JP2016083962A - Vehicular drive apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress excessive increase in a load of an electric oil pump for use in supplying hydraulic pressure to an engagement element of a transmission device during travel on both motors.SOLUTION: An ECU is incorporated in a vehicle that includes an engine, a first MG, a second MG, a power transmission device (a planetary gear device), a transmission device having an engagement element to be engaged with hydraulic pressure from an electric pump, and a counter shaft (an output shaft) connected to the second MG and a drive wheel. The power transmission device includes: a carrier connected to the engine via the transmission device; a sun gear connected to the first MG; and a ring gear connected to the counter shaft. During travel on both motors using power of both the first MG and second MG while the engine is stopped, the ECU maintains the carrier of the power transmission device stopped by engaging the engagement element of the transmission device. In a case where a load of the electric pump exceeds a threshold during the travel on both motors, the ECU reduces torque of the first MG.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device that travels using the output of at least one of an engine, a first motor, and a second motor.

  International Publication No. 2013/114594 (patent document 1) discloses a hybrid vehicle including an engine, a first motor, a second motor, a power distribution device, a transmission, and a counter shaft (output shaft). The counter shaft is connected to the second motor and the drive wheel. The power distribution device is a planetary gear device including a carrier connected to an engine via a transmission, a sun gear connected to a first motor, and a ring gear connected to a counter shaft.

  In this vehicle, when traveling in the both-motor traveling mode in which both the first motor and the second motor are driven, hydraulic pressure is supplied from the electric oil pump to the friction engagement element (C1 clutch) of the transmission to change the speed. The carrier of the power distribution device is maintained in a stopped state by restricting the rotation of each rotating element of the device. Thereby, the torque of the first motor is transmitted to the ring gear with the carrier as a fulcrum.

International Publication No. 2013/114594 Japanese Patent Laying-Open No. 2005-329787

  When the vehicle disclosed in Patent Document 1 travels in the both-motor travel mode, a reaction torque corresponding to the torque of the first motor is input to the friction engagement element of the transmission via the carrier. Therefore, when the torque of the first motor is large, the load of the friction engagement element is increased, and the load of the electric oil pump that supplies hydraulic pressure to the friction engagement element is also increased. Thereby, when the load of the electric oil pump becomes excessively high, the life of the electric oil pump may be reduced.

  The present invention has been made to solve the above-described problems, and its object is to suppress an excessive increase in the load of an electric oil pump that supplies hydraulic pressure to the engagement device while both motors are running. That is.

  The vehicle drive device according to the present invention is a vehicle drive device that travels using the output of at least one of the engine, the first motor, and the second motor, and is connected to the second motor and the drive wheels of the vehicle. A planetary gear device including an output shaft, a carrier connected to the engine, a sun gear connected to the first motor, and a ring gear connected to the output shaft, and a hydraulic pressure for restricting rotation of the carrier of the planetary gear device Type of engagement device, an electric oil pump that supplies hydraulic pressure to the engagement device, and a control capable of executing both-motor traveling control for stopping the engine and causing the vehicle to travel using the outputs of the first motor and the second motor Device. The control device maintains the carrier of the planetary gear device in a stopped state by operating the electric oil pump and engaging the engaging device during the both-motors traveling control. The control device reduces the output of the first motor so that the load of the electric oil pump is less than the threshold value when the load of the electric oil pump is equal to or greater than the threshold value during both-motor running control.

  According to such a configuration, when the load of the electric oil pump is equal to or greater than the threshold value during both-motor running control, the load that is input from the carrier to the engagement device by reducing the output of the first motor. By reducing (reaction torque), the load of the electric oil pump is made less than the threshold value. Therefore, it can suppress that the load of an electric oil pump becomes high too much.

It is a figure which shows the whole structure of a vehicle. It is a figure which shows the action | operation engagement table | surface of clutch C1 and brake B1. It is an alignment chart in HV driving mode. It is an alignment chart in the single motor travel mode. It is a collinear diagram in both motor drive modes. It is a figure for demonstrating the principle that the load of the clutch C1 becomes large during both motor driving | running | working. It is a figure explaining the control which reduces the 1st MG torque Tm1 during both motor driving | running | working. It is a flowchart which shows the process sequence of ECU.

  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.

  FIG. 1 is a diagram illustrating an overall configuration of a vehicle 1 including a drive device according to the present embodiment. The vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as “first MG”) 20, a second motor generator (hereinafter referred to as “second MG”) 30, a transmission 40, a power transmission device (planetary gear device). ) 50, counter shaft (output shaft) 70, differential device 80, drive wheel 90, and ECU (Electronic Control Unit) 100.

  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. First MG 20 and second MG 30 are, for example, three-phase AC rotating electric machines. First MG 20 and second MG 30 are driven by electric power supplied from a vehicle battery (not shown). 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.

  The transmission 40 is provided between the engine 10 and a power transmission device (planetary gear device) 50, and shifts the rotation of the engine 10 and outputs it to the power transmission 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 nomograph (ie, 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 transmission device 50 is a single pinion type planetary gear device including a sun gear S2, a pinion gear P1, a ring gear R2, and a carrier CA2. The carrier CA2 of the power transmission device 50 is connected to a 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 transmission 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, 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 driven gear 71 and a drive gear 72. The driven gear 71 meshes with the counter drive gear 51 of the power transmission 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 transmission device 50.

  The transmission 40 and the power transmission 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 transmission device 50.

  The driven gear 71 also meshes with the reduction gear 32 connected to the rotation shaft 31 of the 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 drive gear 72 meshes with the diff 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.

  Further, 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 63.

  The EOP 61 is driven by a motor (hereinafter also referred to as “internal motor”) provided therein, generates hydraulic pressure, and supplies it to the hydraulic circuit 63. The internal motor of EOP 61 is controlled by a control signal from ECU 100. 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 hydraulic pressure, and supplies the hydraulic pressure circuit 63 with the hydraulic pressure. 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.

  The hydraulic circuit 63 includes solenoid valves that respectively adjust the hydraulic pressure supplied to the clutch C1 and the brake B1 of the transmission 40 using the hydraulic pressure supplied from at least one of the EOP 61 and the MOP 62 as a source pressure. Each solenoid valve of the hydraulic circuit 63 is controlled by a control signal from the ECU 100.

  ECU 100 includes a CPU (Central Processing Unit) and a memory (not shown), and based on information stored in the memory and information from each sensor (equipment 10, first MG 20, first MG 20) mounted on vehicle 1. 2MG30, EOP61, hydraulic circuit 63, etc.).

  ECU 100 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, the ECU 100 travels the “single motor travel mode” in which the vehicle 1 travels with the power of the second MG 30 alone and the “both motor travel mode” in which the vehicle 1 travels with the power of both the first MG 20 and the second MG 30. Are selectively switched according to a user's required torque or the like.

  FIG. 2 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 traveling mode, the ECU 100 switches the gear ratio of the transmission 40 according to the vehicle speed. When the vehicle 1 is moved forward in the high speed range, the ECU 100 releases the clutch C1 and engages the brake B1, thereby forming the high gear stage Hi. On the other hand, when the vehicle 1 is moved forward in the medium / low speed range or when the vehicle 1 is moved backward, the ECU 100 forms the low gear stage Lo by engaging the clutch C1 and releasing the brake B1. Further, in the engine running mode, ECU 100 operates first MG 20 as a generator and operates second MG 20 as a motor (see FIG. 3 described later).

  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 100 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 100 releases the clutch C1 and releases the brake B1, thereby setting 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 100 engages either the clutch C1 or 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 100 operates first MG 20 as a generator and operates second MG 20 as a motor (see FIG. 4 described later).

  On the other hand, when the vehicle 1 is driven (forward or reverse) in the both-motor running mode, the ECU 100 engages the clutch C1 and engages the brake B1 to restrict (lock) the rotation of the ring gear R1 of the transmission 40. . As a result, the rotation of the carrier CA2 of the power transmission device 50 coupled to the ring gear R1 of the transmission 40 is also restricted (locked), so that the carrier CA2 of the power transmission device 50 is maintained in a stopped state. Then, ECU 100 operates first MG 20 and second MG 20 as motors (see FIG. 5 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 operating. Therefore, in the EV traveling mode, the clutch C1 or the brake B1 is engaged using the hydraulic pressure of the EOP61.

  3 to 5 are collinear charts during the HV traveling mode, the single motor traveling mode, and the both motor traveling mode, respectively. 3 to 5, “S1”, “CA1”, and “R1” respectively indicate the sun gear S1, the carrier CA1, and the ring gear R1 of the transmission 40, and “S2”, “CA2”, and “R2” respectively indicate the power transmission device. 50 sun gear S2, carrier CA2, and ring gear R2 are shown.

  With reference to FIG. 3, the control state in the HV traveling mode will be described. FIG. 3 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 transmission device 50. 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 transmission device 50.

  Although not shown, when the low gear stage Lo is formed, the clutch C1 is engaged to connect the sun gear S1 and the carrier CA1, and the brake B1 is released to allow the sun gear S1 to rotate. Thereby, each rotation element S1, CA1, R1 rotates integrally. Therefore, the rotation of the engine 10 input to the carrier CA1 of the transmission 40 is not increased or reduced, and is transmitted from the ring gear R1 of the transmission 40 to the carrier CA2 of the power transmission device 50 at a constant speed.

  The rotation of the engine 10 transmitted to the carrier CA2 of the power transmission 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 transmission device 50. At this time, the ECU 100 operates the first MG 20 as a generator and causes the torque of the 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 travel mode, ECU 100 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.

  With reference to FIG. 4, the control state in the single motor travel mode will be described. In the single motor travel mode, ECU 100 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, the ECU 100 feedback-controls the first MG torque Tm1 so that the rotational speed of the 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 transmission device 50 is not restricted. Therefore, ring gear R2 of power transmission 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. 5, the control state during the dual motor travel mode will be described. In the both-motor running mode, the ECU 100 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 transmission device 50 is also restricted (locked). In this state, ECU 100 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 100 adjusts the sharing ratio between first MG torque Tm1 and second MG torque Tm2 so that the user-requested torque is satisfied by the sum of first MG transmission torque Tm1c and second MG torque Tm2.

  In the vehicle 1 having the above-described configuration, if the first MG torque Tm1 during travel of both motors is large, the load on the clutch C1 increases, which may lead to a reduction in the life of the EOP 61 that supplies hydraulic pressure to the clutch C1.

  FIG. 6 is a diagram for explaining the principle that the load on the clutch C1 increases during the traveling of both motors. In order to transmit the first MG torque Tm1 to the ring gear R2 during the both-motor running mode, it is necessary to cause the reaction force torque Tc corresponding to the first MG torque Tm1 to act on the carrier CA2 in the positive direction and maintain the carrier CA2 in the stopped state. There is. In the present embodiment, the reaction force torque Tc is realized by engaging the clutch C1 to restrict the rotation of the carrier CA2.

  However, the reaction force torque Tc acting on the carrier CA2 is amplified more than the first MG torque Tm1 by the amount of the gear ratio between the sun gear S2 and the carrier CA2. Further, as the first MG torque Tm1 increases, the reaction force torque Tc increases and the load of the clutch C1 (torque input to the clutch C1) also increases. As a result, the hydraulic pressure required to maintain the clutch C1 in the engaged state also increases, and the load on the EOP 61 (the load on the internal motor of the EOP 61) increases accordingly. If the load on the EOP 61 becomes excessively large, the life of the EOP 61 may be reduced.

  Therefore, the ECU 100 according to the present embodiment provides EOP61 that supplies hydraulic pressure to the clutch C1 when the first MG torque Tm1 exceeds a predetermined value (when the load of the clutch C1 is higher than the predetermined value) during the traveling of both motors. When the load exceeds the threshold, the first MG torque Tm1 is reduced so that the load on the EOP 61 is less than the threshold.

  FIG. 7 is a diagram for explaining the control for reducing the first MG torque Tm1 while both motors are running. The ECU 100 determines the first MG torque when the first MG torque Tm1 exceeds a predetermined value (when the load of the clutch C1 is higher than the predetermined value) or when the load of the EOP 61 exceeds the threshold value during both motors traveling. Reduce Tm1. As a result, the reaction force torque Tc input to the clutch C1 decreases, and the load on the clutch C1 becomes less than the threshold value. As a result, the load on the EOP 61 is suppressed from becoming excessively high. As a result, the durability of the EOP 61 can be ensured and the temperature increase of the internal motor of the EOP 61 can be suppressed. That is, the lifetime reduction of EOP61 can be suppressed.

  Further, the decrease in the first MG torque Tm1 is covered by increasing the second MG torque Tm2. Therefore, it is possible to suppress the life reduction of the EOP 61 while satisfying the user request torque.

  FIG. 8 is a flowchart showing a processing procedure when ECU 100 performs control to reduce first MG torque Tm1 while both motors are running. This flowchart is repeatedly executed at predetermined intervals while the ECU 100 is operating.

  In step (hereinafter, step is abbreviated as “S”) 10, ECU 100 determines whether or not the vehicle is in EV travel (during control in EV travel mode). When EV traveling is not being performed (NO in S10), ECU 100 ends the process.

  If EV traveling is being performed (YES in S10), ECU 100 determines in S11 whether or not both motors are traveling (during control in both motor traveling modes). If both motors are not traveling (NO in S11), ECU 100 ends the process.

  When both motors are running (YES in S11), in S12, ECU 100 calculates the current torque sharing between first MG 20 and second MG 30 (that is, current first MG torque Tm1 and current second MG torque Tm2). .

  In S13, ECU 100 determines whether or not current first MG torque Tm1 calculated in S12 is equal to or greater than a predetermined value. If MG1 torque is less than the predetermined value (NO in S13), ECU 100 calculates the load on EOP 61 in S14. For example, the ECU 100 calculates the load on the EOP 61 based on the energization amount of the internal motor of the EOP 61 and the temperature of the internal motor. The ECU 100 calculates the load on the EOP 61 as a larger value as the energization amount of the internal motor of the EOP 61 is larger and as the temperature of the internal motor is higher. In step S15, the ECU 100 determines whether or not the load on the EOP 61 is equal to or greater than a threshold value.

  When first MG torque Tm1 is equal to or greater than a predetermined value (YES at S13), or when load on EOP 61 is equal to or greater than a threshold value (YES at S15), ECU 100 determines whether first MG 20 and second MG 30 are at S16. Change the torque sharing ratio. Specifically, ECU 100 decreases the sharing ratio of first MG torque Tm1 so that the load of EOP 61 is less than the threshold value, and also sets the sharing ratio of second MG torque Tm2 by the amount of decreasing first MG torque Tm1. increase.

  As described above, ECU 100 according to the present embodiment reduces first MG torque Tm1 when the load on EOP 61 exceeds the threshold value while both motors are running. As a result, the reaction force torque Tc input to the clutch C1 decreases, and the load on the clutch C1 becomes less than the threshold value. Therefore, it is possible to suppress an excessive increase in the load on the EOP 61 that supplies hydraulic pressure to the clutch C1 while both motors are running.

<Modification>
The above-described embodiment can be modified as follows, for example.
(1) When the share ratio of the first MG torque Tm1 is reduced in the process of S16 of FIG. May be changed. Thereby, the efficiency of 1st MG20 and durability ensuring of EOP61 can be made compatible.
(2) In the above-described embodiment, when the first MG torque Tm1 is larger than the predetermined value or when the load on the EOP 61 is larger than the threshold value during both motor traveling, the first MG is maintained while both motor traveling is maintained. By reducing the torque Tm1, the load on the EOP 61 was reduced.

  On the other hand, when the first MG torque Tm1 is larger than a predetermined value or when the load on the EOP 61 is larger than the threshold value during both motor traveling, the load on the EOP 61 is reduced by shifting to the single motor traveling. May be. That is, in the single motor running, as shown in FIGS. 2 and 4 described above, the clutch C1 is released and the brake B1 is also released, so the loads on the clutch C1 and the EOP 61 can be reduced.

  Further, the condition for shifting to a single motor (a predetermined value compared with the first MG torque Tm1 in S13 of FIG. 8 or a threshold value compared with the load of EOP61 in S15 of FIG. 8) You may make it change according to the temperature of ATF, etc. Thereby, the timing to shift to a single motor can be changed according to the state of EOP61. For example, when the load on the EOP 61 is very high, the EOP 61 can be more reliably protected by shifting to a single motor early. In addition, when the temperature of the EOP 61 is not so high, both motors can continue to travel even if the first MG torque Tm1 is high.

  Moreover, you may make it use together the fall of the 1st MG torque sharing ratio, and the transfer to a single motor. In this case, the condition for shifting to the single motor may be set to be stricter than the condition for reducing the first MG torque sharing ratio. As a result, the two-mode travel can be maintained to the maximum while the EOP 61 is protected.

  (3) In the above-described embodiment, the case has been described in which the rotation of the carrier CA2 is restricted by engaging the friction engagement elements (the clutch C1 and the brake B1) of the transmission 40 during traveling of both motors. However, separately from the transmission device 40, a hydraulic brake for locking the carrier CA2 may be newly provided, and the rotation of the carrier CA2 may be restricted by engaging the hydraulic brake while the two motors are running.

  Further, in the case where a hydraulic brake for locking carrier CA2 is newly provided, even in a configuration not including transmission 40 (for example, a configuration in which the crankshaft of engine 10 is directly connected to carrier CA2 of power transmission device 50). Good.

  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, 40 transmission, 50 power transmission device, 51 counter drive gear, 61 MOP, 62 EOP, 63 hydraulic circuit, 70 counter shaft (output shaft), 71 driven gear, 72 drive gear, 80 differential device, 81 diff ring gear, 82 drive shaft, 90 drive wheel, 100 ECU, B1 brake, C1 clutch, CA1, CA2 carrier, P1, P2 pinion gear, R1, R2 ring gear, S1, S2 sun gear.

Claims (1)

A drive device for a vehicle that travels using the output of at least one of an engine, a first motor, and a second motor,
An output shaft connected to the second motor and drive wheels of the vehicle;
A planetary gear set including a carrier connected to the engine, a sun gear connected to the first motor, and a ring gear connected to the output shaft;
A hydraulic engagement device for restricting rotation of the carrier of the planetary gear device;
An electric oil pump for supplying hydraulic pressure to the engagement device;
A control device capable of executing both-motor running control for stopping the engine and running the vehicle using the outputs of the first motor and the second motor;
The control device maintains the carrier of the planetary gear device in a stopped state by operating the electric oil pump and engaging the engagement device during the both-motor running control,
The controller controls the first motor so that the load of the electric oil pump is less than the threshold value when the load of the electric oil pump is equal to or greater than a threshold value during the drive control of both the motors. Vehicle drive device that reduces the output of the vehicle.

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