JP2016078513A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform compactification of a hydraulic circuit in a vehicle being provided with an engine and a transmission device and a power distribution device between first and second rotary electric machines and enabling simultaneous engagement of two frictional engagement units of the transmission device.SOLUTION: A vehicle comprises: an engine; and a transmission device and a power distribution device between a first MG and a second MG. In a dual motors travelling mode, a brake B1 and a clutch C1 simultaneously engage with each other by a hydraulic circuit 200. The hydraulic circuit 200 includes: a regulator valve 210 controlling a line pressure PL; a fail-safe valve 230 controlling simultaneous engagement thereof; and a three-way valve 260 applying a signal pressure to the regulator valve 210 and the fail-safe valve 230. An ECU switches the fail-safe valve 230 so as to enable the simultaneous engagement thereof while increasing the line pressure PL by adjusting the signal pressure by the three-way valve 260 when a mode is the dual motors travelling mode.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle, and more particularly to a vehicle that travels using the output of at least one of an internal combustion engine and first and second rotating electrical machines.

  A hybrid vehicle having a configuration in which a transmission and a power distribution device are provided between an internal combustion engine (engine) and first and second rotating electrical machines (motor generators) is known. For example, in a hybrid vehicle disclosed in International Publication No. 2014/013556 (Patent Document 1), a planetary gear mechanism having a carrier, a sun gear, and a ring gear is used as a power distribution device. The carrier is coupled to the engine via a transmission. The sun gear is coupled to the first rotating electric machine. The ring gear is coupled to the counter shaft, and the second rotating electrical machine and the output shaft are connected to the counter shaft.

  In the vehicle disclosed in Patent Document 1, when the vehicle travels in the “both motor travel mode” that travels with the power of both the first motor and the second motor, the clutch C1 and the brake B1 that are friction engagement elements of the transmission are used. The carrier of the power distribution device is maintained in the stopped state by supplying the hydraulic pressure to both of them and engaging them to restrict the rotation of each rotating element of the transmission. Thereby, the torque of the first motor is transmitted to the ring gear with the carrier as a fulcrum.

International Publication No. 2014/013556 JP 2008-265600 A JP 2008-265598 A

  As described above, when the vehicle disclosed in Patent Document 1 travels in the dual motor travel mode, it is necessary to increase the torque capacity of these engagement elements in order to engage both the clutch C1 and the brake B1. There is. In this case, it is necessary to control the regulator valve that adjusts the line pressure of the hydraulic circuit and the fail-safe valve to permit simultaneous engagement of the clutch C1 and the brake B1, and these controls are performed by independent actuators. Doing so increases the number of parts and further complicates the control configuration, which may lead to an increase in cost and an increase in equipment size.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a hybrid vehicle in which a transmission and a power distribution device are provided between the engine and the first and second rotating electrical machines. In other words, the hydraulic circuit is made compact and the cost is reduced.

  A vehicle according to the present invention includes an internal combustion engine, first and second rotating electric machines, a transmission, a power distribution device, a hydraulic circuit, and a control device for controlling the hydraulic circuit. The transmission includes first and second engagement elements for changing the transmission ratio, and is coupled to the output shaft of the internal combustion engine. The power distribution device is coupled to the output shafts of the first and second rotating electrical machines and the output element of the transmission, and transmits the driving force from the first and second rotating electrical machines and the transmission to the drive wheels. The hydraulic circuit controls the hydraulic pressure supplied to the first and second engagement elements. The hydraulic circuit includes a first valve (regulator valve) that regulates a line pressure supplied to the first and second engagement elements, and permits and prohibits simultaneous engagement of the first and second engagement elements. A second valve for switching (fail-safe valve) and a third valve (three-way valve) for adjusting the signal pressure for operating the first and second valves are included. The control device adjusts the signal pressure from the third valve when the vehicle travels using the driving forces of both the first and second rotating electrical machines with the internal combustion engine stopped. The first valve is displaced so that the pressure is increased, and the second valve is switched so that simultaneous engagement is permitted.

  With such a configuration, in a vehicle in which a transmission and a power distribution device are provided between the engine and the first and second rotating electrical machines, the vehicle travels with the driving force of only the first and second rotating electrical machines. When the first and second engagement elements are simultaneously engaged in order to travel in both motor travel modes, the first valve (regulator valve) is driven by driving only the third valve (three-way valve). ) Is increased to increase the line pressure, and the second valve (fail-safe valve) can be switched to a state where simultaneous engagement is possible. Therefore, since the increase of the line pressure and the switching of the simultaneous engagement preventing circuit can be realized by the operation of a single actuator, the number of parts can be reduced, the hydraulic circuit can be made compact, and the cost can be reduced.

  According to the present invention, the transmission and the power distribution device are provided between the engine and the first and second rotating electrical machines, and the hybrid is configured so that the two friction engagement devices of the transmission can be simultaneously engaged. In the vehicle, the hydraulic circuit can be made compact and the cost can be reduced.

It is a figure which shows the whole structure of the vehicle according to this Embodiment. It is a figure which shows the detail of the hydraulic circuit of FIG. It is a figure for demonstrating the characteristic of the line pressure by the duty control of a three-way valve. It is a figure which shows the operation engagement table | surface of the clutch C1 and brake B1 which are included in a transmission. It is a figure which shows the engagement state of clutch C1 and brake B1, and the excitation state of a solenoid valve. It is an alignment chart in the HV traveling mode when the transmission is on the Lo side. It is an alignment chart in the HV running mode when the transmission is on the Hi side. It is an alignment chart in the single motor travel mode. It is a collinear diagram in both motor drive modes. It is a flowchart for demonstrating the operation control of the fail safe valve in switching of driving modes. It is a flowchart for demonstrating the operation control of the fail safe valve at the time of gear shifting operation execution.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Basic configuration of vehicle]
FIG. 1 is a diagram showing an overall configuration of a vehicle 1 according to the present embodiment. Vehicle 1 drives engine 10, first motor generator (hereinafter referred to as “first MG”) 20, second motor generator (hereinafter referred to as “second MG”) 30, and first MG and second MG. Inverters 25 and 35, a transmission 40, a power distribution device (planetary gear device) 50, a counter shaft (output shaft) 70, a differential device 80, drive wheels 90, and an ECU (Electronic Control Unit) 300. Including.

  The vehicle 1 is an FF (front engine / front drive) type hybrid vehicle that travels using at least one of the power of the engine 10, the first MG 20, and the second MG 30. The driving method of the vehicle 1 is not limited to the FF method, and may be an FR (front engine / rear drive) method. The vehicle 1 may be a plug-in hybrid vehicle that can charge an in-vehicle battery (not shown) with an external power source.

  The engine 10 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. Engine 10 is controlled by a control signal DRV from ECU 300.

  The first MG 20 and the second MG 30 are, for example, permanent magnet type synchronous motors including a rotor in which permanent magnets are embedded. The rotation shaft 21 of the first MG 20 is disposed coaxially with the crankshaft of the engine 10. The rotation shaft 31 of the second MG 30 is arranged in parallel with the rotation shaft 21 of the first MG 20. The counter shaft (output shaft) 70 is arranged in parallel with the rotation shaft 21 of the first MG 20 and the rotation shaft 31 of the second MG 30.

  First MG 20 and second MG 30 are driven by inverters 25 and 35, respectively. The inverter 25 is controlled by a control signal PWI1 from the ECU 300, converts DC power from a vehicle battery (not shown) into AC power, and supplies the AC power to the first MG 20. Similarly, inverter 35 is controlled by control signal PWI2 from ECU 300, converts DC power from the battery into AC power, and supplies the AC power to second MG 30. The second MG 30 is also driven by the electric power generated by the first MG 20.

  The transmission 40 is provided between the engine 10 and a power distribution device (planetary gear device) 50, and changes the rotation of the engine 10 to output it to the power distribution device 50. The transmission 40 includes a single pinion planetary gear mechanism including a sun gear S1, a pinion gear P1, a ring gear R1, and a carrier CA1, a clutch C1, and a brake B1.

  Carrier CA1 is coupled to the crankshaft of engine 10. The pinion gear P1 is disposed between the sun gear S1 and the ring gear R1, and meshes with the sun gear S1 and the ring gear R1, respectively. Pinion gear P1 is supported by carrier CA1 so as to be capable of rotating and revolving.

  The rotational speed of the sun gear S1, the rotational speed of the carrier CA1 (that is, the rotational speed of the engine 10), and the rotational speed of the ring gear R1 are connected in a straight line on the collinear chart as shown in FIGS. If any two rotation speeds are determined, the remaining rotation speed is also determined).

  The clutch C1 is a hydraulic friction engagement element capable of connecting the sun gear S1 and the carrier CA1. When the clutch C1 is engaged, the sun gear S1 and the carrier CA1 are connected. When the clutch C1 is released, the sun gear S1 and the carrier CA1 are disconnected.

  The brake B1 is a hydraulic friction engagement element that can restrict (lock) the rotation of the sun gear S1. When the brake B1 is engaged, the sun gear S1 is fixed to the gear case (vehicle body), so that the rotation of the sun gear S1 is restricted. When the brake B1 is released, the sun gear S1 is disconnected from the gear case (vehicle body), so that the sun gear S1 is allowed to rotate.

  The speed ratio of the transmission 40 (the ratio between the rotational speed of the carrier CA1 as an input element and the rotational speed of the ring gear R1 as an output element, specifically, the rotational speed of the carrier CA1 / the rotational speed of the ring gear R1) is determined by the clutch C1. And switching according to the combination of engagement and release of the brake B1. When the clutch C1 is engaged and the brake B1 is released, a low gear stage Lo having a gear ratio of 1.0 (directly connected state) is formed. When the clutch C1 is released and the brake B1 is engaged, a high gear stage Hi is formed in which the gear ratio becomes a value smaller than 1.0 (for example, 0.7, so-called overdrive state). Note that when the clutch C1 is engaged and the brake B1 is engaged, the rotation of the sun gear S1 and the carrier CA1 is restricted, so that the rotation of the ring gear R1 is also restricted.

  The power distribution device 50 is a single pinion type planetary gear device including a sun gear S2, a pinion gear P2, a ring gear R2, and a carrier CA2. The carrier CA2 of the power distribution device 50 is connected to the ring gear R1 that is an output element of the transmission 40, and rotates integrally with the ring gear R1.

  Pinion gear P2 is arranged between sun gear S2 and ring gear R2, and meshes with sun gear S2 and ring gear R2, respectively. Pinion gear P2 is supported by carrier CA2 so as to be capable of rotating and revolving.

  Sun gear S2 is coupled to rotating shaft 21 of first MG 20. A counter drive gear 51 is connected to the ring gear R2. The counter drive gear 51 is an output gear of the power distribution device 50 that rotates integrally with the ring gear R2.

  The rotational speed of the sun gear S2 (that is, the rotational speed of the first MG 20), the rotational speed of the carrier CA2, and the rotational speed of the ring gear R2 are connected in a straight line on the collinear chart as shown in FIGS. If any two rotation speeds are determined, the remaining rotation speed is also determined). Therefore, by adjusting the rotation speed of the first MG 20, the ratio between the rotation speed of the carrier CA2 and the ring gear R2 can be switched steplessly.

  The counter shaft (output shaft) 70 is provided with a counter driven gear 71 and a differential drive gear 72. Counter driven gear 71 meshes with counter drive gear 51 of power distribution device 50. That is, the power of the engine 10 and the first MG 20 is transmitted to the counter shaft (output shaft) 70 via the counter drive gear 51 of the power distribution device 50.

  The transmission 40 and the power distribution device 50 are connected in series on a power transmission path from the engine 10 to the counter shaft (output shaft) 70. Therefore, the rotation of the engine 10 is transmitted to the counter shaft (output shaft) 70 after being shifted by the transmission 40 and the power distribution device 50.

  Counter driven gear 71 also meshes with reduction gear 32 connected to rotating shaft 31 of second MG 30. That is, the power of the second MG 30 is transmitted to the counter shaft (output shaft) 70 via the reduction gear 32.

  The differential drive gear 72 meshes with the differential ring gear 81 of the differential device 80. The differential device 80 is connected to the left and right drive wheels 90 via left and right drive shafts 82, respectively. That is, the rotation of the counter shaft (output shaft) 70 is transmitted to the left and right drive shafts 82 via the differential device 80.

  The vehicle 1 includes an electric oil pump (hereinafter also referred to as “EOP”) 61, a mechanical oil pump (hereinafter also referred to as “MOP”) 62, and a hydraulic circuit 200 as a configuration for driving the transmission 40.

  The EOP 61 is driven by an internal motor (hereinafter also referred to as “internal motor”) to generate hydraulic pressure and supply it to the hydraulic circuit 200. The internal motor of EOP 61 is controlled by a control signal from ECU 300. Therefore, the EOP 61 can operate even when the engine 10 is stopped.

  The MOP 62 is driven by the power of the engine 10 to generate a hydraulic pressure and supply it to the hydraulic circuit 200. Accordingly, when the engine 10 is operated, the MOP 62 is also driven, and when the engine 10 is stopped, the MOP 62 is also stopped.

  Hydraulic circuit 200 includes solenoid valves that respectively adjust the hydraulic pressure supplied to clutch C1 and brake B1 of transmission 40 using hydraulic pressure supplied from at least one of EOP 61 and MOP 62 as a source pressure. Each solenoid valve in the hydraulic circuit 200 is controlled by control signals PbC, PbB, PbS from the ECU 300.

  ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, all of which are not shown in FIG. 1, and inputs signals from sensors and the like and outputs control signals to each device. 1 and each device are controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  ECU 300 causes vehicle 1 to travel in “hybrid travel mode (hereinafter referred to as“ HV travel mode ”)” or “motor travel mode (hereinafter referred to as“ EV travel mode ”). The HV travel mode is a control mode in which the vehicle 1 travels with the power of the engine 10 and the second MG 30. The EV travel mode is a control mode in which the engine 10 is stopped and the vehicle 1 is traveled by at least one power of the first MG 20 or the second MG 30. During the EV travel mode, ECU 300 travels vehicle 1 with the power of the second MG 30 alone and “both motor travel mode” with vehicle 1 traveling with the power of both first MG 20 and second MG 30. Are selectively switched according to a user's required torque or the like.

[Description of hydraulic circuit]
FIG. 2 is a diagram showing details of the hydraulic circuit 200 of FIG. 2, hydraulic circuit 200 includes a regulator valve 210, a modulator valve 220, a fail-safe valve 230, linear solenoids SLB240, SLC250, and a three-way valve (S1) 260.

  The regulator valve 210 is a valve for adjusting the hydraulic pressure supplied from the oil pan 65 by the EOP 61 or the MOP 62 and supplying it as a line pressure PL to each valve.

  The modulator valve 220 is a valve for reducing the line pressure PL to generate the original pressure of the three-way valve 260. The modulator valve 220 is not essential, and the line pressure PL may be the original pressure of the three-way valve 260.

  The three-way valve 260 is a normally open type electromagnetic valve, which is controlled by a control signal PbS from the ECU 300, and uses the hydraulic pressure from the modulator valve 220 as a source pressure and signal pressures (a) and (b), respectively, as fail safe. Output to the valve 230 and the regulator valve 210. When the three-way valve 260 is not energized, the oil passage is opened, and the signal pressures (a) and (b) are in a high pressure state. On the other hand, when the three-way valve 260 is energized, the oil passage is closed and the signal pressures (a) and (b) are in a low pressure state. The three-way valve 260 may be switched between an open state and a closed state. For example, the open amount of the oil passage is continuously changed by duty-controlling the energization current using the control signal PbS. Is more preferable.

  The line pressure PL is adjusted by the regulator valve 210 by the signal pressure (b) supplied from the three-way valve 260. When the signal pressure (b) is high, the spool of the regulator valve 210 is pushed upward in FIG. 2 so that the line pressure PL increases (boost state), and when the signal pressure (b) decreases, the spool is pushed down and the line pressure PL is increased. Decreases (non-boost state). When the three-way valve 260 is duty-controlled, as shown in the example of FIG. 3, the line pressure PL continuously decreases as the duty ratio increases.

  The linear solenoid SLB 240 is an electromagnetic valve for controlling the brake B1, and is controlled by a control signal PbB from the ECU 300. The SLB 240 is a normally open type solenoid valve that supplies the line pressure PL to the fail-safe valve 230 when not energized and engages the brake B1, and stops supplying the line pressure PL when energized. Then, the brake B1 is released.

  The linear solenoid SLC250 is an electromagnetic valve for controlling the clutch C1, and is controlled by a control signal PbC from the ECU 300. The SLC 250 is a normally closed type solenoid valve, which supplies the line pressure PL to the fail-safe valve 230 and the clutch C1 in the energized state and engages the clutch C1, and the line pressure PL in the non-energized state. The supply is stopped and the clutch C1 is released.

  The failsafe valve 230 is a valve for controlling simultaneous engagement of the brake B1 and the clutch C1. In the fail safe valve 230, two spools 231 and 232 are provided.

  The spool 231 is provided to limit (fix) the operation of the spool 232, and when the signal pressure (a) from the three-way valve 260 increases, the spool 231 is pushed upward in FIG. 2 so that the spool 232 cannot operate. Fix it. On the other hand, when the signal pressure (a) from the three-way valve 260 is lowered, the spool 231 is pushed down by the line pressure PL, thereby enabling the spool 232 to operate.

  In a state where no hydraulic pressure is supplied from the SLB 240 and the SLC 250, the spool 232 is pushed upward by the line pressure PL and the spring. In this state, since the hydraulic pressure is not supplied from the SLB 240 and the SLC 250, both the brake B1 and the clutch C1 are released.

  The spool 232 is provided with a pressure receiving portion for hydraulic pressure from the SLB 240 and the SLC 250 at one end (upper end portion in FIG. 2), and a pressure receiving portion for the line pressure PL at the other end (lower end portion in FIG. 2). Is provided. The area of the pressure receiving part for the hydraulic pressure from the SLB 240 and SLC 250 is set to be smaller than the area of the pressure receiving part for the line pressure PL. Therefore, when the three-way valve 260 is energized (that is, the signal pressure (a) is low and the line pressure PL is not boosted) and the spool 231 is pushed downward, the hydraulic pressure is supplied from the SLB 240 and SLC 250. As a result, the state of the spool 232 changes.

  More specifically, when one of the hydraulic pressures of SLB 240 and SLC 250 is supplied, the line pressure PL and the force acting on the spring are larger, so that the spool 232 is positioned at the upper side in FIG. Become. In this state, the brake B1 is engaged when the hydraulic pressure is supplied from the SLB 240, and the clutch C1 is engaged when the hydraulic pressure is supplied from the SLC 250.

  When hydraulic pressure is supplied from both the SLB 240 and the SLC 250, the force applied by the hydraulic pressure from the SLB 240 and SLC 250 exceeds the line pressure PL and the spring force, so that the spool 232 is pushed down, thereby the oil to the brake B1. The road is blocked. In this way, when the three-way valve 260 is energized and the spool 231 is positioned downward, if hydraulic pressure is supplied from both the SLB 240 and the SLC 250, only the clutch C1 is engaged, and the brake B1 and the clutch C1 Simultaneous engagement is restricted (prohibited).

  On the other hand, when the three-way valve 260 is in a non-energized state (that is, the signal pressure (a) is high and the line pressure PL is in the boost state), the spool 231 is pushed up and the spool 232 is fixed at the upper position. The Therefore, even if hydraulic pressure is supplied from both the SLB 240 and the SLC 250, the oil path to the brake B1 remains open, so that the brake B1 and the clutch C1 can be simultaneously engaged.

  By using such a fail safe valve 230, the oil passage to the brake B1 can be switched so that the simultaneous engagement is not erroneously performed when the simultaneous engagement is not required. When required, the oil path to the brake B1 can be opened reliably.

  As described above, when the brake B1 and the clutch C1 are simultaneously engaged, it is necessary to increase the torque capacity of the brake B1 and the clutch C1 (that is, increase the line pressure PL) in order to ensure the engagement force. At the same time, it is necessary to control the fail-safe valve 230 so as to permit simultaneous engagement.

  When the control of the regulator valve 210 and the control of the fail safe valve 230 are configured by separate circuits, the increase in the number of parts may increase the size of the hydraulic circuit itself and increase the cost. There is.

  However, in the present embodiment, by using the three-way valve 260, the control of the regulator valve 210 and the failsafe valve 230 can be realized using a single common actuator. Therefore, the hydraulic circuit can be made compact and the cost can be reduced.

  FIG. 4 is a diagram showing an operation engagement table of the clutch C1 and the brake B1 of the transmission 40 in each travel mode. In FIG. 2, “C1”, “B1”, “MG1”, and “MG2” indicate the clutch C1, the brake B1, the first MG20, and the second MG30, respectively. The circles (◯) in the C1 and B1 columns indicate “engaged”, the “×” indicates “released”, and the triangle (Δ) indicates either the clutch C1 or the brake B1 during engine braking. Indicates that Further, “G” in the MG1 column and MG2 column indicates that the operation is performed as a generator, and “M” indicates that the operation is performed as a motor.

  In the HV travel mode, ECU 300 switches the gear ratio of transmission 40 according to the vehicle speed. When the vehicle 1 is moved forward in the middle / low speed range or when the vehicle 1 is moved backward, the ECU 300 forms the low gear stage Lo by engaging the clutch C1 and releasing the brake B1 (see FIG. 6 described later). On the other hand, when the vehicle 1 is advanced in the high speed range, the ECU 300 releases the clutch C1 and engages the brake B1 to form the high gear stage Hi (see FIG. 7 described later). Further, in the HV traveling mode, ECU 300 operates first MG 20 as a generator and operates second MG 20 as a motor.

  In the HV traveling mode, since the engine 10 is operating, the MOP 62 is also operating. Therefore, in the HV traveling mode, the clutch C1 or the brake B1 is engaged mainly using the hydraulic pressure of the MOP62.

  In the EV travel mode, the ECU 300 selectively switches between the single motor travel mode and the both motor travel mode as described above. When the vehicle 1 is driven (forward or reverse) in the single motor travel mode, the ECU 300 releases the clutch C1 and releases the brake B1 to place the transmission 40 in a neutral state (a state in which no power is transmitted). When the vehicle 1 is braked in the single motor traveling mode and the engine brake is necessary, the ECU 300 engages one of the clutch C1 and the brake B1. As a result, the rotation of the drive wheel 90 is transmitted to the engine 10, thereby causing a so-called engine brake state in which the engine 10 is rotated. In the single motor travel mode, ECU 300 operates first MG 20 as a generator and operates second MG 20 as a motor (see FIG. 8 described later).

  On the other hand, when the vehicle 1 is driven (forward or reverse) in the dual motor travel mode, the ECU 300 engages the clutch C1 and engages the brake B1 to restrict (lock) the rotation of the ring gear R1 of the transmission 40. . Accordingly, the rotation of the carrier CA2 of the power distribution device 50 connected to the ring gear R1 of the transmission 40 is also restricted (locked), so that the carrier CA2 of the power distribution device 50 is maintained in a stopped state. Then, ECU 300 operates first MG 20 and second MG 20 as motors (see FIG. 9 described later).

  In the EV travel mode (single motor travel mode and dual motor travel mode), since the engine 10 is stopped, the MOP 62 is also stopped. Therefore, in the EV traveling mode, the clutch C1 or the brake B1 is engaged using the hydraulic pressure of the EOP61.

  FIG. 5 is a diagram showing an engaged state of the brake B1 and the clutch C1 and an energized state of the SLB 240 and SLC 250. As described above, since the SLB 240 is a normally open type solenoid valve, the brake B1 is engaged when the SLB 240 is in the non-energized state, and the brake B1 is released when the SLB 240 is in the energized state. On the other hand, since the SLC 240 is a normally closed solenoid valve, the clutch C1 is engaged when the SLC 250 is energized, and the clutch C1 is released when the SLC 250 is de-energized.

[Description of driving mode]
6 to 9 are alignment charts during the HV traveling mode (Lo / Hi), during the single motor traveling mode, and during both motor traveling modes, respectively. 6 to 9, “S1”, “CA1”, and “R1” indicate the sun gear S1, the carrier CA1, and the ring gear R1 of the transmission 40, respectively. 50 sun gear S2, carrier CA2, and ring gear R2 are shown.

  A control state during the HV traveling mode will be described with reference to FIG. FIG. 6 illustrates a case where the vehicle is traveling forward at the low gear stage Lo. When the low gear stage Lo is formed, the clutch C1 is engaged and the brake B1 is released. Therefore, the rotation elements S1, CA1, and R1 rotate together. Thereby, the ring gear R1 of the transmission 40 also rotates at the same rotational speed as the carrier CA1, and the rotation of the engine 10 is transmitted from the ring gear R1 to the carrier CA2 of the power distribution device 50 at the same rotational speed. That is, the torque of the engine 10 (hereinafter referred to as “engine torque Te”) input to the carrier CA1 of the transmission 40 is transmitted from the ring gear R1 of the transmission 40 to the carrier CA2 of the power distribution device 50. The torque output from the ring gear R1 (hereinafter referred to as “transmission unit output torque Tr1”) is the same as the engine torque Te (Te = Tr1).

  The rotation of the engine 10 transmitted to the carrier CA2 of the power distribution device 50 is steplessly changed by the rotation speed of the sun gear S2 (rotation speed of the first MG 20) and transmitted to the ring gear R2 of the power distribution device 50. At this time, ECU 300 operates first MG 20 as a generator, and causes torque of first MG 20 (hereinafter referred to as “first MG torque Tm1”) to act in the negative direction. As a result, the first MG torque Tm1 takes charge of the reaction force for transmitting the engine torque Te input to the carrier CA2 to the ring gear R2.

  Engine torque Te transmitted to ring gear R2 (hereinafter referred to as “engine transmission torque Tec”) is transmitted from counter drive gear 51 to counter shaft (output shaft) 70 and acts as a driving force for vehicle 1.

  Further, in the HV traveling mode, ECU 300 operates second MG 30 as a motor. Torque of the second MG 30 (hereinafter referred to as “second MG torque Tm2”) is transmitted from the reduction gear 32 to the counter shaft (output shaft) 70 and acts as a driving force of the vehicle 1. That is, in the HV traveling mode, the vehicle 1 travels using the engine transmission torque Tec and the second MG torque Tm2.

  FIG. 7 illustrates a case where the vehicle is traveling forward at the high gear stage Hi. Since the brake B1 is engaged when the high gear stage Hi is formed, the rotation of the sun gear S1 is restricted. Thus, the rotation of the engine 10 input to the carrier CA1 of the transmission 40 is increased and transmitted from the ring gear R1 of the transmission 40 to the carrier CA2 of the power distribution device 50. Therefore, the transmission output torque Tr1 is smaller than the engine torque Te (Te> Tr1).

  Next, the control state during the single motor travel mode will be described with reference to FIG. In the single motor travel mode, ECU 300 stops engine 10 and operates second MG 30 as a motor. Therefore, in the single motor travel mode, the vehicle 1 travels using the second MG torque Tm2.

  At this time, ECU 300 feedback-controls first MG torque Tm1 so that the rotational speed of sun gear S1 becomes zero. Therefore, the sun gear S1 does not rotate. However, since the clutch C1 and the brake B1 of the transmission 40 are released, the rotation of the carrier CA2 of the power distribution device 50 is not restricted. Therefore, ring gear R2 of power distribution device 50, carrier CA2 and ring gear R1 of transmission 40 are rotated (idled) in the same direction as the rotation direction of second MG 30 in conjunction with the rotation of second MG 30.

  On the other hand, the carrier CA1 of the transmission 40 is maintained in a stopped state when the engine 10 is stopped. The sun gear S1 of the transmission 40 is rotated (idled) in a direction opposite to the rotation direction of the ring gear R1 in conjunction with the rotation of the ring gear R1.

  With reference to FIG. 9, the control state during the dual motor travel mode will be described. In the both-motor running mode, the ECU 300 stops the engine 10, engages the clutch C1 of the transmission 40, and engages the brake B1. Therefore, the rotation of the sun gear S1, the carrier CA1, and the ring gear R1 of the transmission 40 is restricted.

  By restricting the rotation of the ring gear R1 of the transmission 40, the rotation of the carrier CA2 of the power distribution device 50 is also restricted (locked). In this state, ECU 300 operates first MG 20 and second MG 30 as motors. Specifically, the second MG 30 is rotated positively using the second MG torque Tm2 as a positive torque, and the first MG 20 is rotated negatively using the first MG torque Tm1 as a negative torque.

  By engaging clutch C1 and restricting rotation of carrier CA2, first MG torque Tm1 is transmitted to ring gear R2 with carrier CA2 as a fulcrum. First MG torque Tm1 (hereinafter referred to as “first MG transmission torque Tm1c”) transmitted to ring gear R2 acts in the positive direction and is transmitted to counter shaft (output shaft) 70. Therefore, in both motor travel modes, vehicle 1 travels using first MG transmission torque Tm1c and second MG torque Tm2. ECU 300 adjusts the sharing ratio between first MG torque Tm1 and second MG torque Tm2 so that the user request torque is satisfied by the sum of first MG transmission torque Tm1c and second MG torque Tm2.

[Control of fail-safe valve]
Next, a specific control method of the fail safe valve 230 in the present embodiment will be described.

(Driving mode switching)
FIG. 10 is a flowchart for explaining the operation control of the fail-safe valve in the switching of the traveling mode. The flowchart shown in FIG. 10 and FIG. 11 described later is realized by a program stored in advance in the ECU 300 being called and executed from the main routine at a predetermined cycle. Alternatively, for some steps, it is also possible to construct dedicated hardware (electronic circuit) and realize processing.

  Referring to FIG. 10, as described with reference to FIG. 4 or FIG. 5, the brake B1 and the clutch C1 are simultaneously engaged only in the both-motor running mode. In step (hereinafter, step is abbreviated as S) 100, ECU 300 determines whether or not the motor is running (EV running mode) while running with engine 10 stopped.

  If the motor is not running (NO in S100), either brake B1 or clutch C1 is engaged from FIG. 4, so the process proceeds to S130, and ECU 300 turns on three-way valve 260. . As a result, the spool 232 of the fail safe valve 230 is moved and the simultaneous engagement preventing circuit is activated, and the line pressure PL is not boosted.

  If the motor is running (YES in S100), the process proceeds to S110, and ECU 300 next determines whether or not it is the both-motor running mode. If the two-motor running mode is selected (YES in S110), the process proceeds to S120, and ECU 300 sets the three-way valve 260 in a non-conductive state, thereby fixing the spool 232 of the fail-safe valve 230 at the same time. Engagement is enabled and the line pressure PL is set to the boost state. In this state, the brake B1 and the clutch C1 are simultaneously engaged by setting the SLB 240 to the non-energized state and the SLC 250 to the energized state.

  On the other hand, when it is not the both-motor traveling mode, that is, in the single-motor traveling mode (NO in S110), as shown in FIG. 4, when both brake B1 and clutch C1 are in the released state, or when engine braking, Since only one of the clutches C1 is engaged, the process proceeds to S130, and the ECU 300 sets the three-way valve 260 in an energized state and activates the simultaneous engagement preventing circuit.

  By controlling according to such processing, only the three-way valve 260, which is a single actuator, is driven according to the driving mode, thereby prohibiting / permitting simultaneous engagement and boosting / non-boosting of the line pressure. The state can be switched.

(During shifting)
The switching control for prohibiting / permitting simultaneous engagement by the failsafe valve 230 is switched not only during the travel mode but also during the shift of the transmission 40. This is because the spool 232 of the fail-safe valve 230 is actuated to change the oil path to the brake B1 depending on the switching timing of the SLB 240 and SLC 250 in the transition period when switching between the high gear stage and the low gear stage in the transmission 40. This is because the transmission shock may be increased by shutting off and interrupting the transmission.

  For example, when shifting the transmission 40 from the low gear stage to the high gear stage in the HV traveling mode in which the engine 10 is driven, it is necessary to change the state where only the clutch C1 is engaged to the state where only the brake B1 is engaged. At this time, while the hydraulic pressure to the clutch C1 is gradually reduced by the SLC 250, the hydraulic pressure to the brake B1 is gradually increased by the SLB 240, but the pressure reduction of the clutch C1 is delayed or the pressure increase of the brake B1 is accelerated. In such a case, the spool 232 for preventing simultaneous engagement is pushed down, and the oil path to the brake B1 is blocked. Then, the shift is interrupted and the shift shock may increase.

  As described above, when the speed change operation of the transmission 40 is performed while the fail safe valve 230 is in a movable state, depending on the timing of the pressure increase / decrease of the hydraulic pressure applied to the clutch C1 by the SLC 250 and the hydraulic pressure applied to the brake B1 by the SLB 240 There may be a state in which the shift is interrupted or terminated at the timing.

  Therefore, in the present embodiment, when the speed change operation of the transmission 40 is performed in the HV traveling mode, the fail safe valve 230 is set so that the brake B1 and the clutch C1 can be simultaneously engaged before the switching of the SLB 240 and the SLC 250. By fixing, the SLB 240 and the SLC 250 can be switched without being restricted by the hydraulic state of the counterpart. Thereby, the freedom degree of the timing control of clutch-to-clutch shift can be improved.

  FIG. 11 is a flowchart for explaining the operation control of the fail-safe valve when the shift operation is executed.

  Referring to FIG. 11, ECU 300 determines in S200 whether the vehicle is currently traveling in the HV traveling mode in which engine 10 is driven. When the vehicle is traveling in the EV traveling mode instead of the HV traveling mode (NO in S200), basically, the speed change of the transmission 40 is not performed, so that the subsequent processing is skipped and the processing is performed in the main routine. Returned to

  If the vehicle is traveling in the HV travel mode (YES in S200), the process proceeds to S210, and ECU 300 determines whether or not transmission 40 is performing a shift. If transmission 40 is shifting (YES in S210), the process proceeds to S220, and ECU 300 fixes spool 232 of fail-safe valve 230 by setting three-way valve 260 to a non-conductive state. The simultaneous engagement and the line pressure PL is set to the boost state. In this state, the switching operation of SLB 240 and SLC 250 is performed.

  When the speed change operation is completed and the vehicle returns to normal travel (NO in S210), the process proceeds to S230, and ECU 300 places three-way valve 260 in an energized state and activates the simultaneous engagement prevention circuit. As a result, it is possible to prevent the brake B1 and the clutch C1 from being simultaneously engaged during traveling.

  By performing the control according to the above processing, the degree of freedom of the operation timing of the brake B1 and the clutch C1 during the shift of the transmission in the HV traveling mode is improved, and the simultaneous engagement of the brake B1 and the clutch C1 after the shift is completed. It is possible to prevent a failure.

  The “regulator valve”, “fail-safe valve”, and “three-way valve” in the present embodiment correspond to the “first valve”, “second valve”, and “third valve” in the present invention, respectively. To do.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  1 vehicle, 10 engine, 20, 30 motor generator, 21, 31 rotating shaft, 25, 35 inverter, 32 reduction gear, 40 transmission, 50 power distribution device, 51 counter drive gear, 65 oil pan, 71 driven gear, 72 drive Gear, 80 Differential, 81 Defring gear, 82 Drive shaft, 90 Drive wheel, 200 Hydraulic circuit, 210 Regulator valve, 220 Modulator valve, 230 Fail-safe valve, 231, 232 Spool, 240, 250 Linear solenoid, 260 Three-way valve , 300 ECU, B1 brake, C1 clutch, CA1, CA2 carrier, P1, P2 pinion gear, R1, R2 ring gear, S1, S2 sun gear.

Claims (1)

A vehicle,
An internal combustion engine;
First and second rotating electrical machines;
A transmission including first and second engagement elements for changing a transmission ratio and coupled to an output shaft of the internal combustion engine;
A power distribution device coupled to the output shafts of the first and second rotating electrical machines and the output element of the transmission, and for transmitting the driving force from the first and second rotating electrical machines and the transmission to driving wheels. When,
A hydraulic circuit for controlling the hydraulic pressure supplied to the first and second engaging elements;
A control device for controlling the hydraulic circuit,
The hydraulic circuit is
A first valve for regulating a line pressure supplied to the first and second engaging elements;
A second valve that switches between enabling and disabling simultaneous engagement of the first and second engaging elements;
A third valve for adjusting a signal pressure for operating the first and second valves;
The control device adjusts the signal pressure from the third valve to displace the first valve so that the line pressure is increased, and allows the simultaneous engagement. A vehicle for switching the second valve so that

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