JP2013095295A - Driving device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To protect a transmission from simultaneous engagement of a clutch and a brake by an approach other than provision of a dedicated valve.SOLUTION: The control device of the hybrid vehicle includes an input member, a first rotary electric machine, a second rotary electric machine, and a control device. The control device switches, in the engaged state of an engagement machine between the input member and an engine, when hydraulic pressure is supplied from an oil pump connected to a second rotary element simultaneously to the combination of, among two or more clutches/brakes of the transmission, two or more clutches/brakes to which no oil pressure is to be supplied, the engagement device from an engaged state to a released state, and in the released state of the engagement device formed by the switching, changes the rotational speed of the first rotary electric machine in a direction where the rotational speed of the input member is zero, and releases the simultaneous supply state of oil pressure to the combination of two or more clutches/brakes.

Description

  The present invention includes an input member connected to an engine, a first rotating electrical machine, a second rotating electrical machine, an output member connected to a wheel, a differential gear device, and an input member when in an engaged state. The present invention relates to a drive device for a hybrid vehicle including an engagement device that connects an engine and disconnects the engine from an input member when the engine is in a released state.

  Conventionally, a drive device for this type of hybrid vehicle is known (see, for example, Patent Document 1). In the configuration disclosed in Patent Document 1, the engagement device is in the engaged state, and split traveling or engagement is performed in which the vehicle travels while distributing the engine rotation to the first rotating electrical machine and the output member by the differential gear device. The device is in a released state, and it is possible to perform electric traveling that causes the vehicle to travel using the rotation of the second rotating electrical machine while stopping the engine.

  In addition, a power transmission system in which the engine and the rotating electrical machine are coupled to a power distribution mechanism that distributes the rotation of the engine to the rotating electrical machine and the output member, and the driving wheels are coupled to the output member via the second rotating electrical machine. A hybrid vehicle drive device is known (see, for example, Patent Document 2). In the configuration disclosed in Patent Document 2, when a state in which a rattling sound of a gear mechanism in a gear mechanism involved in the transmission of engine rotation can be generated among the gear mechanisms in the power transmission system is detected. The combined device is switched to the released state.

  Also, a hybrid vehicle is known in which a transmission that performs two-stage low / high speed shifting is provided between the second rotating electrical machine and the output shaft (see, for example, Patent Document 3). This transmission is shifted by hydraulically controlling the hydraulic servos of the friction engagement elements (first brake and second brake) by a hydraulic control device.

JP 2010-076678 A JP 2009-120125 A JP 2007-187203 A

  By the way, in the hydraulically controlled transmission mechanism, when simultaneous engagement of the clutch / brake occurs due to a failure, the oil pump (hydraulic supply source for the clutch / brake) directly connected to the output shaft of the engine is immediately stopped, and the transmission There are known ways to protect However, in practice, this method cannot be adopted because the engine speed cannot be reduced immediately by the engine inertia. For example, as disclosed in Patent Document 3, a dedicated valve for preventing simultaneous engagement in the hydraulic pressure supply circuit ( Apply control valve).

  However, providing an arrangement that can protect the transmission against such simultaneous engagement by an approach other than providing a dedicated valve can eliminate the dedicated valve, or can be used with a dedicated valve. This is useful in that the fail-safe function can be enhanced.

  Accordingly, an object of the present invention is to provide a drive device for a hybrid vehicle having a configuration capable of protecting the transmission device against simultaneous clutch / brake engagement by an approach other than providing a dedicated valve.

In order to achieve the above object, according to one aspect of the present invention, an input member connected to an engine;
The first rotating electrical machine,
A second rotating electrical machine,
An output member connected to the wheel;
A differential including a first rotating element connected to the first rotating electric machine, a second rotating element connected to the input member, and a third rotating element connected to the output member and the second rotating electric machine. A gear device;
An engagement device that connects the input member and the engine when in an engaged state, and disconnects the engine from the input member when in a released state;
An oil pump connected to the second rotating element;
Two or more actuating members connected between the output member and the second rotating electrical machine, having two or more shift stages, and actuated by hydraulic pressure from the oil pump. A transmission comprising an actuating member,
A control device,
When the engagement device is in the engaged state, the control device is configured to perform a combination of two or more operation members that should not be supplied among the two or more operation members of the transmission. When oil pressure is simultaneously supplied from the oil pump, the engagement device is switched from the engagement state to the release state, and in the release state of the engagement device formed by this switching, the rotation speed of the input member becomes zero. A hybrid vehicle drive device is provided, wherein the state of simultaneous supply of hydraulic pressure to the combination of the two or more actuating members is released by changing the rotational speed of the first rotating electrical machine in the direction of The

  According to the present invention, the transmission can be protected against simultaneous clutch / brake engagement by an approach other than providing a dedicated valve.

1 is a skeleton diagram showing a configuration of a drive device 101 for a hybrid vehicle according to an embodiment (Embodiment 1) of the present invention. It is a schematic diagram which shows the system configuration | structure of the drive device 101 of a hybrid vehicle. It is a velocity diagram showing the operation state of the planetary gear device in the split traveling mode. It is a speed diagram showing the operation state of the planetary gear device in the electric travel mode. It is a flowchart which shows an example of the main processes performed by the control unit 41 of a present Example. It is a velocity diagram for demonstrating the main processes in FIG. 6 is a timing chart related to the processing shown in FIG. It is a skeleton figure which shows the structure of the drive device 102 of the hybrid vehicle by other one Example (Example 2) of this invention.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a skeleton diagram showing the configuration of a drive device 101 for a hybrid vehicle according to one embodiment (first embodiment) of the present invention. FIG. 2 is a schematic diagram showing a system configuration of the drive device 101 of the hybrid vehicle. The hybrid vehicle may be a plug-in hybrid vehicle that can be charged from the outside, or may be a normal hybrid vehicle.

  As shown in FIGS. 1 and 2, the hybrid vehicle drive device 101 includes an input member I connected to the engine E, an engagement device 12, a first motor / generator MG1, and a second motor / generator MG2. And an output member O connected to wheels (not shown), a planetary gear device P, and a control unit 41 for controlling the first motor / generator MG1, the second motor / generator MG2, and the like. . A differential gear device may be provided between the transmission 70 and the wheels. Here, the planetary gear device P is connected to the first rotating element connected to the first motor / generator MG1, the second rotating element connected to the input member I, the output member O, and the second motor / generator MG2. The third rotation element is connected to the third rotation element via the transmission 70. Further, the input member I is selectively connected to the engine E via the engagement device 12.

  In the illustrated example, the first motor / generator MG1 and the second motor / generator MG2 correspond to a “first rotating electrical machine” and a “second rotating electrical machine”, respectively. Further, the planetary gear device P corresponds to a “differential gear device”.

  Here, first, the mechanical configuration of each part of the drive device 101 of the hybrid vehicle will be described. As shown in FIG. 1, the input member I is connected to the engine E. Here, the engine E is an internal combustion engine driven by combustion of fuel, and may be any engine such as a gasoline engine or a diesel engine, for example. In this example, the input member I is connected to an engine output shaft Eo such as a crankshaft of the engine E via the engagement device 12. In the illustrated example, the input member I may be connected to the engine E via a damper. In the illustrated example, since the input member I rotates integrally with the engine output shaft Eo of the engine E, the rotation of the input member I is the same as the rotation of the engine E, and the rotation of the input member I is the rotation of the engine E. Same as rotation. Further, the input member I is connected to the carrier ca of the planetary gear device P.

  An oil pump 21 for discharging oil is connected to the input member I (carrier ca). The oil pump 21 may be an inscribed gear pump having, for example, an inner rotor and an outer rotor. The oil discharged by the oil pump 21 supplies oil pressure for controlling the engagement and release of the engagement device 12, lubricates the planetary gear device P, the transmission device 70, etc., or the first motor / generator. It may be used for the purpose of cooling the MG1 and the second motor / generator MG2. An accumulator capable of accumulating the hydraulic pressure generated by the oil pump 21 may be connected to the oil pump 21. The connection mode between the input member I and the oil pump 21 may be a direct connection or a connection mode via a power transmission mechanism such as a gear or a belt.

  The first motor / generator MG1 includes a first stator St1 fixed to a case (not shown) and a first rotor Ro1 rotatably supported on the radially inner side of the first stator St1. The first rotor Ro1 of the first motor / generator MG1 is connected to rotate integrally with the sun gear s of the planetary gear set P. Further, the second motor / generator MG2 includes a second stator St2 fixed to a case (not shown), and a second rotor Ro2 rotatably supported on the radially inner side of the second stator St2. . The second rotor Ro2 of the second motor / generator MG2 is connected to rotate integrally with the second motor / generator output gear 13. The first motor / generator MG1 and the second motor / generator MG2 are electrically connected to the battery 31 via first and second inverters 32 and 33, respectively. Each of the first motor / generator MG1 and the second motor / generator MG2 functions as a motor (electric motor) that generates power by receiving power and a generator (power generation) that generates power by receiving power. Function).

  Each of the first motor / generator MG1 and the second motor / generator MG2 functions as one of a generator and a motor depending on the relationship between the rotation direction and the rotation direction. When the first motor / generator MG1 and the second motor / generator MG2 function as generators, the generated electric power is supplied to the battery 31 to be charged, or the other motor / motor MG2 functions as a motor. Power is supplied to generators MG1 and MG2. Further, when the first motor / generator MG1 and the second motor / generator MG2 function as motors, the battery 31 is charged, or the electric power generated by the other motor / generators MG1 and MG2 functioning as generators. Powered with supply.

  The planetary gear device P includes a carrier ca that supports a plurality of pinion gears, and a sun gear s and a ring gear r that mesh with the pinion gears, respectively, as rotating elements. The sun gear s is connected to rotate integrally with the rotation shaft of the first rotor Ro1 of the first motor / generator MG1. The carrier ca is connected to rotate integrally with the input member I. The ring gear r is connected to rotate integrally with the output member O. Thus, the planetary gear device P as a differential gear device has three rotating elements. In the illustrated example, the sun gear s, the carrier ca, and the ring gear r are respectively “first rotating element”, “ It corresponds to “second rotating element” and “third rotating element”. In this planetary gear device P, the three rotating elements are a sun gear s (first rotating element), a carrier ca (second rotating element), and a ring gear r (third rotating element) in the order of rotation speed. . The output member O is connected to the transmission 70.

  The transmission 70 is connected between the output member O and the second motor / generator MG2. The transmission 70 has two or more shift stages, and includes two or more clutches / brakes (actuating members) that are operated by a piston driven by hydraulic pressure from the oil pump 21. The transmission 70 may have any configuration as long as this condition is satisfied. In the illustrated example, the transmission 70 is a Ravigneaux type transmission. That is, the transmission 70 includes a gear train in which a carrier CA and a ring gear R of a set of single planetary gears and a set of double pinion planetary gears are shared. The sun gear S <b> 2 of the double pinion planetary gear portion of the transmission 70 is constituted by the second motor / generator output gear 13. The sun gear S1 of the single planetary gear portion of the transmission 70 is provided with a first brake B1 that selectively locks the rotation of the sun gear S1. The ring gear R of the transmission 70 is provided with a second brake B2 that selectively locks the rotation of the ring gear R. The oil pump 21 is connected to the first brake B1 and the second brake B2 via a transmission control hydraulic circuit 170 (FIG. 2). The first brake B1 and the second brake B2 are supplied with hydraulic pressure from the oil pump 21 via the transmission control hydraulic circuit 170. The transmission control hydraulic circuit 170 includes a switching valve (not shown) that selectively switches the supply / cutoff state of the hydraulic pressure for each of the first brake B1 and the second brake B2. The transmission control hydraulic circuit 170 may include a dedicated valve for preventing simultaneous engagement.

  The transmission 70 engages one of the first and second brakes B1 and B2 and releases the other, and conversely releases one and engages the other, thereby reducing the speed reduction ratio 2. It is configured to be switched to a speed reduction stage. In other words, the transmission 70 is configured to change the magnitude of the power input from the second motor / generator MG2 and transmit it to the output member O via the carrier CA. In the example shown in the figure, when the first brake B1 is engaged and the second brake B2 is released, the gear becomes a high gear stage, and conversely, the second brake B2 is engaged and the first brake B1 is released. It becomes a low gear stage. When shifting from the low gear stage to the high gear stage or from the high gear stage to the low gear stage, shifting is performed by changing the grip between the first brake B1 and the second brake B2.

  The engagement device 12 may be any type of clutch that operates by hydraulic pressure or the like. For example, the engagement device 12 is a wet multi-plate clutch that operates by hydraulic pressure. Switching between the engaged state and the released state of the engagement device 12 may be realized by controlling the supply of hydraulic pressure from the oil pump 21 to the engagement device 12, or another oil pump (for example, an electric pump). Hydraulic pressure from may be used.

  The control unit 41 includes one or more arithmetic processing devices and a storage medium such as a RAM and a ROM for storing software (programs) and data. Each functional unit of the control unit 41 is configured such that a functional unit for performing various processes on input data is implemented by hardware and / or software using the arithmetic processing unit as a core member. Yes. The control unit 41 may be embodied as, for example, an EFI / ECU that controls the engine E in the in-vehicle state. The control unit 41 may be realized by a single ECU.

  The control unit 41 includes an engine E, a first inverter 32 of the first motor / generator MG1, a second inverter 33 of the second motor / generator MG2, a hydraulic control device 120 for switching control of the engagement device 12, and a speed change. An apparatus control hydraulic circuit 170 (more precisely, an electromagnetic switching valve, a sensor, etc. included therein) is connected. The control unit 41 controls these.

  The hybrid vehicle drive device 101 includes an electric travel mode and a split travel mode that can be switched. 3 and 4 are velocity diagrams showing the operating state of the planetary gear device P in each mode. In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” corresponding to the vertical axis indicates that the rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). is there. The interval between the vertical lines corresponding to each rotating element corresponds to the gear ratio λ of the planetary gear unit P (the gear ratio of the sun gear to the ring gear = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]). Yes. Each of the plurality of vertical lines arranged in parallel corresponds to each rotating element of the planetary gear device P. That is, “s”, “ca”, and “r” described below each vertical line correspond to the sun gear s, the carrier ca, and the ring gear r of the planetary gear device P, respectively.

  On the other hand, “E”, “I”, “MG1”, “MG2”, and “O” described above each vertical line are the engines E connected to the rotating elements of the planetary gear set P, This corresponds to the input member I, the first motor / generator MG1, the second motor / generator MG2, and the output member O. However, for the second motor / generator MG2 and the output member O, the output member O rotates at a predetermined speed ratio with respect to the second motor / generator MG2. For this reason, “MG2” is enclosed in parentheses and is shown above the vertical line. An arrow arranged adjacent to a point indicating the rotation speed of each rotating element indicates a direction of torque acting on each rotating element during traveling in each mode, and an upward arrow indicates a positive torque (in the positive direction). Torque), and a downward arrow represents negative torque (torque in the negative direction). “TE” is the engine torque TE transmitted from the engine E to the carrier ca, “T1” is the MG1 torque T1 transmitted from the first motor / generator MG1 to the sun gear s, and “T2” is the second motor / generator MG2. MG2 torque T2, “TO” transmitted from the ring gear r to the ring gear r indicates the running torque TO transmitted from the output member O (wheel W) side to the ring gear r. Hereinafter, the operation state of the drive device 101 of the hybrid vehicle will be described for each mode.

  In the split traveling mode, the clutch drive signal is turned ON by the control unit 41, and the engagement device 12 is controlled to be in the engaged state. Thereby, the rotation of the engine E is input to the planetary gear device P via the engine output shaft Eo and the input member I. In the split travel mode, the rotation of the engine E is distributed and transmitted to the first motor / generator MG1 and the output member O. That is, in the split traveling mode, the planetary gear device P functions to distribute the rotation of the engine E to the first motor / generator MG1 and the output member O. FIG. 3 is a velocity diagram showing the operating state of the planetary gear device P in the split travel mode. As shown in this figure, in the planetary gear device P, the carrier ca which is intermediate in the order of the rotation speed rotates integrally with the engine E. The rotation of the carrier ca is distributed to the sun gear s whose rotation is one end in the order of the rotation speed and the ring gear r which is the other end in the order of the rotation speed. The rotation distributed to the sun gear s is transmitted to the first motor / generator MG1. The rotation distributed to the ring gear r is transmitted to the wheel W via the output member O.

  During normal running of the vehicle in the split running mode, as shown in FIG. 3, the engine E is controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally in line with optimum fuel consumption characteristics). The engine torque TE in the positive direction corresponding to the control command from 41 is output, and this engine torque TE is transmitted to the carrier ca via the input member I. On the other hand, the first motor / generator MG1 outputs a negative MG1 torque T1. That is, the first motor / generator MG1 functions as a reaction force receiver that supports the reaction force of the engine torque TE, whereby the engine torque TE is distributed to the ring gear r on the output member O side.

  During normal travel of the vehicle in the split travel mode, the first motor / generator MG1 generates power by generating torque in the negative direction while rotating forward. Then, the second motor / generator MG2 consumes the electric power generated by the first motor / generator MG1 and performs powering, outputs the MG2 torque T2 in the positive direction, and is transmitted to the output member O. To assist. Further, when the vehicle is decelerated, the second motor / generator MG2 generates torque in the negative direction while rotating positively to perform regenerative braking to generate electric power.

  In the electric travel mode, the control unit 41 controls the clutch drive signal to be OFF and the engagement device 12 to be in the released state. Thereby, the engine E and the input member I are separated. In the electric travel mode, only the rotation of the second motor / generator MG2 is transmitted to the wheels W as a driving force source of the vehicle. That is, the electric travel mode is basically a mode in which the power of the battery 31 is consumed and the vehicle is traveled only by the rotation of the second motor / generator MG2. In this electric travel mode, the second motor / generator MG2 is controlled so as to output an appropriate rotational speed and MG2 torque T2 according to the vehicle required torque determined based on the vehicle speed, the throttle opening, and the like. That is, the second motor / generator MG2 resists the traveling torque TO corresponding to the traveling resistance acting on the output member O in the negative direction when the driving force in the direction of accelerating or cruising the vehicle is required. In order to accelerate the vehicle, the vehicle is powered while rotating in the positive direction and outputs the MG2 torque T2 in the positive direction. On the other hand, the second motor / generator MG2 resists the running torque TO corresponding to the inertial force of the vehicle acting on the output member O in the positive direction when the driving force in the direction of decelerating the vehicle is required. In order to decelerate the vehicle, regeneration (power generation) is performed while rotating in the positive direction, and MG2 torque T2 in the negative direction is output. This electric travel mode is also used when the vehicle is moved backward, and in this case, the rotation direction of the second motor / generator MG2 and the direction of the MG2 torque T2 are opposite to the above.

  In the electric travel mode, as described above, the engagement device 12 is in the released state, whereby the engine E and the carrier ca and the input member I of the planetary gear device P are disconnected. Therefore, in FIG. 4, “E” corresponding to the engine E is not described above the vertical line indicating the carrier ca, and only “I” corresponding to the input member I is described. The carrier ca has a rotational speed determined based on the rotational speed of the ring gear r determined in proportion to the vehicle speed and the rotational speed of the sun gear s (near zero rotation) equal to the rotational speed of the first motor / generator MG1. Will rotate. That is, as indicated by a thin solid line Q0 in FIG. 4, the sun gear s and the first motor / generator MG1 do not rotate, and the carrier ca rotates according to the rotation of the ring gear r.

  A thick broken line Q1 in FIG. 4 shows a diagram for the comparative example in which the engagement device 12 is engaged in the electric travel mode. That is, a thick broken line Q1 in FIG. 4 shows a diagram according to a comparative example in which the engagement device 12 does not exist. In such a comparative example, in the electric travel mode, the input member I and the carrier ca do not rotate, and the sun gear s and the first motor / generator MG1 rotate. This is because when the engine output shaft Eo of the engine E is connected to the input member I, the torque required to rotate the input member I and the carrier ca rotates the sun gear s and the first motor generator MG1. This is because the torque is significantly larger than the torque required for the operation. In such a comparative example, the sun gear s and the first motor / generator MG1 (first rotor Ro1), which have a significantly larger loss during rotation than the input member I and the carrier ca, rotate in the electric travel mode. There is a drawback that (electricity costs) deteriorates. On the other hand, in the present embodiment, as described above, since the engagement device 12 is in the released state in the electric travel mode, the loss during rotation is significantly smaller than that of the sun gear s and the first motor / generator MG1. Since the input member I and the carrier ca rotate, the fuel efficiency (electricity cost) is improved as compared with the comparative example.

  In the electric travel mode, the clutch drive signal is turned off by the control unit 41, the engagement device 12 is released, and the engine E is stopped. During traveling in the electric travel mode (when the engine E is stopped), the engagement device 12 is switched from the released state to the engaged state, and the engine E is started by the rotation of the first motor / generator MG1, thereby performing the electric travel. The mode is switched to the split travel mode.

  On the other hand, in the split travel mode, the clutch drive signal is turned ON by the control unit 41 and the engagement device 12 is engaged, and the engine E, the engine output shaft Eo, and the input member I are integrally rotated. At the time of traveling in the split traveling mode, the engagement device 12 is switched from the engaged state to the released state, and the vehicle required torque necessary for traveling of the vehicle is output to the second motor / generator MG2. Is switched to the electric travel mode.

  FIG. 5 is a flowchart showing an example of main processing executed by the control unit 41 of this embodiment. The processing routine shown in FIG. 5 may be repeatedly executed while, for example, the ignition switch of the vehicle is on. FIG. 6 is a velocity diagram for explaining the main processing in FIG.

  In step 500, it is determined whether or not the vehicle is in the split travel mode. If it is in the split travel mode, the process proceeds to step 502. When the split travel mode is not being performed (that is, when the electric travel mode is being performed), the processing of the current cycle is terminated as it is.

  In step 502, it is determined whether or not hydraulic pressure (hydraulic pressure from the oil pump 21) is simultaneously supplied to the first brake B1 and the second brake B2 of the transmission 70. Here, the hydraulic pressure is originally supplied to only one of the first brake B1 and the second brake B2 of the transmission 70. However, the hydraulic pressure may be supplied to both the first brake B1 and the second brake B2 at the same time due to some abnormality (failure). In this case, since the transmission 70 is locked, it is necessary to protect the transmission 70.

  Whether or not the hydraulic pressure is simultaneously supplied to the first brake B1 and the second brake B2 of the transmission 70 may be determined by an arbitrary method. For example, a sensor in the transmission control hydraulic circuit 170 ( For example, the determination may be made based on a hydraulic sensor or a hydraulic switch that detects or monitors the hydraulic pressure supplied to the hydraulic servo of the first brake B1 and the hydraulic servo of the second brake B2. Further, the state in which the hydraulic pressure is simultaneously supplied to the first brake B1 and the second brake B2 is detected by detecting the lock state of the transmission 70 caused thereby based on the decrease in the rotation speed of the output shaft. May be.

  When the hydraulic pressure is simultaneously supplied to the first brake B1 and the second brake B2 of the transmission 70, the process proceeds to step 504. In other cases, it is not necessary to protect the transmission 70. The processing of this cycle is finished as it is.

  In step 504, a release command is output to the hydraulic control device 120 for switching control of the engagement device 12. Thereby, the hydraulic pressure (engagement pressure) applied to the engagement device 12 is reduced, and a release state of the engagement device 12 is formed. Further, the supply of fuel to the engine E is stopped, and the engine E is shifted to a stopped state.

  In step 506, it is determined whether or not the process of reducing the rotation speed (O / P rotation speed) of the oil pump 21 can be started. Since the oil pump 21 is connected to the carrier ca as described above, the rotation speed of the oil pump 21 correlates with the rotation speed of the carrier ca. Therefore, reducing the rotational speed of the oil pump 21 is substantially equivalent to reducing the rotational speed of the carrier ca.

  Whether or not the process of reducing the rotation speed of the oil pump 21 can be started may be determined based on the state of transition from the engaged state of the engagement device 12 to the released state by the process of step 504. For example, it may be determined that the process of reducing the rotation speed of the oil pump 21 can be started when the engagement device 12 has completely shifted to the released state. Alternatively, in order to give priority to protecting the transmission 70 quickly, before the engagement device 12 reaches the disengaged state (that is, in the slip engagement state), a process of reducing the rotation speed of the oil pump 21 can be started. May be determined. For example, when the torque capacity of the engagement device 12 decreases to a predetermined torque capacity (O / P rotation speed reduction start torque capacity) greater than zero, it is determined that the process of reducing the rotation speed of the oil pump 21 can be started. May be. The O / P rotation speed reduction starting torque capacity may be determined in consideration of the influence of engine inertia in the slip engagement state, the heat capacity of the engagement device 12, and the like. The torque capacity (operation amount) of the engagement device 12 may be detected using, for example, a stroke sensor. In the case where the stroke sensor is not provided, the torque capacity of the engagement device 12 may be estimated based on the time from when the release command for the engagement device 12 is issued.

  If the process of reducing the rotation speed of the oil pump 21 can be started, the process proceeds to step 508. Otherwise, the process waits until it is determined that the process of reducing the rotation speed of the oil pump 21 can be started. Become.

  In step 508, the rotation speed of the oil pump 21 is rapidly reduced. Specifically, as indicated by Y1 in FIG. 6, the rotational speed of the first motor / generator MG1 is reduced with a steep slope. As a result, as shown in FIG. 6, the state is quickly changed from the state indicated by the solid line R0 to the state indicated by the solid line R1. In this way, when the rotational speed of the first motor / generator MG1 is rapidly reduced, the rotational speed of the carrier ca (and thus the rotational speed of the oil pump 21) is rapidly reduced.

  In step 508, the rotational speed of the first motor / generator MG1 is preferably rapidly reduced toward the predetermined rotational speed S1. As shown in FIG. 6, the predetermined rotation speed S1 corresponds to the rotation speed of the first motor / generator MG1 when the rotation speed of the carrier ca becomes the hydraulic pressure release rotation speed. The hydraulic pressure release rotational speed corresponds to the rotational speed of the carrier ca when the hydraulic pressure supply state (engaged state) to the first brake B1 and the second brake B2 of the transmission 70 is released. The predetermined rotation speed S1 may be set based on a hydraulic pressure release rotation speed adapted by a test or the like.

  In this step 508, the process of reducing the rotation speed of the oil pump 21 is started after the engagement device 12 is in the released state (or slip engagement state) by the process of step 506. Without being affected by inertia, the number of rotations of the first motor / generator MG1 can be rapidly reduced. Further, even when the process of reducing the rotational speed of the oil pump 21 is started after the torque capacity of the engagement device 12 is reduced to the O / P rotational speed reduction starting torque capacity, the influence of the inertia of the engine E is reduced. The rotational speed of the first motor / generator MG1 can be rapidly reduced.

  In step 510, it is determined whether or not the rotation speed of the carrier ca is equal to or lower than the hydraulic pressure release rotation speed. That is, it is determined whether or not the rotation speed of the first motor / generator MG1 is equal to or less than the predetermined rotation speed S1. This determination may be performed based on an output signal from a sensor (for example, a resolver or the like) that detects the rotational speed of the first motor / generator MG1 or a sensor that detects the rotational speed of the carrier ca. If the rotation speed of the carrier ca is equal to or lower than the hydraulic pressure release rotation speed, the process proceeds to step 512. Otherwise, the standby state is maintained until the rotation speed of the carrier ca is equal to or lower than the hydraulic pressure release rotation speed.

  In step 512, the rotational speed of the oil pump 21 is gently reduced in a manner that the rotational speed of the oil pump 21 is not negative (reverse). That is, as indicated by Y2 in FIG. 6, the rotational speed of the first motor / generator MG1 is reduced with a gentle gradient in such a manner that the rotational speed of the carrier ca does not become negative. Specifically, the rotational speed of the first motor / generator MG1 may be gradually reduced toward the predetermined rotational speed S2. As shown in FIG. 6, the predetermined rotational speed S2 may correspond to the rotational speed of the first motor / generator MG1 when the rotational speed of the carrier ca becomes substantially zero (a value slightly larger than zero). Accordingly, as shown in FIG. 6, the state is gradually changed from the state indicated by the solid line R1 to the state indicated by the solid line R2. Note that the processing of step 512 may be arbitrarily omitted. In this case, after the affirmative determination in step 510, the rotation speed of the first motor / generator MG1 may be controlled such that the rotation speed of the oil pump 21 is maintained at the hydraulic pressure release rotation speed.

  FIG. 7 is a timing chart related to the process shown in FIG. In order from the top, (A) the rotational speed of the first motor / generator MG1, (B) the torque of the first motor / generator MG1, (C) the rotational speed of the engine, (D) the rotational speed of the carrier ca (O / P rotational speed). ) And (E) A time series change of the clutch operation amount is shown. The clutch operation amount may be an engagement pressure, a transmission torque capacity, or the like.

  As shown in FIG. 7, at time t1, a state in which hydraulic pressure is simultaneously supplied to the first brake B1 and the second brake B2 of the transmission 70 is detected (affirmative determination in step 502 of FIG. 5). . Accordingly, a release command for the engagement device 12 is output at time t1, and the clutch operation amount of the engagement device 12 is reduced as shown in (E). Thereafter, as shown in (E), when the clutch operation amount of the engagement device 12 decreases below the clutch operation amount corresponding to the O / P rotation speed reduction start torque capacity at time t2, the rotation speed of the oil pump 21 is reached. Is determined to be able to start (affirmative determination in step 506 in FIG. 5). Accordingly, at time t2, as shown in (A), the rotational speed of the first motor / generator MG1 is rapidly reduced toward the predetermined rotational speed S1. Accordingly, as shown in (D), the rotation speed of the carrier ca is rapidly reduced toward the hydraulic pressure release rotation speed. At time t3, as shown in (D), when the rotation speed of the carrier ca reaches the hydraulic pressure release rotation speed, the hydraulic pressure is simultaneously supplied to the first brake B1 and the second brake B2 of the transmission 70. The state is released. In this way, the transmission 70 can be protected quickly and appropriately. From this time t3, as shown in (A), the reduction speed of the rotational speed of the first motor / generator MG1 is decreased. As a result, as shown in (D), the oil pump 21 is gradually shifted to a stopped state in such a manner that the oil pump 21 does not rotate negatively. In this way, the oil pump 21 is stopped while preventing reverse rotation of the oil pump 21.

  FIG. 8 is a skeleton diagram showing a configuration of a drive device 102 for a hybrid vehicle according to another embodiment (embodiment 2) of the present invention.

  The second embodiment is different from the first embodiment mainly in the transmission 72, and the other configurations may be the same. Specifically, in the above-described first embodiment, the transmission 70 shifts the output of the second motor / generator MG2. However, in the second embodiment, the transmission 72 is configured as a whole (of the engine E). The output and the output of the second motor / generator MG2 are shifted. In other words, the transmission 72 is configured to change the magnitude of the power input from the second motor / generator MG2 and the engine E and transmit it to the output member O via the carrier CA.

  The transmission 72 is connected between the output member O and the second motor / generator MG2. The transmission 72 has two or more shift stages and includes two or more clutches / brakes (actuating members) that are operated by a piston that is driven by hydraulic pressure from the oil pump 21. The transmission 72 may have any configuration as long as this condition is satisfied. In the illustrated example, the transmission 72 is a Ravigneaux type transmission. That is, the transmission 72 includes a gear train in which a carrier CA and a ring gear R of a set of single planetary gears and a set of double pinion planetary gears are shared. The sun gear S2 of the double pinion planetary gear portion of the transmission 72 is constituted by the second motor / generator output gear 13 and the ring gear r. That is, the output of the second motor / generator MG2 and the output of the engine E are input to the sun gear S2 of the transmission 72. The sun gear S1 of the single planetary gear portion of the transmission 72 is provided with a first brake B1 that selectively locks the rotation of the sun gear S1. The ring gear R of the transmission 72 is provided with a second brake B2 that selectively locks the rotation of the ring gear R. The oil pump 21 is connected to the first brake B1 and the second brake B2 via a transmission control hydraulic circuit 170 (FIG. 2). The first brake B1 and the second brake B2 are supplied with hydraulic pressure from the oil pump 21 via the transmission control hydraulic circuit 170. The transmission control hydraulic circuit 170 includes a switching valve (not shown) that selectively switches the supply / cutoff state of the hydraulic pressure for each of the first brake B1 and the second brake B2. The transmission control hydraulic circuit 170 may include a dedicated valve for preventing simultaneous engagement.

  As in the first embodiment, the transmission 72 engages one of the first and second brakes B1 and B2 and releases the other, and conversely releases one and engages the other. Thus, it is configured to be switched to two speed reduction stages having different speed reduction ratios. In other words, the transmission 72 is configured to change the magnitude of the power input from the engine E and the second motor / generator MG2 and transmit it to the output member O via the carrier CA.

  Also in the second embodiment, when the hydraulic pressure is simultaneously supplied to the brake B and the clutch C of the transmission device 72 by the failure, the same processing as the above-described first embodiment (for example, the processing after step 504 in FIG. 6) is executed. The As a result, when the hydraulic pressure is simultaneously supplied to the brake B and the clutch C of the transmission device 72 by the failure, the transmission device 72 can be protected quickly and appropriately as in the first embodiment.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above description, the mechanical configuration and electrical system configuration of each part of the drive device 1 of the hybrid vehicle have been described with reference to FIG. 1 and FIG. 2, but the configuration can be changed in various ways. For example, the first motor / generator MG1 may be disposed on the engine E side with respect to the planetary gear device P. The oil pump 21 may be disposed between the output member O and the engagement device 12 in the axial direction of the input member I. Further, the planetary gear device P may be configured by a single double-pinion type planetary gear mechanism, or may be configured by combining a plurality of single-pinion type or double-pinion type planetary gear mechanisms. Further, as the differential gear device, a differential gear device using a plurality of bevel gears meshing with each other may be used instead of the planetary gear device P. In the illustrated example, regarding the three rotating elements of the planetary gear device P, the first motor / generator MG1 is connected to the sun gear s, the input member I is connected to the carrier ca, the output member O and the second gear G are connected to the ring gear r. Although the motor / generator MG2 is connected, the connection relationship of the three rotating elements of the planetary gear unit P can be changed as appropriate.

  In the above-described embodiment, a one-way clutch may be provided between the input member I and a casing (not shown). The one-way clutch becomes free when the engine E rotates in the forward direction, and locks when the input member I tries to rotate the engine E in the reverse direction. The one-way clutch may be realized by a brake. When such a one-way clutch is provided, since the reverse rotation of the oil pump 21 does not occur, for example, in the process of step 508 in FIG. 5, the rotational speed of the oil pump 21 is controlled by controlling the rotational speed of the first motor / generator MG1. May be rapidly reduced toward zero. In this case, the process of step 512 in FIG. 5 may be omitted.

DESCRIPTION OF SYMBOLS 101,102 Hybrid vehicle drive device 12 Engagement device 21 Oil pump 41 Control unit 70,72 Transmission E Engine I Input member O Output member MG1 First motor / generator (first rotating electrical machine)
MG2 Second motor / generator (second rotating electrical machine)
P planetary gear unit (differential gear unit)
s sun gear ca carrier r ring gear W wheels B, B1, B2 brake C clutch S sun gear CA carrier R ring gear

Claims (3)

An input member connected to the engine;
The first rotating electrical machine,
A second rotating electrical machine,
An output member connected to the wheel;
A differential including a first rotating element connected to the first rotating electric machine, a second rotating element connected to the input member, and a third rotating element connected to the output member and the second rotating electric machine. A gear device;
An engagement device that connects the input member and the engine when in an engaged state, and disconnects the engine from the input member when in a released state;
An oil pump connected to the second rotating element;
Two or more actuating members connected between the output member and the second rotating electrical machine, having two or more shift stages, and actuated by hydraulic pressure from the oil pump. A transmission comprising an actuating member,
A control device,
When the engagement device is in the engaged state, the control device is configured to perform a combination of two or more operation members that should not be supplied among the two or more operation members of the transmission. When oil pressure is simultaneously supplied from the oil pump, the engagement device is switched from the engagement state to the release state, and in the release state of the engagement device formed by this switching, the rotation speed of the input member becomes zero. The hybrid vehicle drive device is characterized in that the state of simultaneous supply of hydraulic pressure to the combination of the two or more actuating members is released by changing the rotational speed of the first rotating electrical machine in the direction as follows.   2. The drive device for a hybrid vehicle according to claim 1, wherein the control device starts changing the number of rotations of the first rotating electrical machine from a slip engagement state before the engagement device reaches a released state.   3. The control device according to claim 1, wherein the control device changes the rotation speed of the first rotating electrical machine with a first change gradient and then changes the rotation speed with a second change gradient that is smaller than the first change gradient. Hybrid vehicle drive device.

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