JP2013203388A - Drive controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive controller of a hybrid vehicle that reduces gear noise inexpensively compared with before.SOLUTION: When gear noise of a power transmission system including the first planetary gear and the second planetary gear is decreased while travelling in an EV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are operated simultaneously, an allotment proportion of a load torque to the first electric motor MG1 and the second electric motor MG2 is changed by a load torque proportion adjustment part without changing the vehicle driving force. As a result, the engagement vibromotive force of a sun gear S1 connected to the first electric motor MG1 and a pinion gear P1 that engages with the sun gear S1, and the engagement vibromotive force of a sun gear S2 connected to the second electric motor MG2 and a pinion gear P2 that engages with the sun gear S2 are adjusted, and the gear noise generated from the power transmission system decreases because the vibration generated by the engagement vibromotive forces departs from a resonance band of the power transmission system.

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

  By the way, in the conventional hybrid vehicle like patent document 1, the background noise level falls with the quietness improvement of a vehicle. In particular, during EV traveling, the background noise level is further reduced as compared with when the engine is operating, and thus there is a problem that gear noise of the drive system protrudes. For this reason, in order to reduce the gear noise, in addition to the conventional vibration transmission system tuning, it is indispensable to reduce the meshing excitation force, which is a forced force of the gear noise. In order to reduce the meshing vibration force, it is necessary to reduce the meshing transmission error and the meshing dynamic rigidity. In other words, in order to reduce these, conventional hybrid vehicles require additional tooth surface finishing and special shape processing on the gear train, leading to an increase in development costs. There has been a demand for a possible technique, that is, an inexpensive technique that can reduce gear noise.

  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 coupled to a non-rotating member and that can travel in a plurality of travel modes by a combination of clutch and brake engagement operations is conceivable.

  Similarly, in such hybrid vehicles that can run in a plurality of driving modes, there is a problem that gear noise protrudes because the background noise level becomes low, and in order to reduce the gear noise, special treatment for tooth surface finishing and gear train is required. It is thought that there is a problem that additional shape processing is required and development costs increase.

  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 can reduce gear noise at a lower cost than in the past.

  As a result of various studies conducted by the present inventors against the background described above, in the hybrid vehicle capable of traveling in the plurality of traveling modes, gear noise is generated during traveling in which the first motor and the second motor are simultaneously operated. In this case, it was found that the gear noise can be reduced by changing the torque sharing ratio of the first electric motor and the second electric motor without changing the vehicle driving force. That is, by changing the torque sharing ratios of the first motor and the second motor, the meshing excitation force between the rotating element of the first motor and the rotating element meshing with the rotating element of the first motor, and the second The meshing vibration force between the rotating element of the electric motor and the rotating element meshing with the rotating element of the second electric motor is adjusted, and the vibration generated by the meshing vibration force is applied to the first differential mechanism and the second difference. It is considered that the gear noise generated from the power transmission system is reduced by deviating from the resonance band of the power transmission system including the dynamic mechanism. The present invention has been made based on such findings.

  That is, 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, an engine and a first electric motor connected to the four rotating elements, respectively. , A second electric motor, and an output rotating member, and 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 in which the rotating elements of the first differential mechanism or the second differential mechanism that are selectively connected by the clutch are selectively connected to a non-rotating member via a brake. A drive control device for a vehicle, wherein (b) gear noise of a power transmission system including the first differential mechanism and the second differential mechanism is reduced while the first electric motor and the second electric motor are simultaneously operated. When changing the vehicle driving force Not allow is to change the torque distribution ratio of the first and second electric motors.

  According to the hybrid vehicle drive control device of the present invention, the gear noise of the power transmission system including the first differential mechanism and the second differential mechanism is reduced while the first electric motor and the second electric motor are simultaneously operated. When reducing, the torque sharing ratio of the first electric motor and the second electric motor is changed without changing the vehicle driving force. Thereby, the meshing vibration force of the rotating element of the first motor and the rotating element meshing with the rotating element of the first motor, and the rotating element meshing with the rotating element of the second motor and the rotating element of the second motor, And the vibration generated by the meshing vibration force deviates from the resonance band of the power transmission system, so that the gear noise generated from the power transmission system is reduced. Further, since there is no need to add a tooth surface finishing process and a special shape process to the gear train as in the prior art in order to reduce gear noise, the gear noise can be reduced at a lower cost than in the prior art.

  Here, preferably, in the engine travel mode in which the brake is released and the clutch is engaged, a reaction torque sharing ratio between the first electric motor and the second electric motor is reduced when the gear noise is reduced. Is changed. For this reason, when the reaction torque sharing ratio between the first motor and the second motor is changed, the meshing vibration between the rotating element of the first motor and the rotating element meshing with the rotating element of the first motor is generated. The force and the meshing excitation force of the rotating element of the second motor and the rotating element meshing with the rotating element of the second motor are adjusted.

  Preferably, when the gear noise is reduced, the engine travel mode in which the brake is released and the clutch is engaged is changed to the engine travel mode in which the brake is engaged and the clutch is released. Can be switched. As a result, the torque sharing ratio of the first motor and the second motor is changed, so that the meshing excitation force between the rotating element of the first motor and the rotating element meshing with the rotating element of the first motor, and the first The meshing vibration force between the rotating element of the two motor and the rotating element meshing with the rotating element of the second motor is adjusted.

  Preferably, the torque sharing ratio is changed when the occurrence of gear noise is detected or when the rotation speed and torque of the first electric motor and / or the second electric motor are entered in a predetermined gear noise generation region. For this reason, the meshing excitation force of the rotating element of the first motor and the rotating element meshing with the rotating element of the first motor, the rotating element of the second motor and the rotating element meshing with the rotating element of the second motor, Is adjusted, and gear noise generated from the power transmission system is reduced.

  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 respective rotary elements on a straight line in the drive device of FIG. 1, corresponding 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 a load torque ratio adjusting unit in FIG. 8. 2 is generated from the power transmission system including the first planetary gear device and the second planetary gear device during traveling in the EV-2 mode in which the first motor and the second motor are simultaneously operated by the electronic control device of FIG. It is a flowchart explaining the principal part of the control action which reduces gear noise, respectively. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of the other Example to which this invention is applied suitably is provided. FIG. 12 is a collinear diagram illustrating a control operation of the reaction force torque ratio adjusting unit in FIG. 11. 11 is generated from a power transmission system including the first planetary gear device and the second planetary gear device during traveling in the HV-2 mode in which the first motor and the second motor are simultaneously operated by the electronic control device of FIG. It is a flowchart explaining the principal part of the control action which reduces gear noise, respectively. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of the other Example to which this invention is applied suitably is provided. FIG. 15 is a collinear diagram illustrating a control operation of the mode switching control unit in FIG. 14. Gear noise generated from a power transmission system including the first planetary gear device and the second planetary gear device during traveling in the HV-2 mode in which the first motor and the second motor are simultaneously operated by the electronic control device of FIG. It is a flowchart explaining the principal part of the control action to reduce. 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 from the road surface of the vehicle to the drive wheels is transmitted (input) from the output gear to the drive device 10 via the differential gear device and the axle. A mechanical oil pump 32 such as a vane pump is connected to an end of the input shaft 28 opposite to the engine 12, and hydraulic pressure that is used as a source pressure of a hydraulic control circuit 60 and the like to be described later when the engine 12 is driven. Is output. In addition to the oil pump 32, an electric oil pump driven by electric energy may be provided.

  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, the operation position signal Sh output from the shift operating device 41 in response to manual operation to the neutral position, forward travel position, reverse travel position, etc., and the accelerator output sensor 42 correspond to the driver's output request amount. A signal representing an accelerator opening degree A _CC which is an operation amount of an accelerator pedal (not shown), a signal representing an engine rotational speed NE which is a rotational speed of the engine 12 by the engine rotational speed sensor 44, and a first electric motor MG1 by the MG1 rotational speed sensor 46. signal representative of the rotational speed N _MG1 of, MG2 signal representative of the rotational speed N _MG2 of the rotational speed sensor 48 the second electric motor MG2, signals representative of the rotational speed N _OUT of the output gear 30 corresponding to the vehicle speed V by the output rotation speed sensor 50 The speed of each driving wheel 64 in the driving device 10 is determined by the wheel speed sensor 52. Signal representative of _W, the signal representing the charge remaining (charging state) SOC of the battery (not shown) by the battery SOC sensor 54, and for example a piezoelectric element, a piezoelectric element, a first planetary gear by gear noise occurrence detection unit 55 comprising an electromagnetic pickup element A signal representing vibration or sound pressure of gear noise generated from a power transmission system including the device 14 and the second planetary gear device 16 is supplied to the electronic control device 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. The mode determination means, that is, the mode determination unit 70, requests driving which one of the five modes of EV-1 mode, EV-2 mode, HV-1 mode, HV-2 mode, and HV-3 mode is established. Vehicle parameters such as power, vehicle speed V and accelerator opening 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 flag Judgment based on.

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 electric motor traveling EV-2 using the first electric motor MG1 and the second electric motor MG2 as drive sources to the engine traveling mode HV-1 mode, the mode switching control unit 72 is engaged with the clutch CL that has been engaged until then. Of the brakes 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 brakes 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 gear noise generation determination means, that is, the gear noise generation determination unit 74 is a vibration or sound of actual gear noise generated from the power transmission system including the first planetary gear device 14 and the second planetary gear device 16 detected by the gear noise generation detection device 55. Based on the fact that the pressure exceeds a predetermined determination value, it is determined whether or not gear noise of a magnitude that the driver feels has occurred, or the gear noise generated from the power transmission system becomes significant. Whether or not gear noise as large as the driver feels is generated depending on whether the rotation speed and torque of the first electric motor MG1 and / or the second electric motor MG2 are within the gear noise generation area set and stored by Determine whether. The gear noise generation region is a rotation speed region and a torque region of the first electric motor MG1 and the second electric motor MG1 in which gear noise generated from the power transmission system becomes significant. Further, the gear noise generation determination unit 74 determines whether the MG1 rotation speed sensor 46, the MG2 rotation speed sensor 48, or the command current output from the electronic control unit 40 to the first motor MG1 and the second motor MG2 is within the gear noise generation region. It is determined whether or not the rotational speed and torque of the first electric motor MG1 and / or the second electric motor MG1 have entered.

  The load torque ratio adjusting means, that is, the load torque ratio adjusting unit 76 is determined that the mode determination unit 70 is in the EV-2 mode, and the gear noise generation determination unit 74 determines that the gear noise felt by the driver has occurred. As shown in FIG. 9, during the traveling of the vehicle in which the first electric motor MG1 and the second electric motor MG2 are simultaneously operated, the load torque sharing ratio of the first electric motor MG1 and the second electric motor MG2 is changed. That is, when the above condition is satisfied, the load torque ratio adjusting unit 76 does not change the vehicle driving force acting on the output gear 30, and does not change the load torque of the first electric motor MG1 and the load torque of the second electric motor MG2. Is changed from, for example, the sharing ratio which is selected as the operation point so that each operation efficiency becomes high until then. Therefore, the meshing vibration force between the sun gear S1 and the pinion gear P1 and the meshing vibration force between the sun gear S2 and the pinion gear P2 are adjusted (changed). As a result, the vibration generated by the meshing excitation force deviates from the resonance band of the power transmission system including the first planetary gear device 14 and the second planetary gear device 16, and the gear noise generated from the power transmission system is reduced. To do.

  FIG. 10 shows the first planetary gear unit 14 and the second planetary gear unit during traveling in the EV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are operating simultaneously in the electronic control unit 40 of FIG. 16 is a flowchart for explaining a main part of a control operation for reducing gear noise generated from a power transmission system including 16 and is repeatedly executed at a predetermined control cycle.

  In FIG. 10, first, in S1 corresponding to the mode determination unit 70, it is determined whether or not the EV-2 mode is set. If the determination in S1 is negative, this routine is terminated. If the determination is positive, in S2 corresponding to the gear noise generation determination unit 74, it is determined whether or not gear noise felt by the driver has occurred. Is done. If the determination in S2 is negative, this routine is terminated. If the determination is positive, the load torque of the first electric motor MG1 and the second electric motor MG2 is determined in S3 corresponding to the load torque ratio adjusting unit 76. The sharing ratio of is changed. As a result, the meshing vibration force of the sun gear S1 and the pinion gear P1 and the meshing vibration force of the sun gear S2 and the pinion gear P2 are adjusted, and the vibration generated by the meshing vibration force is the first planetary gear device. 14 and the second planetary gear device 16 are out of the resonance band of the power transmission system, and gear noise generated from the power transmission system is reduced.

  As described above, according to the electronic control unit 40 of the drive device 10 of the present embodiment, the first planetary gear device is traveling during traveling in the EV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are operated simultaneously. When the gear noise of the power transmission system including the 14 and the second planetary gear device 16 is reduced, the load torque ratio adjusting unit 76 does not change the vehicle driving force, and the load torques of the first electric motor MG1 and the second electric motor MG2 are shared. The percentage is changed. As a result, the meshing excitation force between the sun gear S1 connected to the first electric motor MG1 and the pinion gear P1 meshing with the sun gear S1, and the meshing between the sun gear S2 coupled to the second electric motor MG2 and the pinion gear P2 meshed with the sun gear S2 are engaged. The vibration generated by the meshing vibration force is adjusted and the vibration generated by the meshing vibration force deviates from the resonance band of the power transmission system, so that the gear noise generated from the power transmission system is reduced. Further, since there is no need to add a tooth surface finishing process and a special shape process to the gear train as in the prior art in order to reduce gear noise, the gear noise can be reduced at a lower cost than in the prior art.

  Further, according to the electronic control unit 40 of the driving device 10 of the present embodiment, the first electric motor MG1 and / or the second electric motor MG1 and / or the second electric motor MG1 are detected when the gear noise generation detection device 55 detects the generation of gear noise or in a predetermined gear noise generation region. When the rotational speed and torque of the electric motor MG2 are input, the load torque ratio adjusting unit 76 changes the load torque sharing ratio of the first electric motor MG1 and the second electric motor MG2. Therefore, the meshing excitation force of the sun gear S1 connected to the first electric motor MG1 and the pinion gear P1 meshing with the sun gear S1 and the meshing of the sun gear S2 connected to the second electric motor MG2 and the pinion gear P2 meshed with the sun gear S2 are engaged. The vibration force is adjusted, and gear noise generated from the power transmission system including the first planetary gear device 14 and the second planetary gear device 14 is reduced.

  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 78 of the driving device 10 of the present embodiment has the above-described first embodiment in that a reaction torque ratio adjusting unit 80 is added instead of the load torque ratio adjusting unit 76. The other configuration is substantially the same as that of the electronic control device 40.

  The reaction force torque ratio adjusting means, that is, the reaction force torque ratio adjusting unit 80 is determined by the mode determination unit 70 to be in the HV-2 mode, and the gear noise generation determination unit 74 is determined to have generated the gear noise felt by the driver. Then, as shown in FIG. 12, the reaction torque sharing ratio of the first electric motor MG1 and the second electric motor MG2 is adjusted while the vehicle is running in which the first electric motor MG1 and the second electric motor MG2 are simultaneously operated. That is, when the above condition is satisfied, the reaction force torque ratio adjusting unit 80 does not change the vehicle driving force acting on the output gear 30, and does not change the reaction force torque of the first electric motor MG1 and the reaction force torque of the second electric motor MG2. For example, the sharing ratio is changed from the sharing ratio that has been selected so as to increase the operating efficiency until then. Therefore, the meshing vibration force between the sun gear S1 and the pinion gear P1 and the meshing vibration force between the sun gear S2 and the pinion gear P2 are adjusted (changed). As a result, the vibration generated by the meshing excitation force deviates from the resonance band of the power transmission system including the first planetary gear device 14 and the second planetary gear device 16, and the gear noise generated from the power transmission system is reduced. To do.

  FIG. 13 shows the first planetary gear unit 14 and the second planetary gear unit during traveling in the HV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are simultaneously operated in the electronic control unit 78 of FIG. 16 is a flowchart for explaining a main part of a control operation for reducing gear noise generated from a power transmission system including 16 and is repeatedly executed at a predetermined control cycle.

  In FIG. 13, first, in S4 corresponding to the mode determination unit 70, it is determined whether or not the HV-2 mode is set. If the determination in S4 is negative, this routine is terminated. If the determination is positive, in S5 corresponding to the gear noise generation determination unit 74, it is determined whether or not gear noise felt by the driver has occurred. Is done. If the determination in S5 is negative, the present routine is terminated. If the determination is affirmative, in S6 corresponding to the reaction force torque ratio adjusting unit 80, the first motor MG1 and the second motor MG2 are counteracted. The share of force torque is changed. As a result, the meshing vibration force of the sun gear S1 and the pinion gear P1 and the meshing vibration force of the sun gear S2 and the pinion gear P2 are adjusted, and the vibration generated by the meshing vibration force is the first planetary gear device. 14 and the second planetary gear device 16 are out of the resonance band of the power transmission system, and gear noise generated from the power transmission system is reduced.

  As described above, according to the electronic control device 78 of the drive device 10 of the present embodiment, when traveling in the HV-2 mode in which the brake BK is released and the clutch CL is engaged, the gear noise is reduced. The reaction force torque ratio adjusting unit 80 changes the share ratio of the reaction force torque between the first electric motor MG1 and the second electric motor MG2. For this reason, by changing the share ratio of the reaction torque between the first motor MG1 and the second motor MG2, the meshing vibration of the sun gear S1 connected to the first motor MG1 and the pinion gear P1 meshing with the sun gear S1 is changed. The force and the sun gear S2 connected to the second electric motor MG2 and the meshing vibration force of the sun gear S2 and the pinion gear P2 are adjusted.

  As shown in FIG. 14, the electronic control device 82 of the drive device 10 of the present embodiment is the same as that of the second embodiment described above in that a mode switching control unit 84 is added instead of the reaction force torque ratio adjusting unit 80. Unlike the electronic control unit 78, the rest is configured in substantially the same way.

  When the mode switching control means, that is, the mode switching control unit 84 determines that the mode determination unit 70 is in the HV-2 mode and the gear noise generation determination unit 74 determines that the gear noise felt by the driver has occurred, The HV-2 mode in which BK is released and the clutch CL is engaged is switched to the HV-1 mode in which the brake BK is engaged and the clutch CL is released. For example, as shown in FIG. 15, when switching from the HV-2 mode to the HV-1 mode without changing the vehicle driving force acting on the output gear 30, torque output from the first electric motor MG1 and the second electric motor MG2 And the rotation speed of the first electric motor MG1 and the second electric motor MG2 are changed. Further, when the HV-2 mode is switched to the HV-1 mode and the clutch CL is released, the carriers C1 and C2 are divided and the meshing dynamic rigidity is reduced. Thus, by switching from the HV-2 mode to the HV-1 mode, the meshing vibration force of the sun gear S1 and the pinion gear P1 and the meshing vibration force of the sun gear S2 and the pinion gear P2 are adjusted (changed), respectively. Is done. As a result, the vibration generated by the meshing excitation force deviates from the resonance band of the power transmission system including the first planetary gear device 14 and the second planetary gear device 16, and the gear noise generated from the power transmission system is reduced. .

  FIG. 16 shows the first planetary gear unit 14 and the second planetary gear unit 16 during traveling in the HV-2 mode in which the first electric motor MG1 and the second electric motor MG2 operate simultaneously in the electronic control unit 82 of FIG. 13 is a flowchart for explaining a main part of a control operation for reducing gear noise generated from a power transmission system including the same. Here, explanation of S4 and S5 which are the same as those in FIG. 13 is omitted, and only S7 is explained.

  In FIG. 13, when it is determined in S4 that the HV-2 mode is selected, and it is determined in S5 that the gear noise felt by the driver has occurred, in S7 corresponding to the mode switching control unit 84, from the HV-2 mode. Switch to HV-1 mode. As a result, the meshing vibration force of the sun gear S1 and the pinion gear P1 and the meshing vibration force of the sun gear S2 and the pinion gear P2 are adjusted, and the vibration generated by the meshing vibration force is the first planetary gear device. 14 and the second planetary gear device 16 are out of the resonance band of the power transmission system, and gear noise generated from the power transmission system is reduced.

  As described above, according to the electronic control device 82 of the drive device 10 of the present embodiment, when traveling in the HV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are simultaneously operated, the gear noise is reduced. The HV-2 mode in which the brake BK is released and the clutch CL is engaged is switched to the HV-1 mode in which the brake BK is engaged and the clutch CL is released. As a result, the torque sharing ratio of the first electric motor MG1 and the second electric motor MG2 is changed, and the rotation speed of the first electric motor MG1 and the second electric motor MG2 is changed, so that the sun gear S1 connected to the first electric motor MG1 and The meshing vibration force of the pinion gear P1 meshing with the sun gear S1 and the meshing vibration force of the sun gear S2 connected to the second electric motor MG2 and the pinion gear P2 meshing with the sun gear S2 are adjusted.

  17 to 22 show other hybrid vehicle drive devices 100, 110, to which the present invention is preferably applied, instead of the hybrid vehicle drive device 10 of the first embodiment, the second embodiment, and the third embodiment described above. It is a skeleton diagram explaining the composition of 120, 130, 140, and 150, respectively. The drive control device for a hybrid vehicle according to the present invention, like the drive device 100 shown in FIG. 17 and the drive device 110 shown in FIG. 18, is 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. 19, 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 that 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. 20, a drive device 140 shown in FIG. 21, 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 fourth 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 electronic control device 40 of the first embodiment described above, the first planetary gear device 14 and the second planetary gear device 14 and the second electric motor MG2 are traveling during the EV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are simultaneously operated. When the gear noise of the power transmission system including the second planetary gear device 16 is reduced, the load torque sharing ratio of the first electric motor MG1 and the second electric motor MG2 is not changed by the load torque ratio adjusting unit 76 without changing the vehicle driving force. By being changed, the meshing excitation force of the sun gear S1 connected to the first electric motor MG1 and the pinion gear P1 engaged with the sun gear S1, and the sun gear S2 connected to the second electric motor MG2 and the pinion gear P2 engaged with the sun gear S2 are changed. And the vibration generated by the meshing vibration force is adjusted. Since out of the resonance band of the force transmission system, such as gear noise generated from the power transmission system is reduced, resulting the same effect as in the first embodiment. Further, by providing the electronic control device 78 of the above-described second embodiment, when the gear noise is reduced during traveling in the HV-2 mode in which the brake BK is disengaged and the clutch CL is engaged, it is counteracted. Since the force torque ratio adjusting unit 80 changes the reaction torque sharing ratio between the first motor MG1 and the second motor MG2, the reaction torque sharing ratio between the first motor MG1 and the second motor MG2 is changed. Thus, the meshing excitation force of the sun gear S1 connected to the first electric motor MG1 and the pinion gear P1 engaged with the sun gear S1, and the engagement of the sun gear S2 connected to the second electric motor MG2 and the sun gear S2 with the pinion gear P2 Since the vibration force is adjusted and the vibration generated by the meshing vibration force deviates from the resonance band of the power transmission system, Such gear noise generated from the power transmission system is reduced, it is obtained the same effects as in Example 2 above. Further, by providing the electronic control device 82 of the above-described third embodiment, when the gear noise is reduced during traveling in the HV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are simultaneously operated, By switching from the HV-2 mode in which the brake BK is released and the clutch CL is engaged to the HV-1 mode in which the brake BK is engaged and the clutch CL is released, the first electric motor MG1 and the second electric motor Since the torque sharing ratio of MG2 is changed and the rotation speeds of the first electric motor MG1 and the second electric motor MG2 are changed, the engagement between the sun gear S1 connected to the first electric motor MG1 and the pinion gear P1 engaged with the sun gear S1 occurs. A vibration force, a sun gear S2 connected to the second electric motor MG2, and a pinion that meshes with the sun gear S2. Since the meshing vibration force with the gear P2 is adjusted and the vibration generated by the meshing vibration force deviates from the resonance band of the power transmission system, the gear noise generated from the power transmission system is reduced. The same effect as in Example 3 can be obtained.

  23 to 25 show other hybrid vehicle drive devices 160, 170 to which the present invention is suitably applied in place of the hybrid vehicle drive device 10 of the first, second, and third embodiments described above. It is a collinear diagram illustrating the configuration and operation of 180 respectively. 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 example of FIGS. 23 to 25, by providing the electronic control device 40 of Example 1 described above, during traveling in the EV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are simultaneously operated, When reducing the gear noise of the power transmission system including the first planetary gear unit 14 and the second planetary gear unit 16, the vehicle torque is not changed by the load torque ratio adjusting unit 76, and the first motor MG1 and the second motor MG2 are changed. Since the load torque sharing ratio is changed, the same effect as in the first embodiment can be obtained. Further, in the embodiment of FIGS. 23 to 25, by providing the electronic control device 78 of the above-described embodiment 2, during traveling in the HV-2 mode in which the brake BK is released and the clutch CL is engaged. When the gear noise is reduced, the reaction force torque ratio adjusting unit 80 changes the share ratio of the reaction force torque between the first electric motor MG1 and the second electric motor MG2, so that the same effect as in the second embodiment is obtained. can get. Further, in the embodiment of FIGS. 23 to 25, by providing the electronic control device 82 of the above-described third embodiment, during traveling in the HV-2 mode in which the first electric motor MG1 and the second electric motor MG2 are simultaneously operated. When the gear noise is reduced, the HV-2 mode in which the brake BK is released and the clutch CL is engaged is switched to the HV-1 mode in which the brake BK is engaged and the clutch CL is released. The same effects as those of the third embodiment can be obtained.

  The embodiment shown in FIGS. 23 to 25 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. 17 to 22 described above. 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, 11, 14 and the like is also preferably applied to the configurations shown in FIGS.

  Further, in the embodiment shown in FIGS. 23 to 25, 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. 17 to 22. 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 the mode switching control unit 84 of the electronic control device 82 of FIG. 14 of the present embodiment, the HV-2 mode is switched to the HV-1 mode without changing the vehicle driving force. For example, from the HV-1 mode to the HV- Even when the mode is switched to the second mode, the ratio of the torque output from the first electric motor MG1 and the second electric motor MG2 is changed, and the rotation speeds of the first electric motor MG1 and the second electric motor MG2 are changed.

  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 (non-rotating member)
30: Output gear (output rotating member)
40, 78, 82: Electronic control device (drive control device)
76: Load torque ratio adjusting unit 80: Reaction force torque ratio adjusting unit 84: Mode switching control unit 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, and an engine, a first electric motor, a second electric motor, and an output rotation member respectively connected to the four rotation elements;
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
While reducing the gear noise of the power transmission system including the first differential mechanism and the second differential mechanism during traveling in which the first electric motor and the second electric motor are operated simultaneously, the vehicle driving force is not changed. A drive control apparatus for a hybrid vehicle, wherein the torque sharing ratio of the first motor and the second motor is changed. In the engine running mode in which the brake is released and the clutch is engaged,
The drive control apparatus for a hybrid vehicle according to claim 1, wherein when the gear noise is reduced, a reaction torque sharing ratio between the first electric motor and the second electric motor is changed.   2. The hybrid according to claim 1, wherein when the gear noise is reduced, the engine travel mode in which the brake is released and the clutch is engaged is switched to an engine travel mode in which the brake is engaged and the clutch is released. Vehicle drive control device.   4. The torque sharing ratio is changed when the occurrence of gear noise is detected, or when the rotation speed and torque of the first electric motor and / or the second electric motor enter a predetermined gear noise generation area. A hybrid vehicle 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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