JP4193776B2 - Hybrid vehicle drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive mechanism for a hybrid vehicle, securing a smooth mode transition while responding to a request for driving force only by changing the condition of connecting an engine to a motor when there is the request for high driving force in a continuously variable speed mode. <P>SOLUTION: The hybrid vehicle using the engine Eng and at least one motor as power sources is provided with a driving force combined transmission TM having a differential device in which a rotating element with the motor connected thereto is arranged at the end of one lever on an alignment chart and a rotating element with the engine Eng connected thereto is arranged inside thereof. Herein, an engine-motor direct connection travel mode is set which is input to the driving force combined transmission TM with the motor and the engine Eng connected to each other. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a rotating element in which an engine and at least one motor are used as a power source, a rotating element connected to the end position of one lever on the collinear diagram is arranged, and the engine is connected to an inner position of the rotating element. The present invention relates to a drive device for a hybrid vehicle provided with a drive force synthesizing transmission having a differential device in which are arranged.

Conventionally, a four-element two-degree-of-freedom planetary gear mechanism in which four input / output elements are arranged on a collinear diagram is configured, and one of the two elements arranged on the inner side of the input / output elements is supplied from the engine. There is known a hybrid drive device in which an input is assigned to an output to the drive system on the other side, and a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively. As a running mode, there is a continuously variable transmission mode in which an engine and a motor generator are used as drive sources, and a continuously variable transmission ratio is obtained by controlling the number of revolutions of the motor generator at both ends of the lever on the alignment chart (see, for example, Patent Document 1). ).
JP 2003-32808 A

However, in the driving device of the conventional hybrid vehicle, at the time of engine high times point operation in the continuously variable shift mode, the rotational speed of one of the motor generator becomes high rotational speed, the rotational load of the motor generator becomes excessive. In order to allow the motor generator to receive the maximum output of the engine even at such high speeds, a motor generator with a large capacity must be provided, and the size of the motor generator is limited due to the limitation of the transmission size. If this is done, there is a problem that performance cannot be achieved.

  The present invention has been made paying attention to the above problem, and when there is a high driving force request in the continuously variable transmission mode, it is possible to meet the driving force request only by changing the connection state between the engine and the motor. An object of the present invention is to provide a hybrid vehicle drive device that can ensure smooth mode transition.

In order to achieve the above object, according to the present invention, an engine and at least one motor are used as power sources, and a rotating element to which the motor is connected is arranged at the end position of one lever on the alignment chart, In a hybrid vehicle having a driving force combining transmission having a differential device in which rotating elements to which an engine is connected are arranged, the motor and the motor are directly connected to each other and the motor and the engine are connected to each other and input to the driving force combining transmission. A driving mode is set, and the driving force combining transmission is configured by a first differential device, a second differential device, and a third differential device having two degrees of freedom and three elements, and the collinear line of the second differential device An engine is assigned by connecting an element arranged on the inside in the figure and an element arranged at one end on the collinear diagram of the third differential device, and one end on the collinear diagram of the second differential device. Elements arranged in the first motor And a second motor connected by connecting an element arranged at one end on the collinear diagram of the first differential device and an element arranged at the other end on the collinear diagram of the second differential device. A generator is assigned, an output member is assigned to an element arranged inward on the collinear diagram of the third differential device, and an element arranged at the other end on the collinear diagram of the first differential device and the first An element arranged at the other end on the collinear diagram of the three differential device is connected by a direct connection element, and between the element arranged on the collinear diagram of the first differential device and the transmission case A first brake is provided, a second brake is provided between an element arranged at one end on the collinear diagram of the second differential device and a transmission case, and an element to which a second motor generator is assigned and the first The first clutch is provided between the elements arranged on the inner side of the nomographic chart of the first differential, and the engine A second clutch provided between the engine and an element to which the engine is assigned; a third clutch provided between the engine and the first motor generator; and an element arranged at one end on the nomographic chart of the second differential device; A fourth clutch is provided between the first motor generator and the engine / motor direct running mode, wherein the third clutch is engaged and the fourth clutch is released.

Therefore, in the hybrid vehicle drive device of the present invention, for example, when the motor rotates at a high speed when the continuously variable transmission mode is selected, the motor and the engine are connected to each other. The engine / motor direct drive running mode is input to the driving force synthesis transmission . That is, the motor rotational speed and the engine rotational speed are the same, and the motor rotational speed can be reduced as compared to the continuously variable transmission mode. As a result, a torque command value for the motor can be added, and the driving force can be increased compared to the continuously variable transmission mode. Further, when the mode is changed, the driving force step is reduced by the addition of the engine / motor direct-coupled running mode, and the mode is changed smoothly. As a result, when there is a high driving force request in the continuously variable transmission mode, it is possible to meet the driving force request and to ensure smooth mode transition only by changing the connection state between the engine and the motor.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing a hybrid vehicle drive device of the present invention will be described below based on Embodiments 1 and 2 shown in the drawings.

First, the configuration of the driving system of the hive Lippo de car.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the drive device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle of the first embodiment includes an engine E, a first motor generator MG1 (motor), a second motor generator MG2 (motor), and an output shaft OUT (output member). , A differential device (first planetary gear PG1, second planetary gear PG2, third planetary gear PG3) to which these input / output elements E, MG1, MG2, and OUT are connected and a driving force composition having a plurality of frictional engagement elements. And a transmission TM.

  The friction engagement elements whose engagement and disengagement are controlled by a control hydraulic pressure from a hydraulic control device 5 described later according to the selected travel mode include a high clutch HC (first clutch) and an engine clutch EC (second clutch). A clutch), a series clutch SC (third clutch), a motor generator clutch MGC (fourth clutch), a low brake LB (first brake), and a high / low brake HLB (second brake).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators having a rotor in which permanent magnets are embedded and a stator around which a stator coil is wound. Based on this, the three-phase alternating current generated by the inverter 3 is independently controlled by applying it to each stator coil.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 serving as the differential devices are all single-pinion type planetary gears having two degrees of freedom. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and the second pinion carrier PC2 The third ring gear R3 is directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. It has 6 rotating elements.

The connection relationship among the power sources E, MG1, MG2, the output shaft OUT, and the frictional engagement elements LB, HC, HLB, EC, SC, MGC for the six rotating elements of the differential will be described.
A second motor generator MG2 is connected to the first rotating member M1 (S1, S2).
The second rotating member M2 (R1, R3) is not connected to any input / output element.
An engine E is connected to the third rotating member M3 (PC2, R3) via an engine clutch EC.
A second motor generator MG2 is connected to the first pinion carrier PC1 via a high clutch HC. Further, it is connected to the transmission case TC via a low brake LB.
A first motor generator MG1 is connected to the second ring gear R2 via a motor generator clutch MGC. Further, it is connected to the transmission case TC via a high / low brake HLB.
An output shaft OUT is connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).
Further, the engine E and the first motor generator MG1 are connected via a series clutch SC.

  Due to the above connection relationship, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), and the second motor generator MG2 (S1, S2) on the alignment chart shown in FIG. A rigid lever model that is arranged in order and can easily express the dynamic operation of the planetary gear train (the first planetary gear PG1 lever (1), the second planetary gear PG2 lever (2), the third planetary gear PG3 lever) (3)) can be introduced. Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear, Take the number of rotations (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the interval between each rotating element to the collinear lever ratio (α , Β, δ).

  The high clutch HC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. As shown in the nomograph, the “two-speed fixed mode”, the “high-side continuously variable transmission mode”, and the “high gear fixed mode” that share the high-side gear ratio by the engagement are realized.

  The engine clutch EC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the engine E on the alignment chart of FIG. Is input to the third rotation member M3 (PC2, R3) which is an engine input rotation element.

  The series clutch SC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is arranged at a position where the engine E and the first motor generator MG1 are connected on the alignment chart of FIG. 1 Motor generator MG1 is connected.

  The motor generator clutch MGC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is arranged at a position connecting the first motor generator MG1 and the second ring gear R2 on the alignment chart of FIG. Release the engagement between MG1 and the second ring gear R2.

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed on the outer side of the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. As shown in the diagram, the "low gear fixed mode" and the "low side continuously variable transmission mode" that share the low gear ratio are realized by fastening.

  The high / low brake HLB is a multi-plate friction brake fastened by hydraulic pressure, and is arranged at a position coincident with the rotational speed axis of the first motor generator MG1 on the alignment chart of FIG. As shown in the nomograph, the gear ratio is set to the "low gear fixing mode" on the underdrive side by engaging with the low brake LB, and the "high gear fixing mode" on the overdrive side by engaging with the high clutch HC. And

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system in the first embodiment is integrated with an engine controller 1, a motor controller 2, an inverter 3, a 12V battery 4, a high-power battery 4 ′, and a hydraulic control device 5. A controller 6, an accelerator opening sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, and a third ring gear speed sensor 12 And a DC / DC converter 13.

  The engine controller 1 responds to an engine operating point (Ne) according to a target engine torque command or the like from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. , Te), for example, is output to a throttle valve actuator (not shown).

  The motor controller 2 responds to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver, and the motor of the first motor generator MG1. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the batteries 4 and 4 ′ to the integrated controller 6.

  The inverter 3 is connected to the respective stator coils of the first motor generator MG1 and the second motor generator MG2, and generates an independent three-phase alternating current according to a command from the motor controller 2. The inverter 3 is connected to a high-power battery 13 that is discharged during power running and charged during regeneration. The high-power battery 4 ′ is connected to the 12 V battery 4 via the DC / DC converter 13.

  Based on the hydraulic pressure command from the integrated controller 6, the hydraulic pressure control device 5 engages the hydraulic pressure of the low brake LB, the high clutch HC, the high / low brake HLB, the engine clutch EC, the series clutch SC, and the motor generator clutch MGC. Control and release hydraulic control. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP (= output shaft speed) from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first speed. The first motor generator rotational speed N1 from the motor generator rotational speed sensor 10, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, and the driving force synthesis transmission from the third ring gear rotational speed sensor 12 Information such as the input rotational speed Ni is input and a predetermined calculation process is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1 and the integrated controller 6 and the motor controller 2 are connected by bidirectional communication lines 14 and 15 for information exchange, respectively.

Next, the travel mode of the hybrid vehicle will be described.
The driving modes include a low gear fixed mode (hereinafter referred to as “Low fixed mode”), a low-side continuously variable transmission mode (hereinafter referred to as “Low-iVT mode”), and a two-speed fixed mode (hereinafter referred to as “2nd”). Mode ”), high-side continuously variable transmission mode (hereinafter referred to as“ High-iVT mode ”), and high gear fixed mode (hereinafter referred to as“ High fixed mode ”). .

Wherein the five running mode, electric vehicle mode (hereinafter, "EV mode" hereinafter.) Running without using the engine E only both motor Taj Enereta MG1, MG2 and the engine E and both motor Taj Enereta MG1, MG2 It is divided into a hybrid vehicle mode (hereinafter referred to as “HEV mode”) that travels using the vehicle.

Therefore, as shown in FIG. 2 (five driving modes related to EV mode) and FIG. 3 (five driving modes related to HEV mode), the combination of “EV mode” and “HEV mode” is “10 driving modes”. Will be realized.
Here, Fig. 2 (a) is an alignment chart of "EV-Low fixed mode", Fig. 2 (b) is an alignment chart of "EV-Low-iVT mode", and Fig. 2 (c) is "EV-2nd" 2D is an alignment chart of “EV-High-iVT mode”, and FIG. 2E is an alignment chart of “EV-High fixed mode”. Fig. 3 (a) is a collinear diagram of "HEV-Low fixed mode", Fig. 3 (b) is a collinear diagram of "HEV-Low-iVT mode", and Fig. 3 (c) is "HEV-2nd mode". FIG. 3D is a collinear diagram of “HEV-High-iVT mode”, and FIG. 3E is a collinear diagram of “HEV-High fixed mode”.

  As shown in the nomographs of Fig. 2 (a) and Fig. 3 (a), the "Low fixed mode" is a series of low brake LB, high clutch HC, high low brake HLB, This is a low gear fixed mode obtained by releasing the clutch SC and engaging the motor generator clutch MGC.

  In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is a low-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  In the “2nd mode”, as shown in the collinear diagram of FIG. 2 (c) and FIG. 3 (c), the low brake LB is engaged, the high clutch HC is engaged, the high / low brake HLB is released, and the series clutch is engaged. This is a two-speed fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (d) and FIG. 3 (d). This is a high-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  As shown in the collinear charts of Fig. 2 (e) and Fig. 3 (e), the "High fixed mode" is a series that releases the low brake LB, engages the high clutch HC, and engages the high / low brake HLB. This is a high gear fixed mode obtained by releasing the clutch SC and engaging the motor generator clutch MGC.

  Then, the mode transition control of the “10 travel modes” is performed by the integrated controller 6. That is, the integrated controller 6 is provided with the “10 travel modes” as shown in FIG. 4, for example, in a three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. The allocated travel mode map is set in advance. When the vehicle travels, the travel mode map is searched based on the detected values of the required driving force Fdrv, the vehicle speed VSP, and the battery SOC, and is determined by the required driving force Fdrv and the vehicle speed VSP. The optimum travel mode is selected according to the vehicle operating point and the battery charge amount. FIG. 4 is an example of a travel mode map that is represented in two dimensions by the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  Furthermore, with the adoption of the series clutch SC and the motor generator clutch MGC, in addition to the above “10 driving modes”, as shown in the bottom of FIG. 5 and FIG. A mode (hereinafter referred to as “S-Low fixed mode”) is added. This “S-Low fixed mode” is obtained by engaging the low brake LB and the high / low brake HLB, releasing the engine clutch EC, the high clutch HC, and the motor generator clutch MGC, and engaging the series clutch SC.

  In other words, the “10 travel modes” are travel modes as a parallel hybrid vehicle, but the “S-Low fixed mode” which is the series low gear fixed mode, as shown in FIG. The motor generator MG1 is separated from the collinear chart, the first motor generator MG1 is driven by the engine E to generate electric power, the electric power generated by the first motor generator MG1 is received and charged, and the charging electric power of the battery 4 It can be said that this is a travel mode as a series type hybrid vehicle in which the second motor generator MG2 is driven using.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 5, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed. Further, when mode transition between the five modes of the “EV mode” and mode transition between the five modes of the “HEV mode” are performed, they are performed according to the ON / OFF operation table shown in FIG.

  Among these mode transition controls, for example, when engine E start / stop and clutch / brake engagement / release are required at the same time, when multiple clutches / brake engagement / release are required, engine E start When the motor generator rotational speed control is required prior to stopping or engaging / disengaging of the clutch or brake, the sequence control is performed according to a predetermined procedure.

  In the first embodiment, the first motor generator MG1 of the first motor generator MG1 and the second planetary gear PG2 is assigned to the “HEV-High-iVT mode” (“mode number 1”) shown in FIG. In addition to disconnecting the two-ring gear R2 (rotating element), an engine / motor direct-coupled travel mode for connecting the first motor generator MG1 and the engine E is set (FIGS. 8 and 9).

  The engine / motor direct drive mode is obtained by engaging the series clutch SC and releasing the motor generator clutch MGC, and one of them is a high clutch HC, engine clutch EC, series as shown in FIG. This is the “driving force enhanced continuously variable transmission mode” (“mode number 2”) obtained by engaging the clutch SC and releasing the motor generator clutch MGC, the low brake LB, and the high / low brake HLB. The other one is obtained by engaging the low brake LB, the high clutch HC, the engine clutch EC, and the series clutch SC and releasing the motor generator clutch MGC and the high / low brake HLB as shown in FIG. The driving force-enhanced fixed speed change mode "(" mode number 3 ").

Next, the operation will be described.
[Mode transition control processing]
FIG. 10 is a flowchart showing the flow of the mode transition control process executed by the integrated controller 6, and each step will be described below. In this process, when the current mode is “HEV-High-iVT mode” (mode number 1), this mode number 1 is changed to “driving force enhanced continuously variable transmission mode” (mode number 2) or “driving force enhanced fixed shift”. This is executed when the mode is changed to “mode” (mode number 3).

  In step S1, it is determined whether or not the current mode number is 1, that is, whether or not the current mode is “HEV-High-iVT mode”. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S12. Transition.

In step S2, following the determination that the current mode number is 1 in step S1, it is determined whether or not the transition mode number is 2 or 3. If YES, the process proceeds to step S3. If NO, step S3 is performed. The process proceeds to S9.
Here, based on information such as the vehicle speed VSP, the driving force Fdrv, the battery SOC, and the like, the current desired mode is selected. This selected mode is referred to as a “transition destination mode”. When this “transition destination mode” is different from the current mode (mode number = 1), it is necessary to switch to the selected mode. For example, when the driving force is slightly insufficient in the currently selected “HEV-High-iVT mode”, the “driving force enhanced continuously variable transmission mode” (mode number 2) is selected, and “HEV-High-iVT mode” If the driving force is insufficient both in the “-High-iVT mode” and the “driving force enhancing continuously variable transmission mode”, the “driving force enhancing fixed shifting mode” (mode number 3) is selected.

In step S3, following the determination that the transition destination mode number is 2 or 3 in step S2, the “HEV-High-iVT mode” is changed to “the driving force enhanced continuously variable transmission mode” or “the driving force enhanced fixed transmission mode”. In order to make a transition to, preparation control for engaging the series clutch SC is performed, and the routine proceeds to step S4.
Here, as the engagement preparation control, the first motor generator rotation speed N1 and the engine rotation speed Ne are made to coincide with each other, thereby reducing a shock at the time of engaging the series clutch SC. Here, both the first motor generator rotational speed N1 and the engine rotational speed Ne are shifted toward the rotational speed target value Ne1.

  In step S4, following the fastening preparation control in step S3, it is determined whether or not both the first motor generator rotational speed N1 and the engine rotational speed Ne coincide with the rotational speed target value Ne1. If they match, it is determined that preparation for fastening the series clutch SC is completed, and the process proceeds to step S5. If not, the process returns to step S3, and control is performed so that the first motor generator rotational speed N1 and the engine rotational speed Ne both coincide with the rotational speed target value Ne1.

  In step S5, following the determination of N1 = Ne = Ne1 in step S4, it is determined again whether or not the mode is changed before the series clutch SC is engaged as in step S2. This is intended to prevent time loss due to repeated engagement and disengagement of the clutch. In other words, immediately after the transition to the “driving force enhanced continuously variable transmission mode” due to the engagement of the series clutch SC and the release of the motor generator clutch MGC, the motor generator clutch MGC is engaged again to return to the “HEV-High-iVT mode” This is to avoid a scene where the clutch SC is released. If the transition destination mode number is 2 or 3, the process proceeds to step S6. If the transition destination mode number is not 2 or 3, the process proceeds to step S9.

  In step S6, in order to make a transition from the “HEV-High-iVT mode” to the “driving force enhanced continuously variable transmission mode” following the determination that the transition destination mode number is 2 or 3 in step S5, the series clutch SC (Third clutch) is engaged, and the process proceeds to step S7.

  In step S7, following the engagement of the series clutch SC in step S6, the motor generator clutch MGC (fourth clutch) is released in order to transition from the “HEV-High-iVT mode” to the “driving force enhanced continuously variable transmission mode”. Then, the process proceeds to step S8.

  In step S8, based on the release of the motor generator clutch MGC in step S7, assuming that the mode transition to the “driving force increasing continuously variable transmission mode” is completed, the current mode number is rewritten from 1 to 2, and the process proceeds to step S12.

  In step S9, when it is determined in step S2 or step S5 that the transition destination mode number is not 2 or 3, it is determined whether or not the transition destination mode number is 1. If YES, the process proceeds to step S10. In this case, the process proceeds to step S11.

  In step S10, based on the determination that the transition destination mode number = 1 in step S9, the first motor generator MG1, the second motor generator MG2, and the engine E are set to the target rotational speed in the “HEV-High-iVT mode”. The gear is shifted toward step S12. This target rotational speed is a result calculated in consideration of energy efficiency so as to realize a target driving force calculated based on the vehicle speed VSP, the driving force Fdrv, and the battery S.O.C.

  In step S11, based on the determination that the transition destination mode number is not 1 in step S9, the mode transition control to another mode is executed, and the process proceeds to step S12.

  In step S12, it is determined whether the current mode number is 2 from the confirmation of the current mode number or the intermittent state of each clutch / brake. If YES, the process proceeds to step S13. If NO, the process proceeds to step S13. Move to return.

  In step S13, following the determination that the current mode number is 2 in step S12, it is determined whether or not the transition destination mode number is 3. If YES, the process proceeds to step S14. If NO, the process proceeds to step S19. Transition.

In step S14, following the determination that the transition destination mode number is 3 in step S13, a transition is made from the “driving force enhanced continuously variable transmission mode” (mode 2) to the “driving force enhanced fixed shift mode” (mode 3). Therefore, preparation control for engaging the low brake LB is performed, and the process proceeds to step S15.
Here, as the fastening preparation control, the second motor generator rotation speed N2 is controlled to be zero rotation. This reduces shock when the low brake LB is engaged.

  In step S15, following the fastening preparation control in step S14, it is determined whether or not the second motor generator rotational speed N2 has reached zero. If the rotation is zero, it is determined that preparation for engaging the low brake LB is completed, and the process proceeds to step S16. If the rotation is not zero, the process returns to step S14 to control the second motor generator rotation speed N2 to be zero rotation.

  In step S16, following the determination that N2 = 0 in step S15, it is determined again whether or not the mode is changed before the low brake LB is engaged, as in step S13. This is intended to prevent time loss due to repeated engagement and disengagement of the clutch. In other words, immediately after the transition to the “driving force augmentation fixed shift mode” (mode 3) by the engagement of the low brake LB, and immediately after the transition to the “driving force augmentation continuously variable transmission mode” by the release of the motor generator clutch MGC, the “drive” is again performed. This is to avoid a scene in which the low brake LB is released in order to return to the “force-increasing continuously variable transmission mode” (mode 2). If the transition destination mode number is 3, the process proceeds to step S17. If the transition destination mode number is not 3, the process proceeds to step S19.

  In step S17, following the determination that the transition destination mode number is 3 in step S16, a transition is made from the “driving force enhanced continuously variable transmission mode” (mode 2) to the “driving force enhanced fixed shift mode” (mode 3). Therefore, the low brake LB (first brake) is engaged, and the process proceeds to step S18.

  In step S18, based on the engagement of the low brake LB in step S17, assuming that the mode transition to the “driving force augmentation fixed shift mode” is completed, the current mode number is rewritten from 2 to 3, and the process proceeds to return.

  In step S19, when it is determined in step S13 or step S16 that the transition destination mode number is not 3, it is determined whether or not the transition destination mode number is 2. If YES, the process proceeds to step S20. If NO, Moves to step S21.

  In step S20, based on the determination that the transition destination mode number = 2 in step S19, the first motor generator MG1, the second motor generator MG2, and the engine E are set to the target rotational speed in the “driving force increasing continuously variable transmission mode”. Shift toward, and return to return. This target rotational speed is a result calculated in consideration of energy efficiency so as to realize a target driving force calculated based on the vehicle speed VSP, the driving force Fdrv, and the battery S.O.C.

  In step S21, based on the determination that the transition destination mode number is not 2 in step S19, the mode transition control to another mode is executed, and the process proceeds to return.

[Setting effect of driving force enhancement mode]
In “HEV-High-iVT mode” (mode 1), as shown in FIG. 5, high clutch HC, engine clutch EC and motor generator clutch MGC are engaged, and series clutch SC, low brake LB and high / low brake HLB are released. It is obtained by doing.

  During high speed running with Mode 1 selected, as shown in FIG. 7, the first motor generator rotational speed N1 becomes high, and the torque that can be output from the first motor generator MG1 decreases. For this reason, the decrease in the output torque of the first motor generator MG1 is reflected in the driving force of the output shaft OUT, and the driving force is reduced.

As described above, in the state of mode 1, when the first motor generator rotational speed N1 is larger than the engine rotational speed Ne, the series clutch SC is engaged and the motor generator clutch MGC is released, thereby “driving force enhancement”. “Continuously variable transmission mode” (mode 2).
In this mode 2, as shown in FIG. 8, the first motor generator rotational speed N1 can be reduced to the engine rotational speed Ne. Due to the decrease in the first motor generator rotational speed N1, the torque command value to the first motor generator MG1 can be added to the mode 1 state. As a result, the output driving force can be increased with respect to the mode 1 state. Further, the loss in first motor generator MG1 can be reduced by lowering first motor generator rotational speed N1.

If the driving force is insufficient in the mode 1 or mode 2, for example, from the mode 1, the series clutch SC is engaged, the motor generator clutch MGC is released, and the low brake LB is engaged. By doing so, the “driving force-enhancing fixed shift mode” (mode 3) is set.
In the mode 2 state, it is necessary to perform the driving force control and the shift control. In the mode 3 state, as shown in FIG. 9, the gear ratio is fixed, so that only the driving force control is performed. Good. Therefore, when a large required driving force is generated, the engine E and the first motor generator MG1 can both output the maximum torque that can be output. As a result, the driving force can be further increased with respect to mode 2.

[Mode transition action from mode 1 to mode 2]
At the time of mode transition from mode 1 to mode 2, in the flowchart of FIG. 10, step S1, step S2, step S3, step S4, step S5, step S6, step S7, step S8, step S12, step S13, step S19, and so on. The flow proceeds from step S20 to return.

  The mode transition action from mode 1 to mode 2 will be described with reference to the alignment chart shown in FIG. 11. First, FIG. 11 (a) shows that the engine E is operating at a high output at the high vehicle speed in the mode 1 state. It is an alignment chart at the time (step S1).

FIG. 11 (b) is a collinear diagram showing a state in which shifting is performed to engage the series clutch SC (third clutch) when the mode is changed from the mode 1 state to the mode 2 state (steps S3 and S4). .
The shift control for engaging the series clutch SC is control for equalizing the first motor generator rotational speed N1 and the engine rotational speed Ne.

FIG. 11 (c) is a collinear diagram showing a state in which the series clutch SC is engaged and the motor generator clutch MGC is released in order to transition from the mode 1 state to the mode 2 state (steps S6 and S7).
When the series clutch SC is engaged, the first motor generator rotation speed N1 and the engine rotation speed Ne are controlled as the engagement preparation control, so that the engagement / release is performed without any drop in the rotation speed. Occurrence of engagement shock of clutch SC and release shock of motor generator clutch MGC is prevented.

FIG. 11 (d) is calculated in consideration of energy efficiency so as to realize the target driving force calculated based on the vehicle speed VSP, the driving force Fdrv (= accelerator opening), and the battery SOC in the mode 2 state. The speed is changed to the target rotational speed (step S20).
As a result, loss in first motor generator MG1 can be reduced. Further, since the output possible torque of the first motor generator MG1 increases, the range of torque that can be output from the engine E can be widened.

[Mode transition action from mode 2 to mode 3]
At the time of mode transition from mode 2 to mode 3, in the flowchart of FIG. 10, the flow proceeds from step S1 → step S12 → step S13 → step S14 → step S15 → step S16 → step S17 → step S18 → return.

  The mode transition action from mode 1 to mode 2 will be described with reference to the collinear chart shown in FIG. 12. First, FIG. 12 (a) is in the state 2 and the target driving force is the same as in FIG. 11 (d). In this state, the speed is changed to the target rotational speed calculated in consideration of energy efficiency (step S12).

FIG. 12B is a collinear diagram showing a state in which shifting is performed to engage the low brake LB when the mode is changed from the mode 2 state to the mode 3 state (steps S14 and S15).
The shift control for engaging the low brake LB is a control for setting the second motor generator rotation speed N2 to zero rotation.

FIG. 12 (c) is a collinear diagram showing a state in which the low brake LB is engaged in order to transition from the mode 2 state to the mode 3 state (step S17).
When the low brake LB is engaged, since the second motor generator rotation speed N2 is controlled to zero rotation as the engagement preparation control, the engagement is performed without any drop in the rotation speed. Occurrence is prevented.

[Mode transition action from mode 1 to mode 3]
At the time of mode transition from mode 1 to mode 3, in the flowchart of FIG. 10, step S1, step S2, step S3, step S4, step S5, step S6, step S7, step S8, step S12, step S13, step S14, Step S15 → Step S16 → Step S17 → Step S18 → Return

That is, at the time of mode transition from mode 1 to mode 3, the following five transition procedures:
1) First transition procedure for performing shift control to match the engine speed Ne and the first motor generator speed N1
2) Second transition procedure to engage the series clutch SC
3) 3rd transition procedure to release motor generator clutch MGC
4) Fourth transition procedure for performing shift control with the second motor generator speed N2 set to zero rotation
5) The fifth transition procedure for engaging the low brake LB is performed. Then, the mode transition action from mode 1 to mode 2 shown in FIG. 11 and the mode transition action from mode 2 to mode 3 shown in FIG. 12 are successively executed.

Next, the effect will be described.
In the hybrid vehicle drive device of the first embodiment, the effects listed below can be obtained.

  (1) A rotation element in which the engine E and at least one motor are used as a power source, a rotating element to which the motor is connected is arranged at the end position of one lever on the alignment chart, and the engine E is connected to an inner position thereof In a hybrid vehicle having a driving force combining transmission TM having a differential device in which elements are arranged, an engine / motor direct-coupled traveling mode in which the motor and the engine E are connected to each other and input to the driving force combining transmission TM is provided. Because of the setting, when there is a high driving force request in the continuously variable transmission mode, it is possible to meet the driving force request and to ensure smooth mode transition by simply changing the connection state between the engine E and the motor. .

  (2) The driving force combined transmission TM is constituted by a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3 having three elements of two degrees of freedom, and is on the collinear diagram of the second planetary gear PG2. Are connected to the elements arranged at one end on the collinear diagram of the third planetary gear PG3 and assigned to the engine E, and at one end on the collinear diagram of the second planetary gear PG2. The first motor generator MG1 is assigned to the arranged elements, and the elements arranged at one end on the alignment chart of the first planetary gear PG1 and the elements arranged at one end on the alignment chart of the second planetary gear PG2 And the second motor generator MG2 is allocated, the output shaft OUT is allocated to the elements arranged inside on the collinear diagram of the third planetary gear PG3, and the collinear diagram of the first planetary gear PG1 is allocated. The element arranged at the other end and the element arranged at the other end on the collinear diagram of the third planetary gear PG3 are directly connected. And a low brake LB is provided between the elements arranged inside on the collinear diagram of the first planetary gear PG1 and the transmission case TC, and one end on the collinear diagram of the second planetary gear PG2 A high / low brake HLB is provided between the elements arranged in the transmission and the transmission case TC, a high clutch HC is provided between the element to which the second motor generator MG2 is assigned and the direct connection element, and the engine E and the engine E are assigned. Between the engine E and the first motor generator MG1, a series clutch SC is provided between the engine E and the first planetary gear PG2. A motor generator clutch MGC is provided between the motor generator MG1 and in the engine / motor direct connection running mode, the series clutch SC is engaged and the motor generator clutch MGC is disengaged. Therefore, when driving at high speed in the "HEV-High-iVT mode", if there is a drive request from the driver, the drive power can be increased simply by changing the connection state of the series clutch SC and motor generator clutch MGC. Can be planned.

  (3) The engine / motor direct drive mode is obtained by engaging the high clutch HC, the engine clutch EC, and the series clutch SC, and releasing the motor generator clutch MGC, the low brake LB, and the high / low brake HLB. Because it is a “power-enhanced continuously variable transmission mode”, the engine speed Ne can be reduced in response to the “HEV-High-iVT mode” in which the engine speed Ne is greater than the output shaft speed No. Thus, the torque that can be output by the first motor generator MG1 increases, and the loss in the first motor generator MG1 can be reduced.

  (4) The engine / motor direct drive mode is obtained by engaging the low brake LB, high clutch HC, engine clutch EC, and series clutch SC and releasing the motor generator clutch MGC and high / low brake HLB. Because it is a “power-enhanced fixed speed change mode”, it becomes a fixed speed change ratio mode that does not require speed change control by engaging the low brake LB, and thereby, all the output power of the engine E and the first motor generator MG1 is input to the driving force. Therefore, it is possible to generate a larger driving force than in the “driving force enhancing continuously variable transmission mode”.

  (5) From the "HEV-High-iVT mode" obtained by engaging the high clutch HC, engine clutch EC, and motor generator clutch MGC and releasing the series clutch SC, low brake LB, and high / low brake HLB. The mode transition to the “driving force enhancing continuously variable transmission mode” includes the first transition procedure for performing the shift control until the engine speed Ne and the first motor generator speed N1 become equal, the engine speed Ne and the first motor generator. Since the second transition procedure for engaging the series clutch SC when the rotational speed N1 matches, and the third transition procedure for releasing the motor generator clutch MGC following the engagement of the series clutch SC, the “HEV-High- If high driving force is required during driving with “iVT mode” selected, it is possible to smoothly select “HEV-High-iVT mode” without mode change shock. It can be achieved mode transition to the "driving force enhancing continuously variable mode".

  (6) From the “driving force enhanced continuously variable transmission mode” obtained by engaging the high clutch HC, engine clutch EC, and series clutch SC and releasing the motor generator clutch MGC, low brake LB, and high / low brake HLB. The mode transition to the “driving force augmentation fixed speed change mode” includes a first transition procedure for performing speed change control so that the second motor generator rotational speed N2 is zero, and a second motor generator rotational speed N2 is zero. If a higher driving force is required during driving with the “driving force increasing continuously variable transmission mode” selected, the mode transition shock occurs. Therefore, it is possible to smoothly achieve the mode transition from the “driving force enhancing continuously variable transmission mode” to the “driving force enhancing fixed shifting mode”.

  (7) From the "HEV-High-iVT mode" obtained by fastening the high clutch HC, engine clutch EC, motor generator clutch MGC, and releasing the series clutch SC, low brake LB, high / low brake HLB. The mode transition to the “driving force-enhanced fixed speed change mode” includes the first transition procedure in which the speed change control is performed until the engine speed Ne becomes equal to the first motor generator speed N1, and the engine speed Ne and the first motor generator speed. When the number N1 matches, the second transition procedure for engaging the series clutch SC, the third transition procedure for releasing the motor generator clutch MGC following the engagement of the series clutch SC, and the second motor generator rotational speed N2 is zero. If the second motor generator rotation speed N2 becomes zero rotation speed, the lobe control is performed. Since the fifth transition procedure for fastening the key LB is performed, when a high driving force is required at a stretch during driving with the "HEV-High-iVT mode" selected, there is no mode transition shock and smooth In addition, mode transition from the “HEV-High-iVT mode” to the “driving force enhanced fixed speed change mode” can be achieved.

  In the second embodiment, in order to cope with traveling where a high driving force is required such that the driving force is insufficient in the continuously variable transmission mode, the driving force step between the modes is reduced, and in the same manner as the multi-stage automatic transmission, This is an example in which a fixed speed change mode for switching modes in stages is set.

  That is, when the “hybrid vehicle mode” in the first embodiment shown in FIG. 3 is viewed, the continuously variable transmission mode by the “HEV-Low-iVT mode” and the “HEV-High-iVT mode” and the “HEV-Low mode” And the fixed transmission mode by “HEV-2nd mode” and “HEV-High mode”. When a high driving force with a high accelerator opening degree is required, the driving force is insufficient in the continuously variable transmission mode due to motor torque restrictions and the like, and thus the driving force is secured using the fixed transmission mode. However, since there are only three modes set as the shift speeds as described above, a large level difference occurs in the driving force, and the speed cannot be changed smoothly.

  Therefore, in the second embodiment, as the above-mentioned fixed shift mode, two modes by the engine / motor direct-coupled travel mode are newly added, and the shift stages of the fixed shift mode are changed to “1st speed mode”, “2nd speed mode”, “3” There are five stages according to five modes of “speed mode”, “4-speed mode”, and “5-speed mode”.

  The added modes are “2nd speed mode” and “4th speed mode” shown in FIG. 13, and “2nd speed mode” is the low brake LB, engine clutch EC, series as shown in FIG. 13 (a). It is obtained by engaging the clutch SC and the motor generator clutch MGC and releasing the high / low brake HLB and high clutch HC. In “4-speed mode”, as shown in FIG. 13 (b), the high clutch HC, engine clutch EC, series clutch SC, and motor generator clutch MGC are engaged, and the low brake LB and high / low brake HLB are released. It is obtained by doing.

  Then, the “HEV-Low mode” is set to “1st speed mode”, and the “1st speed mode” is the engine clutch EC, motor generator clutch MGC, low brake LB, high / low brake as shown in FIG. It is obtained by fastening HLB and releasing high clutch HC and series clutch SC.

  In addition, the “HEV-2nd mode” is set to the “3-speed mode”, and the “3-speed mode” is, as shown in FIG. 14 (b), the first high clutch HC, the engine clutch EC, the motor generator clutch MGC, Obtained by engaging brake LB and releasing series clutch SC and high / low brake HLB.

  Further, the “HEV-High mode” is set to the “5-speed mode”, and the “5-speed mode” is the high clutch HC, engine clutch EC, motor generator clutch MGC, high / low brake, as shown in FIG. It is obtained by engaging the HLB and releasing the series clutch SC and the low brake LB. Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted.

Next, the operation will be described.
[Transmission mode selection control processing]
FIG. 15 is a flowchart showing the flow of the shift mode selection control process executed by the integrated controller 6, and each step will be described below.

  In step S30, the required driving force and the vehicle speed at that time are obtained from the accelerator depression amount of the driver, and the process proceeds to step S31.

  In step S31, following the calculation of the required driving force and the vehicle speed in step S30, it is determined whether the required driving force is higher than the continuously variable speed mode driving force at the vehicle speed at that time. If yes, step S32 is performed. If No, the process proceeds to step S33.

In step S32, based on the determination that the required driving force is higher than the continuously variable transmission mode driving force at the vehicle speed at that time in step S31, the fixed transmission mode is selected, and the process proceeds to return.
Here, in the fixed speed change mode, clutch / brake engagement / release control similar to that of a 5-speed automatic transmission is used. By using the generator to synchronize the rotation, the motor generator generates a driving force to reduce the driving force loss. In addition, when shifting from the 1st, 2nd, and 5th speeds to the added 2nd and 4th speeds, the process shifts to the continuously variable transmission mode and forms a nomograph.

In step S33, based on the determination in step S31 that the required driving force is equal to or less than the continuously variable transmission mode driving force at the vehicle speed at that time, the continuously variable transmission mode is selected, and the process proceeds to return.
Here, in the continuously variable transmission mode, the switching is performed by two-stage switching for selecting an appropriate mode between “HEV-Low-iVT mode” and “HEV-High-iVT mode” according to the level of the required driving force.

[Shift mode selection control action]
First, in the fixed transmission mode in the first embodiment, a part of the second planetary gear PG2 is fixed to the transmission case TC, and the fixed gear ratio is created by setting the rotation speed to zero. In this case, a fixed mode is added by forcing the first motor generator MG1 connected to the second planetary gear PG2 and the engine E to the same rotation by engaging the series clutch SC. A 2-speed transmission ratio and a 4-speed transmission ratio are realized. When shifting between the “1st speed mode” and the “5th speed mode”, the first motor generator MG1 and the second motor generator MG2 generate torque, and the lever in the nomograph is tilted by the rotational moment, thereby quickly. Shifting can be realized.

When the required driving force is equal to or less than the continuously variable transmission mode driving force at the vehicle speed at that time, the mode selection between the continuously variable transmission mode and the fixed transmission mode is step S30 → step S31 → step S33 in the flowchart of FIG. In step S33, the continuously variable transmission mode is selected.
As shown in FIG. 16, the driving force characteristics with respect to the vehicle speed in the continuously variable transmission mode are “HEV-Low-iVT mode” in which the driving force is high in the low vehicle speed region and “HEV-High” in which the driving force is flat in the entire vehicle speed region. -iVT mode ", for example, if the required driving force is in the area between the Low-iVT mode characteristics and High-iVT mode, select" HEV-Low-iVT mode "and request When the driving force is present in the region surrounded by the High-iVT mode, by selecting the “HEV-High-iVT mode”, it is possible to travel with high fuel efficiency and high efficiency.

On the other hand, when the requested driving force is higher than the continuously variable transmission mode driving force at the vehicle speed at that time, the flow proceeds from step S30 to step S31 to step S32 in the flowchart of FIG. Is selected.
In this fixed speed change mode, as shown in FIG. 17, an optimum mode is selected from “first speed mode” to “fifth speed mode” in accordance with the magnitude of the required driving force. That is, in the case of only the fixed mode of the first embodiment (first speed, third speed, and fifth speed), the driving force step is large, but the driving force is increased by newly adding the “second speed mode” and the “fourth speed mode”. Steps are reduced and smooth shifting is possible. In addition, since the newly added “2-speed mode” and “4-speed mode” are engine / motor direct-coupled travel modes, there is little change in the engine speed, and the energy released by inertia due to the change in engine speed is the first. Since it is absorbed by changes in the rotational speed of the first motor generator MG1 and the second motor generator MG2, the amount released to the output shaft OUT is reduced, and further smooth shifting can be achieved.

Next, the effect will be described.
In the hybrid vehicle drive device according to the second embodiment, in addition to the effect (1) of the first embodiment, the following effects can be obtained.

  (8) The driving force combined transmission TM is composed of a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3 having two degrees of freedom and three elements on the collinear diagram of the second planetary gear PG2. Are connected to the elements arranged at one end on the collinear diagram of the third planetary gear PG3 and assigned to the engine E, and at one end on the collinear diagram of the second planetary gear PG2. The first motor generator MG1 is assigned to the arranged elements, and the elements arranged at one end on the alignment chart of the first planetary gear PG1 and the elements arranged at one end on the alignment chart of the second planetary gear PG2 And the second motor generator MG2 is allocated, the output shaft OUT is allocated to the elements arranged inside on the collinear diagram of the third planetary gear PG3, and the collinear diagram of the first planetary gear PG1 is allocated. The element arranged at the other end and the element arranged at the other end on the collinear diagram of the third planetary gear PG3 are directly connected. And a low brake LB is provided between the elements arranged inside on the collinear diagram of the first planetary gear PG1 and the transmission case TC, and one end on the collinear diagram of the second planetary gear PG2 A high / low brake HLB is provided between the elements arranged in the transmission and the transmission case TC, a high clutch HC is provided between the element to which the second motor generator MG2 is assigned and the direct connection element, and the engine E and the engine E are assigned. Between the engine E and the first motor generator MG1, a series clutch SC is provided between the engine E and the first planetary gear PG2. A motor generator clutch MGC is provided between the motor generator MG1 and the engine / motor direct connection travel mode is achieved by engaging the series clutch SC and the motor generator clutch MGC. Because, when the fixed speed change mode by the drive request by the driver is selected, simply by changing the connection state of the series clutch SC and motor generator clutch MGC, it is possible to achieve a smooth shift that reduces the driving force step.

  (9) The engine / motor direct drive mode is obtained by engaging the low brake LB, engine clutch EC, series clutch SC, and motor generator clutch MGC, and releasing the high / low brake HLB and high clutch HC. Because of the “speed mode”, a large driving force step between the “first speed mode” and the “third speed mode” can be reduced.

  (10) The engine / motor direct-coupled travel mode is obtained by engaging the high clutch HC, engine clutch EC, series clutch SC, and motor generator clutch MGC, and releasing the low brake LB and high / low brake HLB. Because of the “speed mode”, a large driving force step between the “3-speed mode” and the “5-speed mode” can be reduced.

  (11) "First speed mode" obtained by engaging the engine clutch EC, the motor generator clutch MGC, the low brake LB, and the high / low brake HLB, and releasing the high clutch HC and the series clutch SC, and the low brake LB, "Second speed mode" obtained by engaging engine clutch EC, series clutch SC, motor generator clutch MGC and releasing the high / low brake HLB and high clutch HC, and the second high clutch HC, engine clutch EC, motor generator "3-speed mode" obtained by engaging clutch MGC and low brake LB, releasing series clutch SC and high / low brake HLB, and engaging high clutch HC, engine clutch EC, series clutch SC, and motor generator clutch MGC And release the low brake LB and high / low brake HLB. "5-speed mode" obtained by engaging the high clutch HC, engine clutch EC, motor generator clutch MGC, high-low brake HLB, and releasing the series clutch SC and low brake LB. Mode ”in the fixed shift mode, when the fixed shift mode is selected, a smooth shift with a small driving force step can be ensured as in the case of an automatic transmission having five shift stages.

  (12) "HEV-Low-iVT mode" obtained by fastening the engine clutch EC, motor generator clutch MGC, low brake LB, and releasing the high clutch HC, series clutch SC, high low brake HLB, and "HEV-High-iVT mode" obtained by engaging the high clutch HC, engine clutch EC, motor generator clutch MGC, and releasing the series clutch SC, low brake LB, and high / low brake HLB If the required driving force is equal to or less than the continuously variable transmission mode driving force at the vehicle speed at that time, the continuously variable transmission mode is selected and the “HEV-Low-iVT mode” and “HEV-high- If “iVT mode” is switched according to the required driving force and the required driving force is higher than the continuously variable transmission mode driving force at the vehicle speed at that time, the fixed transmission mode is selected, and “1 speed mode” to “5” Speed Since the driving mode up to `` mode '' is switched according to the required driving force, it is possible to select the optimal driving point with high fuel efficiency when driving with low accelerator opening, and high with high accelerator opening. During driving demand driving, the driving force demand can be met by a smooth shift with a small driving force step.

  As mentioned above, although the drive device of the hybrid vehicle of this invention was demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  Example 1 shows an example in which the engine / motor direct drive mode is set to increase the drive amount, and Example 2 shows an example in which the engine / motor direct drive mode is set in order to reduce the driving force step. However, the engine / motor direct running mode may be set in order to reduce the change in the engine speed by utilizing the rotation absorbing action of the motor.

  The drive device of the first embodiment has been described as an example applied to a hybrid vehicle equipped with a driving force synthesizing transmission having a differential device composed of three single pinion type planetary gears. For example, Japanese Patent Application Laid-Open No. 2003-32808 It can be applied to a hybrid vehicle equipped with a driving force synthesizing transmission having a differential device composed of Ravigneaux planetary gears as described in Japanese Patent Publication No. Gazette. Further, a rotating element to which the motor is connected is arranged at an end position of one lever on the collinear diagram, and a rotating element to which the engine is connected is arranged at an inner position thereof, using the engine and at least one motor as a power source. The present invention can also be applied to a hybrid vehicle including a driving force synthesizing transmission having a differential device.

1 is an overall system diagram illustrating a hybrid vehicle to which a drive device according to a first embodiment is applied. FIG. 3 is a collinear diagram showing five driving modes in an electric vehicle mode in a hybrid vehicle equipped with the drive device of the first embodiment. FIG. 6 is a collinear diagram showing five travel modes in a hybrid vehicle mode in a hybrid vehicle equipped with the drive device of the first embodiment. It is a figure which shows an example of the driving mode map used for selection of driving mode in the hybrid vehicle carrying the drive device of Example 1. 3 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, a high-low brake, a series clutch, and a motor generator clutch in “10 travel modes” in a hybrid vehicle equipped with the drive device of Embodiment 1; FIG. 3 is a collinear diagram showing a relationship with each fastening element in a hybrid vehicle equipped with the drive device of the first embodiment. FIG. 3 is a collinear diagram illustrating a “HEV-High-iVT mode” in the drive device according to the first embodiment. FIG. 6 is a collinear diagram illustrating a “driving force enhancing continuously variable transmission mode” in the driving apparatus according to the first embodiment. FIG. 5 is a collinear diagram illustrating a “driving force increasing fixed speed change mode” in the driving apparatus according to the first embodiment. 6 is a flowchart illustrating a flow of mode transition control processing executed by the integrated controller according to the first embodiment. It is a collinear diagram explaining the mode transition action from "HEV-High-iVT mode" to "driving force enhancement continuously variable transmission mode". FIG. 9 is a collinear diagram illustrating a mode transition action from “driving force enhancing continuously variable transmission mode” to “driving force enhancing fixed speed changing mode”. FIG. 6 is a collinear diagram showing “2-speed mode” and “4-speed mode” newly added in a hybrid vehicle equipped with the drive device of Embodiment 2. FIG. 6 is a collinear diagram showing “first speed mode”, “third speed mode”, and “fifth speed mode” in a hybrid vehicle equipped with the drive device of the second embodiment. 6 is a flowchart showing a flow of a shift mode selection control process executed by an integrated controller of a second embodiment. FIG. 10 is a driving force characteristic diagram with respect to vehicle speed showing two continuously variable transmission modes in the driving apparatus of the second embodiment. FIG. 6 is a driving force characteristic diagram with respect to vehicle speed showing five fixed transmission modes in the driving apparatus of the second embodiment.

Explanation of symbols

E engine
MG1 1st motor generator (motor)
MG2 Second motor generator (motor)
OUT Output shaft (output member)
PG1 first planetary gear (first differential)
PG2 Second planetary gear (second differential)
PG3 3rd planetary gear (3rd differential)
HC high clutch (first clutch)
EC engine clutch (second clutch)
SC series clutch (3rd clutch)
MGC motor generator clutch (4th clutch)
LB Low brake (1st brake)
HLB High / Low brake (2nd brake)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 12V battery 4 'Strong electric battery 5 Hydraulic control device 6 Integrated controller 7 Accelerator opening sensor 8 Vehicle speed sensor 9 Engine speed sensor 10 1st motor generator speed sensor 11 2nd motor generator speed Sensor 12 Third ring gear speed sensor 13 DC / DC converter

Claims (11)

A rotating element to which the motor is connected is arranged at an end position of one lever on the collinear diagram, and a rotating element to which the engine is connected is arranged at an inner position thereof, using the engine and at least one motor as a power source. In a hybrid vehicle equipped with a driving force synthesis transmission having a differential device,
An engine / motor direct drive mode that connects the motor and the engine to each other and inputs to the driving force synthesis transmission is set,
The driving force combining transmission is composed of a first differential device, a second differential device, and a third differential device having two degrees of freedom and three elements,
An engine is assigned by connecting an element arranged inside on the nomographic chart of the second differential device and an element arranged on one end on the nomographic chart of the third differential device, and assigning the engine A first motor generator is assigned to an element arranged at one end on a collinear diagram of the moving device, and an element arranged at one end on the collinear diagram of the first differential device and the collinear line of the second differential device The second motor generator is assigned by connecting the elements arranged at the other end on the diagram, the output member is assigned to the elements arranged on the inner side on the alignment chart of the third differential device,
An element arranged at the other end on the collinear diagram of the first differential device and an element arranged at the other end on the collinear diagram of the third differential device are connected by a direct connection element, and the first A first brake is provided between an element arranged on the collinear diagram of the differential device and the transmission case, and an element arranged at one end on the collinear diagram of the second differential device and the transmission A second brake provided between the case and a first clutch provided between an element to which the second motor generator is assigned and an element arranged inward on the collinear diagram of the first differential; A second clutch provided between the engine and an element to which the engine is assigned; a third clutch provided between the engine and the first motor generator; and an element arranged at one end on the nomographic chart of the second differential device; A fourth clutch is provided between the first motor generator,
The engine / motor direct-coupled travel mode is obtained by engaging the third clutch and releasing the fourth clutch . In the hybrid vehicle drive device according to claim 1 ,
In the engine / motor direct drive mode, the first clutch, the second clutch, and the third clutch are engaged, and the fourth clutch, the first brake, and the second brake are released, and the driving force enhanced continuously variable transmission is obtained. A hybrid vehicle drive device characterized by being in a mode . In the hybrid vehicle drive device according to claim 1 ,
The engine / motor direct-coupled travel mode is a driving force-enhanced fixed shift mode obtained by engaging the first brake, the first clutch, the second clutch, and the third clutch and releasing the fourth clutch and the second brake. hybrid vehicle drive device, characterized in that it. In the hybrid vehicle drive device according to claim 1 or 2,
From the continuously variable transmission mode obtained by engaging the first clutch, the second clutch, and the fourth clutch, and releasing the third clutch, the first brake, and the second brake, to the driving force enhanced continuously variable transmission mode. The mode transition is
A first transition procedure for performing shift control until the engine speed and the first motor generator speed become equal;
A second transition procedure for engaging the third clutch when the engine speed matches the first motor generator speed;
A third transition procedure for releasing the fourth clutch following the engagement of the third clutch;
A hybrid vehicle drive device characterized by that. In the hybrid vehicle drive device according to any one of claims 1 to 3 ,
The driving force-enhanced fixed shift mode is changed from the driving force-enhancing continuously variable transmission mode obtained by engaging the first clutch, the second clutch, and the third clutch and releasing the fourth clutch, the first brake, and the second brake. The mode transition to
A first transition procedure for performing shift control so that the second motor generator rotational speed becomes zero rotational speed;
When the second motor generator rotation speed becomes zero rotation speed, a second transition procedure for engaging the first brake;
A hybrid vehicle drive device characterized by that. In the hybrid vehicle drive device according to any one of claims 1 to 3 ,
A mode from the continuously variable transmission mode to the driving force-enhanced fixed transmission mode obtained by engaging the first clutch, the second clutch, and the fourth clutch and releasing the third clutch, the first brake, and the second brake. Transition is
A first transition procedure for performing shift control until the engine speed and the first motor generator speed become equal;
A second transition procedure for engaging the third clutch when the engine speed matches the first motor generator speed;
A third transition procedure for releasing the fourth clutch following the engagement of the third clutch;
A fourth transition procedure for performing shift control so that the second motor generator rotational speed becomes zero rotational speed;
When the second motor generator rotation speed becomes zero rotation speed, a fifth transition procedure for engaging the first brake;
A hybrid vehicle drive device characterized by that. A rotating element to which the motor is connected is arranged at an end position of one lever on the collinear diagram, and a rotating element to which the engine is connected is arranged at an inner position thereof, using the engine and at least one motor as a power source. In a hybrid vehicle equipped with a driving force synthesis transmission having a differential device,
An engine / motor direct drive mode that connects the motor and the engine to each other and inputs to the driving force synthesis transmission is set,
The driving force combining transmission is composed of a first differential device, a second differential device, and a third differential device having two degrees of freedom and three elements,
An engine is assigned by connecting an element arranged inside on the nomographic chart of the second differential device and an element arranged on one end on the nomographic chart of the third differential device, and assigning the engine A first motor generator is assigned to an element arranged at one end on a collinear diagram of the moving device, and an element arranged at one end on the collinear diagram of the first differential device and the collinear line of the second differential device The second motor generator is assigned by connecting the elements arranged at the other end on the diagram, the output member is assigned to the elements arranged on the inner side on the alignment chart of the third differential device,
An element arranged at the other end on the collinear diagram of the first differential device and an element arranged at the other end on the collinear diagram of the third differential device are connected by a direct connection element, and the first A first brake is provided between an element arranged on the collinear diagram of the differential device and the transmission case, and an element arranged at one end on the collinear diagram of the second differential device and the transmission A second brake provided between the case and a first clutch provided between an element to which the second motor generator is assigned and an element arranged inward on the collinear diagram of the first differential; A second clutch provided between the engine and an element to which the engine is assigned; a third clutch provided between the engine and the first motor generator; and an element arranged at one end on the nomographic chart of the second differential device; A fourth clutch is provided between the first motor generator,
The engine-motor direct-coupled travel mode is obtained by engaging the third clutch and the fourth clutch . In the hybrid vehicle drive device according to claim 7 ,
The engine / motor direct-coupled travel mode is a second speed mode obtained by engaging the first brake, the second clutch, the third clutch, and the fourth clutch and releasing the second brake and the first clutch. A hybrid vehicle drive device. In the hybrid vehicle drive device according to claim 7 ,
The engine / motor direct-coupled travel mode is a four-speed mode obtained by engaging the first clutch, the second clutch, the third clutch, and the fourth clutch and releasing the first brake and the second brake. A hybrid vehicle drive device. In the hybrid vehicle drive device according to claim 7 ,
A first speed mode obtained by engaging the second clutch, the fourth clutch, the first brake, the second brake, and releasing the first clutch, the third clutch;
A second speed mode obtained by engaging the first brake, the second clutch, the third clutch, and the fourth clutch, and releasing the second brake and the first clutch;
A third speed mode obtained by engaging the first clutch, the second clutch, the fourth clutch, and the first brake, and releasing the third clutch and the second brake;
A 4-speed mode obtained by engaging the first clutch, the second clutch, the third clutch, and the fourth clutch, and releasing the first brake and the second brake;
A 5-speed mode obtained by engaging the first clutch, the second clutch, the fourth clutch, the second brake, and releasing the third clutch, the first brake;
In a fixed speed change mode . In the hybrid vehicle drive device according to claim 10 ,
A low-side mode obtained by engaging the second clutch, the fourth clutch, and the first brake, and releasing the first clutch, the third clutch, and the second brake;
A high-side mode obtained by engaging the first clutch, the second clutch, and the fourth clutch, and releasing the third clutch, the first brake, and the second brake;
In a continuously variable transmission mode,
If the required driving force is less than or equal to the continuously variable transmission mode driving force at the current vehicle speed, the continuously variable transmission mode is selected, and the low side mode and high side mode are switched according to the required driving force. When the force is higher than the continuously variable speed mode driving force at the vehicle speed at that time, the fixed speed mode is selected, and the driving mode from the first speed to the fifth speed is switched according to the required driving force. Hybrid vehicle drive system.

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