JP2019064540A - Control device of drive unit for vehicle - Google Patents

Abstract

To provide a control device of a drive unit for a vehicle which can prevent excessive lowering of acceleration of the vehicle after a gear change by optimizing a step ratio of an automatic transmission, can suppress vibration and noise of the vehicle after the gear change, and can secure favorable responsiveness of gear change operation, in the drive unit for the vehicle having the stepped automatic transmission.SOLUTION: A control device of a drive unit for a vehicle comprises a torque adjustment mechanism part (TC) having an electric motor (MG), a planetary gear mechanism (PM) and a clutch (CM), fastens the clutch (CM) when a gear change stage of an automatic transmission (TM) is in a prescribed gear change stage (2nd), releases the clutch in a gear change process of the gear change stage of the automatic transmission (TM) from the prescribed gear change stage (2nd) to an upper-stage side next gear change stage (3rd), and at the same time, performs torque adjustment control for controlling a rotation number of the electric motor (MG) so as to be relatively lowered more than a rotation number of a second element (Cm).SELECTED DRAWING: Figure 6

Description

  The present invention relates to a control device for a vehicle drive system including an internal combustion engine as a drive source and an automatic transmission.

  2. Description of the Related Art Conventionally, as an automatic transmission mounted on a vehicle, a stepped automatic transmission capable of forming a plurality of shift speeds having different transmission ratios is known. As an automatic transmission of this type, there are automatic transmissions shown in Patent Documents 1 and 2. The automatic transmission described in Patent Document 1 includes two planetary gear mechanisms and engagement mechanisms such as five clutches and brakes, and is capable of setting six forward gears and one reverse gear. Machine. In addition, the automatic transmission described in Patent Document 2 includes four planetary gear mechanisms and engagement mechanisms such as seven clutches and brakes, and is capable of automatically setting 10 forward gears and one reverse gear. It is a transmission.

  By the way, in the above-described stepped automatic transmission, if the step ratio (step ratio) between certain gear steps is larger than the step ratio between other gear steps, the gear shift operation between the gear steps In this case, there is a possibility that the acceleration force after the gear change may be excessively reduced due to the large difference in the driving force. There is also concern that the shock (vibration and noise) before and after the shift will increase. Furthermore, there is a possibility that sufficient responsiveness of the shift operation can not be secured.

JP 2000-161450 A JP, 2015-230036, A

  The present invention has been made in view of the above-described points, and an object thereof is a case where a gear ratio between gear stages of an automatic transmission is large in a vehicle drive device provided with a stepped automatic transmission. However, the drive system for a vehicle can prevent excessive reduction of the acceleration force of the vehicle after gear change, can suppress the vibration and noise of the vehicle before and after the gear change small, and can ensure the response of the gear change operation. To provide a control device for

  In order to solve the above problems, a control device of a drive device for a vehicle according to the present invention includes an engine (ENG) as a drive source of the vehicle, a motor (MG), a planetary gear mechanism (PM) and a clutch (CM). Equipped with a torque adjustment mechanism (TC) to which the driving force of the engine (ENG) is input, and an automatic that outputs rotation of the driving force output from the torque adjustment mechanism (TC) to the drive wheel (W) side A transmission is a stepped automatic transmission (TM) capable of forming a plurality of shift speeds with different gear ratios, an engine (ENG), a torque adjustment mechanism (TC), and an automatic transmission (TM) A control device (104) for controlling, the first element (Sm) of the planetary gear mechanism (PM) is connected to the rotation shaft (50) of the motor (MG), and the second element (Cm) is It is connected to the input shaft (20) of the automatic transmission (TM). The third element (Rm) is connected to the output shaft (10) of the engine (ENG), and the clutch (CM) can connect and disconnect between the first element (Sm) and the third element (Rm) The control device (104) engages the clutch (CM) when the gear position of the automatic transmission (TM) is the predetermined gear position (2nd), and the gear position of the automatic transmission (TM) is predetermined. The clutch (CM) is released in the shifting process from the second gear (2nd) to the second gear (3rd) on the upper stage, and at the same time, the motor (MG) is driven to rotate its rotation speed to the rotation of the second element (Cm) It is characterized in that control (torque adjustment control) to perform control so as to be relatively lower than the number is performed.

  According to the control device of the vehicle drive device according to the present invention, in the configuration of the stepped automatic transmission, the inter-stage ratio between certain gear stages is wider than the inter-stage ratio between other gear stages, etc. Even when the setting of the inter-gear ratio between gear stages is not optimal, the above-mentioned torque adjustment control is performed at the time of shifting between gear stages where the inter-gear ratio is wide, whereby the inter- gear ratio between the gear stages Can be optimized.

  As a result, it is possible to improve the feeling of acceleration of the vehicle at the time of shifting from the predetermined shift position by the automatic transmission to the next shift position on the upper side (up shift shift). In addition, shock (vibration and noise) during gear shifting by the automatic transmission can be suppressed to a small extent, and discomfort such as the ride comfort of the vehicle caused by the gear shifting can be effectively improved. In addition, since the engine speed after gear shifting by the automatic transmission can be optimized, it is possible to improve the operation noise and acceleration discomfort when the vehicle is traveling.

  Further, in the control device of the above-described vehicle drive device according to the present invention, the control device (104) reduces the amount of engagement of the clutch (CM) in the inertia phase in the shift process from the predetermined shift position to the next shift position. Control may be performed.

  According to this configuration, by performing control to reduce the engagement amount of the clutch in the inertia phase of the shifting process, it is possible to effectively suppress the generation of vibration and noise accompanying the shifting operation to the next shift stage. Smooth shift operation can be realized. In addition, it is also possible to appropriately control the fluctuation of the engine rotational speed accompanying the shift operation.

  Further, in the control device of the above-described vehicle drive device according to the present invention, the control device (104) generates power with the electric motor (MG) after the inertia phase, and the third element (Rm) of the planetary gear mechanism (PM) Control may be performed to adjust the number of revolutions of the output shaft (10) of the engine (ENG) connected to.

  According to this configuration, the rotational speed of the output shaft (10) of the engine (ENG) connected to the third element (Rm) of the planetary gear mechanism (PM) generates power by the electric motor (MG) after the inertia phase By performing control to adjust the amount of reduction of the engine torque after the inertia phase in the shift process can be suppressed to a small amount. Therefore, the engine torque can be set to a larger value as compared with the case where the torque adjustment control is not performed.

  Further, in the control device of the above-described vehicle drive device according to the present invention, the control device (104) determines the amount of power generation by the electric motor (MG) in the inertia phase and thereafter according to the engagement amount of the clutch (CM). You may do it.

  According to this configuration, by performing control in which the amount of engagement of the clutch and the amount of power generated by the motor are coordinated, control of the number of revolutions input to the input shaft of the automatic transmission can be appropriately performed with relatively simple control. It will be possible to do.

  Further, in the control device of the above-described vehicle drive device according to the present invention, the electric motor (MG) is a motor generator capable of generating power and regenerative power generation, and can exchange electric power with the electric motor (MG). Power storage device (101), and the control device (104) stores the power storage device (101) by regenerative power generation by the electric motor (MG) before starting the shift from the predetermined shift position to the next shift position. You may do so.

  According to this configuration, the storage amount (remaining capacity) of the power storage device is secured by storing the power storage device by regenerative power generation by the motor before starting the shift from the predetermined gear position to the next gear position. The above-mentioned torque adjustment control can be performed. Therefore, it is possible to prevent the storage amount (remaining capacity) of the power storage device from running short during or after the torque adjustment control.

  The reference numerals in the above parentheses indicate the reference numerals of the corresponding components of the embodiments described later as an example of the present invention.

  According to the control device of the vehicle drive device according to the present invention, in the vehicle drive device including the stepped automatic transmission, it is possible to optimize the inter-stage ratio between the shift speeds of the automatic transmission. It is possible to prevent an excessive decrease in the acceleration force of the vehicle after the gear shift, to suppress the vibration and noise of the vehicle before and after the gear shift small, and to ensure good responsiveness of the gear shift operation.

FIG. 1 is a block diagram showing an internal configuration of a vehicle provided with a control device of a vehicle drive device according to an embodiment of the present invention. It is a skeleton diagram of the torque adjustment mechanism part of the drive device for vehicles, and an automatic transmission. It is an alignment chart of the planetary gear mechanism of an automatic transmission. It is a list which shows the state of the engagement mechanism in each gear of an automatic transmission. 5 is a table showing an inter-stage ratio and ratio coverage of each shift speed of the automatic transmission. It is an alignment chart of the planetary gear mechanism of a torque adjustment mechanism part and automatic transmission in the 2nd speed in the case of performing torque adjustment control, and the 3rd speed. It is a timing chart which shows change of each value in the shifting process from the 2nd gear stage to the 3rd shift. It is a graph which shows the work amount balance in the inertia phase in the shifting process from the 2nd gear stage to the 3rd shift. It is an alignment chart of the planetary gear mechanism of a torque adjustment mechanism part and automatic transmission in the 3rd speed in the case of performing torque adjustment control, and not performing.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a block diagram showing an internal configuration of a vehicle 1 according to an embodiment of the present invention. The double lines in FIG. 1 indicate power wiring, and the dotted lines indicate control signals or detection signals. The vehicle 1 of the present embodiment is a hybrid vehicle (HEV: Hybrid Electric Vehicle) including an engine (internal combustion engine) ENG as a drive source and an electric motor (motor: motor generator) MG.

  Vehicle driving apparatus 100 shown in FIG. 1 includes an engine ENG such as an internal combustion engine that operates by combustion of fuel, an automatic transmission TM, and a torque adjustment mechanism TC provided between the engine ENG and the automatic transmission TM The drive power generated by the engine ENG is transmitted to the automatic transmission TM via the torque adjustment mechanism TC, and the output gear (output unit) 30 of the automatic transmission TM is transmitted to the left and right via the differential gear DF. Is transmitted to the drive wheel W of the The torque adjustment mechanism unit TC is a so-called electric torque converter, and an electric motor (motor generator) MG capable of generating power and regenerative power generation by transferring power with the battery (power storage device) 101, and a single pinion type. And a clutch CM.

  FIG. 2 is a skeleton diagram of the torque adjustment mechanism TC and the automatic transmission TM provided in the vehicle drive device 100. As shown in FIG. The planetary gear mechanism PM of the torque adjustment mechanism section TC is a combining and distributing mechanism that mechanically combines and distributes forces. The ring gear Rm of the planetary gear mechanism PM is an engine via the main clutch C0 which is a friction type clutch capable of controlling the presence or absence of power transmission and the transmission amount, and the damper device 40 for suppressing rotational fluctuation and torque fluctuation. The sun gear Sm is connected to the rotation shaft 50 (rotor 42) of the electric motor MG, and the carrier Cm is connected to the input shaft 20 of the automatic transmission TM. Further, between the sun gear Sm and the ring gear Rm, there is provided a clutch CM for detachably connecting them. The clutch CM may be a friction clutch engaged and released by a hydraulic actuator. Therefore, the output of engine ENG is transmitted to ring gear Rm of planetary gear mechanism PM via damper device 40 and main clutch C0.

  Vehicle 1 also includes a battery (electric storage) 101 capable of exchanging electric power with electric motor MG, and a VCU (Voltage Control Unit) 102 and an inverter connected between battery 101 and electric motor MG. (INV) 103 is provided. Further, an ECU (Electronic Control Unit: control device) 104 that controls the VCU 102 and the inverter 103 and controls the engine ENG, the main clutch C0, the torque adjustment mechanism unit TC (the electric motor MG and the clutch CM), the automatic transmission TM and the like. Equipped with The ECU 104 can perform travel control of the vehicle 1 by the power of the engine ENG or the electric motor MG.

  The battery 101 has a plurality of storage cells connected in series or in parallel, and supplies a high voltage of 100 to 200 V, for example. The storage cell is, for example, a lithium ion battery or a nickel hydrogen battery. The VCU 102 boosts the output voltage of the battery 101 while maintaining direct current. Further, the VCU 102 steps down the electric power generated by the electric motor MG and converted into direct current at the time of the regenerating operation of the electric motor MG. The power reduced by the VCU 102 charges the battery 101. The inverter 103 converts a DC voltage into an AC voltage and supplies a three-phase current to the electric motor MG. Further, the inverter 103 converts the alternating voltage generated by the electric motor MG into a direct current voltage at the time of the regenerating operation of the electric motor MG.

  Signals from various sensors mounted on the vehicle 1 are input to the ECU 104 as information for performing travel control of the vehicle 1. That is, the ECU 104 receives a signal from the vehicle speed sensor S1 for detecting the vehicle speed, a signal from the accelerator opening sensor S2 for detecting the accelerator opening AP of the accelerator pedal (not shown) operated by the driver of the vehicle 1, and the driver's shift. A signal from the shift position sensor S3 for detecting the travel range of the vehicle 1 selected at the shift position by the operation, and a signal from the brake sensor S4 for detecting the presence or absence of operation of a foot brake (braking mechanism) (not shown) operated by the driver. A signal, a signal related to the remaining capacity of the battery 101 from the remaining capacity sensor S5 for detecting the remaining capacity (SOC) of the battery 101, and the like are respectively input. The above-described travel range is, for example, a travel range similar to a general transmission mounted on a normal vehicle, and in addition to the D range (travel range) in which the vehicle 1 can start and travel forward. A P range for stopping, an N range (range for non-traveling), an R range for traveling reverse (range for traveling), and the like can be included. In addition to the D range described above, when there is a travel range such as one range or two ranges, the travel range where the vehicle 1 can start and move forward also includes the travel range. Be Further, the ECU 104 detects a detection signal of a steering angle sensor S6 that detects a steering angle of a steering wheel, a signal related to information of an inclination angle from an inclination angle sensor S7 that detects an inclination of the vehicle 1, and detects acceleration / deceleration of the vehicle 1 A signal relating to acceleration / deceleration information from the acceleration / deceleration sensor S8 is also input.

  The ECU 104 determines the current driving state (traveling state) of the vehicle 1 based on various input signals input from the above-described sensors, and calculates a required driving force (target driving force) corresponding to the driving state. . The ECU 104 performs output control of the drive device 100 so as to realize the required driving force. Further, the ECU 104 performs drive control of the engine EG, shift control of the automatic transmission TM, drive control of the electric motor MG by control of the VCU 102 and the inverter 103, engagement control of the clutch CM, and the like.

  Next, the detailed configuration of the automatic transmission TM will be described. As shown in FIG. 2, in the automatic transmission TM, first to third three planetary gear mechanisms P1 to P3 are disposed concentrically with the input shaft 20 in a housing K. The first planetary gear mechanism P1 is a so-called single pinion type planetary gear mechanism including a sun gear Sa, a ring gear Ra, and a carrier Ca that rotatably and rotatably supports a pinion Pa that meshes with the sun gear Sa and the ring gear Ra. It is configured.

  FIG. 3 is an alignment chart (velocity diagram) of the first to third planetary gear mechanisms P1 to P3. In this specification, a collinear chart is defined as a diagram which can represent the ratio of relative rotational speeds of three elements of a sun gear, a carrier, and a ring gear as a straight line (speed line). In the alignment chart, the three elements are arranged at intervals corresponding to the gear ratio (number of teeth of ring gear / number of teeth of sun gear).

  With reference to the alignment chart of the first planetary gear mechanism P1 shown on the right side of FIG. 3, the three elements Sa, Ca, Ra of the first planetary gear mechanism P1 are first elements from the left in the arrangement order of the alignment chart. In the second and third elements, the first element is the sun gear Sa, the second element is the carrier Ca, and the third element is the ring gear Ra.

  Here, the ratio of the distance between the sun gear Sa and the carrier Ca and the distance between the carrier Ca and the ring gear Ra is set to h: 1, where h is the gear ratio of the first planetary gear mechanism P1. In the alignment chart, the lower horizontal line and the upper horizontal line respectively indicate that the rotational speeds are "0" and "1" (the same rotational speed as the input shaft 20).

  The second planetary gear mechanism P2 is also a so-called single-pinion type planetary gear mechanism including a sun gear Sb, a ring gear Rb, and a carrier Cb rotatably supporting a pinion Pb meshing with the sun gear Sb and the ring gear Rb. Be done.

  Referring to the alignment chart of the second planetary gear mechanism P2 shown in the center of FIG. 3, the three elements Sb, Cb and Rb of the second planetary gear mechanism P2 are arranged in the alignment chart in the order of arrangement In the fifth and sixth elements, the fourth element is the sun gear Sb, the fifth element is the carrier Cb, and the sixth element is the ring gear Rb. The ratio of the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb is set to j: 1, where the gear ratio of the second planetary gear mechanism P2 is j.

  The third planetary gear mechanism P3 is also a so-called single-pinion type planetary gear mechanism including a sun gear Sc, a ring gear Rc, and a carrier Cc rotatably supporting a pinion Pc meshing with the sun gear Sc and the ring gear Rc. Be done.

  Referring to the alignment chart of the third planetary gear mechanism P3 shown on the left side of FIG. 3, the three elements Sc, Cc, Rc of the third planetary gear mechanism P3 are each arranged in the alignment chart in the order of arrangement The seventh element is the sun gear Sc, the eighth element is the carrier Cc, and the ninth element is the ring gear Rc. The ratio of the distance between the sun gear Sc and the carrier Cc and the distance between the carrier Cc and the ring gear Rc is set to k: 1, where the gear ratio of the third planetary gear mechanism P3 is k.

  As shown in FIG. 2, the sun gear Sc of the third planetary gear train P <b> 3 is connected to the input shaft 20. The ring gear Rb of the second planetary gear train P2 is connected to the output gear 30.

  Further, the carrier Ca of the first planetary gear mechanism P1 and the carrier Cb of the second planetary gear mechanism P2 are connected to configure a first connected body M1 (Ca-Cb). Further, the ring gear Ra of the first planetary gear mechanism P1 and the carrier Cc of the third planetary gear mechanism P3 are connected to configure a second connected body M2 (Ra-Cc). Further, the sun gear Sb of the second planetary gear mechanism P2 and the ring gear Rc of the third planetary gear mechanism P3 are connected to form a third connected body M3 (Sb-Rc). The automatic transmission TM is also provided with a fourth connecting member (fourth connecting member) M4 that integrally connects the ring gear Rc of the third planetary gear mechanism P3, the second brake B2, and the second clutch C2. It is done.

  Further, the automatic transmission TM of the present embodiment includes five engagement mechanisms including a switching mechanism F1, a first clutch C1, a second clutch C2, a first brake B1, and a second brake B2. The switching mechanism F1 is a two-way clutch that allows the first connected body M1 to rotate in the normal direction (rotation in the same direction as the rotation direction of the input shaft 20) and prevents reverse rotation, and the first connected body M1. Is fixed to the housing K so as to be switchable to a fixed state that prevents rotation.

  The first clutch C1 is a hydraulically operated wet multi-disc clutch, and is configured to be switchable between a connected state where the carrier Ca of the first planetary gear mechanism P1 and the input shaft 20 are connected and a released state where the connection is disconnected. It is done. The second clutch C2 is a hydraulically operated wet multi-plate clutch, and can be switched between a connected state in which the ring gear Rc of the third planetary gear mechanism P3 and the input shaft 20 are connected and a disconnected state in which this connection is released. Is configured.

  The first brake B1 is a hydraulically operated wet multi-disc brake, and is configured to be switchable between a fixed state in which the sun gear Sa of the first planetary gear mechanism P1 is fixed to the housing K and a released state in which the fixing is released. It is done. Further, the second brake B2 is a hydraulically operated wet multi-disc brake, and the fixed state in which the ring gear Rc (third connecting body M3) of the third planetary gear mechanism P3 is fixed to the housing K It is configured to be switchable to the released state.

  The switching mechanism F1, the first and second clutches C1 and C2 and the first and second brakes B1 and B2 are controlled by a control unit ECU (not shown) including a transmission control unit to control the vehicle such as the traveling speed of the vehicle 1 The state is switched based on the information.

  The first clutch C1, the first planetary gear mechanism P1, the second planetary gear mechanism P2, the third planetary gear mechanism P3, and the second clutch C2 are arranged on the axis of the input shaft 20 from the side of the engine ENG and the torque adjustment mechanism TC. Are arranged in the order of.

  The second brake B2 is disposed radially outward of the third planetary gear mechanism P3, the switching mechanism F1 is disposed radially outward of the first planetary gear mechanism P1, and the first brake B1 is disposed at the first clutch C1. Is disposed radially outward of the Thus, by arranging the switching mechanism F1 and the two brakes B1 and B2 radially outward of the planetary gear mechanism or the clutch, they are arranged side by side on the axis of the input shaft 20 together with the planetary gear mechanism and the clutch. As compared with the case, the axial length of the automatic transmission TM can be shortened. The second brake B2 may be disposed radially outward of the second clutch C2.

  Next, with reference to FIG. 3 and FIG. 4, the case of establishing each shift speed of the automatic transmission TM of the present embodiment will be described. FIG. 4 is an engagement table showing the states of the switching mechanism F1, the first clutch C1, the second clutch C2, the first brake B1 and the second brake B2 in each gear, and the first and second clutch C1, The "o" mark of C2 indicates the connection state, and the blank indicates the release state. Further, the "o" marks of the first and second brakes B1 and B2 indicate the fixed state, and the blanks indicate the released state. Further, the “o” mark in the row of the switching mechanism F1 indicates the fixed state, and the non-mark indicates the reverse rotation prevention state.

  When the first gear (Low) is to be established, the switching mechanism F1 is set in a fixed state, and the first brake B1 is set in a fixed state. By setting the switching mechanism F1 in a fixed state, the rotation of the first connection body M1 is blocked, and the rotational speeds of the carrier Ca of the first planetary gear mechanism P1 and the carrier Cb of the second planetary gear mechanism P2 become "0". . Further, by setting the first brake B1 in a fixed state, the rotational speed of the sun gear Sa of the first planetary gear mechanism P1 becomes "0".

  As a result, the sun gear Sa, the carrier Ca, and the ring gear Ra of the first planetary gear mechanism P1 are in a locked state in which relative rotation is not possible. In addition, the rotational speed of the first connection body M1 including the carrier Cb of the second planetary gear mechanism P2 is also "0", and the rotational speed of the second connection body M2 including the carrier Cc of the third planetary gear mechanism P3 is also "0." "become. Then, the rotational speed of the ring gear Rc of the third planetary gear mechanism P3 to which the output gear 30 is connected becomes "Low" shown in FIG. 3, and the first gear is established.

  When the second gear (2nd) is to be established, the first brake B1 and the second brake B2 are fixed. By setting the first brake B1 in a fixed state, the rotational speed of the sun gear Sa of the first planetary gear mechanism P1 becomes “0”. Further, by setting the second brake B2 in a fixed state, the rotational speed of the sun gear Sb of the second planetary gear mechanism P2 also becomes "0". As a result, the rotational speed of the ring gear Rb of the second planetary gear train P2 to which the output gear 30 is connected becomes "2nd" shown in FIG. 3, and the second gear is established.

  When the third gear (3rd) is to be established, the second clutch C2 is brought into a connected state, and the first brake B1 is brought into a fixed state. By setting the first brake B1 in a fixed state, the rotational speed of the sun gear Sa of the first planetary gear mechanism P1 becomes “0”. Further, by setting the second clutch C2 in the connected state, the rotational speed of the sun gear Sb of the second planetary gear mechanism P2 becomes “1” which is the same speed as the rotational speed of the input shaft 20. The rotation speed of the carrier Cb is j / (j + 1). Then, the rotational speed of the ring gear Rb to which the output gear 30 is connected becomes "3rd" shown in FIG. 3, and the third gear is established.

  When the fourth gear (4th) is to be established, the first clutch C1 is brought into a connected state, and the first brake B1 is brought into a fixed state. By setting the first clutch C1 in the connected state, the rotation speed of the carrier Ca of the first planetary gear mechanism P1 becomes “1” which is the same speed as the rotation speed of the input shaft 20. Further, the rotation speed of the carrier Cb of the second planetary gear mechanism P2 also becomes "1" by the connection of the first connection body M1. Further, by setting the first brake B1 in a fixed state, the rotational speed of the sun gear Sa of the first planetary gear mechanism P1 becomes "0". Then, the rotational speed of the ring gear Ra (second connection body M2) of the first planetary gear mechanism P1 is (h + 1) / h. Then, the rotational speed of the carrier Cc of the third planetary gear mechanism P3 and the third connecting member M3 becomes (h + 1) (k + 1) / h · k, and the ring gear Rb of the second planetary gear mechanism P2 to which the output gear 30 is connected. The rotational speed is "4th" shown in FIG. 3, and the fourth gear is established.

  When the fifth gear (5th) is to be established, the first clutch C1 and the second clutch C2 are brought into a connected state. By setting the first clutch C1 in the connected state, the rotation speed of the carrier Ca of the first planetary gear mechanism P1 becomes “1” which is the same speed as the rotation speed of the input shaft 20. Further, by setting the second clutch C2 in the connected state, the rotational speed of the sun gear Sb of the second planetary gear mechanism P2 becomes “1” which is the same speed as the rotational speed of the input shaft 20. As a result, in the first planetary gear mechanism P1, the carrier Ca and the sun gear Sa become "1" at the same speed, and each element is in a locked state in which relative rotation is not possible. In the second planetary gear mechanism P2 as well, the carrier Cb and the sun gear Sb have the same speed "1", and the respective elements are in a locked state where relative rotation is not possible. Further, in the third planetary gear mechanism P3 as well, the sun gear Sc and the ring gear Rc have the same speed "1", and the respective elements are in a locked state in which relative rotation is not possible. As a result, the rotational speed of the ring gear Rb of the second planetary gear mechanism P2 to which the output gear 30 is connected becomes "5th" (= "1") shown in FIG. 3, and the fifth gear is established.

  When the sixth gear (6th) is to be established, the first clutch C1 is brought into a connected state, and the second brake B2 is brought into a fixed state. By setting the first clutch C1 in the connected state, the rotation speed of the carrier Ca of the first planetary gear mechanism P1 becomes “1” which is the same speed as the rotation speed of the input shaft 20. Further, by setting the second brake B2 in a fixed state, the rotational speeds of the sun gear Sb of the second planetary gear mechanism P2 and the ring gear Rc of the third planetary gear mechanism P3 become "0". Then, the rotational speed of the ring gear Rb of the second planetary gear train P2 to which the output gear 30 is connected becomes “6th” shown in FIG. 3, and the sixth gear is established.

  In order to establish the reverse gear (Rvs), the switching mechanism F1 is set in a fixed state, and the second clutch C2 is set in a connected state. By setting the second clutch C2 in the connected state, also in the third planetary gear mechanism P3, the sun gear Sc and the ring gear Rc have the same speed “1”, and the respective elements are in a locked state in which relative rotation is not possible. Further, by setting the switching mechanism F1 in a fixed state, the rotation of the first connected body M1 is blocked and the rotation speed becomes "0". Then, the rotational speed of the ring gear Rb of the second planetary gear mechanism P2 to which the output gear 30 is connected becomes the reverse rotation "Rvs" shown in FIG. 3, and the reverse gear is established.

  In the automatic transmission TM according to the present embodiment, in the automatic transmission having a configuration including three planetary gear mechanisms, one switching mechanism F1, two clutches C1 and C2, and two brakes B1 and B2, a planetary gear is used. It is possible to configure a compact automatic transmission provided with the minimum necessary components as components such as a gear mechanism and a switching mechanism, a clutch, and a brake.

  FIG. 5 is a table showing an inter-stage ratio and ratio coverage of each shift stage of the automatic transmission TM. As shown in the figure, in the automatic transmission TM configured as described above, the inter-stage ratio between the second speed (2nd) and the third speed (3rd) is compared with the inter-stage ratio between other speed stages This is a great value. Therefore, if the torque adjustment mechanism TC is not provided, and the mechanism that performs the shift control is the configuration of the automatic transmission TM alone, the difference in the driving force occurs when shifting from the second gear to the third gear. As a result, the acceleration force of the vehicle after gear shifting may be excessively reduced. There is also concern that the shock (vibration and noise) before and after the shift will increase. In addition, there is a possibility that quick response in the shift operation can not be secured. Therefore, in the control device of the vehicle drive device 100 according to the present embodiment, control of the torque adjustment mechanism TC described below is performed in the process of shifting from the second gear to the third gear by the automatic transmission TM. By performing control, the above-mentioned problem due to the large interstage ratio between the second gear and the third gear is solved.

  That is, in the control device of the vehicle drive device 100 of the present embodiment, when the gear position of the automatic transmission TM is the second gear position, the clutch CM of the torque adjustment mechanism TC is engaged. Then, the clutch CM is released in the shifting process of the second gear to the third gear (upshift switching), and at the same time, the electric motor MG is driven, and the rotation speed thereof is used as a carrier of the planetary gear mechanism PM. Control to lower the rotational speed to a relatively lower speed than the rotational speed of Cm (hereinafter, this control is referred to as "torque adjustment control") is performed. The torque adjustment control will be described in detail below.

  FIG. 6 is a collinear diagram of the planetary gear mechanism PM and the automatic transmission TM of the torque adjustment mechanism TC in the second and third gears when the torque adjustment control is performed. In the torque adjustment control, as described above, when the gear position of the automatic transmission TM is the second gear position, the clutch CM of the torque adjustment mechanism unit TC is engaged (completely engaged). As a result, the sun gear Sm, the ring gear Rm, and the carrier Cm of the planetary gear mechanism PM are fixed to each other, and are integrally rotated. Therefore, when the gear position of automatic transmission TM is the second gear position, as shown in FIG. 6A, ring gear Rm connected to output shaft 10 of engine ENG and carrier Cm connected to input shaft 20 of automatic transmission TM And rotate at the same number of revolutions. Thus, the rotation of the output shaft 10 of the engine ENG is transmitted to the input shaft 20 of the automatic transmission TM as it is.

  Then, the clutch CM is released in the shifting process of gear shift from the second gear position to the third gear position (upshift switching), and at the same time, the electric motor MG is driven to generate power, and the rotation speed is Control is performed to reduce the rotational speed to a speed relatively lower than the rotational speed of the carrier Cm of the gear mechanism PM. As a result, the rotational speed of the ring gear Rm of the planetary gear mechanism PM becomes relatively higher than the rotational speed of the carrier Cm and the sun gear Sm, and the rotational speed of the sun gear Sm is relative to the rotational speeds of the carrier Cm and the ring gear Rm. The rotation speed is small. Therefore, when the gear position of automatic transmission TM is the third gear position, as shown in FIG. 6B, the rotational speed of ring gear Rm connected to output shaft 10 of engine ENG is higher than the rotational speed of carrier Cm. The rotation speed of the sun gear Sm connected to the rotation shaft (rotor) 50 of the electric motor MG is smaller than the rotation speed of the carrier Cm.

  FIG. 7 shows the engine speed Ne in the shifting process from the second gear to the third gear, the clutch torque TA of the front stage (second gear), the clutch torque TB of the next gear (third gear), the engine torque TE, and electricity FIG. 7A is a timing chart showing changes with respect to elapsed time of the motor rotation speed NT of the motor MG, the motor torque TT of the electric motor MG, and the clutch torque TD of the clutch CM, where FIG. The figure (b) is a figure which shows the case where torque adjustment control is performed by making the clutch CM into a complete release state, when performing torque adjustment control by making a clutch CM into a half release state.

  When the torque adjustment control is not performed, as shown in FIG. 7A, the clutch CM is kept engaged in the shifting process from the second gear to the third gear. Further, the electric motor MG is not driven, and the motor torque TT is in a state of zero. Therefore, the rotation of output shaft 10 of engine ENG is directly input to automatic transmission TM. On the other hand, when torque adjustment control is performed (when the clutch CM is in the half released state, and when the clutch CM is in the completely released state), as shown in FIGS. After the inertia phase of the gear shift process from the gear stage to the third gear stage, the clutch CM is brought into a half release state or a full release state, and the electric motor MG is driven (power running). Thereby, the number of revolutions of the output shaft 10 of the engine ENG connected to the ring gear Rm of the planetary gear mechanism PM is controlled. Specifically, the rotational speed of output shaft 10 of engine ENG is controlled to be higher than that in the case where torque adjustment control is not performed. Therefore, when performing the torque adjustment control in FIGS. 7B and 7C, the amount of reduction of the engine torque in the inertia phase is smaller than that in the case where the torque adjustment control shown in FIG. It can be kept low. When torque adjustment control is performed, the stored power (remaining capacity: SOC) of the battery 101 is recovered by performing regenerative power generation by the electric motor MG before shifting (before becoming the inertia phase of the shifting process). Let's do it. Thus, torque adjustment control can be performed after securing the storage amount of the battery 101. Therefore, it is possible to prevent the storage amount of the battery 101 from running short during or after the torque adjustment control.

  Then, the control of the power (work amount) generated by the electric motor MG after the inertia phase is coordinated with the control of the engagement amount of the clutch CM. Hereinafter, control of power generated by the electric motor MG will be described. FIG. 8 is a graph showing the balance of the amount of work in the inertia phase of the shift process of the automatic transmission TM in the vehicle drive device 100. As shown in FIG. In the graph of FIG. 6, the torque adjustment control is not performed (the clutch CM is in the engaged state), the clutch CM is in the half release state, the torque adjustment control is performed, and the clutch CM is in the completely release state. Engine work amount W1, engine inertia energy amount W2, motor inertia energy amount W3, loss amount W4 of clutch (first clutch C1, second clutch C2) in automatic transmission TM, loss amount α of clutch CM, electricity A distribution of motor work amount β of the motor MG is shown.

  In the control of the electric motor MG after the inertia phase in the speed change process, the torque of the electric motor MG is determined from the hydraulic pressure and the rotational speed of the clutch CM. When determining the torque of the electric motor MG, the loss of the clutch CM is estimated from the hydraulic pressure and the rotational speed of the clutch CM, and a control map (not shown) created with the relationship of FIG. There is. Using this control map, the loss amount α of the clutch CM is predicted, and the motor torque that targets the work amount β of the electric motor MG is determined. Then, based on the determined motor torque, the rotational speed of the electric motor MG is fed back to control the motor torque. That is, the loss amount α of the clutch CM and the work amount β of the electric motor MG are coordinated in the case where the torque adjustment control is performed with the clutch CM in the half release state and the torque adjustment control is performed with the torque and the clutch CM in the complete release state. Take control.

  FIG. 9 is an alignment chart of the planetary gear mechanism PM and the automatic transmission TM of the torque adjustment mechanism TC in the third gear (3rd), and FIG. 9 (a) shows the same diagram when torque adjustment control is performed. b) shows the case where torque adjustment control is not performed. Here, the number of rotations of the engine ENG (the number of rotations of the output shaft 10) in the case of performing and not performing the torque adjustment control is 1 and the number of rotations of the electric motor MG in the torque adjustment control is 1/12. The number of rotations of each element in the case is shown. As shown in the figure, when torque adjustment control is not performed, the rotational speed of the output gear (output unit) 30 of the automatic transmission TM is 0.625, whereas when torque adjustment control is performed. The rotation speed of the output gear 30 of the automatic transmission TM is 0.400. Thus, when making the number of rotations of output shaft 10 of engine ENG constant, by performing the torque adjustment control, the output rotation number of the third gear (drive of vehicle 1 compared to the case where it is not performed). The output rotation number output to the wheel W can be set to a lower value.

  As described above, in the control device of the vehicle drive device according to the present embodiment, when the shift position of the automatic transmission TM is the second gear, the clutch CM of the torque adjustment mechanism TC is engaged, and the automatic transmission TM The second gear to the third gear releases the clutch CM during the upshift transmission process, and at the same time drives the electric motor MG to set the rotation speed of the rotating shaft 50 to the carrier Cm of the planetary gear mechanism PM. The torque adjustment control is performed to control to lower the rotational speed relatively. That is, this torque adjustment control is performed by the clutches and brakes of the automatic transmission TM during the gear shift operation of the stepped automatic transmission TM (first and second clutches C1 and C2, first and second brakes B1 and B2 And the like, the operation of the clutch CM and the planetary gear mechanism PM that constitute the torque adjustment mechanism TC, and the coordinated control of the electric motor MG, to perform the desired shift operation.

  And, by performing the above-mentioned torque adjustment control, it is possible to suppress the inter-stage ratio between the second gear and the third gear to a smaller value, so that it approaches the inter-gear ratio between other gear stages. There is an effect that can be done. This makes it possible to improve the feeling of acceleration of the vehicle 1 when shifting from the second gear to the third gear (up shift shift) by the automatic transmission TM. Further, the shock (vibration and noise) during the shift by the automatic transmission TM can be suppressed to a low level, and the uncomfortable feeling such as the ride comfort of the vehicle 1 caused by the shift can be effectively improved. Further, since it is possible to optimize the number of revolutions of the engine ENG after shifting by the automatic transmission TM, it is possible to improve the sense of discomfort in the operation noise and acceleration when the vehicle 1 is traveling.

  Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications may be made within the scope of the claims and the technical idea described in the specification and the drawings. It is possible.

1 vehicle 10 (engine) output shaft 20 input shaft (input part)
30 output gear (output section)
DESCRIPTION OF SYMBOLS 40 Damper apparatus 42 Rotor 50 (Electric motor) Rotating shaft 100 Vehicle drive apparatus 101 Battery (electrical storage apparatus)
103 inverter TM automatic transmission K housing F1 switching mechanism C1 first clutch C2 second clutch B1 first brake B2 second brake M1 first connected body (first connecting member)
M2 second connecting body (second connecting member)
M3 Third connecting body (third connecting member)
M4 fourth connecting body (fourth connecting member)
P1 1st planetary gear mechanism Sa Sun gear (1st element)
Ca carrier (second element)
Ra ring gear (third element)
Pa pinion (gear)
P2 Second planetary gear mechanism Sb Sun gear (fourth element)
Cb carrier (fifth element)
Rb ring gear (sixth element)
Pb pinion (gear)
P3 3rd planetary gear mechanism Sc Sun gear (7th element)
Cc carrier (eighth element)
Rc ring gear (9th element)
Pc pinion (gear)
DF differential ENG engine (drive source)
C0 Main clutch TC Torque adjustment mechanism (electric torque converter)
MG electric motor (motor generator)
PM Planetary gear mechanism Sm Sun gear Cm Carrier Rm Ring gear CM Clutch W Drive wheel

Claims (5)

An engine as a drive source of the vehicle;
A torque adjustment mechanism including an electric motor, a planetary gear mechanism, and a clutch, and the rotation of a driving force of the engine being input;
An automatic transmission which receives rotation of driving force output from the torque adjustment mechanism and outputs the rotation to the drive wheel side, and is a stepped automatic transmission capable of forming a plurality of gear stages having different gear ratios. ,
The engine, the torque adjustment mechanism, and a control device that controls the automatic transmission.
The first element of the planetary gear mechanism is connected to the rotary shaft of the motor, the second element is connected to the input shaft of the automatic transmission, and the third element is connected to the output shaft of the engine Yes,
The clutch is connected in a disconnectable manner between the first element and the third element,
The controller is
When the shift position of the automatic transmission is a predetermined shift position, the clutch is engaged,
The shift stage of the automatic transmission releases the clutch in the process of shifting from the predetermined shift stage to the next shift stage on the upper stage side, and at the same time drives the motor to rotate its rotation speed from the rotation speed of the second element The control device for the vehicle drive device according to the present invention is characterized in that the control to lower the relative movement is performed. The controller is
2. The control device according to claim 1, wherein control is performed to decrease the amount of engagement of the clutch in an inertia phase in a shift process from the predetermined shift position to the next shift position. The controller is
2. The electric motor according to claim 1, wherein power is generated by the electric motor after the inertia phase, and control is performed to adjust the number of rotations of the output shaft of the engine connected to the third element of the planetary gear mechanism. Control device for a vehicle drive device. The controller is
The control device of the drive device for a vehicle according to claim 1 or 2, wherein an amount of generation of power by the electric motor after the inertia phase is determined according to an amount of engagement of the clutch. The motor is a motor generator capable of generating power and regenerative power generation,
A storage device capable of transmitting and receiving electric power to and from the motor;
The controller is
3. The vehicle drive device according to claim 1, wherein the storage device is stored by regenerative electric power generation by the motor before the shift from the predetermined shift position to the next shift position is started. Control device.