JP2013203382A - Drive control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device of a hybrid vehicle which drives an oil pump during electric motor traveling with an engine stopped.SOLUTION: A brake BK is slipped during regeneration in electric motor traveling in an EV-2 mode where a clutch CL and the brake BK are engaged. Therefore, an output shaft of an engine 12 can be rotated by a first electric motor MG1 and/or a second electric motor MG2, and an oil pump 32 can be driven. Thereby, a first planetary gear device 14 and a second planetary gear device 16 can be lubricated, and the first electric motor MG1 and the second electric motor MG2 can be cooled even during the electric motor traveling by driving the oil pump 32 during the electric motor traveling.

Description

  The present invention relates to an improvement in a drive control device for a hybrid vehicle.

  For example, as shown in Patent Document 1, a first rotating element connected to a first electric motor, a second rotating element connected to an engine, and an output rotating member connected to the second electric motor via a two-stage reduction gear. A normal first electric motor drive capable of running using a second electric motor as a drive source, and a differential mechanism having a third rotary element coupled to each other and a crankshaft lock device for restraining rotation of the crankshaft of the engine In addition to the mode, there is known a hybrid vehicle capable of obtaining a second electric motor traveling mode in which both the first electric motor and the second electric motor can be used as a driving source.

JP 2008-265600 A

  In contrast, a first differential mechanism including a first rotating element coupled to the first electric motor, a second rotating element coupled to the engine, and a third rotating element coupled to the output rotating member, A first rotating element, a second rotating element, and a third rotating element connected to the two electric motors, and one of the second rotating element and the third rotating element is a third rotating element in the first differential mechanism; A second differential mechanism coupled to the clutch, a clutch that selectively couples the rotating element in the first differential mechanism and the rotating element in the second differential mechanism, and the rotating element in the second differential mechanism A hybrid vehicle that includes a brake that is selectively connected to a non-rotating member and that can travel in a plurality of travel modes in motor travel and hybrid travel can be considered. In this hybrid vehicle, an oil pump (mechanical oil pump) is connected to the output shaft of the engine.

  By the way, when the hybrid vehicle capable of traveling in a plurality of traveling modes as described above travels with the engine stopped as in electric motor traveling (EV traveling) by an electric motor, the output shaft of the engine does not rotate and the oil pump does not rotate. Since it is not driven, there is a problem that the first differential mechanism and the second differential mechanism are insufficiently lubricated, the first motor and the second motor are insufficiently cooled, and the EV travel distance is limited and the motor output is limited. .

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a drive control device for a hybrid vehicle that drives an oil pump when the motor travels with the engine stopped. It is in.

  In order to achieve such an object, the gist of the present invention is that: (a) a first differential mechanism and a second differential mechanism having four rotating elements as a whole, and coupling to these four rotating elements, respectively; An engine, a first electric motor, a second electric motor, and an output rotating member, and an oil pump coupled to an output shaft of the engine, and (b) one of the four rotating elements is The rotating element of the first differential mechanism and the rotating element of the second differential mechanism are selectively coupled via a clutch, and (c) the first differential mechanism or the first differential object to be engaged by the clutch 2. A drive control device for a hybrid vehicle in which a rotating element of a differential mechanism is selectively connected to a non-rotating member via a brake, and (d) an electric motor in which the clutch and the brake are engaged When driving, the clutch and / or Or slipping the brake.

  According to the hybrid vehicle drive control device of the present invention, the clutch and / or the brake are slid when the motor is engaged with the clutch and the brake being engaged, so that at least the output of the engine by the first motor is achieved. The shaft can be driven to rotate, and the oil pump can be driven. As a result, the oil pump is driven when the motor is running, so that the lubrication to the first differential mechanism and the second differential mechanism and the cooling of the first motor and the second motor are performed even when the motor is running. It becomes possible.

  Here, preferably, the oil pump is rotationally driven by the first electric motor and / or the second electric motor so as to have a rotational speed that increases in accordance with the oil temperature. Is necessary and sufficient to reduce power loss as much as possible.

  Preferably, the clutch and / or the brake is slipped continuously or intermittently, so that the durability of the brake is maintained.

  Preferably, the period or the slip period when the slip is periodically performed is changed according to the oil temperature so as to minimize the slip within a range where the lubricating oil discharged from the oil pump is obtained. As a result, slippage of the clutch and / or the brake and wear due thereto are suppressed as much as possible, power loss is reduced as much as possible, and durability of the clutch and / or the brake is maintained.

  Preferably, the first differential mechanism includes a first rotation element connected to the first electric motor, a second rotation element connected to the engine, and a third rotation connected to the output rotation member. The second differential mechanism includes a first rotating element, a second rotating element, and a third rotating element connected to the second electric motor, and the second rotating element and the third rotating element. Any one of the rotating elements is connected to a third rotating element in the first differential mechanism, and the clutch includes a second rotating element in the first differential mechanism and a second differential element in the second differential mechanism. Of the second rotating element and the third rotating element, the rotating element that is not connected to the third rotating element in the first differential mechanism is selectively engaged, and the brake is the second rotating element. Second rotating element and third rotating element in differential mechanism The out said rotating element of which is not connected to the third rotating element of the first differential mechanism, in which selectively engaging to said non-rotating member. Even if it does in this way, the same effect as the 1st invention is acquired.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device to which the present invention is preferably applied. It is a figure explaining the principal part of the control system provided in order to control the drive of the drive device of FIG. FIG. 2 is an engagement table showing clutch and brake engagement states in each of five types of travel modes established in the drive device of FIG. 1. FIG. FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the rotary elements on a straight line in the drive device of FIG. 1, and corresponds to the EV-1 mode and the HV-1 mode of FIG. 3. FIG. 4 is a collinear diagram that can represent the relative relationship of the rotation speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to the EV-2 mode of FIG. 3. FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on the straight line in the drive device of FIG. 1, corresponding to the HV-2 mode of FIG. 3. FIG. 4 is a collinear diagram that can represent the relative relationship between the rotational speeds of the rotating elements on the straight line in the drive device of FIG. 1, and corresponds to the HV-3 mode of FIG. 3. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 2 was equipped. FIG. 9 is a collinear diagram illustrating a control operation of the oil pump drive control unit in FIG. 8, showing a state where the brake is half-engaged. 3 is a flowchart for explaining a main part of a control operation for driving an oil pump during regeneration in EV-2 mode traveling by the electronic control device of FIG. 2. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of the other Example applied to the drive device for hybrid vehicles of FIG. 1 was equipped. FIG. 12 is a collinear diagram illustrating a control operation of the oil pump drive control unit in FIG. 11, showing a state where the clutch is half-engaged. It is a flowchart explaining the principal part of the control action which drives an oil pump at the time of the regeneration in EV-2 mode driving | running | working by the electronic controller of FIG. It is a skeleton diagram explaining the composition of the other hybrid vehicle drive device to which the present invention is applied suitably. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is a skeleton diagram explaining the composition of still another hybrid vehicle drive device to which the present invention is preferably applied. It is an alignment chart explaining the structure and operation | movement of another hybrid vehicle drive device with which this invention is applied suitably. It is an alignment chart explaining the structure and operation | movement of another hybrid vehicle drive device with which this invention is applied suitably. It is an alignment chart explaining the structure and operation | movement of another hybrid vehicle drive device with which this invention is applied suitably.

  In the present invention, the first differential mechanism and the second differential mechanism have four rotating elements as a whole in a state where the clutch is engaged. Preferably, in a configuration including another clutch in addition to the clutch between elements of the first differential mechanism and the second differential mechanism, the first differential mechanism and the second differential mechanism are: In the state in which the plurality of clutches are engaged, there are four rotating elements as a whole. In other words, the present invention relates to a first differential mechanism and a second differential mechanism that are represented as four rotating elements on the nomographic chart, an engine connected to each of the four rotating elements, a first electric motor, A second electric motor, and an output rotating member, wherein one of the four rotating elements includes a rotating element of the first differential mechanism and a rotating element of the second differential mechanism via a clutch. A hybrid vehicle that is selectively connected and a rotating element of the first differential mechanism or the second differential mechanism that is to be engaged by the clutch is selectively connected to a non-rotating member via a brake. It is suitably applied to the drive control apparatus.

  The clutch and the brake are preferably hydraulic engagement devices whose engagement state is controlled (engaged or released) according to the hydraulic pressure, for example, a wet multi-plate friction engagement device. However, a meshing engagement device, that is, a so-called dog clutch (meshing clutch) may be used. Alternatively, the engagement state may be controlled (engaged or released) according to an electrical command, such as an electromagnetic clutch or a magnetic powder clutch.

  In the drive device to which the present invention is applied, one of a plurality of travel modes is selectively established according to the engagement state of the clutch and the brake. Preferably, the operation of the engine is stopped and the brake is engaged and the clutch is released in an EV traveling mode in which at least one of the first electric motor and the second electric motor is used as a driving source for traveling. Thus, the EV-1 mode is established, and the EV-2 mode is established by engaging both the brake and the clutch. In the hybrid travel mode in which the engine is driven and the first electric motor and the second electric motor drive or generate electric power as required, the brake is engaged and the clutch is released, so that HV-1 The HV-2 mode is established when the brake is released and the clutch is engaged, and the HV-3 mode is established when both the brake and the clutch are released.

  In the present invention, preferably, in the collinear diagram of each rotating element in each of the first differential mechanism and the second differential mechanism when the clutch is engaged and the brake is released. The arrangement order indicates the first rotation in the first differential mechanism when the rotation speeds corresponding to the second rotation element and the third rotation element in each of the first differential mechanism and the second differential mechanism are superimposed. An element, a first rotating element in the second differential mechanism, a second rotating element in the first differential mechanism, a second rotating element in the second differential mechanism, a third rotating element in the first differential mechanism, and a second rotating element. It is the order of the 3rd rotation element in 2 differential mechanisms.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings used for the following description, the dimensional ratios and the like of each part are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating the configuration of a hybrid vehicle drive device 10 (hereinafter simply referred to as drive device 10) to which the present invention is preferably applied. As shown in FIG. 1, the drive device 10 of the present embodiment is a device for horizontal use that is preferably used in, for example, an FF (front engine front wheel drive) type vehicle and the like, and an engine 12, which is a main power source, The first electric motor MG1, the second electric motor MG2, the first planetary gear device 14 as a first differential mechanism, and the second planetary gear device 16 as a second differential mechanism are provided on a common central axis CE. ing. The drive device 10 is configured substantially symmetrically with respect to the center axis CE, and in FIG. 1, the lower half of the center line is omitted. The same applies to each of the following embodiments.

  The engine 12 is, for example, an internal combustion engine such as a gasoline engine that generates driving force by combustion of fuel such as gasoline injected in a cylinder. The first electric motor MG1 and the second electric motor MG2 are preferably so-called motor generators each having a function as a motor (engine) for generating a driving force and a generator (generator) for generating a reaction force. The stators (stator) 18 and 22 are fixed to a housing (case) 26 which is a non-rotating member, and rotors (rotors) 20 and 24 are provided on the inner peripheral sides of the stators 18 and 22. ing.

  The first planetary gear unit 14 is a single pinion type planetary gear unit having a gear ratio ρ1, and is a carrier as a second rotation element that supports the sun gear S1 and the pinion gear P1 as the first rotation element so as to be capable of rotating and revolving. A ring gear R1 as a third rotation element that meshes with the sun gear S1 via C1 and the pinion gear P1 is provided as a rotation element (element). The second planetary gear device 16 is a single pinion type planetary gear device having a gear ratio of ρ2, and is a carrier as a second rotating element that supports the sun gear S2 and the pinion gear P2 as the first rotating element so as to be capable of rotating and revolving. A ring gear R2 as a third rotating element that meshes with the sun gear S2 via C2 and the pinion gear P2 is provided as a rotating element (element).

  The sun gear S1 of the first planetary gear unit 14 is connected to the rotor 20 of the first electric motor MG1. The carrier C1 of the first planetary gear device 14 is connected to an input shaft 28 that is rotated integrally with the crankshaft of the engine 12. The input shaft 28 is centered on the central axis CE. In the following embodiments, the direction of the central axis of the central axis CE is referred to as an axial direction (axial direction) unless otherwise distinguished. The ring gear R1 of the first planetary gear device 14 is connected to the output gear 30 that is an output rotating member, and is also connected to the ring gear R2 of the second planetary gear device 16. The sun gear S2 of the second planetary gear device 16 is connected to the rotor 24 of the second electric motor MG2.

  The driving force output from the output gear 30 is transmitted to a pair of left and right drive wheels (not shown) via a differential gear device (not shown) and an axle. On the other hand, torque input to the drive wheels from the road surface of the vehicle is transmitted (input) from the output gear 30 to the drive device 10 via the differential gear device and the axle. A mechanical oil pump 32 such as a gear pump or a vane pump is connected to an end of the input shaft 28 opposite to the engine 12, and a source pressure of a hydraulic control circuit 60 or the like to be described later with the driving of the engine 12. The hydraulic pressure is output.

  The carrier C1 of the first planetary gear unit 14 and the carrier C2 of the second planetary gear unit 16 are selectively engaged between the carriers C1 and C2 (disconnection between the carriers C1 and C2). A clutch CL is provided. A brake BK for selectively engaging (fixing) the carrier C2 with the housing 26 is provided between the carrier C2 of the second planetary gear device 16 and the housing 26 which is a non-rotating member. The clutch CL and the brake BK are preferably hydraulic engagement devices whose engagement states are controlled (engaged or released) according to the hydraulic pressure supplied from the hydraulic control circuit 60. For example, a wet multi-plate friction engagement device or the like is preferably used, but a meshing engagement device, that is, a so-called dog clutch (meshing clutch) may be used. Furthermore, an engagement state may be controlled (engaged or released) according to an electrical command supplied from the electronic control device 40, such as an electromagnetic clutch or a magnetic powder clutch.

  As shown in FIG. 1, in the drive device 10, the first planetary gear device 14 and the second planetary gear device 16 are arranged coaxially with the input shaft 28 (on the central axis CE), and the central shaft It arrange | positions in the position which opposes in the axial direction of CE. That is, the first planetary gear device 14 is disposed on the engine 12 side with respect to the second planetary gear device 16 with respect to the axial direction of the central axis CE. With respect to the axial direction of the central axis CE, the first electric motor MG1 is disposed on the engine 12 side with respect to the first planetary gear unit 14. With respect to the axial direction of the central axis CE, the second electric motor MG1 is disposed on the opposite side of the engine 12 with respect to the second planetary gear device 16. That is, the first electric motor MG1 and the second electric motor MG2 are arranged at positions facing each other with the first planetary gear device 14 and the second planetary gear device 16 interposed therebetween with respect to the axial direction of the central axis CE. That is, in the drive device 10, in the axial direction of the central axis CE, the first electric motor MG1, the first planetary gear device 14, the clutch CL, the second planetary gear device 16, the brake BK, and the second electric motor MG2 from the engine 12 side. In order, these components are arranged on the same axis.

  FIG. 2 is a diagram for explaining a main part of a control system provided in the driving device 10 in order to control driving of the driving device 10. The electronic control unit 40 shown in FIG. 2 includes a CPU, a ROM, a RAM, an input / output interface, and the like, and executes signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. The microcomputer is a so-called microcomputer, and executes various controls related to driving of the drive device 10 including drive control of the engine 12 and hybrid drive control related to the first electric motor MG1 and the second electric motor MG2. That is, in this embodiment, the electronic control device 40 corresponds to a drive control device for a hybrid vehicle to which the drive device 10 is applied. The electronic control device 40 is configured as an individual control device for each control as necessary, such as for output control of the engine 12 and operation control of the first electric motor MG1 and the second electric motor MG2.

As shown in FIG. 2, the electronic control device 40 is configured to be supplied with various signals from sensors, switches, and the like provided in each part of the driving device 10. That is, a driver's output request is made by the operation position signal Sh output from the shift operating device 41 in response to a manual operation to a parking position, neutral position, forward travel position, reverse travel position, etc., and the accelerator opening sensor 42. signal representing the accelerator opening a _CC is an operation amount of an accelerator pedal (not shown) corresponding to the amount, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 12 by the engine rotational speed sensor 44, the MG1 rotational speed sensor 46 A signal representing the rotational speed N MG1 of the first electric motor _MG1 , a signal representing the rotational speed N _MG2 of the second electric motor MG2 by the MG2 rotational speed sensor 48, and a rotational speed N of the output gear 30 corresponding to the vehicle speed V by the output rotational speed sensor 50 signal representing the _OUT, each car in the driving device 10 by the wheel speed sensors 52 Signals representing the respective speeds N _W, and the battery SOC sensor battery charge capacity (not shown) by 54 signals representing the (state of charge) SOC, the temperature of the lubricating oil in the housing 26 detected by the T / M oil temperature sensor 55 the To And the like are supplied to the electronic control unit 40, respectively.

The electronic control device 40 is configured to output an operation command to each part of the drive device 10. That is, as an engine output control command for controlling the output of the engine 12, a fuel injection amount signal for controlling a fuel supply amount to an intake pipe or the like by the fuel injection device, and an ignition timing (ignition timing) of the engine 12 by the ignition device are commanded. An ignition signal and an electronic throttle valve drive signal supplied to the throttle actuator for operating the throttle valve opening θ _TH of the electronic throttle valve are output to the engine control device 56 that controls the output of the engine 12. A command signal commanding the operation of the first motor MG1 and the second motor MG2 is output to the inverter 58, and electric energy corresponding to the command signal is transmitted from the battery to the first motor MG1 and the second motor MG2 via the inverter 58. The output (torque) of the first electric motor MG1 and the second electric motor MG2 is controlled by being supplied. Electric energy generated by the first electric motor MG1 and the second electric motor MG2 is supplied to the battery via the inverter 58 and stored in the battery. A command signal for controlling the engagement state of the clutch CL and the brake BK is supplied to an electromagnetic control valve such as a linear solenoid valve provided in the hydraulic control circuit 60, and the hydraulic pressure output from the electromagnetic control valve is controlled. The engagement state of the clutch CL and the brake BK is controlled.

  The drive device 10 functions as an electric differential unit that controls the differential state between the input rotation speed and the output rotation speed by controlling the operation state via the first electric motor MG1 and the second electric motor MG2. For example, the electric energy generated by the first electric motor MG1 is supplied to the battery and the second electric motor MG2 via the inverter 58. As a result, the main part of the power of the engine 12 is mechanically transmitted to the output gear 30, while a part of the power is consumed for power generation by the first electric motor MG 1 and is converted into electric energy there. The electric energy is supplied to the second electric motor MG2. Then, the second electric motor MG2 is driven and the power output from the second electric motor MG2 is transmitted to the output gear 30. An electric path from conversion of part of the power of the engine 12 to electric energy and conversion of the electric energy into mechanical energy by a device related to the generation of the electric energy until it is consumed in the second electric motor MG2 Composed.

  In the hybrid vehicle to which the drive device 10 configured as described above is applied, depending on the drive state of the engine 12, the first electric motor MG1, and the second electric motor MG2, the engagement state of the clutch CL, the brake BK, and the like. Any one of the plurality of travel modes is selectively established. FIG. 3 is an engagement table showing the engagement states of the clutch CL and the brake BK in each of the five types of travel modes established in the drive device 10, with the engagement indicated by “◯” and the release indicated by a blank. Yes. In the traveling modes “EV-1 mode” and “EV-2 mode” shown in FIG. 3, the operation of the engine 12 is stopped and at least one of the first electric motor MG1 and the second electric motor MG2 is used for traveling. This is an EV travel mode (motor travel mode) used as a drive source. The “HV-1 mode”, “HV-2 mode”, and “HV-3 mode” are all driven by the first electric motor MG1 and the second electric motor MG2 while driving the engine 12 as a driving source for traveling, for example. This is a hybrid travel mode (engine travel mode) in which driving or power generation is performed accordingly. In this hybrid travel mode, a reaction force may be generated by at least one of the first electric motor MG1 and the second electric motor MG2, or may be idled in an unloaded state.

  As shown in FIG. 3, in the driving device 10, the operation of the engine 12 is stopped, and in the EV traveling mode in which at least one of the first electric motor MG <b> 1 and the second electric motor MG <b> 2 is used as a driving source for traveling, the brake BK Is engaged and the clutch CL is released to establish the EV-1 mode (travel mode 1), and the brake BK and the clutch CL are both engaged to establish the EV-2 mode (travel mode 2). Be made. In the hybrid traveling mode in which the engine 12 is driven as a driving source for traveling, for example, and the first electric motor MG1 and the second electric motor MG2 are driven or generated as necessary, the brake BK is engaged and the clutch CL is engaged. When released, the HV-1 mode (travel mode 3) is released, and when the brake BK is released and the clutch CL is engaged, the HV-2 mode (travel mode 4) is set, and both the brake BK and the clutch CL are set. The HV-3 mode (travel mode 5) is established by being released.

  4 to 7 show the rotational speeds of the rotating elements in the driving device 10 (the first planetary gear device 14 and the second planetary gear device 16) that have different coupling states depending on the engagement states of the clutch CL and the brake BK. Is a collinear diagram that can represent the relative relationship of the first planetary gear device 14 and the second planetary gear device 16 in the horizontal axis direction, and shows the relative relationship of the gear ratio ρ in the vertical axis direction. It is a two-dimensional coordinate which shows a relative rotational speed. Respective rotation speeds are represented with the rotation direction of the output gear 30 when the vehicle moves forward as the positive direction (positive rotation). A horizontal line X1 indicates zero rotation speed. In the vertical lines Y1 to Y4, in order from the left, the solid line Y1 is the sun gear S1 (first electric motor MG1) of the first planetary gear unit 14, the broken line Y2 is the sun gear S2 (second electric motor MG2) of the second planetary gear unit 16, and the solid line Y3. Is the carrier C1 (engine 12) of the first planetary gear unit 14, the broken line Y3 'is the carrier C2 of the second planetary gear unit 16, the solid line Y4 is the ring gear R1 (output gear 30) of the first planetary gear unit 14, and the broken line Y4'. Represents the relative rotational speeds of the ring gears R2 of the second planetary gear unit 16. 4 to 7, vertical lines Y3 and Y3 ′ and vertical lines Y4 and Y4 ′ are overlaid. Here, since the ring gears R1 and R2 are connected to each other, the relative rotational speeds of the ring gears R1 and R2 indicated by the vertical lines Y4 and Y4 ′ are equal.

  4 to 7, the relative rotational speeds of the three rotating elements in the first planetary gear unit 14 are indicated by a solid line L1, and the relative rotational speeds of the three rotating elements in the second planetary gear unit 16 are indicated by a broken line L2. Respectively. The intervals between the vertical lines Y1 to Y4 (Y2 to Y4 ′) are determined according to the gear ratios ρ1 and ρ2 of the first planetary gear device 14 and the second planetary gear device 16. That is, regarding the vertical lines Y1, Y3, Y4 corresponding to the three rotating elements in the first planetary gear device 14, the distance between the sun gear S1 and the carrier C1 corresponds to 1, and the distance between the carrier C1 and the ring gear R1. Corresponds to ρ1. Regarding the vertical lines Y2, Y3 ', Y4' corresponding to the three rotating elements in the second planetary gear device 16, the space between the sun gear S2 and the carrier C2 corresponds to 1, and the space between the carrier C2 and the ring gear R2 Corresponds to ρ2. That is, in the drive device 10, the gear ratio ρ2 of the second planetary gear device 16 is preferably larger than the gear ratio ρ1 of the first planetary gear device 14 (ρ2> ρ1). Hereinafter, each traveling mode in the drive device 10 will be described with reference to FIGS. 4 to 7.

  The “EV-1 mode” shown in FIG. 3 corresponds to the first electric motor traveling mode in the drive device 10, and preferably the operation of the engine 12 is stopped and the second electric motor MG2 is used for traveling. This is an EV traveling mode used as a driving source for the vehicle. FIG. 4 is a collinear diagram corresponding to the EV-1 mode. If described using this collinear diagram, the carrier C1 and the second planet of the first planetary gear unit 14 are released by releasing the clutch CL. The gear device 16 can rotate relative to the carrier C2. By engaging the brake BK, the carrier C2 of the second planetary gear device 16 is connected (fixed) to the housing 26, which is a non-rotating member, and its rotational speed is zero. In the EV-1 mode, in the second planetary gear device 16, the rotation direction and the rotation direction of the sun gear S2 are opposite to each other, and negative torque (torque in the negative direction) is output by the second electric motor MG2. The torque causes the ring gear R2, that is, the output gear 30, to rotate in the positive direction. That is, by outputting negative torque by the second electric motor MG2, the hybrid vehicle to which the drive device 10 is applied can travel forward. In this case, the first electric motor MG1 is idled. In the EV-1 mode, the relative rotation of the clutches C1 and C2 is allowed, and the EV (electric) traveling in a vehicle equipped with a so-called THS (Toyota Hybrid System) in which the clutch C2 is connected to a non-rotating member is performed. The forward or reverse EV traveling control by the second electric motor MG2 can be performed.

  The “EV-2 mode” shown in FIG. 3 corresponds to the second electric motor travel mode in the drive device 10, and preferably the operation of the engine 12 is stopped and the first electric motor MG1 and the second electric motor MG1 are operated. This is an EV traveling mode in which at least one of the electric motors MG2 is used as a driving source for traveling. FIG. 5 is a collinear diagram corresponding to the EV-2 mode. If described using this collinear diagram, the carrier C1 and the second planetary gear device 14 of the first planetary gear unit 14 are engaged by engaging the clutch CL. The planetary gear device 16 cannot be rotated relative to the carrier C2. Further, when the brake BK is engaged, the carrier C2 of the second planetary gear device 16 and the carrier C1 of the first planetary gear device 14 engaged with the carrier C2 are connected to the housing 26 which is a non-rotating member. (Fixed) and the rotation speed is zero. In the EV-2 mode, the rotation direction of the sun gear S1 is opposite to the rotation direction of the ring gear R1 in the first planetary gear device 14, and the rotation direction of the sun gear S2 and the ring gear are reversed in the second planetary gear device 16. The direction of rotation of R2 is the opposite direction. That is, when negative torque (torque in the negative direction) is output by the first electric motor MG1 to the second electric motor MG2, the ring gears R1 and R2, that is, the output gear 30 are rotated in the positive direction by the torque. That is, the hybrid vehicle to which the drive device 10 is applied can be moved forward or backward by at least one of the first electric motor MG1 and the second electric motor MG2.

  In the EV-2 mode, a mode in which power generation is performed by at least one of the first electric motor MG1 and the second electric motor MG2 can be established. In this form, it becomes possible to share and generate driving force (torque) for traveling by one or both of the first motor MG1 and the second motor MG2, and each motor can be operated at an efficient operating point. In addition, it is possible to run to ease restrictions such as torque limitation due to heat. Furthermore, it is possible to idle one or both of the first electric motor MG1 and the second electric motor MG2 when power generation by regeneration is not allowed, such as when the battery is fully charged. That is, in the EV-2 mode, it is possible to perform EV traveling under a wide range of traveling conditions, or to perform EV traveling continuously for a long time. Therefore, the EV-2 mode is suitably employed in a hybrid vehicle having a high ratio of performing EV traveling, such as a plug-in hybrid vehicle.

  The “HV-1 mode” shown in FIG. 3 corresponds to the first engine (hybrid) travel mode in the drive device 10, and is preferably used as a travel drive source when the engine 12 is driven. In addition, this is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary. The collinear diagram of FIG. 4 also corresponds to the HV-1 mode. If described using this collinear diagram, the carrier C1 and the first planetary gear unit 14 of the first planetary gear unit 14 are released by releasing the clutch CL. The two planetary gear unit 16 can rotate relative to the carrier C2. By engaging the brake BK, the carrier C2 of the second planetary gear device 16 is connected (fixed) to the housing 26, which is a non-rotating member, and its rotational speed is zero. In the HV-1 mode, the engine 12 is driven, and the output gear 30 is rotated by the output torque. At this time, in the first planetary gear device 14, reaction force torque is output by the first electric motor MG <b> 1, whereby transmission from the engine 12 to the output gear 30 is enabled. In the second planetary gear device 16, the rotation direction of the sun gear S2 and the rotation direction of the ring gear R2 are opposite because the brake BK is engaged. That is, when negative torque (negative direction torque) is output by the second electric motor MG2, the ring gears R1 and R2, that is, the output gear 30 are rotated in the positive direction by the torque.

  The “HV-2 mode” shown in FIG. 3 corresponds to the second engine (hybrid) travel mode in the drive device 10, and is preferably used as a travel drive source when the engine 12 is driven. In addition, this is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary. FIG. 6 is a collinear diagram corresponding to the HV-2 mode. If described using this collinear diagram, the carrier C1 and the second planetary gear device 14 of the first planetary gear unit 14 are engaged by engaging the clutch CL. The planetary gear device 16 is not allowed to rotate relative to the carrier C2, and operates as one rotating element that rotates the carriers C1 and C2 integrally. Since the ring gears R1 and R2 are connected to each other, the ring gears R1 and R2 operate as one rotating element that is rotated integrally. That is, in the HV-2 mode, the rotating elements in the first planetary gear device 14 and the second planetary gear device 16 in the driving device 10 function as a differential mechanism including four rotating elements as a whole. That is, four gears in order from the left in FIG. 6 are the sun gear S1 (first electric motor MG1), the sun gear S2 (second electric motor MG2), the carriers C1 and C2 (engine 12) connected to each other, A composite split mode is obtained in which ring gears R1 and R2 (output gear 30) connected to each other are connected in this order.

  As shown in FIG. 6, in the HV-2 mode, the arrangement order of the rotating elements in the first planetary gear device 14 and the second planetary gear device 16 is preferably the sun gear S1 indicated by the vertical line Y1. The sun gear S2 indicated by the vertical line Y2, the carriers C1 and C2 indicated by the vertical line Y3 (Y3 ′), and the ring gears R1 and R2 indicated by the vertical line Y4 (Y4 ′) are arranged in this order. The gear ratios ρ1 and ρ2 of the first planetary gear device 14 and the second planetary gear device 16 are respectively represented by a vertical line Y1 corresponding to the sun gear S1 and a vertical line Y2 corresponding to the sun gear S2, as shown in FIG. Are arranged so that the interval between the vertical lines Y1 and Y3 is larger than the interval between the vertical lines Y2 and Y3 ′. In other words, the distance between the sun gears S1, S2 and the carriers C1, C2 corresponds to 1, and the distance between the carriers C1, C2 and the ring gears R1, R2 corresponds to ρ1, ρ2. , The gear ratio ρ2 of the second planetary gear device 16 is larger than the gear ratio ρ1 of the first planetary gear device 14.

  In the HV-2 mode, the carrier C1 of the first planetary gear unit 14 and the carrier C2 of the second planetary gear unit 16 are connected by engaging the clutch CL, and the carriers C1 and C2 are integrated. To be rotated. For this reason, the reaction force can be applied to the output of the engine 12 by either the first electric motor MG1 or the second electric motor MG2. That is, when the engine 12 is driven, the reaction force can be shared by one or both of the first electric motor MG1 and the second electric motor MG2, and the engine 12 can be operated at an efficient operating point, or the torque can be limited by heat. The driving | running | working etc. which ease the restrictions of this become possible.

  The “HV-3 mode” shown in FIG. 3 corresponds to the third engine (hybrid) travel mode in the drive device 10, and is preferably used as a travel drive source when the engine 12 is driven. At the same time, the first electric motor MG1 generates electric power so that the speed ratio is continuously variable, and the operating point of the engine 12 is operated along a preset optimum curve. In the HV-3 mode, it is possible to realize a mode in which the second electric motor MG2 is disconnected from the drive system and driven by the engine 12 and the first electric motor MG1. FIG. 7 is a collinear diagram corresponding to the HV-3 mode. If described using this collinear diagram, the carrier C1 and the second planet of the first planetary gear unit 14 are released by releasing the clutch CL. The gear device 16 can rotate relative to the carrier C2. By releasing the brake BK, the carrier C2 of the second planetary gear device 16 can rotate relative to the housing 26, which is a non-rotating member. In such a configuration, the second electric motor MG2 can be disconnected from the drive system (power transmission path) and stopped.

  In the HV-1 mode, since the brake BK is engaged, the second electric motor MG2 is always rotated with the rotation of the output gear 30 (ring gear R2) during vehicle travel. In such a form, in a region where the rotation is relatively high, the rotation speed of the second electric motor MG2 reaches a limit value (upper limit value), the rotation speed of the ring gear R2 is increased and transmitted to the sun gear S2, and the like. Therefore, it is not always preferable to always rotate the second electric motor MG2 at a relatively high vehicle speed from the viewpoint of improving efficiency. On the other hand, in the HV-3 mode, the second electric motor MG2 is driven by the engine 12 and the first electric motor MG1 by separating the second electric motor MG2 from the drive system at a relatively high vehicle speed, thereby driving the second electric motor MG2. In addition to reducing drag loss when unnecessary, it is possible to eliminate restrictions on the maximum vehicle speed caused by the maximum rotation speed (upper limit value) allowed for the second electric motor MG2.

  As is clear from the above description, in the drive device 10, the engine 12 is driven and used as a driving source for traveling, and driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary. With regard to hybrid running, three modes of the HV-1 mode, the HV-2 mode, and the HV-3 mode can be selectively established by a combination of engagement and release of the clutch CL and the brake BK. Thereby, for example, by selectively establishing the mode with the highest transmission efficiency among these three modes according to the vehicle speed, the gear ratio, etc. of the vehicle, it is possible to improve the transmission efficiency and thus improve the fuel efficiency. it can.

FIG. 8 is a functional block diagram for explaining a main part of the control function of the electronic control unit 40 of FIG. In FIG. 8, the mode determination means, that is, the mode determination unit 70, which of the five modes, EV-1 mode, EV-2 mode, HV-1 mode, HV-2 mode, and HV-3 mode, is established. , Vehicle parameters such as required driving force, vehicle speed V and accelerator opening degree A _CC , SOC, operating temperature, output state of engine control device 56 and inverter 58, output state of mode switching control unit 72 described later, or already set Judgment based on the flag.

The mode switching control means, that is, the mode switching control unit 72 determines the driving mode to be established in the drive device 10 according to the determination result of the mode determination unit 70 or based on, for example, the vehicle speed V and the accelerator opening degree A _CC. It is determined whether the electric driving or the hybrid driving is performed based on whether the required driving force of the person is a preset electric traveling region or an engine traveling region, or based on a request based on the SOC. When electric travel is selected, one of the EV-1 mode and the EV-2 mode is selected based on a request based on the SOC, a driver's selection, and the like. When hybrid driving is selected, the HV-1 mode, the HV-2 mode, and the HV are set so that the driving force and the fuel efficiency are compatible based on the efficiency and transmission efficiency of the engine 12, the magnitude of the required driving force, and the like. -3 Select one of the modes. For example, the establishment of the HV-1 mode is selected for the low gear at low vehicle speed (high reduction ratio region), and the establishment of the HV-2 mode is selected for the middle gear (medium reduction ratio region) of medium vehicle speed. In the (reduction speed ratio range), establishment of the HV-3 mode is selected. For example, when switching from the motor travel EV-2 mode using the first motor MG1 and the second motor MG2 as the drive source to the engine travel mode HV-1 mode, the mode switching control unit 72 is the clutch that has been engaged until then. Among the CL and the brake BK, the clutch CL is released via the hydraulic control circuit 60, the engine 12 is started by the first electric motor MG1, and the engagement of the brake BK is continued. That is, the state shown in the alignment chart of FIG. 5 is changed to the state shown in the alignment chart of FIG.

  The regeneration request determination means, that is, the regeneration request determination unit 74 controls the vehicle deceleration as the target deceleration even when the braking operation is performed by the brake pedal when the vehicle is decelerating and when the braking operation is not performed. It is determined whether or not a regeneration request for increasing the SOC of the power storage device is issued by performing regenerative braking that causes the first motor MG1 and / or the second motor MG2 to output negative torque (braking torque) generated by power generation. .

  When the regeneration request determination unit 74 determines that the regeneration request has been made, the regeneration control means, that is, the regeneration control unit 76 generates a braking force of a predetermined ratio of the operation amount of the brake pedal, or the vehicle The first electric motor MG1 and / or the second electric motor MG2 is subjected to dynamic braking so that the deceleration becomes the target deceleration, and negative torque is output.

  The brake engagement control means, that is, the brake engagement control unit 78, is determined by the mode determination unit 70 to be in the EV-2 mode, and when the regeneration request determination unit 74 determines that a regeneration request has been issued, A hydraulic control command signal Sp for causing the brake BK to slide in a half-engaged state is output from the electronic control unit 40 to the hydraulic control circuit 60. In the hydraulic control circuit 60, the hydraulic pressure output from an electromagnetic control valve such as a linear solenoid valve in the hydraulic control circuit 60 is controlled according to the hydraulic control command signal Sp, and the brake BK is brought into a half-engaged state.

  The oil pump drive control means, that is, the oil pump drive control unit 80 controls the first electric motor MG1 and / or the second electric motor MG2 when the brake BK is brought into the half-engaged state by the brake engagement control unit 78. The output shaft (crank shaft) and the oil pump 32 are driven. As a result, hydraulic oil or lubricating oil is discharged from the oil pump 32, thereby lubricating the planetary gears of the first planetary gear device 14 and the second planetary gear device 16 and cooling the first electric motor MG1 and the second electric motor MG2. It becomes possible.

  That is, as shown in FIG. 9, when the brake BK is brought into a half-engaged state by the brake engagement control unit 78, the oil pump drive control unit 80 can rotate the output shaft of the engine 12 in the non-operating state. For example, the negative torque T1 of the first electric motor MG1 and the second electric motor MG2 is set so that the deceleration of the vehicle becomes the target deceleration and the rotation of the carriers C1 and C2 connected to the output shaft of the engine 12 becomes a predetermined rotation speed. , T2 are controlled, and the oil pump 32 is driven. The predetermined rotational speed refers to the lubrication of the planetary gears of the first planetary gear unit 14 and the second planetary gear unit 16 with the lubricating oil supplied from the oil pump 32, the first motor MG1 and the second motor MG2. This is a preset rotation speed at which cooling is necessary and sufficiently possible. Preferably, the predetermined rotational speed is set to a high value in accordance with an increase in the oil temperature To of the lubricating oil.

  When the brake engagement control unit 78 determines that the brake BK is in the EV-2 mode by the mode determination unit 70 and the regeneration request determination unit 74 determines that the regeneration request is issued, the brake BK In the slip section periodically provided between the engagement sections, the slip section may be intermittently slipped to be in a semi-engaged state. In the brake engagement control unit 78, the period or slip period when the brake is periodically slipped is the lubrication to the planetary gear parts of the first planetary gear unit 14 and the second planetary gear unit 16, the first electric motor MG1 and the first 2 In accordance with the oil temperature To of the lubricating oil, the slip is minimized so that the lubricating oil that can cool the electric motor MG2 is obtained.

  FIG. 10 is a flowchart for explaining the main part of the control operation for driving the oil pump 32 during regeneration in EV-2 mode traveling in the electronic control unit 40 of FIG. 2, and is repeatedly executed at a predetermined control cycle.

  In FIG. 10, first, in step (hereinafter, step is omitted) S11 corresponding to the mode determination unit 70, it is determined whether or not the vehicle is traveling in the EV-2 mode. If the determination in S11 is negative, this routine is terminated. If the determination is positive, it is determined in S12 corresponding to the regeneration request determination unit 74 whether a regeneration request has been issued. . If the determination in S12 is negative, this routine is terminated. If the determination is affirmative, in S13 corresponding to the brake engagement control unit 78, the brake BK is in a half-engaged state.

  Next, in S14 corresponding to the oil pump drive control unit 80, the first electric motor MG1 and / or the second electric motor MG2 is controlled to rotate the output shaft of the engine 12 to drive the oil pump 32. Therefore, the lubricating oil supplied from the oil pump 32 can lubricate the planetary gears of the first planetary gear unit 14 and the second planetary gear unit 16 and cool the first electric motor MG1 and the second electric motor MG2. The travel distance and the output of the first electric motor MG1 and the second electric motor MG2 are not limited.

  As described above, according to the electronic control unit 40 of the drive device 10 of the present embodiment, the brake BK is slid during regeneration in the electric motor traveling in the EV-2 mode in which the clutch CL and the brake BK are engaged. The output shaft of the engine 12 can be driven to rotate by the first electric motor MG1 and / or the second electric motor MG2, and the oil pump 32 can be driven. As a result, the oil pump 32 is driven when the motor is running, so that the lubrication to the first planetary gear device 14 and the second planetary gear device 16 and the cooling of the first motor MG1 and the second motor MG2 are possible even when the motor is running. Become.

  Further, according to the electronic control unit 40 of the drive device 10 of the present embodiment, the oil pump 32 is controlled to have a predetermined rotational speed that increases in accordance with the oil temperature To, so the amount of oil discharged from the oil pump 32 Is necessary and sufficient to reduce power loss as much as possible.

  Further, according to the electronic control unit 40 of the driving device 10 of the present embodiment, the brake BK is slipped continuously or intermittently, so that the durability of the brake BK is maintained.

  In addition, according to the electronic control unit 40 of the driving device 10 of the present embodiment, the cycle when slipping periodically, or the slip section is set to the oil temperature To so that the slip is minimized within the range where the lubricating oil is obtained. Change them accordingly. As a result, slip of the brake BK and wear caused thereby are suppressed as much as possible, power loss is reduced as much as possible, and durability of the brake BK is maintained.

  Next, another preferred embodiment of the present invention will be described in detail with reference to the drawings. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIG. 11, the electronic control device 82 of the drive device 10 of the present embodiment drives the oil pump 32 during regeneration in EV-2 mode traveling provided in the electronic control device 40 of the first embodiment described above. It differs from the first embodiment in that a clutch engagement control unit 84 and an oil pump drive control unit 86 are provided in place of the brake engagement control unit 78 and the oil pump drive control unit 80. It is constituted similarly.

  The clutch engagement control means, that is, the clutch engagement control unit 84 is determined by the mode determination unit 70 to be in the EV-2 mode, and when the regeneration request determination unit 74 determines that the regeneration request is issued, A hydraulic control command signal Sp that causes the clutch CL to slide into a half-engaged state is output from the electronic control unit 40 to the hydraulic control circuit 60. In the hydraulic control circuit 60, the hydraulic pressure output from an electromagnetic control valve such as a linear solenoid valve in the hydraulic control circuit 60 is controlled according to the hydraulic control command signal Sp, and the clutch CL is brought into a semi-engaged state.

  The oil pump drive control means, that is, the oil pump drive control unit 86 controls the first electric motor MG1 to rotationally drive the output shaft of the engine 12 when the clutch CL is brought into the half-engaged state by the clutch engagement control unit 84. The oil pump 32 is driven.

  That is, as shown in FIG. 12, the oil pump drive control unit 86 can rotate the output shaft of the engine 12 when the clutch CL is brought into a half-engaged state by the clutch engagement control unit 84. The oil pump 32 is driven by controlling the negative torque T1 of the first electric motor MG1 so that the deceleration becomes the target deceleration and the rotation of the carrier C1 connected to the output shaft of the engine 12 becomes a predetermined rotation speed.

  In the clutch engagement control unit 84, when the clutch CL is determined by the mode determination unit 70 to be in the EV-2 mode and the regeneration request determination unit 74 determines that the regeneration request is issued, continuously, Or it slips intermittently in the slip area periodically provided between the engagement areas of the clutch CL, and it will be in a half-engagement state. In the clutch engagement control unit 84, the period or slip period when the clutch is periodically slipped is the lubrication to the planetary gear parts of the first planetary gear unit 14 and the second planetary gear unit 16, the first electric motor MG1 and the first 2 Change is made according to the oil temperature To of the lubricating oil so as to minimize the slip in a range where the lubricating oil that can cool the electric motor MG2 is obtained.

  FIG. 13 is a flowchart for explaining the main part of the control operation for driving the oil pump 32 during regeneration in EV-2 mode traveling by the main part of the control operation of the electronic control device 82 of the present embodiment. Description of S11 and S12 which are the same as 10 is omitted, and only S15 and S16 will be described.

  If the determination in S12 is negative, this routine is terminated. If the determination is positive, in S15 corresponding to the clutch engagement control unit 84, the clutch CL is brought into a half-engaged state.

  Next, in S16 corresponding to the oil pump drive control unit 86, the output shaft of the engine 12 is driven to rotate by driving the oil pump 32 by controlling the first electric motor MG1. Therefore, the lubricating oil supplied from the oil pump 32 can lubricate the planetary gears of the first planetary gear unit 14 and the second planetary gear unit 16 and cool the first electric motor MG1 and the second electric motor MG2. The travel distance and the output of the first electric motor MG1 and the second electric motor MG2 are not limited.

  According to the electronic control device 82 of the drive device 10 of the present embodiment, the clutch CL is slid during regeneration in the electric motor traveling in the EV-2 mode in which the clutch CL and the brake BK are engaged. Therefore, the first electric motor MG1 Therefore, the output shaft of the engine 12 can be rotated and the oil pump 32 can be driven. As a result, the oil pump 32 is driven when the motor is running, so that the lubrication to the first planetary gear device 14 and the second planetary gear device 16 and the cooling of the first motor MG1 and the second motor MG2 are possible even when the motor is running. Become.

  14 to 19 show another hybrid vehicle drive device 100, 110, 120, 130 to which the present invention is suitably applied in place of the hybrid vehicle drive device 10 of the first and second embodiments. FIG. 4 is a skeleton diagram illustrating the configuration of 140 and 150, respectively. The drive control device for a hybrid vehicle according to the present invention is similar to the drive device 100 shown in FIG. 14 or the drive device 110 shown in FIG. 15. The first electric motor MG1, the first planetary gear device 14, and the second The present invention is also preferably applied to a configuration in which the arrangement (arrangement) of the electric motor MG2, the second planetary gear device 16, the clutch CL, and the brake BK is changed. Like the driving device 120 shown in FIG. 16, the carrier C2 is allowed to rotate in one direction with respect to the housing 26 between the carrier C2 of the second planetary gear device 16 and the housing 26 which is a non-rotating member. The present invention is also preferably applied to a configuration in which a one-way clutch (one-way clutch) OWC that prevents reverse rotation is provided in parallel with the brake BK. A drive device 130 shown in FIG. 17, a drive device 140 shown in FIG. 18, and a drive device 150 shown in FIG. The present invention is also preferably applied to a configuration including a pinion type second planetary gear device 16 '. The second planetary gear unit 16 'includes a sun gear S2' as a first rotation element, a carrier C2 'as a second rotation element that supports a plurality of pinion gears P2' meshed with each other so as to rotate and revolve, and a pinion gear. A ring gear R2 ′ as a third rotating element meshing with the sun gear S2 ′ via P2 ′ is provided as a rotating element (element).

  Thus, the hybrid vehicle drive device 100, 110, 120, 130, 140, 150 of the third embodiment is connected to the sun gear S1 and the engine 12 as the first rotating element connected to the first electric motor MG1. A first planetary gear unit 14 as a first differential mechanism including a carrier C1 as a second rotation element and a ring gear R1 as a third rotation element coupled to an output gear 30 as an output rotation member; A sun gear S2 (S2 ') as a first rotating element, a carrier C2 (C2') as a second rotating element, and a ring gear R2 (R2 ') as a third rotating element connected to the electric motor MG2, these carriers One of C2 (C2 ′) and ring gear R2 (R2 ′) is a second differential mechanism that is connected to the ring gear R1 of the first planetary gear unit 14. The planetary gear unit 16 (16 '), the carrier C1 in the first planetary gear unit 14, and the rotating element not connected to the ring gear R1 among the carrier C2 (C2') and the ring gear R2 (R2 ') And a rotating element which is not connected to the ring gear R1 out of the carrier C2 (C2 ′) and the ring gear R2 (R2 ′) to the housing 26 which is a non-rotating member. And a brake BK that is selectively engaged with the brake BK. For this reason, by providing the above-described electronic control device 40, the brake BK is slid during regeneration in the electric motor traveling in the EV-2 mode in which the clutch CL and the brake BK are engaged. Therefore, the first electric motor MG1 and / Or the second electric motor MG2 can rotate the output shaft of the engine 12 and the oil pump 32 can be driven. The oil pump 32 is driven when the motor is running, so that the first planetary gear device can be driven even when the motor is running. 14 and the second planetary gear unit 16 can be lubricated, and the first electric motor MG1 and the second electric motor MG2 can be cooled. Further, by providing each of the electronic control devices 82 described above, the clutch CL is slid during regeneration in the electric motor traveling in the EV-2 mode in which the clutch CL and the brake BK are engaged. Therefore, the engine by the first electric motor MG1 The output shaft 12 can be rotated and the oil pump 32 can be driven, and the oil pump 32 is driven when the motor is running, so that the first planetary gear device 14 and the second planetary gear device 16 are also driven when the motor is running. The same effects as those of the second embodiment described above can be obtained, such as lubrication of the first motor MG1 and cooling of the first motor MG1 and the second motor MG2.

  20 to 22 show configurations of other hybrid vehicle drive devices 160, 170, and 180 to which the present invention is preferably applied in place of the hybrid vehicle drive device 10 of the first and second embodiments. It is a collinear diagram explaining each operation | movement. As described above, the relative rotational speeds of the sun gear S1, the carrier C1, and the ring gear R1 in the first planetary gear device 14 are indicated by solid lines L1, and the relative speeds of the sun gear S2, the carrier C2, and the ring gear R2 in the second planetary gear device 16 are compared. The rotational speed is indicated by a broken line L2. In the hybrid vehicle drive device 160, the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the engine 12, and the second electric motor MG2, respectively. The sun gear S2, the carrier C2, and the ring gear R2 are connected to the non-rotating member 26 via the second electric motor MG2, the output rotating member 30, and the brake BK, respectively, and the sun gear S1 and the ring gear R2 are selected via the clutch CL. Connected. The ring gear R1 and the sun gear S2 are connected to each other. In the hybrid vehicle drive device 170, the sun gear S 1, the carrier C 1, and the ring gear R 1 of the first planetary gear device 14 are connected to the first electric motor MG 1, the output rotating member 30, and the engine 12, respectively. The sun gear S2, the carrier C2, and the ring gear R2 are connected to the non-rotating member 26 via the second electric motor MG2, the output rotating member 30, and the brake BK, respectively, and the sun gear S1 and the ring gear R2 are selected via the clutch CL. Connected. The carriers C1 and C2 are connected to each other. In the hybrid vehicle drive device 180, the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the output rotating member 30, and the engine 12, respectively. The sun gear S2, the carrier C2, and the ring gear R2 are connected to the non-rotating member 26 and the output rotating member 30 via the second electric motor MG2 and the brake BK, respectively, and the ring gear R1 and the carrier C2 are selected via the clutch CL. Connected. The carrier C1 and the ring gear R2 are connected to each other.

  In the embodiment shown in FIGS. 20 to 22, by providing the electronic control unit 40 of the first embodiment, the brake is applied at the time of regeneration in the electric motor running in the EV-2 mode in which the clutch CL and the brake BK are engaged. Since the BK is slid, the first electric motor MG1 and / or the second electric motor MG2 can rotate the output shaft of the engine 12, and the oil pump 32 can be driven. can get. Further, in the embodiments of FIGS. 20 to 22, by providing the electronic control device 82 of the above-described second embodiment, at the time of regeneration in the electric motor traveling in the EV-2 mode in which the clutch CL and the brake BK are engaged. Since the clutch CL is slid, the rotation of the output shaft of the engine 12 by the first electric motor MG1 can be performed, and the oil pump 32 can be driven, and the same effect as in the second embodiment can be obtained.

  The embodiment shown in FIGS. 20 to 22 has four rotating elements (represented as four rotating elements) on the collinear chart as in the embodiments shown in FIGS. 4 to 7 and FIGS. The first planetary gear unit 14 as the first differential mechanism and the second planetary gear units 16 and 16 'as the second differential mechanism, and the first electric motor MG1 connected to the four rotating elements, Two electric motors MG2, an engine 12, and an output rotation member (output gear 30), one of the four rotation elements being the rotation element of the first planetary gear device 14 and the second planetary gear device. A housing in which the rotating elements 16 and 16 'are selectively connected via a clutch CL, and the rotating elements of the second planetary gear devices 16 and 16' to be engaged by the clutch CL are non-rotating members. Against 26 A is the point drive control apparatus for a hybrid vehicle which is selectively connected through the key BK, have in common. That is, the hybrid vehicle drive control apparatus of the present invention described above with reference to FIGS. 8 and 11 and the like is also preferably applied to the configurations shown in FIGS.

  Further, in the embodiment shown in FIGS. 20 to 22, the first planetary gear device 14 is connected to the first electric motor MG <b> 1 in the same manner as the embodiments shown in FIGS. 4 to 7 and FIGS. 14 to 19. The second planetary gear unit 16 includes a sun gear S1 as a rotating element, a carrier C1 as a second rotating element connected to the engine 12, and a ring gear R1 as a third rotating element connected to the output gear 30. (16 ') is a sun gear S2 (S2') as a first rotating element connected to the second electric motor MG2, a carrier C2 (C2 ') as a second rotating element, and a ring gear R2 as a third rotating element. (R2 ′), and one of the carrier C2 (C2 ′) and the ring gear R2 (R2 ′) is connected to the ring gear R1 of the first planetary gear unit 14, and the clutch H CL selectively engages the carrier C1 in the first planetary gear unit 14 and the rotating element of the carrier C2 (C2 ') and the ring gear R2 (R2') that is not connected to the ring gear R1. The brake BK moves the rotating element not connected to the ring gear R1 of the carrier C2 (C2 ′) and the ring gear R2 (R2 ′) to the housing 26 which is a non-rotating member. To selectively engage.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  In this embodiment, in the electronic control unit 40, the brake BK is brought into a half-engaged state by the brake engagement control unit 78, and the output shaft of the engine 12 is rotationally driven by the oil pump drive control unit 80. The clutch CL is half-engaged by the clutch engagement controller 84 and the output shaft of the engine 12 is rotationally driven by the oil pump drive controller 86. For example, the brake BK and the clutch CL are each half-engaged. The output shaft of the engine 12 may be driven to rotate.

  Further, in the electronic control device 40 of the present embodiment, as shown in FIGS. 8 and 10, S14 corresponding to the oil pump drive control unit 80 is provided. For example, S13 corresponding to the brake engagement control unit 78 is provided. When the brake BK is slid into the half-engaged state, the carriers C1 and C2 connected to the output shaft of the engine 12 rotate in a rolling manner, so that S14 corresponding to the oil pump drive control unit 80 is necessarily provided. Absent. Similarly, in the electronic control device 82 of the present embodiment, S16 corresponding to the oil pump drive control unit 86 is provided, but the clutch CL is slid and half-engaged in S15 corresponding to the clutch engagement control unit 84. In this state, since the carrier C2 connected to the output shaft of the engine 12 rotates gradually, S16 corresponding to the oil pump drive control unit 86 is not necessarily provided.

  In addition, in the electronic control devices 40 and 82 of the present embodiment, as shown in FIGS. 8, 10, 11, and 13, S12 corresponding to the regeneration request determination unit 74 is provided. Alternatively, if the mode determination unit 70 determines that the EV-2 mode is selected, the clutch CL and / or the brake BK may be slid to be in a semi-engaged state.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10, 100, 110, 120, 130, 140, 150, 160, 170, 180: Hybrid vehicle drive device 12: Engine 14: First planetary gear device (first differential mechanism)
16, 16 ': Second planetary gear device (second differential mechanism)
26: Housing (case, non-rotating member)
30: Output gear (output rotating member)
32: Oil pump 40, 82: Electronic control device (drive control device)
MG1: first electric motor MG2: second electric motor BK: brake CL: clutch

Claims (5)

A first differential mechanism and a second differential mechanism having four rotation elements as a whole, an engine, a first electric motor, a second electric motor, and an output rotation member respectively connected to the four rotation elements, and the engine An oil pump connected to the output shaft,
In one of the four rotation elements, the rotation element of the first differential mechanism and the rotation element of the second differential mechanism are selectively connected via a clutch,
A drive control apparatus for a hybrid vehicle in which a rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch is selectively connected to a non-rotating member via a brake. And
A drive control apparatus for a hybrid vehicle, wherein the clutch and / or the brake are slid during running of the electric motor in which the clutch and the brake are engaged.   2. The drive control apparatus for a hybrid vehicle according to claim 1, wherein the oil pump is rotationally driven by the first electric motor and / or the second electric motor so as to have a rotational speed that increases in accordance with an oil temperature.   The drive control apparatus for a hybrid vehicle according to claim 1 or 2, wherein the clutch and / or the brake are caused to slip continuously or intermittently.   The hybrid vehicle according to claim 3, wherein the period or the slip period when the slip is periodically made is changed according to the oil temperature so as to minimize the slip within a range in which the lubricating oil discharged from the oil pump is obtained. Drive control device. The first differential mechanism includes a first rotating element connected to the first electric motor, a second rotating element connected to the engine, and a third rotating element connected to the output rotating member. Yes,
The second differential mechanism includes a first rotating element, a second rotating element, and a third rotating element connected to the second electric motor, and any one of the second rotating element and the third rotating element is the above-mentioned Connected to the third rotating element in the first differential mechanism,
The clutch is coupled to a second rotating element in the first differential mechanism and a third rotating element in the first differential mechanism among the second rotating element and the third rotating element in the second differential mechanism. Which selectively engages the rotating element that is not present,
The brake is configured such that, of the second rotating element and the third rotating element in the second differential mechanism, the rotating element that is not connected to the third rotating element in the first differential mechanism is connected to the non-rotating member. The drive control device for a hybrid vehicle according to any one of claims 1 to 4, wherein the drive control device is selectively engaged.

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