerator from EV traveling (accelerator opening gradually increases), it is gradually increased by the required torque detection means 108. In the state where the required torque Tr is detected, the motor 2 is controlled by the motor control means 102 and the motor torque Tm is output according to the required torque Tr, the vehicle is accelerated and the vehicle speed V is increased. The input rotational speed (input shaft rotational speed) Nin (motor rotational speed Nm) also increases.

  At a time t1, for example, a predetermined vehicle speed V is reached, and the engine start determination means 106 determines the start of the engine 9 based on reaching the output limit of the motor 2 (a value obtained by subtracting the additional torque Tmup from the motor maximum torque). Then, the engine start request flag is turned on (YES in S2). Then, the engine start control means 105 has a differential rotational speed between the input rotational speed Nin and the engine rotational speed Ne larger than the engagement determination differential rotational speed for determining whether or not the clutch 4 is engaged (that is, Since the clutch 4 is not engaged (NO in S3), the “engine rotation increasing phase” is started.

  Then, the clutch control means 103 performs “clutch torque control” (S10), and the clutch 4 is slip-engaged so that the clutch torque Tc becomes the engine starting clutch torque Tef slightly larger than the friction torque of the engine 9. Subsequently, the motor control means 102 performs “motor torque control” (S11, S12), and outputs the torque Tmup added to the maximum torque of the motor 2 in addition to the motor torque Tm output based on the required torque Tr. To do.

  Thereafter, from time t1 to time t2, when the accelerator is further depressed by the driver and the required torque Tr rises, the motor 2 outputs the additional torque Tmup and is in the maximum torque output state, and the clutch torque Tc. As the engine starting clutch torque Tef acts in the negative direction, the required torque Tr cannot be output only by the output torque of the motor 2, and the output torque Tout is as shown by the broken line in FIG. This results in hesitation away from the required torque Tr.

  Therefore, the start upshift control means 107 performs "shift control" in the form of command to the shift control means 101 to start "upshift processing" (S100), and an inertia torque Ti corresponding to the insufficient torque is output. Thus, the transmission mechanism 3 is upshifted. For this reason, the input shaft rotational speed Nin decreases and the gear ratio also decreases, and the input angular acceleration also decreases (that is, decelerates) in the negative direction.

  As a result, the output torque Tout is equal to the amount of the engine starting clutch torque Tef (the amount of friction torque of the engine 9) when the clutch 4 is engaged with the addition torque Tmup (motor maximum torque) of the motor 2 being output. From the state of acting in the negative direction, the shortage torque is compensated by the inertia torque Ti in the rotary system on the input side of the hybrid drive device 1, that is, the output torque Tout as the total torque is output according to the required torque Tr.

  At time t2, the “engine start phase” is started. Then, the engine control means 104 performs “engine ignition control” to ignite the engine 9 (S4), increases the engine torque Te to the required torque Tr (S5), and the motor control means 102 performs “motor torque control”. And the motor torque Tm is set to a value obtained by subtracting the engine torque Te from the required torque Tr (here, since all the required torque Tr is output by the engine torque Te, the motor torque Tm is 0) (S6), and the clutch control means 103 performs “clutch torque control” and the clutch torque Tc is controlled to be the clutch full engagement torque (S7), that is, the clutch 4 is brought into the full engagement state.

  After that, the engine torque Te of the engine 9 is mainly controlled by the motor torque Tm by the motor 2 so that the required torque Tr is obtained while appropriately assisting or regenerating, and the gear ratio is changed to the optimum fuel consumption curve. It is appropriately controlled so as to be as close as possible.

[Summary of this embodiment]
As described above, according to the control device 100 of the hybrid drive device 1, the start-up upshift control means 107 commands the shift control means 101 in accordance with the engagement control of the clutch 4 by the engine start control means 105. The gear ratio of the cone ring type transmission mechanism 3 is upshifted to reduce the rotational speed of the relatively heavy weight of the input cone 22, the rotor of the motor 2, and the input shaft 6. 2 and a sufficiently large inertia torque Ti due to the deceleration of the input shaft 6 are generated, so that when the engine 9 is started, an output torque Tout obtained by adding the inertia torque Ti to the motor torque Tm of the motor 2 is driven. 10 can be output. Accordingly, for example, without reducing the EV travel area (can be used as the EV travel area up to the limit where the motor 2 has the maximum torque when the engine is started), it is possible to reduce hesitation that occurs when the engine is started.

  Further, the start upshift control means 107 can control the speed of the upshift gear shift based on the required torque Tr and the motor torque Tm of the motor 2, thereby controlling the magnitude of the generated inertia torque Ti. Therefore, the inertia torque Ti generated by the deceleration of the input cone 22, the rotor of the motor 2, and the input shaft 6 can be output according to the required torque Tr, and the fluctuation of the output torque Tout that occurs when the engine is started can be accurately suppressed. Can do.

  In the present embodiment described above, the hybrid drive device 1 provided with one motor 2 between the engine 9 and the speed change mechanism 3 has been described as an example. However, the present invention is not limited to this. It may be a hybrid drive device that includes a second motor that is drivingly connected to the drive wheel 10 or that includes an in-wheel motor on the drive wheel 10.

  In the present embodiment, the motor torque Tm is increased and the added amount Tmup is output when the engine is started (see S6 in FIG. 3 and FIG. 5). Since the rotation system on the input side, particularly the input cone 22 and the rotor of the motor 2 are heavy, the negative torque of the clutch torque Tc is filled with only the inertia torque Ti by the upshift without adding the motor torque Tm. The hesitation may be eliminated.

DESCRIPTION OF SYMBOLS 1 Hybrid drive device 2 Motor 3 Transmission mechanism 4 Clutch 6 Input member (input shaft)
9 Engine 10 Driving wheel 22 Input cone 23 Output cone 25 Ring 39r, 39l Output member (Askle shaft)
100 Control device (control unit) of hybrid drive device
101 Transmission control means 102 Motor control means 103 Clutch control means 105 Engine start control means 106 Engine start determination means 107 Start upshift control means 108 Required torque detection means Tm Drive torque Tr Request torque

Claims (2)

A conical input cone connected to the input member and an output member connected to the driving wheel and connected to the output member, and arranged on an axis parallel to the input cone, the large diameter side and the small diameter side are opposite in the axial direction. A cone-shaped output cone disposed so as to face, and a ring disposed so as to surround the input cone or the output cone and sandwiched between inclined surfaces facing the input cone and the output cone. Shift control means for controlling the shift ratio of the transmission mechanism by shifting the ring in the axial direction;
Motor control means for driving and controlling a motor drivingly connected to the input member;
Clutch control means for controlling engagement of a clutch interposed between the engine and the input member;
Engine start determination means for determining start of the engine from a state in which the clutch is released and the engine is stopped while the vehicle is running;
When the engine start is determined by the engine start determination means, the clutch control means is instructed to increase the torque capacity of the clutch while controlling the engagement of the clutch, thereby rotating the input member. Engine start control means for increasing the rotational speed of the engine on the basis of and starting combustion of the engine;
A start-up upshift control means for commanding the speed change control means to upshift the speed ratio of the speed change mechanism during the clutch engagement control by the engine start control means;
A control device for a hybrid drive device. Equipped with demand torque detection means for detecting the demand torque of the driver;
The starting upshift control means controls a shift speed in the upshift based on the required torque and the driving torque of the motor.
The control device for a hybrid drive device according to claim 1.

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