JP2024008563A - Hybrid vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device capable of appropriately suppressing occurrence of vibrations and resonances during traveling on a rough road or a corrugated road so as to improve traveling performance and power performance.

SOLUTION: A hybrid vehicle control device comprises: a driving power source which has an engine, a first motor, and a second motor; and a power transmission unit which is constituted of a first planetary gear mechanism and a second planetary gear mechanism, transmits torque through a drive system between the engine and the first motor and driving wheels, and has a first clutch and a second clutch for switching a transmission state of the torque. When excess input is applied to the drive system, the hybrid vehicle control device sets a disconnection mode of disconnecting the engine and the first motor from the drive system, and executes engine rotational speed control of causing the engine to operate so as to maintain an engine rotational speed higher than an idling rotational speed (step S5).

SELECTED DRAWING: Figure 9

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to a control device for a hybrid vehicle equipped with an engine (internal combustion engine) and a motor as a driving force source.

Patent Document 1 describes a lock-up clutch control device for an automatic transmission that aims to reduce vibrations generated in a vehicle body as the vehicle travels on rough roads. The lock-up clutch control device for an automatic transmission described in Patent Document 1 controls an automatic transmission equipped with a lock-up clutch that can be switched between an engaged state and a disengaged state. Then, the control device described in Patent Document 1 forcibly disengages (releases) the lock-up clutch when it is determined that the road surface on which the vehicle is traveling is a rough road.

Further, Patent Document 2 describes a drive device for a hybrid vehicle that aims to diversify driving modes. The hybrid vehicle drive device described in Patent Document 2 uses a first carrier into which the power output from the engine is input, a first sun gear connected to the first motor, and a first ring gear for differential operation. a power split mechanism (first planetary gear mechanism) that performs differential operation, a second carrier connected to the first ring gear, a second ring gear connected to the output gear, and a second sun gear. Equipped with a 2-planetary gear mechanism. Furthermore, a first clutch mechanism that selectively connects either one of the first carrier and the first sun gear to the second sun gear; and a first clutch mechanism that selectively connects either one of the first carrier and the first sun gear to the second sun gear; 2 ring gear) to integrate the second planetary gear mechanism. The hybrid vehicle drive device described in Patent Document 2 outputs running torque (driving torque) from all the power sources of the engine, the first motor, and the second motor connected to the output gear. It is configured so that it can be done.

Patent Document 3 describes a drive device for a hybrid vehicle that aims to reduce vibrations when resonance occurs in a drive system. Similar to the hybrid vehicle drive device described in Patent Document 2, the hybrid vehicle drive device described in Patent Document 3 includes a power split device and a transmission device both configured using a planetary gear mechanism. We are prepared. The output shafts of the engine, the first motor, and the second motor are connected to the power split device. The transmission is provided between the engine and the power distribution device, changes the speed of the engine rotation, and outputs the speed of the engine to the power distribution device. Furthermore, an engagement device (clutch, brake) is provided that allows the engine to be disconnected from the power distribution device.

JP2008-298145A Patent No. 6451524 JP 2016-94153 Publication

When a vehicle drives on a rough, unpaved road with many bumps, or a wavy road with continuous bumps, rotational fluctuations occur in the drive wheels, causing damage to the drive system from the drive power source to the drive wheels. Torsional resonance may occur in vibration systems. When such resonance occurs, for example, the lock-up clutch of the torque converter as described in Patent Document 1 or the engagement device as described in Patent Document 3 may be released, and the drive system Conventionally, technology is known to suppress resonance and vibration by separating the engine from the engine. In particular, when the hybrid vehicle drive device described in Patent Document 3 detects that resonance has occurred in the drive system, it stops the engine if the vehicle speed is less than a predetermined value, and after the engine has stopped, the clutch to release. If the vehicle speed exceeds a predetermined value, the clutch is released while the engine is in autonomous operation (idling). Through such control, the hybrid vehicle drive system described in Patent Document 3 is said to be able to suppress resonance occurring in the drive system while preventing over-rotation of the pinion of the planetary gear mechanism.

However, in the hybrid vehicle drive device and conventional technology described in Patent Document 3 mentioned above, after the clutch is released to suppress resonance and vibration, the clutch is re-engaged to drive the hybrid vehicle. has not been specifically considered. Therefore, when re-engaging the clutch, sufficient responsiveness of the clutch engagement operation may not be obtained. When a hybrid vehicle travels on rough or corrugated roads, the clutch is released to suppress vibrations and resonance as described above, while at the same time the clutch is released to ensure drivability on rough or corrugated roads. Demand for driving force and responsiveness of the driving force also increases. However, with the hybrid vehicle drive device described in Patent Document 3 and the conventional technology, the responsiveness when re-engaging the clutch may not be sufficient as described above. As a result, the hybrid vehicle's performance on rough roads and power performance may deteriorate.

This invention was devised with a focus on the above-mentioned technical problems, and it appropriately suppresses the occurrence of vibration and resonance when driving on rough or corrugated roads, and improves rough road running performance and power performance. It is an object of the present invention to provide a control device for a hybrid vehicle that can be improved.

In order to achieve the above object, the present invention is configured by a driving power source having an engine, a first motor, and a second motor, and a first planetary gear mechanism and a second planetary gear mechanism, the engine and the second planetary gear mechanism. At least two engagements of a first clutch and a second clutch that transmit torque in a drive system between the first motor and the drive wheels, and each operate in an engaged state or a disengaged state to switch the torque transmission state. a power transmission section having a mechanism, a first mode in which the first clutch is engaged and the second clutch is disengaged, and a second mode in which the first clutch is disengaged and the second clutch is engaged. , and a control device for a hybrid vehicle that can run while selectively setting at least three modes, including a disengagement mode in which both the first clutch and the second clutch are released, the drive power source; The controller includes a controller that controls the first clutch and the second clutch, and the controller is configured to control the drive system when there is an excessive input that causes large vibration or load (or torque) that exceeds a predetermined threshold. In this case, setting the disconnection mode to disconnect the engine and the first motor from the drive system, and operating the engine to maintain the engine rotation speed higher than the idling rotation speed; It is characterized by executing numerical control.

Further, the first planetary gear mechanism according to the present invention includes three rotating elements: a first input element connected to the engine, a first reaction force element connected to the first motor, and a first output element. The second planetary gear mechanism includes a second input element connected to the first output element, a second output element connected to an output member that transmits the torque to the driving wheel side, and a second input element connected to the first output element. The first clutch selectively connects the first input element and the second reaction force element, and the second clutch includes three rotating elements of the second planetary gear mechanism. any two of the rotational elements are selectively connected, the first mode is a low speed mode in which the rotational speed of the second output element is lowered relative to the rotational speed of the second input element, and the The second mode is characterized in that it is a high speed mode in which the rotational speed of the second output element is increased relative to the rotational speed of the second input element.

Further, the controller in the present invention may be configured to execute the engine rotational speed control and synchronize the rotational speeds of mutually engaged engagement elements in the first clutch.

Further, the controller in the present invention is configured to execute motor rotation speed control for controlling the rotation speed of the first motor in addition to the engine rotation speed control, and to synchronize the rotation speeds of the engagement elements. You may.

Further, the hybrid vehicle according to the present invention can further set a fixed stage mode in which both the first clutch and the second clutch are engaged and travel, and the controller according to the present invention may run in a fixed stage mode in which both the first clutch and the second clutch are engaged. If the excessive input occurs while the mode is being set, the disconnection mode may be set after once shifting to the high speed mode.

Further, in the present invention, when the controller shifts to the high speed mode due to the excessive input, if the vibration or the load falls below a predetermined allowable value, the controller shifts to the disconnection mode. Alternatively, the high speed mode may be continued.

The hybrid vehicle according to the present invention includes a sensor (torque sensor) that detects the vibration or the load in the drive system, and the first motor and the power transmission section are arranged on the same rotational axis, The first motor and the power transmission section are arranged adjacent to each other and assembled in the case in this order, and the rotation shaft of the first motor is at least parallel to the first motor in the rotation axis direction. The controller according to the present invention may be supported by a bearing disposed between the power transmission section and the sensor, and the sensor may be installed on the first motor side of the bearing in the direction of the rotation axis. The device may be configured to determine whether or not the excessive input is present based on a detection result by the sensor.

The hybrid vehicle controlled by the present invention can set a plurality of modes by controlling the operations of a plurality of engagement mechanisms provided in a power transmission section. Among these multiple modes, an appropriate mode is selected and set according to the driving state of the hybrid vehicle. For example, it is possible to set an appropriate mode for driving according to the driver's needs, such as driving that prioritizes fuel efficiency or driving that prioritizes power performance. As the plurality of modes, at least three modes can be set: a first mode, a second mode, and a separation mode. The first mode and the second mode are different in the transmission state of torque in the power transmission section. For example, the first mode is a low gear mode where the output rotation speed is reduced relative to the input rotation speed in the power transmission section. let Further, the second mode is a high speed mode in which the output rotation speed is increased relative to the input rotation speed in the power transmission section. In the disconnection mode, the engine and the first motor are disconnected from the drive system, and the hybrid vehicle is driven by the output of the second motor, thereby enabling so-called EV driving. During such EV driving, by setting a disconnection mode and separating the engine and the first motor from the drive system, inertial resistance and drag loss can be reduced and energy efficiency in EV driving can be improved.

The disconnection mode is also selected, for example, when the hybrid vehicle travels on a rough road, a corrugated road, or the like. In response to large vibrations and loads (excessive input) that are input into the drive system of a hybrid vehicle from the road surface, by separating the engine and first motor from the drive system, it is possible to suppress the occurrence of vibrations and resonance in the drive system. . On the other hand, when a hybrid vehicle travels on rough roads or corrugated roads as mentioned above, there are high demands on the hybrid vehicle's driving force and the responsiveness of that driving force in order to ensure its ability to travel on rough roads. Become. In contrast, in conventional control, engine operation is stopped in the disconnection mode. Alternatively, the engine is controlled to idle. Therefore, when the vehicle exits the disconnection mode, re-engages the engagement mechanism, and accelerates the vehicle, there is a possibility that sufficient driving force may not be obtained. Therefore, in the hybrid vehicle control device of the present invention, when the disconnection mode is set in response to excessive input from the outside, the engine is operated without being stopped (if the engine is stopped during EV driving) (starts the engine), and engine speed control is executed. The engine speed control maintains the engine speed higher than the idling speed. Therefore, when the disconnection mode is ended and the engagement mechanism is re-engaged for accelerated travel, the synchronization of the engagement mechanism to be engaged can be accelerated. Further, driving force can be generated with good responsiveness by the output of the engine.

Further, in the hybrid vehicle control device of the present invention, the engine speed control in the disconnection mode as described above synchronizes the speeds of the engaging elements that engage with each other in the first clutch. The first clutch is an engagement mechanism that is engaged when the low gear mode is set as the first mode, and by synchronizing the engagement elements of the first clutch during the disengagement mode, the first clutch can be brought into a state where it can be immediately engaged, and can be placed on standby in a state where it can immediately shift to a low gear mode. Therefore, when accelerating after exiting the disengagement mode, the first clutch can be engaged immediately to shift to the low gear mode, and the engine's output torque amplified in the low gear mode provides a large driving force. can be generated with good responsiveness.

Further, in the hybrid vehicle control device of the present invention, in addition to the engine rotation speed control in the disconnection mode as described above, motor rotation speed control for controlling the rotation speed of the first motor is executed. By performing motor rotation speed control with good controllability together with engine rotation speed control, the rotation speeds of mutually engaged engagement elements in the first clutch are synchronized. Therefore, the first clutch can be synchronized more quickly and appropriately.

In addition to the above-mentioned first mode (low gear mode), second mode (high gear mode), and disconnection mode, the hybrid vehicle to be controlled by this invention can operate in fixed gear mode (or direct coupling mode). ) can be further set. Fixed stage mode is set by engaging both the first clutch and the second clutch. By engaging the first clutch and the second clutch together, the first planetary gear mechanism and the second planetary gear mechanism rotate together (without differential movement), and the engine and the output member This results in a so-called directly connected state. Therefore, in the fixed stage mode, the driving force is generated using the output torque of both the engine and the first motor, so that it is possible to generate the largest driving force as a hybrid vehicle. Further, in the fixed stage mode, since relative rotation between the rotating elements does not occur in the first planetary gear mechanism and the second planetary gear mechanism, energy loss can be suppressed and energy efficiency can be improved.

If an excessive input is applied to the hybrid vehicle while the fixed gear mode is set as described above, the hybrid vehicle control device of the present invention first releases the first clutch and switches to the second mode (high gear mode). mode) is set. Then, once the transmission shifts to the high-speed gear mode, the second clutch is released, thereby setting the disengagement mode. In this way, when switching from fixed gear mode to disconnection mode, by transitioning to disconnection mode via high gear mode, the input from the outside during the mode transition is greater than when going through low gear mode. Load (generation or amplification of vibration) can be suppressed.

Furthermore, in the hybrid vehicle control device of the present invention, during the transition from the fixed gear mode to the disconnection mode as described above, while the high gear mode is set, the excessive input decreases to below the allowable value. In this case, the high speed mode continues without transitioning to the disconnection mode. In such a case, since the excessive input is reduced, the occurrence of harmful vibrations and resonances is avoided. By continuing the high speed mode without shifting to the disconnection mode, subsequent requests for acceleration and requests for large driving force can be responded to with good responsiveness.

The hybrid vehicle of the present invention includes a sensor that detects vibration or load in the drive system in order to determine excessive input to the drive system. The sensor is, for example, a torque sensor, and in the hybrid vehicle control device of the present invention, the presence or absence of an excessive input as described above is determined based on the detection result of such a sensor. Therefore, engine rotation speed control and motor rotation speed control in the disconnection mode can be accurately and appropriately executed based on data directly detected by a sensor such as a torque sensor.

Note that the sensor as described above is installed between the first motor and the power transmission section in the direction of the rotational axis within a case in which the first motor and the power transmission section are assembled. First, the first motor is assembled to the case, and then the power transmission section is assembled to the case. The sensor, including electrical wiring, etc., can be installed in a state in which the first motor is assembled to the case and before the power transmission section, which has a complicated structure, is assembled. Therefore, the sensor can be easily assembled. Furthermore, the ease of assembling the hybrid vehicle to be controlled by the present invention can be improved.

Therefore, according to the hybrid vehicle control device of the present invention, it is possible to appropriately suppress the occurrence of vibration and resonance when the hybrid vehicle travels on a rough or undulating road. At the same time, it is possible to improve the rough road running performance and power performance of the hybrid vehicle.

1 is a diagram for explaining a hybrid vehicle to be controlled in the present invention, and is a diagram showing an example of the configuration and control system of the hybrid vehicle. FIG. FIG. 7 is a diagram showing another example of a hybrid vehicle to be controlled in the present invention (an example in which a torque sensor is installed between a one-way clutch and a power transmission section in a drive system). FIG. 7 is a diagram showing another example of a hybrid vehicle to be controlled in the present invention (an example in which a torque sensor is installed in the middle of a reduction gear mechanism in a drive system). The operating status of the engine (ENG) and the first motor (MG1) and the engagement of the first clutch (Lo-Clutch) and the second clutch (Hi-Clutch) when the "low gear mode" is set. It is a diagram for explaining the engaged/released state, and shows each rotating element (S, C, R) of the first planetary gear mechanism and each rotating element (S', C', R) of the second planetary gear mechanism. ') is a collinear diagram showing the rotational state of. The operating status of the engine (ENG) and the first motor (MG1) and the engagement of the first clutch (Lo-Clutch) and the second clutch (Hi-Clutch) when the "high speed mode" is set. It is a diagram for explaining the engaged/released state, and shows each rotating element (S, C, R) of the first planetary gear mechanism and each rotating element (S', C', R) of the second planetary gear mechanism. ') is a collinear diagram showing the rotational state of. The operating states of the engine (ENG) and the first motor (MG1) and the engagement of the first clutch (Lo-Clutch) and the second clutch (Hi-Clutch) when the "disengagement mode" is set - A diagram for explaining the released state, showing each rotating element (S, C, R) of the first planetary gear mechanism and each rotating element (S', C', R' of the second planetary gear mechanism). ) is a collinear diagram showing the rotational state (state where engine rotational speed control and motor rotational speed control are not executed). FIG. 6 is a diagram illustrating an operation of sequentially switching between "low gear mode", "high gear mode", "fixed gear mode", and "separation mode". FIG. 3 is a diagram showing an image of configuring a transmission mechanism (switching mechanism) using a shift drum. 2 is a flowchart for explaining an example of control (control for executing engine rotation speed control to maintain a predetermined engine rotation speed) executed by the control device for a hybrid vehicle according to the present invention. It is a flowchart for explaining another example of control (control which synchronizes the first clutch by executing motor rotation speed control together with engine rotation speed control) executed by the control device for a hybrid vehicle according to the present invention. The operating states of the engine (ENG) and the first motor (MG1) and the engagement of the first clutch (Lo-Clutch) and the second clutch (Hi-Clutch) when the "disengagement mode" is set - A diagram for explaining the released state, showing each rotating element (S, C, R) of the first planetary gear mechanism and each rotating element (S', C', R' of the second planetary gear mechanism). ) is a collinear diagram showing the rotational state (state in which the first clutch is synchronized by executing engine rotational speed control and motor rotational speed control). FIG. 2 is a flowchart for explaining another example of control executed by the hybrid vehicle control device of the present invention (control that takes into account the load and vibration that occur during transition to "disconnection mode").

Embodiments of the invention will be described with reference to the drawings. In addition, the embodiment shown below is only an example of the embodiment of this invention, and does not limit this invention.

The vehicle to be controlled in the embodiment of the present invention is a hybrid vehicle that uses an engine (internal combustion engine) and a motor as driving power sources. Further, the hybrid vehicle to be controlled in the embodiment of the present invention includes a power transmission section that transmits torque between the driving force source and the driving wheels. The power transmission section is provided with an engagement mechanism including at least two clutches, and is configured to switch the torque transmission state by operating each engagement mechanism into an engaged or released state, respectively. FIG. 1 shows an example of a drive unit (drive system and control system) of a hybrid vehicle to be controlled in an embodiment of the present invention.

The hybrid vehicle Ve shown in FIG. 1 includes an engine (ENG) 1, a first motor (MG1) 2, and a second motor (MG2) 3 as driving power sources. The hybrid vehicle Ve also includes a power transmission section 5 that transmits torque between the engine 1 and the first motor 2 and the drive wheels 4 and functions as a power split mechanism and a transmission mechanism, and a power transmission section 5 that is engaged or disengaged. It is provided with a plurality of engagement mechanisms 6 that operate to switch states of torque transmission in the power transmission section 5. In the example shown in FIG. 1, the engagement mechanism 6 includes a first clutch 7 and a second clutch 8. Furthermore, the hybrid vehicle Ve includes a detection unit 9 that detects various data used for control, and a controller 10 that controls the driving force source, the first clutch 7, and the second clutch 8, respectively.

The engine 1 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine that obtains power (mechanical energy) by burning fuel, and electrically controls output adjustment and operating states such as starting and stopping. It is configured as follows. In the case of a gasoline engine, the opening degree of the throttle valve, the amount of fuel supplied or injected, execution and stopping of ignition, ignition timing, etc. are electrically controlled. Further, in the case of a diesel engine, the amount of fuel injection, the timing of fuel injection, the opening degree of the throttle valve (in the EGR system), etc. are electrically controlled.

The first motor 2 converts electrical energy into mechanical energy (or rotational energy), or converts mechanical energy (or rotational energy) into electrical energy. The first motor 2 is disposed coaxially with the engine 1 and is connected to the engine 1 and the driving wheels 4 via the power transmission section 5 so as to be capable of transmitting power. The first motor 2 also has a function as a generator that generates electric power by being driven in response to the torque output by the engine 1. That is, the first motor 2 is a motor (so-called motor generator) having a power generation function, and is configured by, for example, a permanent magnet type synchronous motor or an induction motor. A battery (not shown) is connected to the first motor 2 via an inverter (not shown). Therefore, the first motor 2 can function as a generator, and the electric power generated at that time can be stored in the battery. Moreover, it is also possible to supply the electric power stored in the battery to the first motor 2 and cause the first motor 2 to function as an electric motor to output driving torque.

The second motor 3 converts electrical energy into mechanical energy (or rotational energy), or converts mechanical energy (or rotational energy) into electrical energy. The second motor 3 is connected to the driving wheels 4 through a pinion 3b connected to a rotating shaft 3a, a reduction gear mechanism 16, etc., which will be described later, and the like, so that power can be transmitted to the drive wheels 4. The second motor 3 has at least a function as an electric motor that is driven by being supplied with electric power and outputs torque. In the hybrid vehicle Ve according to the embodiment of the present invention, the second motor 3 also has a function as a generator that generates electric power by being driven by receiving torque from the outside. That is, like the first motor 2 described above, the second motor 3 is a motor (so-called motor generator) that has a power generation function, and is composed of, for example, a permanent magnet type synchronous motor or an induction motor. ing. A battery (not shown) is connected to the second motor 3 via an inverter (not shown). Therefore, the electric power stored in the battery can be supplied to the second motor 3, and the second motor 3 can function as an electric motor to output driving torque. It is also possible to cause the second motor 3 to function as a generator using the torque transmitted from the drive wheels 4, and to store the regenerated power generated at that time in the battery. Further, the first motor 2 and the second motor 3 are connected to each other via an inverter so that they can exchange electric power with each other. Therefore, for example, it is also possible to directly supply the electric power generated by the first motor 2 to the second motor 3 and output the driving torque from the second motor 3.

The power transmission unit 5 transmits the output torque of the engine 1 and the output torque of the first motor 2 to the driving wheels 4 side. The power transmission unit 5 is arranged adjacent to the first motor 2 on the same rotational axis AL as the first motor 2 and the engine 1 . In the example shown in FIG. 1, the power transmission section 5 is arranged on the right side of the first motor 2 in the direction of the rotation axis AL. Further, the power transmission section 5 and the first motor 2 are housed and assembled inside a common "case" or "housing" (not shown). Therefore, the power transmission section 5 and the first motor 2 are assembled into the "case" in this order, first the first motor 2 and then the power transmission section 5. The power transmission section 5 mainly consists of two sets: a first planetary gear mechanism 11 that functions as a so-called "power splitting mechanism" and a second planetary gear mechanism 12 that functions as a "transmission mechanism" or "reduction mechanism". It consists of a "planetary gear mechanism".

The first planetary gear mechanism 11 has three rotating elements: a sun gear 11a, a ring gear 11b, and a carrier 11c. In the example shown in FIG. 1, the sun gear 11a constitutes a reaction force element (corresponding to the first reaction force element in the embodiment of the present invention) of the first planetary gear mechanism 11, and is connected to the first motor 2. The ring gear 11b constitutes an output element (corresponding to the first output element in the embodiment of this invention) of the first planetary gear mechanism 11, and serves as a "second input element" (sun gear 12a) of the second planetary gear mechanism 12, which will be described later. is connected to. The carrier 11c constitutes an input element of the first planetary gear mechanism 11 (corresponding to the first input element in the embodiment of the present invention), and is connected to the engine 1.

The second planetary gear mechanism 12 has three rotating elements: a sun gear 12a, a ring gear 12b, and a carrier 12c. In the example shown in FIG. 1, the sun gear 12a constitutes an input element of the second planetary gear mechanism 12 (corresponding to the second input element in the embodiment of the present invention), and the sun gear 12a constitutes the "first input element" of the first planetary gear mechanism 11 described above. output element" (ring gear 11b). The ring gear 12b constitutes an output element of the second planetary gear mechanism 12 (corresponding to the second output element in the embodiment of the present invention), and an output gear 15, which will be described later, is formed on the outer peripheral portion. The carrier 12c constitutes a reaction force element (corresponding to the second reaction force element in the embodiment of the present invention) of the second planetary gear mechanism 12, and is connected to the engine 1 and the It is selectively connected to the carrier 11c of the first planetary gear mechanism 11 or the ring gear 12b of the second planetary gear mechanism 12.

Although FIG. 1 shows an example in which the first planetary gear mechanism 11 and the second planetary gear mechanism 12 are both single-pinion type "planetary gear mechanisms," The first planetary gear mechanism 11 and the second planetary gear mechanism 12 may each be configured as a double pinion type "planetary gear mechanism." Alternatively, it may be a "compound planetary gear mechanism" such as a Lavigneaux type, or a "compound planetary gear mechanism" that combines a single pinion type and a double pinion type.

In the power transmission section 5 described above, the ring gear 11b of the first planetary gear mechanism 11 and the sun gear 12a of the second planetary gear mechanism 12 are connected. A rotation shaft 2a of the first motor 2 is connected to the sun gear 11a of the first planetary gear mechanism 11. The carrier 11c of the first planetary gear mechanism 11 is connected to the output shaft 1a of the engine 1 via a torque limiter 13, a one-way clutch 14, and the like. The one-way clutch 14 is fixed to, for example, a housing (not shown), and is engaged when torque in a reverse rotation direction (rotation in the opposite direction to the rotation direction of the engine 1) is applied to prevent the rotation of the output shaft 1a. is configured to stop. Note that, as described above, the one-way clutch 14 may be configured to prevent the output shaft 1a of the engine 1 and the carrier 11c of the first planetary gear mechanism 11 from rotating in the negative rotation direction. Therefore, instead of the one-way clutch 14, a "brake" (not shown) that selectively stops the rotation of the output shaft 1a of the engine 1 and the carrier 11c may be used. The ring gear 12b of the second planetary gear mechanism 12 has an output gear 15, which is an external gear, formed on its outer periphery as an "output member." The output gear 15 is connected to the drive wheels 4 via a reduction gear mechanism 16, a differential gear 17, a drive shaft 18, and the like.

The first clutch 7 connects the carrier 11c of the first planetary gear mechanism 11 and the output shaft 1a of the engine 1 with the carrier 12c of the second planetary gear mechanism 12 by being selectively engaged. The first clutch 7 is configured by a meshing type engagement mechanism such as a dog clutch, for example. Alternatively, the first clutch 7 may be a friction engagement mechanism such as a wet multi-disc clutch.

The second clutch 8 connects the ring gear 12b of the second planetary gear mechanism 12 and the carrier 12c of the second planetary gear mechanism 12 by being selectively engaged. By connecting the ring gear 12b and carrier 12c of the second planetary gear mechanism 12 by the second clutch 8, all rotating elements of the second planetary gear mechanism 12 are integrated. The second clutch 8, like the first clutch 7 described above, is configured by, for example, a meshing type engagement mechanism such as a dog clutch. Alternatively, the second clutch 8 may be a friction type engagement mechanism such as a wet multi-disc clutch.

The detection unit 9 is a device or device for acquiring various data and information necessary for controlling the hybrid vehicle Ve, and includes, for example, a power supply unit, a microcomputer, a sensor, an input/output interface, and the like. The detection unit 9 detects various data for controlling the driving force sources (engine 1, first motor 2, second motor 3), first clutch 7, and second clutch 8. In particular, the detection unit 9 in the embodiment of the present invention includes a torque sensor 9a.

The torque sensor 9a detects vibration or load in the drive system between the drive power source (engine 1, first motor 2, second motor 3) and the drive wheels 4. Specifically, the torque sensor 9a detects the torque of a predetermined "rotating member" in the drive system of the hybrid vehicle Ve. As the torque sensor 9a, "torque sensors" having various known configurations are used. For example, a contact type "torque sensor" using a strain gauge or a non-contact type "torque sensor" using electromagnetism can be used. In the example shown in FIG. 1, the torque sensor 9a is connected to the first motor 2 in the rotational axis AL direction of the first motor 2 and the power transmission unit 5 within a “case” that accommodates the first motor 2 and the power transmission unit 5. It is installed between the power transmission unit 5 and the outer peripheral portion of the rotating shaft 2a of the first motor 2. More specifically, the torque sensor 9a is installed on the first motor side (left side in FIG. 1) of the bearing 19 arranged between the first motor 2 and the power transmission section 5 in the direction of the rotation axis AL. . The rotating shaft 2a of the first motor 2 is supported by the bearing 19 and the bearing 20 described above. The bearing 19 is arranged on the power transmission section 5 side (the right side in FIG. 1) of the rotation shaft 2a in the direction of the rotation axis AL. The bearing 20 is arranged on the opposite side (the left side in FIG. 1) of the bearing 19 in the direction of the rotation axis AL of the rotation shaft 2a.

As described above, the first motor 2 and the power transmission section 5 are assembled into a common "case" first, and then the power transmission section 5 is assembled. Therefore, the torque sensor 9a, including the electrical wiring, etc., can be installed with the first motor 2 assembled in the "case" and before the power transmission section 5, which has a complicated structure, is assembled. Therefore, the torque sensor 9a can be easily assembled.

In addition, in the hybrid vehicle Ve according to the embodiment of the present invention, the installation location of the torque sensor 9a is not limited to the example shown in FIG. 1 above. For example, as shown in FIG. 2, the torque sensor 9a may be installed between the one-way clutch 14 and the power transmission section 5 in the drive system of the hybrid vehicle Ve. Alternatively, as shown in FIG. 3, the torque sensor 9a may be installed inside the reduction gear mechanism 16 in the drive system of the hybrid vehicle Ve. In addition, although not shown, the torque sensor 9a may be installed adjacent to a coil end (not shown) of the first motor 2 or the second motor 3. Alternatively, the torque sensor 9a may be installed adjacent to a resolver (not shown) of the first motor 2 or the second motor 3. By installing the torque sensor 9a in the drive system of the hybrid vehicle Ve, it is possible to detect torque and torque fluctuations in the drive system, and accurately determine whether there is large vibration or load (excessive input) input to the hybrid vehicle Ve from the road surface. , can be easily determined.

In addition to the torque sensor 9a described above, the detection unit 9 includes, for example, a vehicle speed sensor (or wheel speed sensor) 9b that detects the vehicle speed, an engine rotation speed sensor 9c that detects the rotation speed of the engine 1, and a first motor. A motor rotation speed sensor (or resolver) 9d that detects the rotation speeds of the second and second motors 3, respectively, an actuator of the first clutch 7 (not shown), and an actuator of the second clutch 8 (not shown). a stroke sensor 9f that detects the stroke position of the first clutch 7 and the second clutch 8, and a stroke sensor 9f that detects the stroke position of the first clutch 7 and the second clutch 8, respectively; It has various sensors and devices such as a clutch rotation speed sensor 9g that detects the rotation speed of each coupling element (not shown). The detection unit 9 is electrically connected to a controller 10, which will be described later, and outputs electrical signals according to detected values or calculated values of various sensors, devices, devices, etc. as described above to the controller 10 as detection data. do.

The controller 10 is an electronic control device mainly composed of, for example, a microcomputer, and in the example shown in FIG. The operation of the second clutch 8 is controlled respectively. Various data detected or calculated by the detection unit 9 described above is input to the controller 10 . The controller 10 performs calculations using various input data and pre-stored data, calculation formulas, and the like. Then, the controller 10 outputs the calculation result as a control command signal, and controls the operations of the engine 1, first motor 2, second motor 3, first clutch 7, and second clutch 8 as described above. configured to control. Although FIG. 1 shows an example in which one controller 10 is provided, a plurality of controllers 10 may be provided for each device or device to be controlled or for each control content. For example, the controller 10 includes a "hybrid controller" (not shown) that performs comprehensive calculations and judgments based on input signals from the detection unit 9, and an "engine controller" (not shown) that controls the engine 1. , a "motor controller" (not shown) that controls the first motor 2 and the second motor 3, respectively, and a "clutch controller" (not shown) that controls the first clutch 7 and the second clutch 8, respectively. It may be configured by being divided into, etc.

Note that the configuration (gear train) of the hybrid vehicle Ve in the embodiment of the present invention is not limited to the example shown in FIG. 1 above. The first planetary gear mechanism 11 and the second planetary gear mechanism 12 constituting the power transmission section 5 may have different connection relationships between their rotating elements. For example, the present invention also applies to the structure of a hybrid vehicle as disclosed in "FIG. 1" of Patent Document 2 mentioned above and the structure of a hybrid vehicle as disclosed in "FIG. 1" of Patent Document 3 mentioned above. can be the subject of control in this embodiment.

The hybrid vehicle Ve configured as described above has a plurality of driving modes (torque transmission forms) by changing the torque transmission state in the power transmission unit 5 using the first clutch 7 and the second clutch 8. It is possible to set For example, the hybrid vehicle Ve has a "low gear mode" (first mode) that is set by engaging only the first clutch 7, and a "high gear mode" (second mode) that is set by engaging only the second clutch 8. mode), "disengagement mode" in which the first clutch 7 and second clutch 8 are both released and set, and "fixed stage mode" (or , direct connection mode), it is possible to selectively set four modes in which the torque transmission state in the power transmission section 5 is different.

The "low gear mode" corresponds to the "first mode" in the embodiment of the present invention, and as shown in FIG. 4, the first clutch 7 (Lo-Clutch) is engaged and the second clutch 8 ( Hi-Clutch). By engaging the first clutch 7, the carrier 11c (C) of the first planetary gear mechanism 11 and the carrier 12c (C') of the second planetary gear mechanism 12 are connected. In this "low speed mode", the first motor 2 is rotated in the reverse rotation direction (rotation direction opposite to the rotation direction of the engine 1), and the second planetary gear mechanism 12 is rotated at the rotation speed of the carrier 12c (C'). The output torque of the engine 1 is transmitted to the output gear 15 while the rotational speed of the ring gear 12b (R') decreases. That is, the power transmission section 5 functions as a speed reduction mechanism and amplifies the output torque of the engine 1.

The "high speed mode" corresponds to the "second mode" in the embodiment of the present invention, and as shown in FIG. 5, the first clutch 7 (Lo-Clutch) is released and the second clutch 8 (Hi -Clutch). By engaging the second clutch 8, the ring gear 12b (R') of the second planetary gear mechanism 12 and the carrier 12c (C') of the second planetary gear mechanism 12 are connected, and the second planetary gear mechanism 12 The entire body rotates as one. In this "high speed mode", the output torque of the engine 1 and the first motor 2 is transmitted to the output gear 15 side while the first motor 2 is rotated in the forward rotation direction and the rotation speed of the engine 1 is increased or decreased. .

The above-mentioned "low gear mode" and "high gear mode" differ in the output torque and rotational speed ratio of the first motor 2 to the engine 1, respectively. The "low gear mode" is suitable for high loads, and the "high gear mode" is suitable for low loads and high speed driving. Therefore, by appropriately switching and setting the "low gear mode" or "high gear mode" according to the running state of the hybrid vehicle Ve or the driving force request for the hybrid vehicle Ve, the output torque of the first motor 2 can be adjusted. The energy efficiency of the hybrid vehicle Ve can be improved by suppressing an increase in the engine speed and rotation speed.

As shown in FIG. 6, the "disengagement mode" is set by releasing both the first clutch 7 (Lo-Clutch) and the second clutch 8 (Hi-Clutch). By releasing both the first clutch 7 and the second clutch 8, the carrier 12c (C') of the second planetary gear mechanism 12 and the sun gear (S) of the first planetary gear mechanism 11 are both reversed. Rotates without receiving force. Therefore, both the engine 1 and the first motor 2 are in a state where they rotate arbitrarily (without transmitting torque to the output gear 15). That is, the engine 1 and the first motor 2 are separated from the drive system of the hybrid vehicle Ve.

In the above-mentioned "disconnection mode", the engine 1 and the first motor 2 are separated from the drive system of the hybrid vehicle Ve, and the hybrid vehicle Ve is driven by the output of the second motor 3, thereby enabling so-called EV driving. During such EV driving, by setting this "disconnection mode" and separating the engine 1 and the first motor 2, which have large inertial masses, from the drive system, inertial resistance and drag loss are reduced, and energy consumption in EV driving is reduced. Efficiency can be improved.

Furthermore, the "disconnection mode" is also selected, for example, when the hybrid vehicle Ve travels on a rough road, a corrugated road, or the like. In response to large vibrations and loads (excessive input) input from the road surface to the drive system of the hybrid vehicle Ve, by separating the engine 1 and the first motor 2 from the drive system, the inertia of the drive system is reduced and It is possible to suppress the occurrence of vibration and resonance. A control device for a hybrid vehicle according to an embodiment of the present invention executes control to solve various problems when "disconnection mode" is selected due to excessive input as described above. Details of such control will be described later using a specific example.

The "fixed stage mode" is set by engaging both the first clutch 7 and the second clutch 8. The "fixed stage mode" is a so-called "direct-coupled mode" in which each rotating element in the first planetary gear mechanism 11 and the second planetary gear mechanism 12 of the power transmission section 5 all rotate as one, and the engine 1 and the second planetary gear mechanism 12 rotate together. 1 motor 2 is directly connected to the output gear 15. In this "fixed stage mode", the driving force may be generated only by the output torque of the engine 1. Alternatively, in addition to the output torque of the engine 1, the output torque of the first motor 2 or the second motor 3 may be added to generate the driving force. Alternatively, in addition to the output torque of the engine 1, the output torques of both the first motor 2 and the second motor 3 may be added to generate the driving force. That is, in this "fixed stage mode", it is possible to use the torque output by all the driving power sources of the engine 1, the first motor 2, and the second motor 3, so the torque is the largest for the hybrid vehicle Ve. A driving force can be generated. In addition, in the "fixed stage mode", relative rotation between rotating elements does not occur in the first planetary gear mechanism 11 and the second planetary gear mechanism 12, so energy loss can be suppressed and energy efficiency can be improved. .

The mode switching between the "low gear mode" and the "high gear mode" as described above is performed, for example, via the "fixed gear mode" as shown in FIG. As described above, in the "fixed stage mode", all rotating elements of the power transmission section 5 rotate together, and the "engaging elements" of the first clutch 7 and the second clutch 8 rotate in synchronization. Therefore, even if, for example, the first clutch 7 and the second clutch 8 are constituted by a dog-type engagement mechanism (dog clutch), the switching operation between engagement and disengagement can be easily performed. In addition, as described later, when "Fixed gear mode" is set, switching to "Disconnect mode" due to excessive input from the road surface as described above is performed via "High gear mode". do. By shifting to the "disconnection mode" via the "high-speed stage mode", it is possible to suppress the generation or amplification of vibrations caused by excessive input. Further, for example, by constructing a speed change mechanism or a switching mechanism (not shown) that operates the first clutch 7 and the second clutch 8 in conjunction with each other using a shift drum 21 as shown in FIG. It is possible to easily perform ordered (sequential) switching among "low gear mode", "high gear mode", "fixed gear mode", and "disconnection mode".

As mentioned above, when the hybrid vehicle Ve travels on rough or corrugated roads, by setting the above-mentioned "disconnection mode", vibration and resonance in the drive system caused by excessive input from the road surface can be reduced. The occurrence can be suppressed. On the other hand, greater driving force may be required when driving on rough roads with high resistance or when exiting the "disconnection mode." In such a case, there is a possibility that sufficient driving force cannot be obtained with conventional control. Therefore, in the hybrid vehicle control device according to the embodiment of the present invention, even if the "disconnection mode" is set due to excessive input from the road surface, it is possible to obtain sufficient driving force with good response. , for example, is configured to execute the control shown in the flowchart of FIG. 9 below.

In the flowchart of FIG. 9, first, in step S1, it is determined whether or not it is a disconnection drive, that is, a "disconnection mode" is set, and the hybrid vehicle Ve runs with the engine 1 and the first motor 2 disconnected from the drive system. It is determined whether or not. If a negative determination is made in step S1 because the vehicle is not in a running state in which the "disconnection mode" is set, the routine shown in the flowchart of FIG. 9 is temporarily terminated without executing subsequent control.

On the other hand, if the hybrid vehicle Ve is running in the "disconnection mode" and the determination in step S1 is affirmative, the process proceeds to step S2.

In step S2, it is determined whether or not the disconnection running is due to an excessive input. As described above, the hybrid vehicle Ve according to the embodiment of the present invention sets the "disconnection mode" to disconnect the engine 1 and the first motor 2 from the drive system when performing EV driving using the output of the second motor 3. Separate. Additionally, when driving on rough or undulating roads, if there is excessive input from the road surface, the ``disconnection mode'' is also set. Therefore, if a negative determination is made in step S2 because the "disconnection mode" has been set for EV driving, that is, the disconnection driving is not caused by excessive input, step S3 and step S4 are performed. move on.

Note that in the hybrid vehicle control device according to the embodiment of the present invention, if large vibrations, loads, or torques exceeding a predetermined threshold value occur in the drive system of the hybrid vehicle Ve, it is determined that there is an excessive input. . For example, if the torque acting on a predetermined rotating member in the drive system detected by the torque sensor 9a as described above or the magnitude of torque fluctuation is larger than a predetermined threshold, it is determined that there is an excessive input. It will be judged.

In step S3, the operation of the engine 1 is stopped in order to perform EV driving using the output of the second motor 3.

Then, in step S4, EV driving is performed using the output of the second motor 3. Thereafter, the routine shown in the flowchart of FIG. 9 is temporarily ended.

On the other hand, the disconnection running is caused by excessive input, that is, the currently set "disconnection mode" is determined to have excessive input, so it suppresses the occurrence of vibration and resonance due to the influence of the excessive input. If the above-mentioned step S2 is affirmative because the mode is the "separation mode" set for this purpose, the process proceeds to step S5.

In step S5, engine speed control is executed, and the first clutch 7 enters a clutch engagement standby state. Specifically, the operation of the engine 1 is continued without being stopped, and the rotational speed of the engine 1 is maintained higher than the idling rotational speed. Note that, for example, if EV driving has already been implemented and the operation of engine 1 has been stopped, engine 1 will be started and the rotation speed of engine 1 will be maintained in a state higher than the idling rotation speed. Ru. In this way, the rotational speed of the engine 1 is controlled to a high rotational speed above a certain level, so that the differential rotation between the engaging elements of the first clutch 7 is reduced (the engaging elements are in a state where it is easy to synchronize with each other). ), a clutch engagement standby state is entered in which engagement of the first clutch 7 becomes easy. In addition, since the rotation speed of engine 1 is maintained at a certain rotation speed or higher, when a large driving force is requested, engine 1 outputs torque with good response and generates the driving force of the hybrid vehicle. can be done.

Once the engine speed control is executed in step S5 as described above, the routine shown in the flowchart of FIG. 9 is once terminated.

The engine speed control shown in step S5 in the flowchart of FIG. 9 above may be executed as shown in steps S11 and S12 in the flowchart of FIG. 10 below. That is, in the hybrid vehicle control device according to the embodiment of the present invention, in addition to the engine rotation speed control as described above, motor rotation speed control by the first motor 2 is executed, and the rotation speed of the engagement element of the first clutch 7 is controlled. It may also be controlled to be synchronized. In the flowchart of FIG. 10, the same step numbers as in the flowchart of FIG. 9 are given to the steps that have the same control content as explained in the flowchart of FIG. 9 above.

In the flowchart of FIG. 10, in step S11, engine rotation speed control is executed, and the first clutch 7 enters a clutch engagement standby state. The engine speed control in this case may be the same control content as step S5 in the flowchart of FIG. However, in the example shown in the flowchart of FIG. 10, in order to smoothly transition from the "disconnection mode" to the "low gear mode", the engine rotation speed control in step S11 controls the rotation speed of the engine 1. As a result, the rotational speeds of the engaging elements in the first clutch 7 that engage with each other are positively synchronized. Thereby, the first clutch 7 is brought into a state where it can be immediately engaged, and maintained in a state where it can quickly shift from the "disengagement mode" to the "low gear mode".

Note that in step S5 in the flowchart of FIG. 9 described above, as in the control shown in step S11 in the flowchart of FIG. The numbers may be synchronized.

Then, in step S12, motor rotation speed control is executed together with engine rotation speed control. In the motor rotation speed control in step S12, by controlling the rotation speed of the first motor 2, the rotation speeds of mutually engaged engagement elements in the first clutch 7 are actively synchronized. As a result, the first clutch 7 enters a clutch engagement standby state in which the rotational speeds of the engagement elements are synchronized. That is, as shown in FIG. 11, the rotation speed of the carrier 11c (C) of the first planetary gear mechanism 11 and the rotation of the carrier 12c (C') of the second planetary gear mechanism 12 are controlled by engine rotation speed control and motor rotation speed control. By synchronizing the numbers, rotation speed synchronization control is executed to reduce the differential rotation between the engagement elements of the first clutch 7 to zero. As shown in the collinear diagram of FIG. 11, the rotation speed of the carrier 11c (C) and the rotation speed of the carrier 12c (C') in the power transmission section 5 are controlled by the engine rotation speed control and motor rotation speed control as described above. By synchronizing these, on the collinear chart, the state becomes substantially the same as the "low gear mode" shown in FIG. 4 described above. Therefore, the first clutch 7 becomes easily engageable, and a smooth transition from the "disengagement mode" to the "low gear mode" can be realized.

Note that the engine rotation speed control in step S11 and the motor rotation speed control in step S12 may be performed in parallel to synchronize the rotation speeds of the engaging elements of the first clutch 7. That is, the engine rotation speed control and the motor rotation speed control may be cooperatively controlled to synchronize the rotation speeds of the engaging elements of the first clutch 7.

Once the engine rotation speed control and motor rotation speed control are executed in steps S11 and S12 as described above, the routine shown in the flowchart of FIG. 10 is once terminated.

As described above, in the hybrid vehicle control device according to the embodiment of the present invention, the engine rotation speed control and the motor rotation speed control with good controllability are executed, thereby controlling the rotation speed of the engaging elements of the first clutch 7. are actively synchronized. Therefore, the first clutch 7 can be synchronized more quickly. Therefore, the transition from the "disconnection mode" to the "low gear mode" can be performed more quickly and appropriately.

Furthermore, when setting the "disconnection mode", the hybrid vehicle control device according to the embodiment of the present invention uses the following method as shown in FIG. It is also possible to execute the control shown in the flowchart.

In the flowchart of FIG. 12, first, in step S21, it is determined whether an excessive input has been detected. As mentioned above, excessive input is a large vibration or load transmitted from the road surface to the drive system of the hybrid vehicle Ve, and for example, when the torque acting on a predetermined rotating member in the drive system detected by the torque sensor 9a is lower than a predetermined threshold value. If the input value is also large, it is determined that the input is excessive. If the determination in step S21 is negative because no excessive input has been detected yet, the routine shown in the flowchart of FIG. 12 is temporarily terminated without executing subsequent control.

On the other hand, if an affirmative determination is made in step S21 because an excessive input is detected, the process proceeds to step S22.

In step S22, it is determined whether the currently set mode is the "high speed mode" (Hi mode). For example, the "high gear mode" is set by detecting the engagement oil pressure of the first clutch 7 and the second clutch 8 and determining whether the first clutch 7 and the second clutch 8 are engaged or released. You can judge whether or not it is. The "high speed mode" is set with the first clutch 7 disengaged and the second clutch 8 engaged.

If the currently set mode is the "high speed mode" (Hi mode) and the result of step S22 is affirmative, the process advances to step S23.

In step S23, the second clutch 8 (Hi-Clutch) is released. When the second clutch 8 is released while the "high speed mode" is set, the first clutch 7 and the second clutch 8 are both released, and the "disengagement mode" is set. In other words, the "high-speed mode" shifts to the "disconnection mode."

Then, in step S23, separation travel is performed. That is, the "disconnection mode" is set, and EV driving is performed using the output of the second motor 3 while the engine 1 and the first motor 2 are disconnected from the drive system. Thereafter, the routine shown in the flowchart of FIG. 12 is temporarily ended.

On the other hand, if the currently set mode is not the "high speed mode" (Hi mode) and a negative determination is made in step S22, the process proceeds to step S25.

In step S25, it is determined whether the currently set mode is "low gear mode" (Lo mode). Similarly to step S22 above, by detecting the engagement oil pressure of the first clutch 7 and the second clutch 8 and determining the engagement or disengagement state of the first clutch 7 and the second clutch 8, You can determine whether or not "Run mode" is set. The "low gear mode" is set with the first clutch 7 being engaged and the second clutch 8 being released.

If the currently set mode is the "low gear mode" (Lo mode), and the result in step S25 is affirmative, the process proceeds to step S26.

In step S26, the first clutch 7 (Lo-Clutch) is released. When the first clutch 7 is released while the "low gear mode" is set, both the first clutch 7 and the second clutch 8 are released, and the "disengagement mode" is set. In other words, the "low gear mode" is shifted to the "disconnection mode".

Then, the process advances to step S24, and as before, the "disconnection mode" is set, and EV driving is performed using the output of the second motor 3 with the engine 1 and the first motor 2 disconnected from the drive system. Thereafter, the routine shown in the flowchart of FIG. 12 is temporarily ended.

On the other hand, if the currently set mode is not the "low gear mode" (Lo mode) and therefore a negative determination is made in step S25, the process proceeds to step S27.

In step S27, it is determined whether the currently set mode is the "fixed stage mode". Similarly to steps S22 and S25 above, by detecting the engagement oil pressure of the first clutch 7 and the second clutch 8 and determining the engagement or disengagement state of the first clutch 7 and the second clutch 8, It can be determined whether the "fixed stage mode" is set. The "fixed stage mode" is set in a state where both the first clutch 7 and the second clutch 8 are engaged.

If a negative determination is made in step S25 because the currently set mode is not the "fixed stage mode", the process advances to step S24. That is, in this case, the "detachment mode" has already been set, and the process advances to step S24, where decoupling travel is performed as before. That is, in the "disconnection mode", EV driving is performed using the output of the second motor 3 while the engine 1 and the first motor 2 are disconnected from the drive system. Thereafter, the routine shown in the flowchart of FIG. 12 is temporarily ended.

On the other hand, if the currently set mode is the "fixed stage mode" and the determination in step S27 is affirmative, the process proceeds to step S28.

In step S28, the "fixed stage mode" is shifted to the "high speed stage mode". Specifically, the "high speed mode" is set by releasing the first clutch 7 from a state where both the first clutch 7 and the second clutch 8 are engaged in the "fixed speed mode".

This step S28 is a situation in which there is an excessive input to the hybrid vehicle Ve with the "fixed speed mode" set, and in this case, the hybrid vehicle control device according to the embodiment of the present invention temporarily After shifting to the "stage mode", the mode shifts to the "separation mode" in step S30, which will be described later. In this way, when switching from "fixed gear mode" to "disconnection mode" due to excessive input, by shifting to "disconnection mode" via "high gear mode", the "low gear Compared to the case where the mode is changed, the load input from the outside (generation or amplification of vibration) can be suppressed during the mode transition. Therefore, it is possible to reduce vibration during the transition transition and realize a smooth transition from the "fixed stage mode" to the "disconnection mode".

Next, in step S29, it is determined whether the excessive input continues. It is determined whether the excessive input determined in the initial step S21 continues to act at a constant level. For example, if the torque acting on a predetermined rotating member in the drive system detected by the torque sensor 9a at the current moment is larger than a predetermined allowable value, it is determined that the excessive input continues. The "predetermined tolerance value" in this case may be the same value as the "predetermined threshold value" in step S21 described above. Alternatively, apart from the "predetermined threshold" in step S21, for example, a predetermined value (a value smaller than the "predetermined threshold" in step S21) based on the results of a driving experiment or simulation using an actual vehicle. You can.

If an affirmative determination is made in step S29 because the excessive input is still continuing, the process proceeds to step S30. Note that in the hybrid vehicle control device according to the embodiment of the present invention, this step S29 may be omitted and control may be executed so as to directly proceed from step S28 to the next step S30.

In step S30, the second clutch 8 (Hi-Clutch) is released. When the second clutch 8 is released while the "high speed mode" is set, the first clutch 7 and the second clutch 8 are both released, and the "disengagement mode" is set. In other words, the "high speed mode" is shifted to the "disconnection mode".

Then, the process advances to step S24, and as before, the "disconnection mode" is set, and EV driving is performed using the output of the second motor 3 with the engine 1 and the first motor 2 disconnected from the drive system. Thereafter, the routine shown in the flowchart of FIG. 12 is temporarily ended.

On the other hand, if the excessive input is not continuing, that is, the excessive input determined in step S21 is decreasing, and the determination is negative in step S29, the subsequent control is executed. The routine shown in the flowchart of FIG. 12 is temporarily ended without any interruption.

In short, in this case, when transitioning from "fixed gear mode" to "decoupling mode" via "high gear mode" due to excessive input to the drive system, "high gear mode" in the middle of the transition '' is a state in which the excessive input has decreased to the extent that it is within the allowable value (below the allowable value). In such a case, the "high speed mode" is continued without shifting to the "disconnection mode". By reducing the excessive input as described above, it can be determined that the occurrence of harmful vibrations and resonances is avoided. By continuing the "high speed mode" without shifting to the "disconnection mode", subsequent requests for acceleration and requests for large driving force can be responded to with good responsiveness.

As described above, according to the hybrid vehicle control device according to the embodiment of the present invention, when the hybrid vehicle Ve travels on a rough or undulating road, vibrations and resonances caused by excessive input to the drive system are appropriately controlled. can be suppressed to As a result, the rough road running performance and power performance of the hybrid vehicle Ve can be improved.

1 Engine (driving power source: ENG)
1a Output shaft (of the engine) 2 First motor (driving power source: MG1)
2a Rotating shaft (of the first motor) 3 Second motor (driving power source: MG2)
3a Rotating shaft (of the second motor) 3b Pinion (of the second motor) 4 Drive wheel 5 Power transmission unit 6 Engagement mechanism 7 First clutch (engagement mechanism)
8 Second clutch (engaging mechanism)
9 Detection section 9a Torque sensor (of the detection section) 9b Vehicle speed sensor (of the detection section) 9c Engine speed sensor (of the detection section) 9d Motor rotation speed sensor (or resolver) (of the detection section)
9e Oil pressure sensor (in the detection section) 9f Stroke sensor (in the detection section) 9g Clutch rotation speed sensor (in the detection section) 10 Controller (ECU)
11 First planetary gear mechanism (power transmission section)
11a (first planetary gear mechanism) sun gear (first reaction force element)
11b Ring gear (of the first planetary gear mechanism) (first output element)
11c Carrier (of the first planetary gear mechanism) (first input element)
12 Second planetary gear mechanism (power transmission section)
12a (of the second planetary gear mechanism) sun gear (second input element)
12b Ring gear (of the second planetary gear mechanism) (second output element)
12c (of the second planetary gear mechanism) carrier (second reaction force element)
13 Torque limiter 14 One-way clutch 15 Output gear (output member)
16 Reduction gear mechanism 17 Differential gear 18 Drive shaft 19 Bearing 20 Bearing 21 Shift drum AL Rotation axis Ve Hybrid vehicle

Claims (9)

A drive system between the engine, the first motor, and the drive wheels, the drive system including a driving power source having an engine, a first motor, and a second motor, and a first planetary gear mechanism and a second planetary gear mechanism. a power transmission section that transmits torque and has at least two engagement mechanisms, a first clutch and a second clutch, each operating in an engaged state or a disengaged state to switch the torque transmission state; a first mode in which one clutch is engaged and the second clutch is disengaged; a second mode in which the first clutch is disengaged and the second clutch is engaged; and a second mode in which the first clutch and the second clutch are engaged. A control device for a hybrid vehicle capable of driving by selectively setting at least three disconnection modes in which both are released,
comprising a controller that controls each of the driving force source, the first clutch, and the second clutch,
The controller includes:
If the drive system receives an excessive input that generates large vibrations or loads that exceed a predetermined threshold, the disconnection mode is set to disconnect the engine and the first motor from the drive system, and the engine is operated. A control device for a hybrid vehicle, characterized in that the control device executes engine rotation speed control to maintain the rotation speed of the engine in a state higher than an idling rotation speed. The control device for a hybrid vehicle according to claim 1,
The first planetary gear mechanism has three rotating elements: a first input element connected to the engine, a first reaction force element connected to the first motor, and a first output element,
The second planetary gear mechanism includes a second input element connected to the first output element, a second output element connected to an output member that transmits the torque to the driving wheels, and a second reaction force element. It has three rotating elements,
the first clutch selectively connects the first input element and the second reaction force element;
the second clutch selectively connects any two of the rotating elements in the second planetary gear mechanism;
The first mode is a low speed mode in which the rotation speed of the second output element is lowered relative to the rotation speed of the second input element,
The control device for a hybrid vehicle, wherein the second mode is a high speed mode in which the rotation speed of the second output element is increased relative to the rotation speed of the second input element. The hybrid vehicle control device according to claim 2,
The controller includes:
A control device for a hybrid vehicle, characterized in that the engine rotation speed control is executed to synchronize the rotation speeds of engagement elements that engage with each other in the first clutch. The hybrid vehicle control device according to claim 3,
The controller includes:
A control device for a hybrid vehicle, characterized in that, in addition to the engine rotation speed control, a motor rotation speed control for controlling the rotation speed of the first motor is executed to synchronize the rotation speeds of the engagement elements. A control device for a hybrid vehicle according to any one of claims 2 to 4,
The hybrid vehicle is capable of traveling while further setting a fixed stage mode in which both the first clutch and the second clutch are engaged,
The controller includes:
A control device for a hybrid vehicle, wherein if the excessive input occurs while the fixed gear mode is set, the disconnection mode is set after shifting to the high gear mode. The hybrid vehicle control device according to claim 5,
The controller includes:
A control device for a hybrid vehicle, characterized in that when the vibration or the load falls below a predetermined allowable value when shifting to the high speed mode due to the excessive input, the high speed mode is continued. . A control device for a hybrid vehicle according to any one of claims 1 to 4,
The hybrid vehicle includes a sensor that detects the vibration or the load in the drive system,
The first motor and the power transmission section are arranged adjacent to each other on the same rotation axis, and the first motor and the power transmission section are assembled in the case in this order,
The rotation shaft of the first motor is supported by at least a bearing disposed between the first motor and the power transmission section in the direction of the rotation axis,
The sensor is installed on the first motor side of the bearing in the direction of the rotation axis,
The controller includes:
A control device for a hybrid vehicle, characterized in that the presence or absence of the excessive input is determined based on a detection result by the sensor. The hybrid vehicle control device according to claim 5,
The hybrid vehicle includes a sensor that detects the vibration or the load in the drive system,
The first motor and the power transmission section are arranged adjacent to each other on the same rotational axis, and the first motor and the power transmission section are assembled in the case in this order,
The rotation shaft of the first motor is supported by at least a bearing disposed between the first motor and the power transmission section in the direction of the rotation axis,
The sensor is installed on the first motor side of the bearing in the rotation axis direction,
The controller includes:
A control device for a hybrid vehicle, characterized in that the presence or absence of the excessive input is determined based on a detection result by the sensor. The hybrid vehicle control device according to claim 6,
The hybrid vehicle includes a sensor that detects the vibration or the load in the drive system,
The first motor and the power transmission section are arranged adjacent to each other on the same rotation axis, and the first motor and the power transmission section are assembled in the case in this order,
The rotation shaft of the first motor is supported by at least a bearing disposed between the first motor and the power transmission section in the direction of the rotation axis,
The sensor is installed on the first motor side of the bearing in the direction of the rotation axis,
The controller includes:
A control device for a hybrid vehicle, characterized in that the presence or absence of the excessive input is determined based on a detection result by the sensor.

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