JP4297135B2 - Control device for vehicle drive device - Google Patents

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a technique for reducing a shock that occurs due to the release of torsional torque accumulated in a drive system when a parking gear is unlocked.

(a) an automatic transmission that is connected to a power source, shifts the rotation of the power source and transmits it to the drive wheel side, and (b) is drivingly connected to an output shaft of the automatic transmission to drive the output shaft. A vehicle drive device including an electric motor has been proposed. The device described in Patent Document 1 is an example, and a motor generator capable of power running and regeneration is used as an electric motor, and is connected to an output shaft of an automatic transmission via a planetary gear device. In general, such a vehicle drive device is generally (c) between the automatic transmission or the automatic transmission and a drive wheel, and in a direct connection range in which power is transmitted to the drive wheel. A parking lock mechanism for locking the fixed parking gear is provided.
JP-A-2005-75095

  By the way, in such a vehicle drive device, when the parking gear of the parking lock mechanism is locked when the vehicle is stopped, the automatic transmission is changed to the power transmission cut-off state through the reverse gear stage. Therefore, power is transmitted from the power source to the drive system at the reverse gear stage, while the drive wheels are held in a rotation stopped state by the brake, and thus a torsion torque is generated in the drive system. When the parking gear is locked in this state and the automatic transmission is shut off, the torsional torque in the forward direction remains accumulated in the drive system (direct connection range) including the parking gear. When the parking gear is unlocked during a driving operation, the accumulated torsional torque is suddenly released and a shock occurs. In general, since the parking gear is locked before the automatic transmission is turned off, the torsional torque is not released when the automatic transmission is turned off, and remains accumulated between the parking gear and the drive wheels. is there.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a shock that occurs when the twisting torque accumulated in the drive system is released when the parking gear is unlocked. It is to reduce.

In order to achieve such an object, the first invention is as follows: (a) an automatic transmission connected to a power source and shifting the rotation of the power source and transmitting it to the drive wheel side; and (b) the automatic transmission or A parking lock mechanism that locks a parking gear between the automatic transmission and the drive wheel and fixed to a direct connection range that is held in a power transmission state with respect to the drive wheel; and (c) the direct connection range. (D) when the parking gear is unlocked, the torque in the direction opposite to the release direction of the torsional torque accumulated in the direct connection range is provided. And (e) the torsion torque release control means for operating the electric motor so that the driving force from the power source is transmitted to the drive wheels. Directly connected range when Comprising a torsion torque estimating means for estimating the magnitude of the torque torsion is accumulated, and controlling the torque of the motor based on the magnitude of the torsional torque estimated by the torsion torque estimating means.

  According to a second aspect of the present invention, in the control device for a vehicle drive device according to the first aspect of the invention, the torsion torque release control means applies the reverse torque to the direct connection range in advance when the parking gear is locked. The electric motor is controlled.

  According to a third aspect of the present invention, in the control device for a vehicle drive device according to the first or second aspect, the torsion torque release control means includes a lock release determination means for determining whether or not the parking gear is unlocked. And starting from the fact that it is determined by the unlock determination means that the parking gear is unlocked, the motor is controlled to change the torque of the motor in a preset change pattern. Features.

The fourth invention is the control device of any of the vehicle drive device of the first to third aspects of the invention, the twisting torque release control means, based on the magnitude of the torsional torque estimated by the torsion is torque estimating means The motor is controlled so as to change the torque of the motor with the change pattern set in the above.

According to a fifth aspect of the present invention, in the control device for a vehicle drive device according to any one of the first to fourth aspects, the torsion torque estimating means is a rotational speed of the power source when the automatic transmission is in a reverse drive state. The magnitude of the torsion torque is estimated based on the above.

In such a control device for a vehicle drive device, when the parking gear is unlocked, the torque in the direction opposite to the direction of releasing the torsion torque accumulated in the direct connection range of the drive system is applied to the direct connection range. In addition, since the motor connected to the direct connection range is operated, the torsional torque accumulated in the drive system is prevented from being suddenly released when the parking gear is unlocked, and the motor torque is appropriately controlled. By doing so, the torsional torque can be released gradually, and the shock that occurs with the release can be reduced.
In particular, the torsional torque estimating means for estimating the magnitude of the torsional torque accumulated in the direct connection range when the driving force from the power source is transmitted to the driving wheels, the torsional torque estimated by the torsional torque estimating means. Since the torque of the electric motor is controlled based on the magnitude of the torque, the shock when the torsional torque is released can be appropriately reduced regardless of the difference in the magnitude of the torsional torque. That is, the magnitude of the torsional torque is not necessarily constant, and the torsional torque varies depending on the operating state of the power source that varies depending on the operating state of the accelerator and the operating state of the auxiliary machinery. By estimating the magnitude of the torsion torque according to the above, the shock when the torsion torque is released can be effectively reduced.

  In the second aspect of the invention, since the reverse torque is applied in advance while the parking gear is locked, it is possible to reliably prevent the torsional torque from being suddenly released when the parking gear is unlocked.

  In the third aspect of the invention, since the torque of the motor is changed with a preset change pattern starting from the fact that the lock release determining means determines that the parking gear is unlocked, the torque change pattern of the motor is changed. The torsional torque is released in response to the above, and the shock when the torsional torque is released can be appropriately reduced.

In the fourth invention, for changing the torque of the motor at the change pattern which is set based on the magnitude of the torque twisting estimated by twisting torque estimation means, torque twisting regardless of the difference in magnitude of the torque twist is released Ru can be more appropriately reduce the shock at the time that.

The fifth aspect of the present invention is a case where the automatic transmission is changed to the power transmission cut-off state through the reverse drive state (reverse gear stage etc.) when the parking gear of the parking lock mechanism is locked when the vehicle is stopped. Since the magnitude of the torsion torque is estimated based on the rotational speed of the power source in the state, the torsion torque can be estimated with high accuracy. Thereby, it is possible to appropriately reduce the shock when the torsional torque is released regardless of the difference in the magnitude of the torsional torque.

  The present invention is preferably applied to a hybrid vehicle that uses a power source provided on the upstream side of an automatic transmission and an electric motor provided in a direct connection range of drive wheels for vehicle travel. Need not be used for traveling. As the power source, for example, an engine such as an internal combustion engine that generates power by combustion of fuel is preferably used, but other prime movers such as an electric motor can also be adopted. As the electric motor, a motor generator capable of power running and regeneration (power generation) is preferably used, but an electric motor or the like that simply generates power may be employed.

  The parking gear of the parking lock mechanism is fixed to, for example, the output shaft of the automatic transmission, but may be fixed to another rotating member in a direct connection range that is held in a power transmission state with respect to the drive wheels. The electric motor may be connected to the same rotating member as the parking gear, but may be connected to another rotating member within the direct connection range.

  The automatic transmission has a driving state in which at least the output from the power source is transmitted to the driving wheels and a blocking state in which the power transmission is interrupted, and the parking gear of the parking lock mechanism is used during parking shift operation or the like. Is locked and switched from the driving state to the cutoff state, and the torsional torque is accumulated based on the driving torque in the driving state. As the drive state, it has a forward drive state and a reverse drive state, and at the time of parking, it is usually switched to the cutoff state through the reverse drive state, but also when switching from the forward drive state to the cutoff state The present invention can be applied.

  The automatic transmission is, for example, a planetary gear type or a parallel shaft type, in addition to a stepped automatic transmission in which a plurality of gear stages are established according to operating states of a plurality of clutches and brakes (friction engagement devices), A continuously variable transmission such as a belt type that can change the gear ratio steplessly can also be used. In the case of a continuously variable transmission, an automatic transmission is configured including a forward / reverse switching mechanism that switches forward / backward or shuts off.

  In the parking shift operation, for example, when the shift lever is operated to the parking “P” position, the parking shift operation is normally performed via the “R” position for reverse travel to the “P” position for parking. The automatic transmission is switched from the reverse drive state to the shut-off state electrically or electrically, but a parking shift operation may be performed by a push button or a switch operation. In addition, the parking gear of the parking lock mechanism may be locked at the time of power-off operation to stop the power source, and the parking operation for automatically switching the automatic transmission from the driving state to the shut-off state may be performed. Are possible.

Torque release control means twisting is for performing torque control of the motor in accordance with the magnitude of the twist is the torque, Ru is configured to impart a reverse torque in the same size as the example twisting torque. Further, it is desirable to determine whether or not the parking lock has been released as in the third aspect of the invention, and to decrease the torque of the motor with a predetermined change pattern starting from the parking lock release. When the torque change pattern is reduced linearly at a constant change rate, or when it is reduced stepwise, such as in two steps or multiple steps of three or more steps, the change rate is continuously changed (for example, reduced). However, various modes are possible, such as a case of lowering.

  When the shift lever is operated from the “P” position to the “R” position, etc., when the shift lever is operated, the parking gear is unlocked and the accelerator is operated immediately, so the torsion torque is released. The torque change pattern of the motor at this time is desirably performed within a predetermined time regardless of the magnitude of the twisting torque. That is, when the torsion torque is large, it is desirable that the torque torque change rate is increased so that the torsion torque release control is always performed within a predetermined time. It should be noted that various modes are possible, such as changing the torque of the electric motor at a constant rate of change regardless of the magnitude of the torsion torque. When the accelerator is operated, the torsion torque release control is immediately performed. And the torque control of the motor may be performed according to the accelerator opening.

The fifth invention is a case where the automatic transmission is changed to the shut-off state via the reverse drive state (reverse gear stage etc.) when the parking gear of the parking lock mechanism is locked at the time of parking. When the drive state immediately before becomes the forward drive state, the torsional torque may be estimated based on the rotational speed of the power source in the forward drive state. That is, the torsional torque can be estimated based on the rotational speed of the power source in the driving state immediately before entering the shut-off state during parking. In addition, in order to absorb the rotation of the power source in the middle as described above, a fluid transmission device such as a torque converter, a friction clutch, or the like is interposed in the power transmission path.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1A is a skeleton diagram illustrating a drive device 10 of a hybrid vehicle to which the present invention is preferably applied, and FIG. 1B shows an example of a parking lock mechanism 60 provided in the drive device 10. FIG. The drive device 10 includes a first motor generator MG1, an engine 12 as a power source, a torque converter 14, a planetary gear type automatic transmission 16, and a second motor generator MG2 in that order on the same axis. . The first motor generator MG1 is mainly used as a starter of the engine 12, and is connected to the crankshaft of the engine 12, but is regeneratively controlled as necessary via an inverter 18 (see FIG. 5). The power storage device 20 can be charged. The engine 12 is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by burning fuel, and is connected to an input shaft 22 of an automatic transmission 16 via a torque converter 14 that is a fluid transmission device. The second motor generator MG2 is connected to the output shaft 24 of the automatic transmission 16, and assists the start of the vehicle by power running control at the time of vehicle start, while being regeneratively controlled at the time of brake operation, etc. A braking force is applied to the vehicle, and the power storage device 20 is charged via the inverter 18. As shown in FIG. 5, a propeller shaft 26 is connected to the output shaft 24, and left and right driving wheels 30 </ b> L and 30 </ b> R (hereinafter, unless otherwise specified, simply driving wheels 30) via a differential device (differential gear device) 28. Are driven to rotate. In the present embodiment, the second motor generator MG2 is the electric motor according to claim 1, and the output shaft 24, the propeller shaft 26, and the differential device 28 are directly connected to the drive wheels 30 in a power transmission state. The rotor of the second motor generator MG2 is fixed to the output shaft 24. In addition, since the drive apparatus 10 is comprised substantially symmetrically with respect to the shaft center except the engine 12, the lower half is abbreviate | omitted in the skeleton figure of FIG. The same applies to the embodiments of FIGS.

  The automatic transmission 16 includes a first transmission unit 34 mainly composed of a single pinion type first planetary gear unit 32, a single pinion type second planetary gear unit 36, and a double pinion type third planetary gear unit. And a second transmission unit 40 configured mainly with 38. The first planetary gear unit 32 constituting the first transmission unit 34 meshes with the sun gear S1 via the sun gear S1, the planetary gear P1, the carrier CA1 that supports the planetary gear P1 so as to rotate and revolve, and the planetary gear P1. A ring gear R1 is provided. The sun gear S1 is integrally fixed to a transmission case 42 (hereinafter simply referred to as a case 42) that is a non-rotating member, and the ring gear R1 is connected to the input shaft 22 and is integrally rotated. It has become so. The carrier CA1 functions as an intermediate output member and is rotated at a reduced speed with respect to the input shaft 22 at a predetermined reduction ratio.

The second planetary gear device 36 constituting the second transmission unit 40 meshes with the sun gear S2 via the sun gear S2, the planetary gear P2, the carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. The third planetary gear unit 38 includes a ring gear R2, and includes a sun gear S3, planetary gears P3 _A and P3 _B , a carrier CA3 that supports the planetary gears P3 _A and P3 _{B so as} to be capable of rotating and revolving, a planetary gear P3 _A, and A ring gear R3 that meshes with the sun gear S3 via P3 _B is provided. A part of these rotating elements (sun gears S2, S3, carriers CA2, CA3, ring gears R2, R3) are connected to each other to form four rotating elements RE1 to RE4. In the first rotating element RE1, A certain sun gear S2 is connected to the carrier CA1 via the third clutch C3 and is driven to rotate. The sun gear S2 is connected to the case 42 via the first brake B1 and is stopped from rotating. . The carriers CA2 and CA3, which are the second rotating element RE2, are integrally connected to each other, and are connected to the input shaft 22 via the second clutch C2 and driven to rotate, and the case via the second brake B2. It is integrally connected to 42 so that the rotation can be stopped. The ring gears R2 and R3, which are the third rotation element RE3, are integrally connected to each other and are also connected to the output shaft 24 so as to output the rotation after the shift. The sun gear S3, which is the fourth rotation element RE4, is connected to the carrier CA1 via the first clutch C1 and is driven to rotate. The carriers CA2 and CA3 and the ring gears R2 and R3 are respectively constituted by integral members, and the planetary gear P3 _B outside the third planetary gear unit 38 is a planetary gear P2 of the second planetary gear unit 36. And constitutes a so-called Ravigneaux type gear train. In the present embodiment, the direct connection range is up to the third rotation element RE3 integrally connected to the output shaft 24.

  The clutches C1, C2, C3 and the brakes B1, B2 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are hydraulic frictions controlled by a hydraulic actuator such as a multi-plate clutch or a band brake. When the hydraulic circuit is switched by the excitation or non-excitation of the AT solenoid valve of the hydraulic control circuit 44 (see FIG. 5) or by a manual valve (not shown) of the hydraulic control circuit 44 (see FIG. 5), the engagement release state is switched and the shift lever 46 is switched. According to the operation position (see FIG. 6), the forward 6 gears and the reverse 1 gear are established.

  FIG. 3 shows that the rotational speeds of the rotating elements (sun gears S1 to S3, carriers CA1 to CA3, ring gears R1 to R3) of the first transmission unit 34 and the second transmission unit 40 of the automatic transmission 16 are connected in a straight line. In the collinear chart, the vertical axis represents the rotational speed, and “1.0” means the same rotational speed as the input shaft 22. Then, according to the operating states of the clutch C and the brake B, six forward gears from the first speed gear stage “1st” to the sixth speed gear stage “6th” are established, and one reverse gear stage “Rev” Is established. “1st” to “6th” and “Rev” shown in the column of the third rotation element RE3 (ring gears R2 and R3) of the second transmission unit 40 are gear stages for the rotational speed “1.0” of the input shaft 22. Corresponding to the gear ratio. FIG. 2 is an operation table that collectively shows the relationship between the gears and the operation states (engaged and released) of the clutch C and the brake B, where “◯” represents engagement and the blank represents release. The gear ratio at each gear stage is an example. The gear ratios of the first planetary gear device 32, the second planetary gear device 36, and the third planetary gear device 38 (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, It is determined appropriately by ρ2 and ρ3. Each of the six forward gears and the first reverse gear is a driving state in which power from the engine 12 is transmitted.

The shift lever 46 is, for example, in accordance with the shift pattern shown in FIG. 6A, the parking position “P”, the reverse travel position “R”, the neutral position “N”, the forward travel position “D”, and the S position “S”. 6 and is mechanically connected to an outer lever 50 disposed in the case 42 via an interlocking mechanism 48 such as a link or cable as shown in FIG. 6 (b). The oil path of the hydraulic control circuit 44 is switched by moving the spool 56 of the manual valve 54 via the shaft 52. That is, when the shift lever 46 is operated to the reverse drive position "R", the reverse pressure P _R from the R port 54a of the manual valve 54 is output, the third clutch C3 and second brake B2 are engaged The reverse gear stage “Rev” is established. When the shift lever 46 is operated to the forward drive position "D" or S position "S", the forward hydraulic pressure P _D from the D port 54b of the manual valve 54 is output, all of the engagement of the clutch C and brake B One of the forward gears “1st” to “6th” is electrically established by exciting or de-energizing an AT solenoid valve provided in the hydraulic pressure control circuit 44. The reverse pressure P _R, the forward pressure P _D is output based on the line pressure PL. The positions “D”, “S”, and “R” are travel positions for running the vehicle, and the automatic transmission 16 is in a driving state.

  The “D” position is an automatic shift that performs shift control using all the forward gears from the first speed gear stage “1st” to the sixth speed gear stage “6th” that are the entire speed range of the automatic transmission 16. This is the forward travel position that establishes the mode (D range). Further, the “S” position is a forward travel position that establishes a sequential mode (hereinafter referred to as “S mode”) in which manual shift is possible by switching a plurality of types of shift ranges in which the shift range of the forward gear stage is limited. In this “S” position, an upshift position “+” for shifting the shift range to the up side (high speed side) every time the shift lever 46 is operated, and the shift range is lowered (low speed) every time the shift lever 46 is operated. Downshift position “−” for shifting to the side).

  Further, when the shift lever 46 is operated to the non-travel position of the parking position “P” and the neutral position “N”, the hydraulic pressure supply to all the clutches C and brakes B of the automatic transmission 16 is basically cut off. When released, the power transmission is cut off. In the “P” position, the rotation of the output shaft 24 and further the drive wheel 30 is mechanically blocked by the parking lock mechanism 60 shown in FIG.

  The parking lock mechanism 60 includes a parking gear 62 fixed to the output shaft 24, and a lock pawl 64 that meshes with the parking gear 62 and prevents the output shaft 24 from rotating. The lock pawl 64 includes a lock cam 66. Thus, it can be rotated around the support pin 68. The lock cam 66 is mechanically moved in the axial direction as the shaft 52 rotates. When the shift lever 46 is operated to the parking position “P”, the lock pawl 64 is moved to the parking gear 62. To the meshing position where it meshes with.

  FIG. 4 is a block diagram showing a control system provided in the drive device 10 of this embodiment, and illustrates a signal input to the electronic control device 70 and a signal output from the electronic control device 70. The electronic control unit 70 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance using the temporary storage function of the RAM. To execute drive control such as hybrid drive control relating to the engine 12, the first and second motor generators MG1 and MG2, and the shift control of the automatic transmission 16.

The electronic control unit 70 receives a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH which is the operation position of the shift lever 46, and the rotational speed of the engine 12 from each sensor and switch as shown in FIG. A signal representing an engine rotational speed NE, a signal representing a turbine rotational speed NT equal to the rotational speed N _IN of the input shaft 22, a signal representing a gear ratio train set value, a signal for instructing an S mode (manual transmission travel mode), an air conditioner , A signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 24, a signal representing the hydraulic oil temperature TEMP _O of the automatic transmission 16, a signal representing the side brake operation, and a signal representing the foot brake operation , a signal representative of the catalyst temperature, a signal indicative of the accelerator opening theta _ACC is an operation amount of the accelerator pedal corresponding to an output demand of the driver, a signal indicative of a cam angle A signal representing the snow mode setting, a signal representing the longitudinal acceleration G of the vehicle, a signal representing the auto cruise traveling, a signal representing the remaining battery SOC of the power storage device 20, a signal representing the wheel speed of each wheel, the first motor generator MG1 A signal representing the rotational speed (first motor rotational speed) NM1, a signal representing the rotational speed (second motor rotational speed) NM2 of the second motor generator MG2, and the like are supplied.

Further, the electronic control unit 70 includes a throttle drive signal for controlling the throttle valve opening θ _TH of the electronic throttle valve provided in the engine 12, a fuel supply amount signal for controlling the fuel supply amount by the fuel injection device, and an ignition device. An ignition signal for instructing the ignition timing of the engine 12 by the engine, a supercharging pressure adjustment signal for adjusting the supercharging pressure, an electric air conditioner drive signal for operating the electric air conditioner, and a command signal for instructing the operation of the motor generators MG1 and MG2 , A shift position (operation position) display signal for operating the shift indicator, a gear stage display signal for displaying the gear stage, a snow mode display signal for indicating that it is in the snow mode, and a wheel slip during braking ABS actuation signal to activate the ABS actuator to prevent the S mode is selected S-mode display signal for indicating that the electromagnetic pressure included in the hydraulic control circuit 44 (see FIG. 5) for controlling the hydraulic actuator of the hydraulic friction engagement device (the clutch C and the brake B) of the automatic transmission 16. An AT solenoid drive signal for operating the valve, a pump drive signal for operating the electric oil pump that is the hydraulic pressure source of the hydraulic control circuit 44, a signal for driving the electric heater, a signal to the cruise control control computer, etc. , Respectively.

  FIG. 5 is a block diagram for explaining a main part of the control function by the electronic control unit 70, and includes a shift control means 80 and a hybrid control means 82. The shift control means 80 controls the shift of the automatic transmission 16, and electrically operates the automatic shift mode (D range) when the shift lever 46 is operated to the "D" position. As shown in FIG. 4, automatic shift is performed using all the forward gears “1st” to “6th” according to a shift map set in advance using the vehicle speed V and the accelerator opening Acc as parameters. The shift map in FIG. 7 corresponds to a shift rule. A solid line is an upshift line for determining an upshift, and a broken line is a downshift line for determining a downshift. Further, when the shift lever 46 is operated to the “S” position, the S mode is electrically established, and when the shift lever 46 is operated to the upshift position “+” or the downshift position “−”, As shown in FIG. 8, the six speed ranges D, 5, 4, 3, 2, and L that are different in the maximum speed gear stage, that is, the speed range with a small speed ratio, are sequentially set to the high speed side (up side) or the low speed side (down In addition, the automatic shift is performed according to the shift map of FIG. 7 within the shift range of each shift range. Accordingly, for example, when the shift lever 46 is repeatedly operated to the downshift position “−” on a downhill or the like, the shift range is switched from, for example, the 4th range to the 3rd range, the 2nd range, and the L range, and the fourth speed gear stage “4th”. To the third speed gear stage “3rd”, the second speed gear stage “2nd”, and the first speed gear stage “1st” are sequentially downshifted to increase the engine braking force. The shift lever 46 is automatically returned from the upshift position “+” and the downshift position “−” to the “S” position by an urging means such as a spring.

The hybrid control means 82 basically controls the output of the engine 12 in accordance with the accelerator opening θ _ACC and controls the electronic throttle valve, the fuel injection device, the ignition device, and the like. Torque assist is performed by controlling the power running of the generator MG2, while the second motor generator MG2 is regeneratively controlled to apply a braking force to the vehicle when the foot brake is operated, and the power storage device 20 is charged with the generated electric energy. Therefore, when the vehicle stops due to a signal or the like during forward traveling, the engine 12 is stopped and idling is stopped, and at the start, the second motor generator MG2 can be used to start quickly. That is, when the brake operation is turned off (released) or the accelerator is turned on, the engine 12 is immediately started to start the vehicle, but the response delay until the driving force by the engine 12 can be obtained is By supplementing with the two-motor generator MG2, the vehicle can be started with excellent responsiveness. Even when the engine 12 is stopped in the operating state, the second motor generator MG2 generates an assist torque when the accelerator is turned on, so that the start response is improved as compared with the case where the engine 12 starts only. Since the second motor generator MG2 temporarily assists the torque at the time of starting or the like as described above, a relatively small one can be adopted and adjacent to the automatic transmission 16 coaxially. Since it only needs to be arranged and connected to the output shaft 24, it can be configured easily and inexpensively. If necessary, torque assist and regenerative control can be performed using the first motor generator MG1 together.

  The electronic control unit 70 also moves the parking lever when the driver pulls the shift lever 46 from the parking position “P” and shifts to the reverse traveling position “R” or the forward traveling position “D” in order to drive the vehicle. In order to prevent the gear 62 from being unlocked and the torsional torque accumulated in the drive system being suddenly released to generate a shock, the torsion that gently releases the torsional torque using the second motor generator MG2 Torque release control means 84 is provided.

  That is, during the parking shift operation in which the driver operates the shift lever 46 to the parking position “P”, since the reverse travel position “R” exists immediately before the parking position “P”, the automatic transmission 16 operates as the reverse gear. It is changed to the power transmission cut-off state via the stage “Rev”, but when the reverse gear stage is “Rev”, the drive torque of the engine 12 is transmitted to the drive system as shown in FIG. Since the wheel 30 is held in a rotation stopped state by a foot brake or the like, a reverse twisting torque is generated in the drive system.

When the shift lever 46 is operated to the parking position “P” in this state, the parking gear 62 is locked and the automatic transmission 16 is shut off as shown in FIG. In the drive system (the direct connection range) including the parking gear 62, a torsion torque in the forward direction is generated starting from the drive wheel 30, and when the parking gear 62 is unlocked during the next driving operation, the torsion torque suddenly increases. Is released and a shock occurs. Automatic transmission 16, the output of the reverse hydraulic pressure P _R and is switched manual valve 54 is stopped by the third clutch C3 and the second brake B2 is released, the cut-off state from the reverse gear position "Rev" Therefore, the parking gear 62 is locked before the automatic transmission 16 is turned off due to a delay in response to a change in hydraulic pressure, etc., and the torsion torque is not released when the automatic transmission 16 is turned off, and the parking gear is prevented from rotating. It remains accumulated between 62 and the drive wheel 30.

  The torsion torque release control means 84 functionally includes an R-time engine rotation speed storage means 86, a torsion torque estimation means 88, a motor torque application means 90, a lock release determination means 92, and a motor torque reduction means 94. Signal processing is performed according to the flowchart of FIG. The flowchart in FIG. 9A corresponds to the R-time engine rotational speed storage means 86, step S2 in the flowchart in FIG. 9B corresponds to the torsion torque estimation means 88, and step S3 corresponds to the motor torque applying means 90. Step S4 corresponds to the lock release determination means 92, and step S5 corresponds to the motor torque reduction means 94.

In step Q1 of FIG. 9A, a parking shift operation is performed in which the shift lever 46 is operated from the forward travel position “D”, the reverse travel position “R”, or the like to the parking position “P” when parking or stopping. It is determined based on the change in the shift position _PSH of the shift lever 46. Shift position P _SH, the neutral start switch 72 (see FIGS. 4 and 6) for detecting the rotation angle of the outer lever 50 is adapted to be detected by. In the case of a shift-by-wire that electrically detects the operation position of the shift lever 46 and rotates the shaft 52 by an actuator such as an electric motor to operate the manual valve 54 and the parking lock mechanism 60, the actuator The shift position _PSH can be detected using a provided encoder, a sensor for detecting the operation position of the shift lever 46, or the like, and a parking shift operation can be determined. Further, it is only necessary to be able to determine whether the automatic transmission 16 has changed from the driving state to the shut-off state and to the parking state in which the parking gear 62 is locked. For example, it is possible to determine from the operating state of the lock cam 66 or the like. in, it is not essential that you can always detect the shift position P _SH of the shift lever 46.

When the parking shift operation is performed and the determination in step Q1 is YES (positive), step Q2 is executed, and the reverse gear stage "Rev" is established immediately before the automatic transmission 16 is shut off. Is stored as the R-time engine speed NE _R. The engine rotation speed NE is detected by an engine rotation speed sensor 74 (see FIG. 4) that detects the rotation speed of the crankshaft or the like of the engine 12. For example, the engine speed NE at _R can be directly used as the engine speed NE at the reverse travel position “R” immediately before the determination at step Q1 is YES, but the determination at step Q1 is YES. The engine speed NE at a predetermined time before and after that time may be used as a reference, and the engine speed NE at the reverse gear stage “Rev” is estimated from the change in the engine speed NE within the predetermined time. Various modes are possible, for example. The engine speed N R at the time of _R is stored in a non-volatile memory such as an EEPROM that can retain the stored contents even when the power is turned off and can be sequentially rewritten.

In step S1 of FIG. 9B, whether or not the engine 12 is in operation and the shift lever 46 is held at the parking position “P” is determined based on, for example, the engine speed NE and the shift position _PSH. to decide. When the engine 12 is in the operating state and the shift lever 46 is held at the parking position “P”, step S2 is executed, and the R-time engine rotational speed NE _R stored in step Q2 is executed. The torsion torque tnejire accumulated in the direct connection range of the drive system such as the output shaft 24 is calculated (estimated). That is, the torsion torque tnejire is determined by the R-time engine rotation speed NE _R , the torque ratio of the torque converter 14, and the like, and can be obtained from a predetermined data map as shown in FIG. 10, for example. Further, using the engine speed N R at _R , the gear ratio i _{g of the} reverse gear stage “Rev”, the capacity coefficient C of the torque converter 14, the torque ratio t of the torque converter 14, and the reduction ratio i _d of the differential device 28, You may make it calculate according to following Formula (1).
^{_{tnejire = C · NE R 2 ·}} t · i g · i d ··· (1)

In step S1, the operation of the engine 12 is a requirement. However, even when the engine 12 is stopped due to idling stop or the like, the shift lever 46 is moved to the parking position “P” when the ignition switch (main switch) is ON. Step S2 and the subsequent steps may be executed when the operation can be removed. Also, but it may also be so stored to calculate the torque tnejire twisting immediately after the step Q2.

In the next step S3, the second torque is applied so that a torque having the same magnitude as the torsion torque tnejire acts in the direction opposite to the torsion torque tnejire, that is, the same reverse rotation side as in the reverse gear stage “Rev”. Motor generator MG2 is operated. Thereby, those torques are substantially balanced, and the torque acting on the output shaft 24 becomes substantially zero. Figure 11 is a time chart showing an example of a torque acting on the output shaft 24 twisting when torque release control, time t _1, the determination in step S1 is allowed to start the engine 12 is set to YES (the affirmative by the ON operation of the ignition switch ), And is the time during which reverse torque having the same magnitude as the torsion torque tnejire is applied by the second motor generator MG2 in step S3.

In step S4, whether or not a P removal operation, that is, a travel shift operation for operating the shift lever 46 from the parking position “P” to the forward travel position “D”, the reverse travel position “R”, or the like has been performed. Judgment is made based on the change of the shift position _PSH . This P removal determination determines whether or not the automatic transmission 16 is substantially in the shut-off state and the parking state in which the parking gear 62 is locked has changed to the unlocked state in which the parking gear 62 is unlocked. as long as that, for example, be determined from such operating state of the lock cam 66 is also possible, is not essential to be able to always detect the shift position P _SH of the shift lever 46. Until the P removal operation is performed, the above step S3 is repeated, and the torque corresponding to the torsion torque tnejire is maintained as applied by the second motor generator MG2. However, when the P removal operation is performed, Then, Step S5 is executed, and the torque of the second motor generator MG2 is gradually reduced according to a predetermined change pattern.

  Here, since the output motor 24 is preliminarily provided with the torque opposite to the twisting torque tnejire by the second motor generator MG2, even if the parking gear 62 is unlocked by the P removal operation, The torsional torque tnejire is not released, and no shock occurs due to the sudden release of the torsional torque tnejire. On the other hand, in the conventional case where only the torsion torque tnejire is acting, the torsion torque tnejire is suddenly released when the parking gear 62 is unlocked as shown by the broken line in FIG. A torque fluctuation occurs in the drive system including the shaft 24 and a shock is generated.

Further, the change pattern of the motor torque (MG2 torque) in step S5 is set according to the magnitude of the twist torque tnejire, and the motor torque is initially increased with a large change rate based on the motor torque applied in step S3. Although it is quickly reduced, the rate of change is gradually reduced to be set to zero smoothly. Time t ₂ in FIG. 11 is a determination in step S4 is set to YES (the YES) and time reduction control of the motor torque is started is, twisting torque is smoothly decreased in correspondence with the motor torque. That is, since the motor torque at this time corresponds to a reaction force that receives the twisting torque of the output shaft 24, the magnitudes are the same and the directions are opposite to each other, and the twisting torque is gradually released by the same change as the motor torque change. It is. The change pattern of the motor torque is determined so as to always decrease the motor torque with the same change tendency according to the magnitude of the torsion torque tnejire. For example, the motor torque becomes zero at a predetermined fixed release time tkaihou. As described above, various modes are possible, for example, the torsion torque tnejire can be decreased at a larger change rate as the torsional torque tnejire is larger.

  As described above, in the driving device 10 of this embodiment, when the parking gear 62 is unlocked, the torque opposite to the torsion torque tnejire accumulated in the direct connection range of the drive system including the output shaft 24 is output to the output shaft. 24, the torsion torque tnejire accumulated in the drive system when the lock of the parking gear 62 is released to operate the second motor generator MG2 connected to the output shaft 24 (step S3). Abrupt release is prevented and the torsion torque tnejire is gradually released by the torque control of the second motor generator MG2 (step S5), so that the shock generated by the release is reduced or eliminated. .

  Further, since the reverse torque is applied in advance while the parking gear 62 is locked (step S3), the twisting torque tnejire is reliably prevented from being suddenly released when the parking gear 62 is unlocked. be able to.

  Further, in step S4, it is determined whether or not the parking gear 62 is unlocked, and the torque of the second motor generator MG2 is gradually reduced with a preset change pattern starting from the unlocking determination time ( In step S5), the torsion torque tnejire is gradually released corresponding to the motor torque change pattern, and the shock when the torsion torque tnejire is released can be appropriately reduced.

Further, in step S2, the torsion torque tnejire is calculated (estimated), and the torque of the second motor generator MG2 is smoothly changed with the change pattern set based on the torsion torque tnejire. Regardless of this, it is possible to more appropriately reduce the shock when the twisting torque tnejire is released. That twist torque tnejire is not always constant, and varies depending on R when the engine rotational speed NE _R, therefore the R when the engine rotational speed NE _R that varies with operating conditions such as the auxiliaries, R when the engine rotational speed NE _R By calculating the torsion torque tnejire based on the above, it is possible to effectively reduce the shock when the torsion torque tnejire is released.

Further, when the parking shift operation is performed when the vehicle is stopped and the parking gear 62 of the parking lock mechanism 60 is locked, the automatic transmission 16 is based on the engine speed NE _R when the reverse gear stage is set to “Rev”. Thus, since the twisting torque tnejire is calculated (step S2), the twisting torque tnejire can be estimated with high accuracy. Thereby, regardless of the difference in the magnitude of the twisting torque tnejire, it is possible to appropriately reduce the shock when the twisting torque tnejire is released.

  In the above embodiment, the torque change pattern of the second motor generator MG2 when releasing the torsional torque tnejire first decreases the motor torque quickly with a large change rate and gradually decreases the change rate to make it smooth. However, it may be lowered linearly at a constant rate of change as shown in FIG. Also in this case, the initial value is set to the same magnitude as the torsion torque tnejire, but the rate of change may be constant regardless of the magnitude of the torsion torque tnejire, for example, a predetermined constant release time tkaihou. Thus, various modes are possible, such that the motor torque can be reduced to a larger rate of change as the torsion torque tnejire becomes larger so that the motor torque becomes zero.

  In the above embodiment, the automatic transmission 16 having six forward speeds and one reverse speed is used. However, this is merely an example. For example, the automatic transmission 100 shown in FIGS. 14 to 16 or FIGS. Various automatic transmissions such as the automatic transmission 110 shown in FIG.

The automatic transmission 100 of FIG. 14 differs from the automatic transmission 16 in that the first transmission unit 102 and the connection relationship between the first transmission unit 102 and the second transmission unit 40 are different, and the forward eight-stage. In addition, a reverse two-stage gear stage is established. First transmitting portion 102, a first planetary gear device 104 of a double-pinion type is constructed mainly, a first planetary gear device 104 includes a sun gear S1, the planetary gears P1 _A and P1 _B, the planetary gear P1 _A And a carrier CA1 that supports P1 _{B so as} to rotate and revolve, and a ring gear R1 that meshes with the sun gear S1 via planetary gears P1 _A and P1 _B. The sun gear S1 is integrally fixed to the case 42, the carrier CA1 is connected to the input shaft 22 and is integrally rotated, and the first rotating element of the second transmission unit 40 is connected via the fourth clutch C4. The ring gear R1 is connected to the fourth rotating element RE4 (sun gear S3) of the second transmission unit 40 via the first clutch C1, and is connected to the RE1 (sun gear S2). The first rotary element RE1 (sun gear S2) is connected via C3. The ring gear R1 functions as an intermediate output member and is rotated at a reduced speed with respect to the input shaft 22 at a predetermined reduction ratio.

  FIG. 16 is an alignment chart of the first transmission unit 102 and the second transmission unit 40 of the automatic transmission 100, and the first speed gear stage “1st” according to the operating states of the clutches C1 to C4 and the brakes B1 and B2. The eight forward gears, i.e., the eighth gear stage “8th”, are established, and the first reverse gear stage “Rev1” and the second reverse gear stage “Rev2” are established. FIG. 15 is an operation table showing the relationship between each gear stage and the operating states (engaged and released) of the clutches C1 to C4 and the brakes B1 and B2, and the gear ratio at each gear stage is the first planetary gear unit. 104, the gear ratios ρ1, ρ2, and ρ3 of the second planetary gear device 36 and the third planetary gear device 38 are determined as appropriate.

  The automatic transmission 110 in FIG. 17 includes a first transmission unit 116 mainly composed of a single pinion type first planetary gear unit 112 and a double pinion type second planetary gear unit 114, and a single pinion type third planetary gear unit 114. And a second transmission unit 122 mainly composed of a planetary gear unit 118 and a double-pinion type fourth planetary gear unit 120, so that nine forward gears and two reverse gears can be established. ing.

The first planetary gear unit 112 constituting the first transmission unit 116 meshes with the sun gear S1 via the sun gear S1, the planetary gear P1, the carrier CA1 that supports the planetary gear P1 so as to rotate and revolve, and the planetary gear P1. and a ring gear R1, second planetary gear device 114 includes a sun gear S2, the planetary gears P2 _a and P2 _B, carrier CA2 that rotation of the planetary gears P2 _a and P2 _B and revolvably supports the planetary gears P2 _a and and a ring gear R2 meshing with the sun gear S2 via the P2 _B. And some of these rotation elements (sun gear S1, S2, carrier CA1, CA2, ring gear R1, R2) are mutually connected, and four rotation elements RE1-RE4 are comprised, In 1st rotation element RE1, A certain ring gear R1 is connected to the second transmission unit 122 via a fifth clutch C5. The carrier CA1 and the sun gear S2, which are the second rotating element RE2, are integrally connected to each other and are fixed to the case 42 integrally. The ring gear R2, which is the third rotation element RE3, is connected to the second transmission unit 122 via the first clutch C1 and the third clutch C3. The sun gear S1 and the carrier CA2, which are the fourth rotating element RE4, are integrally connected to each other, are connected to the input shaft 22 and are integrally rotated, and the second transmission unit 122 is connected via the fourth clutch C4. To be connected to. The third rotation element RE3 (ring gear R2) functions as a first intermediate output member and is rotated at a reduced speed with respect to the input shaft 22 at a predetermined reduction ratio. The first rotation element RE1 (ring gear R1) functions as a second intermediate output member, and is rotated at a predetermined reduction ratio in the reverse rotation direction with respect to the input shaft 22 at a predetermined reduction ratio.

The second transmission unit 122 has substantially the same configuration as the second transmission unit 40 of the first embodiment, and the third planetary gear unit 118 is capable of rotating and revolving the sun gear S3, the planetary gear P3, and the planetary gear P3. A carrier CA3 to be supported and a ring gear R3 meshing with the sun gear S3 via the planetary gear P3 are provided. The fourth planetary gear unit 120 includes the sun gear S4, the planetary gears P4 _A and P4 _B , and the planetary gears P4 _A and P4 _{B. A} ring gear R4 that meshes with the sun gear S4 via a carrier CA4 that supports the rotation and revolution and planetary gears P4 _A and P4 _B is provided. A part of these rotating elements (sun gears S3 and S4, carriers CA3 and CA4, ring gears R3 and R4) are connected to each other to form four rotating elements RE5 to RE8. In the fifth rotating element RE5, A certain sun gear S3 is integrally connected to the third rotating element RE3 (ring gear R2) via a third clutch C3, and is connected to the fourth rotating element RE4 (sun gear S1, carrier CA2) via a fourth clutch C4. It is integrally connected, and is integrally connected to the first rotating element RE1 (ring gear R1) via the fifth clutch C5, and is integrally connected to the case 42 via the brake B1 and stopped. It is like that. The carriers CA3 and CA4, which are the sixth rotating element RE6, are integrally connected to each other, are connected to the input shaft 22 via the clutch C2, are driven to rotate, and are integrally connected to the case 42 via the brake B2. The rotation is stopped by being connected to. The ring gears R3 and R4 that are the seventh rotating element RE7 are integrally connected to each other and are also integrally connected to the output shaft 24 so as to output the rotation after the shift. The sun gear S4 as the eighth rotating element RE8 is integrally connected to the third rotating element RE3 (ring gear R2) via the first clutch C1. The carriers CA3 and CA4 and the ring gears R3 and R4 are each constituted by an integral member, and the planetary gear P4 _B outside the fourth planetary gear device 120 is the planetary gear P3 of the third planetary gear device 118. And constitutes a so-called Ravigneaux type gear train.

  FIG. 19 is a collinear diagram of the first transmission unit 116 and the second transmission unit 122 of the automatic transmission 110, and the first gear stage “1st” according to the operating states of the clutches C1 to C5 and the brakes B1 and B2. Nine forward gears of 9th gear stage “9th” are established, and first reverse gear stage “Rev1” and second reverse gear stage “Rev2” are established. FIG. 18 is an operation table that collectively shows the relationship between the gears and the operating states (engagement and release) of the clutches C1 to C5 and the brakes B1 and B2. The gear ratio at each gear is the first planetary gear unit. 112, the second planetary gear unit 114, the third planetary gear unit 118, and the fourth planetary gear unit 120, which are appropriately determined by the gear ratios ρ1, ρ2, ρ3, and ρ4.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

It is the schematic explaining the structure of the drive device of the hybrid vehicle which is one Example of this invention, and the parking lock mechanism provided in the drive device. 2 is an operation table showing a relationship between each gear stage of the automatic transmission of the embodiment of FIG. 1 and a hydraulic friction engagement device for establishing the gear stage. FIG. 2 is a collinear diagram that can connect the rotational speeds of a plurality of rotating elements of the automatic transmission of the embodiment of FIG. 1 with straight lines. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a block diagram explaining the principal part of the control system of the drive device of the Example of FIG. 1 including the function with which the electronic control apparatus of FIG. 4 is equipped. It is a figure explaining an example of the shift pattern of the shift lever operated to move to a plurality of shift positions, and an example of the manual valve mechanically switched by the shift lever. FIG. 2 is a diagram for explaining an example of a shift map that automatically switches the shift stage of the automatic transmission of FIG. 1 according to an operating state. It is a figure explaining the speed-change range switched by operation of the shift lever of FIG. 6 is a flowchart for specifically explaining signal processing of a twisting torque release control unit in FIG. 5. FIG. 10 is a diagram showing an example of a data map when calculating a torsion torque tnejire from the R-time engine rotation speed NE _R in step S2 of FIG. 9. 10 is an example of a time chart showing changes in torsion torque and torque of second motor generator MG2 when the torsion torque is released according to the flowchart of FIG. It is a figure explaining the twist torque accumulate | stored in a drive system when a shift lever is operated to parking position "P". 12 is a diagram for explaining another example of a torque change pattern of the second motor generator MG2 at the time of releasing the twisting torque, and is a time chart corresponding to FIG. 11. FIG. It is a skeleton diagram explaining another example of the automatic transmission applied to the drive device of FIG. FIG. 15 is an operation table showing the relationship between each gear stage of the automatic transmission of FIG. 14 and a hydraulic friction engagement device for establishing it. FIG. 15 is a collinear diagram that allows the rotational speeds of a plurality of rotating elements of the automatic transmission of FIG. 14 to be connected by straight lines. FIG. 10 is a skeleton diagram illustrating still another example of an automatic transmission applied to the drive device of FIG. 1. 18 is an operation table showing a relationship between each gear stage of the automatic transmission of FIG. 17 and a hydraulic friction engagement device for establishing the gear stage. FIG. 18 is a collinear diagram in which the rotation speeds of a plurality of rotating elements of the automatic transmission of FIG. 17 can be connected with a straight line.

Explanation of symbols

  10: Drive device 12: Engine (power source) 16, 100, 110: Automatic transmission 24: Output shaft (direct connection range) 26: Propeller shaft (direct connection range) 28: Differential device (direct connection range) 30L, 30R: Drive wheels 60: Parking lock mechanism 62: Parking gear 70: Electronic controller 84: Torsion torque release control means 88: Torsion torque estimation means 92: Lock release determination means MG2: Second motor generator (electric motor) tnejire: Torsion torque

Claims (5)

An automatic transmission connected to a power source, shifting the rotation of the power source and transmitting it to the drive wheel side;
A parking lock mechanism that locks the automatic transmission or a parking gear that is fixed between the automatic transmission and the drive wheel and that is fixed in a direct connection range that is held in a power transmission state with respect to the drive wheel;
An electric motor connected to the direct connection range;
In a control device for a vehicle drive device comprising:
A twisting torque release control means for operating the electric motor so that when the parking gear is unlocked, a torque opposite to the releasing direction of the twisting torque accumulated in the direct connection range is applied to the direct connection range; ,and,
The torsion torque release control means includes torsion torque estimation means for estimating the magnitude of torsion torque accumulated in the direct connection range when the driving force from the power source is transmitted to the drive wheels, and the torsion torque estimation A control device for a vehicle drive device, wherein the torque of the electric motor is controlled based on a magnitude of a torsional torque estimated by the means . 2. The vehicle according to claim 1, wherein the twisting torque release control unit controls the electric motor so that the reverse torque is applied to the direct connection range in advance when the parking gear is locked. Control device for driving device. The torsion torque release control means has a lock release determination means for determining whether or not the parking gear is unlocked, and it is determined by the lock release determination means that the parking gear is unlocked. 3. The control device for a vehicle drive device according to claim 1, wherein the motor is controlled so as to change the torque of the motor with a preset change pattern. The twisting torque release control means includes a control means controls the electric motor to vary the torque of the motor at the change pattern which is set based on the magnitude of the torsional torque estimated by the torsion is torque estimating means The control device for a vehicle drive device according to any one of claims 1 to 3 . The twisting torque estimating means, claim 1, wherein the automatic transmission is to estimate the magnitude of the twisting torque based on the rotational speed of the power source when a reverse drive state The control device for a vehicle drive device according to any one of the above.

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