JP5413252B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a technical field of a vehicle control device that controls a vehicle including a rotating electric machine capable of regenerating electric power and a plurality of power storage units that can be charged by regenerative electric power of the rotating electric machine.

  As this kind of power storage means, a hybrid vehicle including a secondary battery and a capacitor has been proposed (see, for example, Patent Document 1). According to the hybrid vehicle disclosed in Patent Document 1, it is possible to secure necessary energy during start-up acceleration and suppress deterioration of the secondary battery by using a capacitor having a larger discharge power than the secondary battery. Has been.

  In addition, a technique for suppressing overcharging by reducing the fuel injection amount of the engine at the time of charging limitation, lowering the engine torque and MG1 torque, and increasing the MG2 torque has been proposed (see, for example, Patent Document 2).

Japanese Patent Laid-Open No. 2007-191088 JP 2007-118755 A

  In the hybrid vehicle disclosed in Patent Document 1, when power regeneration of the rotating electrical machine occurs in a situation where the secondary battery is charged for some reason, it may be necessary to use the regenerative power of the rotating electrical machine for charging the capacitor. However, the power capacity of a capacitor is often smaller than that of a secondary battery in view of cost or vehicle mountability, and if no measures are taken, the capacitor will not be put into practice. Charging will be restricted. Therefore, in the hybrid vehicle disclosed in Patent Document 1, there may occur a situation in which both the secondary battery and the capacitor are limited in charging, and a problem may arise that these temporarily fall into an overcharged state.

  In particular, in a configuration in which another rotating electrical machine different from the rotating electrical machine that performs power regeneration is connected to the drive shaft, if the hybrid vehicle is already traveling at a certain vehicle speed, the torque from the other rotating electrical machine It is possible to increase the supply amount and reduce the power storage amount of the power storage device. In that sense, the technique disclosed in Patent Document 2 can also have a certain gain. However, when starting a high load on an uphill road, for example, the drive torque may be insufficient due to the rising characteristics of torque from other rotating electrical machines that are stopped, and torque supply from the internal combustion engine may occur. May be required. In this case, since the capacitor is charged in a transitional period until the other rotating electrical machine shifts to a sufficient operating state, the above-described problem due to the storage capacity of the capacitor reaching the upper limit becomes apparent. Easy to convert.

  That is, the devices disclosed in Patent Documents 1 and 2 have a technical and completely unknown problem that it is difficult to avoid a situation in which a plurality of power storage units are overcharged.

  The present invention has been made in view of such a problem, and provides a vehicle control apparatus that can suitably charge one of the power storage means when charging is restricted in a configuration having a plurality of power storage means. Let it be an issue.

In order to solve the above-described problem, a vehicle control apparatus according to the present invention includes an engine, a rotating electrical machine, a first rotating element coupled to the rotating electrical machine, a second rotating element coupled to the engine, and an axle. A plurality of rotating elements including a third rotating element connected to a connected drive shaft, each having a differential action; when a reaction torque is applied to the engine from the rotating electrical machine, the differential action causes Charging is possible with a power transmission mechanism capable of transmitting torque corresponding to the reaction torque among the engine torque of the engine to the drive shaft, and regenerative power generated by power regeneration of the rotating electrical machine accompanying the application of the reaction force torque An apparatus for controlling a vehicle comprising a first power storage means and a second power storage means that can be charged by the regenerative power, wherein the charging of the first power storage means is restricted according to the state of the first power storage means. To charge And when the charging of the first power storage means is not restricted, the first power storage means is charged when the charging of the first power storage means is not restricted. Control means for controlling the engine and the rotating electrical machine so that the rotational speed of the rotating electrical machine is reduced as compared to the case where the rotational speed of the rotating electrical machine is reduced and the reduction of the drive torque acting on the drive shaft is suppressed , The vehicle includes another rotating electrical machine different from the rotating electrical machine capable of inputting / outputting torque to / from the drive shaft, and the control unit reduces the rotational speed of the rotating electrical machine during the switching charge. The other rotating electric machine is controlled so that the required torque of the drive shaft is maintained while the reaction force torque is reduced as it is reduced .

  According to the vehicle control apparatus of the present invention, the control unit performs the switching charging when the regenerative power is supplied to the second power storage unit in a situation where the charging of the first power storage unit is limited by the charge limiting unit. The operating point of the engine is changed. Here, the control means selects the operating point of the engine so that the rotation speed of the rotating electrical machine is reduced compared with the normal time when the first power storage means is charged when the first power storage means is not limited in charge, The operation at the operating point is realized by appropriate control of the rotating electrical machine and the engine.

  In addition, the limitation of the charging related to the first power storage unit may be caused by various reasons such as the storage amount of the first power storage unit (so-called SOC), the temperature of the power storage unit, and the like. It may be of a nature that occurs when the above condition is satisfied, or it may be of a nature that occurs suddenly.

  Here, the amount of regenerative electric power in the rotating electrical machine is the torque output by the rotating electrical machine (in the configuration of the power transmission mechanism according to the present invention, preferably a reaction force torque that gives a reaction force to the engine), Depends on the rotation speed.

  Therefore, by changing the operating point of the engine in the direction in which the rotational speed of the rotating electrical machine decreases, it becomes possible to reduce the regenerative power of the rotating electrical machine at the time of such switching charging, and the storage capacity of the second power storage means becomes the upper limit. You can gain time to reach it. That is, according to the vehicle control apparatus of the present invention, it is possible to suitably avoid the situation where the second power storage means falls into the charge restriction state.

  In particular, the control means changes the operating point of the engine so that a decrease in driving torque as torque supplied to the driving shaft is suppressed. For example, in a situation where the drive shaft is not rotating, such as when starting, the torque of the rotating electrical machine (reaction force torque, which is the torque that defines the torque transmitted to the drive shaft among the engine torque) It has a greater influence on the driving force acting on the driving wheel than the rotational speed of the motor. In other words, if a decrease in driving torque is suppressed, a problem in vehicle operation due to a reduction in regenerative power of the rotating electrical machine is difficult to be realized.

  Accordingly, the operating point of the engine is changed so that the reduction of the driving torque is suppressed by the control means, so that the first and second power storage means fall into an overcharged state without reducing the power performance of the vehicle. This can be prevented.

  Supplementally, from the standpoint of merely preventing these overcharges, there is no significant difference between the rotational speed of the rotating electrical machine and the torque or both, but further consideration is given to the power performance of the vehicle. In such a case, as in the present invention, there is a great practical significance in giving a priority order that the rotational speed of the rotating electrical machine is reduced in preference to the torque.

  The control means suppresses the decrease in the drive torque while decreasing the rotation speed of the rotating electrical machine. In this case, the suppression of the decrease in the drive torque does not mean only maintaining the reaction torque at the previous value. . For example, in a configuration equipped with another rotating electrical machine that can separately input and output torque with the drive shaft, the reaction torque is reduced to cope with the decrease as long as it can be compensated by this other rotating electrical machine. Insufficient driving torque may be compensated by other rotating electric machines. If it does in this way, it will become possible to further reduce the regenerative electric power of a rotary electric machine, and the possibility that a 2nd electrical storage means will fall into an overcharge state further falls.

  However, other rotating electric machines of this type also have a number of restrictions due to their physical and electrical physique and their structure. For example, when there is a limit on the torque that can be supplied to the drive shaft per unit time, if the required torque of the drive shaft is excessively large, sufficient drive torque from the other rotating electrical machine before the deterioration of power performance becomes apparent May not be able to supply. In such a case, it is necessary to supply torque from the engine (that is, the torque corresponding to the reaction force torque of the engine torque), and the reaction force torque of the rotating electrical machine is also necessary. Therefore, if the state in which the first power storage unit is charged is left unattended, the concern that the first power storage unit is overcharged is not eliminated.

  In the following, for the purpose of preventing complication of expression, “torque corresponding to reaction torque among engine torque” supplied from the engine to the drive shaft is appropriately expressed as “direct torque”. I will do it.

Thus, even in the configuration including other rotating electrical machines, the conditions that can decrease the rotational speed of the rotating electrical machines and the conditions that can decrease the reaction force torque in terms of suppressing the decrease in driving torque, In addition, the allowable range cannot be unambiguous. The control means preferably determines whether or not it is possible to reduce the rotational speed or torque of the rotating electrical machine based on these various restrictions, and further sets the allowable reduction range. After reflecting, the operating point of the engine is controlled through the control of the rotating electric machine and the engine. If there is no such problem, it is only necessary to power-drive the other rotating electrical machine when the first power storage unit is charged, and it is necessary to switch the charging destination to the second power storage unit. There is no.
By the way, in the vehicle control apparatus according to the present invention, the vehicle includes another rotating electrical machine different from the rotating electrical machine as described above, capable of inputting and outputting torque with the drive shaft. To do.
Therefore, it is preferable to realize HV (Hybrid Vehicle) traveling by supplying assist torque to the drive shaft, to realize EV (Electric Vehicle) traveling that covers the required torque only by the output torque, or to regenerate power during regeneration (regeneration). Various incidental functions such as braking can be realized. That is, the vehicle is configured as a so-called parallel type hybrid vehicle.
Thus, in the configuration provided with other rotating electrical machines, it is possible to supply torque other than direct torque to the drive shaft, so that the structure, structure, or performance of the other rotating electrical machines can be determined even during switching charging. It is possible to consume a part of the stored power of the first power storage means that is in a state where charging is restricted within the range of restrictions, or a part of the regenerative power generated by power regeneration. Therefore, the number of options regarding the rotational speed of the rotating electrical machine or the amount of torque reduction increases, and the charging of the second power storage means can be slowly advanced, which is extremely useful in practice.
In particular, in the vehicle control apparatus according to the present invention, the control means reduces the reaction torque as the rotational speed of the rotating electrical machine decreases during the switching charging, while the drive The other rotating electric machine is controlled so that the required torque of the shaft is maintained.
Thus, by providing other rotating electrical machines, it is possible to maintain the required torque of the drive shaft while reducing the torque (reaction torque) of the rotating electrical machines and significantly reducing the regenerative power, which is practically beneficial. is there.

  In one aspect of the vehicle control apparatus according to the present invention, the first power storage means has an upper limit value of a charge amount and a discharge amount allowed per unit time by a charge limit value and a discharge limit value, respectively. The charge limiting unit limits the charging of the first power storage unit by changing the charge limit value to be less than a reference value.

  According to this aspect, from the viewpoint of practical operation of the vehicle, the first power storage means is defined with a charge limit value (so-called Win) and a discharge limit value (so-called Wout), and the first power storage means When charging and discharging, the operation state is controlled within a range not exceeding these limit values. The charging limitation related to the charging limitation means means a limitation of the scale exceeding the limitation due to the normal limitation value. In this aspect, in particular, the state where the charging limitation value is changed to less than the reference value. means.

  According to this aspect, since the charge limit value is changed to be less than the reference value, which is a fixed value or a variable value, the charge limit is performed, so that the control load is reduced.

  In another aspect of the vehicle control apparatus according to the present invention, the storage amount reduction that reduces the storage amount of the second power storage unit when the charging of the first power storage unit is restricted before the switching charging. Means.

  According to this aspect, when the charge of the first power storage unit is restricted by the power storage amount reducing unit, the power storage amount of the second power storage unit is reduced in the period before the switching charge. Therefore, it is possible to obtain as much time as possible until the second power storage unit reaches the fully charged state, and it is possible to suitably reduce the possibility that the second power storage unit falls into the overcharged state. It becomes.

  In another aspect of the vehicle control apparatus according to the present invention, the switching charge time is a high load start time of the vehicle including at least one of an uphill road start and a towing start.

  According to this aspect, it is possible to suppress a decrease in the rotational speed of the rotating electrical machine and a decrease in the driving torque at the time of high load start such as uphill road start or towing (traction) start that occurs in a state where charging of the first power storage unit is limited. Accompanying measures according to the invention are taken. When starting this type of high load, it is necessary to cover part of the driving torque with direct torque, so that the second power storage means may be overcharged when charging of the first power storage means is restricted. Will be higher.

  In another aspect of the vehicle control apparatus according to the present invention, the first power storage means is a secondary battery, and the second power storage means is a capacitor having a higher output density than the secondary battery.

  Rechargeable secondary batteries such as lithium ion batteries and nickel metal hydride batteries, and various capacitors such as electric double layer capacitors, differ greatly in storage capacity and discharge per unit time. The secondary battery is excellent, and the capacitor is excellent for the latter. In addition, since the capacitor is lower in temperature dependency than the secondary battery, it is more robust to external conditions. Therefore, by mounting these as the first and second power storage means, it becomes easy to cope with a wide range of driving conditions that can be assumed in vehicle operation.

In another aspect of the vehicle control apparatus according to the present invention, the required torque of the drive shaft, the engine rotational speed of the engine, the time required for the other rotating electrical machine to enter an operating state, and the second power storage means Further comprising a reduction amount limiting means for limiting a reduction width of at least one of the rotational speed and torque of the rotating electrical machine during the switching charge based on at least a part of the storage capacity of the storage, the control means, the engine within a limited decline, controls the rotary electric machine and the other rotating electric machine.

  According to this aspect, the control means includes the engine, the rotating electrical machine, and the other rotating electrical machine within the range of the reduction range of at least one of the rotational speed and the reaction force torque that the reduction amount limiting means limits based on the various values. Therefore, it is possible to suitably balance the maintenance of the power performance (remarkably start performance) of the vehicle by suppressing the decrease in the drive torque and the maintenance and protection of the performance of the second power storage means.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

1 is a schematic configuration diagram conceptually illustrating a configuration of a hybrid vehicle according to a first embodiment of the present invention. FIG. 2 is a schematic configuration diagram conceptually showing a configuration of a hybrid drive device in the hybrid vehicle of FIG. 1. 3 is an engagement table illustrating a relationship between an engagement state of an engagement element of a transmission and a gear position in the hybrid drive device of FIG. 2. FIG. 3 is an operation alignment chart illustrating one operation state of the hybrid drive device of FIG. 2. It is a schematic diagram of a shift map that defines the shift conditions of the transmission. 2 is a flowchart of protection control executed by an ECU in the hybrid vehicle of FIG. FIG. 7 is a timing chart illustrating a one-hour transition of the state of the hybrid drive device when the protection control of FIG. 6 is executed. It is a figure explaining the permission conditions which concern on the operating point change in the protection control of FIG. It is a schematic block diagram which represents notionally the structure of the hybrid drive device which concerns on 2nd Embodiment of this invention.

<Embodiment of the Invention>
Hereinafter, various embodiments of the present invention will be described with reference to the drawings.
<First Embodiment>
<Configuration of Embodiment>
First, the configuration of the hybrid vehicle 1 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually showing the configuration of the hybrid vehicle 1.

  In FIG. 1, a hybrid vehicle 1 includes an ECU 100, a PCU (Power Control Unit) 11, a battery 12, an accelerator opening sensor 13, a vehicle speed sensor 14, a brake pedal sensor 15, a shift position sensor 16, and a hybrid drive device 10. It is a hybrid vehicle as an example of the “vehicle” according to the present invention.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM, and the like, and is configured to be able to control the operation of each part of the hybrid vehicle 1. 1 is an example of a “vehicle control device”. The ECU 100 is configured to be able to execute protection control described later in accordance with a control program stored in the ROM. The ECU 100 is an integrated electronic control unit configured to function as an example of each of the “charge limiting unit”, “control unit”, “power storage amount reducing unit”, and “decrease amount limiting unit” according to the present invention. Yes, all the operations related to these means are configured to be executed by the ECU 100. However, the physical, mechanical, and electrical configurations of each of the units according to the present invention are not limited to this. For example, each of these units includes a plurality of ECUs, various processing units, various controllers, a microcomputer device, and the like. It may be configured as various computer systems.

  The hybrid drive device 10 drives the hybrid vehicle 1 by supplying driving torque as driving force to the left axle SFL (corresponding to the left front wheel FL) and the right axle SFR (corresponding to the right front wheel FR), which are the axles of the hybrid vehicle 1. It is a powertrain unit that The detailed configuration of the hybrid drive device 10 will be described later. Each axle is connected to an output shaft 700 that is a power output shaft of the hybrid drive device 10 through a differential D / G as a final reduction mechanism.

  The PCU 11 converts the DC power extracted from the battery 12 into AC power and supplies it to a motor generator MG1 and a motor generator MG2, which will be described later, and also converts AC power generated by the motor generator MG1 and the motor generator MG2 into DC power. Inverter (not shown) configured to be supplied to the battery 12, and the power input / output between the battery 12 and each motor generator, or the power input / output between the motor generators (that is, In this case, the power control unit is configured to be able to control power transfer between the motor generators without using the battery 12. The PCU 11 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 12 has a configuration in which a plurality of lithium ion battery cells are connected in series, and is a rechargeable battery unit that functions as a power supply source related to power for powering the motor generator MG1 and the motor generator MG2. This is an example of “first power storage means”.

  The capacitor 13 is an electric double layer capacitor which is an example of the “capacitor” according to the present invention, which can store (that is, store) and discharge (that is, discharge) electric charges having electric energy by using capacitance. is there.

  The accelerator opening sensor 14 is a sensor configured to be able to detect an accelerator opening Ta that is an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 1. The accelerator opening sensor 14 is electrically connected to the ECU 100, and the detected accelerator opening Ta is referred to by the ECU 100 at a constant or indefinite period.

  The vehicle speed sensor 15 is a sensor configured to be able to detect the vehicle speed Vh of the hybrid vehicle 1. The vehicle speed sensor 15 is electrically connected to the ECU 100, and the detected vehicle speed Vh is referred to by the ECU 100 at a constant or indefinite period.

  The shift position sensor 16 is a sensor configured to be able to detect a shift position of a shift knob (not shown) that defines an operation mode of the ECT 400 described later. The shift position sensor 16 is electrically connected to the ECU 100, and the detected shift position is referred to by the ECU 100 at a constant or indefinite period.

  Here, the detailed configuration of the hybrid drive apparatus 10 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive apparatus 10. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 2, the hybrid drive apparatus 10 includes an engine 200, a power split mechanism 300, a motor generator MG1 (hereinafter appropriately referred to as “MG1”), a motor generator MG2 (hereinafter appropriately referred to as “MG2”), an engine output. A shaft SFTeg, ECT400, a drive shaft 500, an input shaft 600, and an output shaft 700 are provided.

  The engine 200 is a V-type six-cylinder gasoline engine that is configured to function as one power source of the hybrid vehicle 1 and is an example of the “engine” according to the present invention. The engine 200 is a known gasoline engine, and the detailed configuration is omitted here, but the engine torque Te, which is the output power of the engine 200, is connected to the crankshaft via a crankshaft (not shown). In this configuration, the hybrid drive device 10 is supplied to the engine input shaft SFTeg. The engine 200 is only an example of a practical aspect that can be taken by the engine according to the present invention. However, the “engine” according to the present invention can adopt practical aspects of various internal combustion engines as a preferred embodiment. It is. Needless to say, the internal combustion engine as the “engine” according to the present invention is not limited to the configuration of the engine 200 and may take various forms regardless of whether the engine is known or not.

  Motor generator MG1 is a motor generator having a power running function that converts electrical energy into kinetic energy and a regenerative function that converts kinetic energy into electrical energy, and is an example of the “rotating electrical machine” according to the present invention.

  Motor generator MG2 is a motor generator that is larger than motor generator MG1 and is an example of “another rotating electrical machine” according to the present invention, and, like motor generator MG1, has a power running function that converts electrical energy into kinetic energy. And a regenerative function for converting kinetic energy into electrical energy.

  Motor generators MG1 and MG2 are configured as three-phase synchronous motor generators, and include, for example, a rotor having a plurality of permanent magnets on the outer peripheral surface and a stator wound with a three-phase coil that forms a rotating magnetic field. Although it has a configuration, it may of course have other configurations.

  The power split mechanism 300 is a planetary gear mechanism that is an example of the “differential mechanism” according to the present invention.

  The power split mechanism 300 includes a sun gear Sg0, which is an example of the “first rotating element” according to the present invention, provided in the center, and a “third rotation” according to the present invention that is concentrically provided on the outer periphery of the sun gear Sg0. Ring gear Rg0 as an example of “element”, a plurality of pinion gears (not shown) that are arranged between sun gear Sg0 and ring gear Rg0 and revolve around the outer periphery of sun gear Sg0, and the rotation shafts of these pinion gears And a carrier Cr0 as an example of the “second rotating element” according to the present invention.

  Sun gear Sg0 is coupled to the rotor of motor generator MG1 so as to share its rotational axis, and its rotational speed is equivalent to MG1 rotational speed Nmg1, which is the rotational speed of MG1.

  On the other hand, the ring gear Rg0 is coupled to the drive shaft 500. This drive shaft 500 is coupled to the rotor of motor generator MG2 so as to share the rotation shaft. Accordingly, the MG 2 can input and output torque with the drive shaft 500. The torque input means that electric power regeneration is performed by torque input from the drive shaft 500, and the torque output means the output shaft torque Tout (ie, the output shaft torque Tout of the hybrid drive device 10) with respect to the drive shaft 500. It means that MG2 torque Tmg2 which is at least a part of “an example of“ driving torque ”according to the present invention” is supplied. The drive shaft 500 is connected to an input shaft 600 that is a power input shaft of the ECT 400.

  On the other hand, the carrier Cr0 is connected to the engine input shaft SFTeg connected to the crankshaft of the engine 200. Therefore, the rotational speed of the carrier Cr0 is equivalent to the engine rotational speed NE of the engine 200.

  The hybrid drive device 10 includes a clutch CL0 and a brake BR1.

  Clutch CL0 includes a plurality of engagement elements, and is wet and capable of coupling and fixing carrier Cr0 and sun gear Sg0 of power split mechanism 300 in an engagement state in which the plurality of engagement elements are engaged with each other. This is a multi-plate clutch mechanism.

  The brake Br0 includes a plurality of engagement elements, and can couple and fix the sun gear Sg0 of the power split mechanism 300 to a non-rotatable fixing element in an engagement state in which the plurality of engagement elements are engaged with each other. This is a wet type multi-plate brake mechanism.

  The ECT 400 includes a plurality of pairs of engagement elements, and is another example of the “power transmission mechanism” according to the present invention configured to be able to construct a plurality of shift stages having different gear ratios γ according to the engagement states. This is an electronically controlled transmission.

  The gear ratio γ is a ratio (γ = Nin / Not) between the input rotation speed Nin, which is the rotation speed of the input shaft 600, and the output rotation speed Nout, which is the rotation speed of the output shaft 700. As described above, since input shaft 600 is connected to drive shaft 500 that is the power output shaft of power split device 300, input rotational speed Nin is the rotational speed of drive shaft 500, that is, motor generator MG2. This is equivalent to the MG2 rotational speed Nmg2, which is the rotational speed. Similarly, an input torque Tin that is a torque acting on the input shaft 600 is equivalent to a torque acting on the drive shaft 500.

  The ECT 400 includes a composite planetary gear unit obtained by combining the first differential mechanism, the second differential mechanism, and the third differential mechanism, each wet multi-plate clutch mechanism of CL1 and CL2, BR1, BR2, and BR3. Each of the wet multi-plate brake mechanisms.

  The first differential mechanism is disposed between the sun gear Sg1, the ring gear Rg1 provided concentrically on the outer periphery of the sun gear Sg1, and the sun gear Sg1 and the ring gear Rg1, and revolves while rotating on the outer periphery of the sun gear Sg1. This is a single pinion type planetary gear unit that includes a plurality of pinion gears (not shown) and a carrier Cr1 that supports the rotation shaft of each pinion gear.

  The second differential mechanism is disposed between the sun gear Sg2, the ring gear Rg2 provided concentrically on the outer periphery of the sun gear Sg2, and between the sun gear Sg2 and the ring gear Rg2, and revolves while rotating on the outer periphery of the sun gear Sg2. This is a single pinion type planetary gear unit that includes a plurality of pinion gears (not shown) and a carrier Cr2 that supports the rotation shaft of each pinion gear.

  The third differential mechanism is disposed between the sun gear Sg3, the ring gear Rg3 provided concentrically on the outer periphery of the sun gear Sg3, and between the sun gear Sg3 and the ring gear Rg3, and revolves while rotating on the outer periphery of the sun gear Sg3. This is a single pinion type planetary gear unit that includes a plurality of pinion gears (not shown) and a carrier Cr3 that supports the rotation shaft of each pinion gear.

  In such a configuration, the ring gear Rg1 of the first differential mechanism is connected to the carrier Cr2 of the second differential mechanism and the carrier Cr3 of the third differential mechanism. Further, the sun gear Sg1 of the first differential mechanism is connected to the sun gear Sg2 of the second differential mechanism. Further, the ring gear Rg2 of the second differential mechanism is connected to the sun gear Sg3 of the third differential mechanism.

  The carrier Cr3 of the third differential mechanism (that is, the carrier Cr2 of the second differential mechanism and the ring gear Rg1 of the first differential mechanism) is coupled to the output shaft 700 that is the output shaft of the ECT 400.

  Each wet multi-plate clutch mechanism and each wet multi-plate brake mechanism have a pair of engagement elements (not limited to two engagement elements). It has a configuration that can be selectively engaged by the action of a hydraulic actuator (not shown). The hydraulic actuator that controls the hydraulic pressure that defines the engagement force of the clutch mechanism and the brake mechanism is electrically connected to the ECU 100, and the ECU 100 can freely change the gear position of the ECT 400 through the operation control of the hydraulic actuator. You can switch to

  In the ECT 400, the input shaft 600 is fixed to one engaging element (that is, a clutch plate) in each of the clutches CL1 and CL2.

  The other engagement element of the clutch CL1 (which is also a clutch plate) is connected to a ring gear Rg2 (that is, the sun gear Sg3 of the third differential mechanism) that is one rotation element of the second differential mechanism. . Further, the other engagement element of the clutch CL2 is connected to a sun gear Sg1 (that is, a sun gear Sg2 of the second differential mechanism) that is one rotation element of the first differential mechanism.

  In the brake BR1, one engagement element is fixed to the case of the ECT 400, and the other engagement element is the ring gear Rg2 of the second differential mechanism (that is, the sun gear Sg3 of the third differential mechanism). It is connected to. When they are engaged with each other, the ring gear Rg2 and the sun gear Sg3 are fixed so as not to rotate.

  In the brake BR2, one engagement element is fixed to the case of the ECT 400, and the other engagement element is coupled to the carrier Cr1 of the first differential mechanism. When these are engaged with each other, the carrier Cr1 is fixed in a non-rotatable manner.

  In the brake BR3, one engagement element is fixed to the case of the ECT 400 and serves as a fixed element, and the other engagement element is coupled to the ring gear Rg3 of the third differential mechanism. When they are engaged with each other, the ring gear Rg3 is fixed so as not to rotate.

  In such a configuration, the ECT 400 switches the engagement state of each engagement device to change the first gear stage with a gear ratio γ1 (for example, about γ1 = 3.3) and the gear ratio γ2 (for example, γ2 = 2). .2), the third gear with a gear ratio γ3 (for example, γ3 = 1.4), the fourth gear with a gear ratio γ4 (for example, γ4 = 1.0) and the gear ratio γ5 (for example, γ5 = It is possible to construct a total of five types of forward shift speeds of 5 speed stages (ie, about 0.7) (that is, an overdrive stage).

  Various operation modes are set in the ECT 400, and one operation mode is selected by the driver via a shift knob (not shown). Here, the operation mode corresponds to each shift range (shift position) of the P range, R range, N range, and D range and the M range. For example, when the D range is selected, the ECU 100 In this configuration, one of the five gears is selected as the optimum gear for the operating condition of the hybrid vehicle 1 at that time, and the hybrid vehicle 1 is driven while appropriately switching the gear. Note that the operation mode of the ECT 400 corresponding to each shift range is publicly known, and details thereof will not be described here for the purpose of preventing the explanation from becoming complicated.

  Next, with reference to FIG. 3, the relationship between the engagement state of each engagement device of the ECT 400 and the established shift speed will be described. FIG. 3 is a table illustrating the relationship between the engagement state of the engagement element and the gear position in the ECT 400. In the figure, “1st” indicates the first gear, “2nd” indicates the second gear, “3rd” indicates the third gear, “4th” indicates the fourth gear, and “5th” indicates the fifth gear. Shall mean.

  In FIG. 3, “◯” indicates engagement, no mark indicates release, and “◎” indicates engagement when creating an electric continuously variable transmission state, and engagement when performing fixed-stage travel. means.

  In FIG. 3, the forward shift speed in the electrical continuously variable transmission mode will be briefly described. First, the clutch CL1 is engaged in common to the first to fifth gears. When the brake BR3 is engaged in this state, the ring gear Rg3 is fixed and the first gear is established. When the brake BR3 is released from this state and the brake BR2 is engaged, the carrier Cr1 is fixed and the second gear is established. When the brake BR2 is further released and the brake BR1 is engaged, the sun gear Sg1 and the sun gear Sg2 are fixed, and the third gear is constructed.

  On the other hand, at the fourth speed, the clutch CL1 and the clutch CL2 are simultaneously engaged. In this state, the sun gear Sg1, the sun gear Sg2, the sun gear Sg3, and the ring gear Rg2 rotate at the same speed, so that all the remaining rotating elements of the first to third differential mechanisms are necessarily rotated at the same speed, and the output rotation The speed Nout and the input rotational speed Nin are equal, and the speed ratio γ is 1.

Incidentally, fifth speed is achieved by locking the MG1 engage the brake BR 0, a shift stage which belong to the fixed speed change mode, it does not correspond to the continuously variable transmission mode.

  It should be noted that the gear ratio of each rotating element constituting the ECT 400 is of a nature that is appropriately changed according to the gear ratio of the gear to be obtained, and deviates from the essential part of the present invention. The detailed value will not be mentioned. However, the gear ratios of the respective gear stages are exemplified as described above, and the gear ratios of the respective rotating elements for realizing the gear ratios of the respective gear stages in the configuration of FIG. .

  There are two methods for causing the hybrid vehicle 1 to travel backward in the hybrid drive device 10. One is an MG2 reverse system in which reverse rotation is realized by negatively rotating MG2 in the engagement state equivalent to the first forward speed, and the other is a transmission reverse in which reverse rotation is realized by the engagement state of the rotating elements of the ECT400. It is a method. In the transmission reverse system, the clutch CL1 is controlled to be in the disengaged state, the clutch CL2 is in the engaged state, the brakes BR0, BR1, and BR2 are in the disengaged state, and the brake BR3 is controlled to be in the engaged state. In the transmission reverse system, the positive rotation of the input shaft 600 is transmitted as the negative rotation of the output shaft 700.

  Returning to FIG. 2, the hybrid drive apparatus 10 includes resolvers RV1, RV2, and RV3.

  The resolver RV1 is a rotation speed sensor configured to be able to detect the MG1 rotation speed Nmg1, which is the rotation speed of the MG1. The resolver RV1 is electrically connected to the ECU 100, and the detected MG1 rotational speed Nmg1 is referred to by the ECU 100 at a constant or indefinite period.

  The resolver RV2 is a rotation speed sensor configured to be able to detect the MG2 rotation speed Nmg2 that is the rotation speed of the MG2. The resolver RV2 is electrically connected to the ECU 100, and the detected MG2 rotational speed Nmg2 is referred to by the ECU 100 at a constant or indefinite period. Note that the MG2 rotational speed Nmg2 is equivalent to the input rotational speed Nin of the ECU 400, as already described.

The resolver RV3 is a rotation speed sensor configured to be able to detect an output rotation speed Nout that is a rotation speed of the output shaft 700. The resolver RV3 is electrically connected to the ECU 100, and the detected output rotation speed Nout is referred to by the ECU 100 at a constant or indefinite period.
<Operation of Embodiment>
<Continuously variable transmission function by power split mechanism 300>
In the power split mechanism 300, the engine torque Te supplied from the engine 200 to the engine output shaft SFTeg is transferred to the sun gear Sg0 and the ring gear Rg0 by the carrier Cr0 under the above-described configuration (the gear ratio between the gears). It is possible to divide the power of the engine 200 into two systems. At this time, in order to make the operation of the power split mechanism 300 easy to understand, when the gear ratio ρ as the number of teeth of the sun gear Sg0 with respect to the number of teeth of the ring gear Rg0 is defined, the engine torque Te is applied from the engine 200 to the carrier Cr0. In this case, the torque Tes acting on the sun gear Sg0 (the negative torque output from the MG1 so as to antagonize this torque is an example of the “reaction torque” according to the present invention) is expressed by the following equation (1): Further, the direct torque Ter of the engine 200 appearing on the drive shaft 500 (that is, an example of “torque corresponding to the reaction torque among the engine torques” according to the present invention) is expressed by the following equation (2), respectively. .

Tes = −Te × ρ / (1 + ρ) (1)
Ter = Te × 1 / (1 + ρ) (2)
Here, the shifting function of the ECT 400 will be described with reference to FIG. FIG. 4 is an operation collinear diagram illustrating one operation state of the hybrid drive device 10.

  In FIG. 4, the vertical axis represents the rotational speed, and the horizontal axis represents the power split mechanism 300 on the left side and the ECT 400 on the right side. For power split mechanism 300, motor generator MG1 (uniquely sun gear Sg0), engine 200 (uniquely carrier Cr0) and motor generator MG2 (uniquely ring gear Rg0) are shown in order from the left. The sun gear Sg1 (Sg2), the carrier Cr1, the ring gear Rg1 (Cr2, Cr3), and the ring gear Rg2 (Sg3) are shown in order from the left.

  The power split mechanism 300 is a two-degree-of-freedom differential mechanism composed of a plurality of rotational elements having a differential relationship with each other, and the rotational speed of two elements of the sun gear Sg0, the carrier Cr0, and the ring gear Rg0 is determined. In this case, the rotational speed of the remaining one rotation element is inevitably determined. That is, on the operation collinear diagram, the operation state of each rotary element can be represented by one operation collinear line corresponding to one operation state of the hybrid drive device 10 on a one-to-one basis.

  In FIG. 4, it is assumed that the operating point of motor generator MG2 that has a unique rotational relationship with drive shaft 500 and input shaft 600 is unchanged. In this case, if the operating point of motor generator MG1 is changed in the vertical direction in the figure, the operating point of engine 200 connected to carrier Cr0 which is the remaining one rotation element is also changed. In FIG. 4, the operation collinear line when the operating point of the motor generator MG1 is changed in a state where the input rotational speed Nin, which is the rotational speed of the drive shaft 500, is maintained in an easy-to-understand manner is shown by the solid lines of the illustrated CVT1, CVT2, and CVT3. Indicated.

  That is, in power split mechanism 300, reaction torque having the same absolute value as torque Tes is applied from motor generator MG1, and engine 200 is operated at a desired operating point by functioning as a rotational speed control mechanism of engine 200. It becomes possible. Under such an electric continuously variable transmission function, the operating point of the engine 200 (the operating point in this case is one operating condition of the engine 200 defined by the combination of the engine speed NE and the engine torque Te). Is basically controlled to the optimum fuel consumption operating point at which the fuel consumption rate of the engine 200 is minimized.

  On the other hand, in FIG. 4, when the operating state of the power split mechanism 300 takes one state, on the ECT 400 side, an operation that differs from the one operating state of the power split mechanism 300 by the number of shift stages due to the shifting action of the ECT 400. Can draw collinear lines.

  For example, when the first gear is selected as the shift gear, the ring gear Rg3 is fixed by the action of the brake BR3. Therefore, as shown by the solid line 1st, the output rotational speed Nout (the vertical gear corresponding to the ring gear Rg1) is selected. (See axis) is lowest (see black circles in the figure). Further, when the second gear is constructed by fixing the carrier Cr1 by the action of the brake BR2, the output rotational speed Nout is higher than that in the first gear as shown by the solid line 2nd in the figure. Further, when the third gear is constructed by fixing the sun gears Sg1 and Sg2 by the action of the brake BR1, the output rotational speed Nout is higher than that in the second gear as shown by the solid line 3rd in the drawing. On the other hand, when the clutch CL1 and the clutch CL2 are engaged together to construct the fourth speed, the rotational speeds of the input shaft 600 and the output shaft 700 coincide as shown in FIG. 4th, and the output rotational speed Nout is 3 It rises further than in the case of a fast gear.

  In this state, when the vehicle speed further increases and the selection condition for the fifth gear is satisfied, the brake BR0 is engaged. When the brake BR0 is engaged, the MG1 is locked so as not to rotate (see the solid line Lock in the figure), so that the engine rotational speed NE of the engine 200 becomes lower than the output rotational speed Nout, and a so-called overdrive state is realized. The

  Electric transmission efficiency ηe of power split device 300 is maximized when MG1 rotational speed Ng = 0. Therefore, ideally, power split mechanism 300 is preferably driven in a state where Nmg1 = 0. Here, according to the operation of the ECT 400, as described above, the output rotation speed Nout can be changed in five stages with respect to one operation state of the power split mechanism 300. Therefore, according to the ECT 400, it is possible to increase the opportunity to operate the engine 200 at an operating point where the electrical transmission efficiency ηe can be maximized, and to maintain the system transmission efficiency ηsys as a whole of the hybrid drive apparatus 10 favorably. Can do. In practical operation, the system transmission efficiency ηsys is the product of the electrical transmission efficiency ηe and the mechanical transmission efficiency ηt. In a configuration including a plurality of engagement elements such as ECT400, The decrease in the mechanical transmission efficiency due to the hinders the improvement of the system transmission efficiency due to the increase in the electrical transmission efficiency. Therefore, the effect of the ECT 400 is remarkably exhibited in a hybrid drive apparatus including a relatively large capacity engine as a power source.

<Details of shift control>
Here, with reference to FIG. 5, the shift conditions of the ECT 400 when the D range is selected as the shift position that defines the operation mode of the ECT 400 by the driver will be described. FIG. 5 is a schematic diagram of a shift map that defines the shift conditions of the ECT 400.

In FIG. 5 , the vertical axis and the horizontal axis represent the output shaft torque Tout and the vehicle speed Vh, respectively. In such a map, the shift conditions of the ECT 400 include the illustrated shift line 21 down shift line L_21, 12 up shift line L_12, 32 down shift line L_32, 23 up shift line L_23, 43 down shift line L_43 and 34 up shift line L_34, It is defined by a 54 down shift line L_54 and a 45 up shift line L_45. More specifically, a shift defined by each shift line is realized when the driving condition of the hybrid vehicle 1 at that time crosses any shift line. For example, when the driving condition of the hybrid vehicle 1 crosses the 32 down shift line from the driving region on the right side of the 32 down shift line, the ECU 100 controls the ECT 400 to shift from the 3rd speed to the 2nd speed (shift). Down). Alternatively, for example, when the driving condition of the hybrid vehicle 1 crosses the 12-up shift line from the driving region on the left side of the 12-up shift line, the ECU 100 controls the ECT 400 to shift from the first gear to the second gear. (Shift up) is executed.

  Further, switching from a continuously variable transmission to a continuously variable transmission is defined by L_not present in the figure, and switching from a continuously variable transmission to a continuously variable transmission is defined by the presence or absence of L_ in the figure. In the shift on the acceleration side, the hatched area shown in the figure is the continuously variable transmission area, and the higher vehicle speed side and the higher torque side than the continuously variable transmission area are the stepped shift area. In the ROM of the ECU 100, a map that numerically defines the shift map exemplified in FIG. 7 is stored in advance.

<Details of protection control>
Here, with reference to FIG. 6, the detail of the protection control performed by ECU100 is demonstrated. FIG. 6 is a flowchart of protection control.

  In FIG. 6, the ECU 100 determines whether or not the engine is running (step S101). The “running” in this case is a concept including that the vehicle speed Vh is 0 (that is, the vehicle is stopped), and the state in which the engine 200 is stably started belongs to the category of running the engine. And When the engine is not running (step S101: NO), the ECU 100 uses the capacitor 13 in accordance with normal regulations (step S108). Here, the normal regulation means, for example, power supply for starting the engine 200 by supplying cranking torque from the MG1, power supply for various auxiliary machines of the hybrid vehicle 1, and the like. Note that it is preferable that the electric power required for starting the engine 200 can be supplied from the capacitor 13 because, for example, the travelable range when the hybrid vehicle 1 performs EV travel using only the MG2 torque Tmg2 is expanded. In addition, cranking that requires a large amount of power in a relatively short period of time matches the characteristics of the capacitor 13 having a high discharge capacity and a low storage capacity.

  When the engine is running (step S101: YES), the ECU 100 determines whether or not the Win of the battery 12 is restricted (step S102). Here, Win is a charge limit value and means the amount of power allowed to be supplied to the battery 12 per unit time. The charging limit value Win is variably set mainly depending on the SOC of the battery 12 (detected by the SOC sensor and sent to the ECU 100) and the battery temperature, and is corrected to decrease as the SOC increases. In addition, when the battery temperature is not within the appropriate range (that is, when the battery temperature is excessively low or high), the charging limit value Win is corrected to the decrease side with respect to the reference value. The charging limit value Win means that the charging is limited by itself, but the charging limitation according to the present invention is a correction on the decrease side with respect to the reference value when this type of correction is not made. It means that When the battery 12 is not restricted in charging (step S102: NO), the ECU 100 shifts the process to step S108.

  On the other hand, when the battery 12 is charge-restricted (step S102: YES), the ECU 100 executes a capacitor power storage amount reduction process (step S103).

  The capacitor storage amount reduction process is a process of consuming as much power as possible stored in the capacitor 13 at that time and reducing the storage amount of the capacitor 13. The ECU 100 reduces the amount of electricity stored in the capacitor 13 by, for example, taking measures such as actively operating auxiliary machinery. Alternatively, the ECU 100 transfers the electric power from the capacitor 13 to the battery 12 in the charge limited state, but reduces the amount of electricity stored in the capacitor 13.

  When the capacitor power storage amount reduction process is executed, the ECU 100 determines whether or not there is a high load start request or a reverse request (step S104). The “high load start request” is a start request in which the required torque of the output shaft 700 exceeds a predetermined value, such as a start request on an uphill road or a start request during towing. In step S104, the ECU 100 refers to the sensor output values of the accelerator opening sensor 14 and the shift position sensor 16 and performs the determination. If a high load start request or reverse request has not occurred (step S104: NO), the ECU 100 returns the process to step S101.

  When a high load start request or a reverse request is generated (step S104: YES), the ECU 100 uses the capacitor 13 and the battery 12 together to respond to the request (step S105). When step S104 branches to the YES side, it is determined that the output shaft torque Tout is insufficient with respect to the required torque with only the MG2 torque Tmg2. For this reason, in addition to the MG2 torque Tmg2, the direct torque Ted of the engine 200 is supplied to the output shaft 700 via the drive shaft 500.

  Here, the fact that engine 200 outputs direct torque Ted means that MG1 gives reaction force torque Tes to engine 200 and is in a power regeneration state. Accordingly, it is necessary to collect the regenerative power. However, since MG2 is in a stopped state at the time of starting, there is a case where not all of the generated power can be collected by MG2, unlike when MG2 is operating sufficiently. Therefore, at least a part of the generated power is supplied to the battery 12 or the capacitor 13 from the viewpoint of device protection. At this time, since the battery 12 is in the charge limit state, the regenerative power is basically supplied to the capacitor 13. Here, in particular, if it is possible to cope with only the capacitor 13, it is not always necessary to use the battery 12 whose charging is limited, but the charging is limited even though the charging is limited. In this case, power can be supplied, and both are used together to prevent the capacitor 13 from being overcharged.

  Next, ECU 100 determines whether or not change of the operating point is permitted (step S106). The change of the operating point and the operating conditions will be described later. When the change of the operating point is not permitted (step S106: NO), the ECU 100 returns the process to step S101. On the other hand, when the change of the operating point is permitted (step S106: YES), the ECU 100 changes the engine operating point within the permitted range (step S107), and returns the process to step S101. At this time, the operating point of the engine 200 is changed in a direction in which the MG1 rotational speed Nmg1 decreases, and the reaction torque is also reduced as much as possible according to the MG2 torque Tmg2 within a range in which the shortage of the output shaft torque Tout does not occur. The operating point is changed in the direction to perform.

  Here, the protection control is visually described with reference to FIG. FIG. 7 is a timing chart illustrating the one-hour transition of the state of the hybrid drive apparatus 10 when the protection control is executed.

  In FIG. 7, the engine speed NE, the charging limit value Win, the capacitor storage amount Wcap, the MG2 torque Tmg2, the MG1 torque Tmg1, the MG1 rotation speed Nmg1, and the vehicle speed Vh are shown in order from the top.

  It is assumed that the charge limit value Win decreases from the reference value for some reason at time T1, and the battery 12 shifts to a state in which charge is limited at time T2. At time T2, when the battery 12 shifts to a state where charging is restricted, the above-described capacitor storage amount reduction process is executed, and the capacitor storage amount Wcap begins to decrease. In FIG. 7, the capacitor storage amount Wcap decreases to zero at time T3. However, in view of the purpose of the capacitor storage amount reduction process, as long as the capacitor storage amount Wcap is lower than the previous value, the capacitor storage amount reduction process is performed. The effect is secured.

  On the other hand, it is assumed that a high load start request is detected at time T4. Here, when the change of the operating point is permitted, the MG1 rotation speed Nmg1 decreases from the previous value (see the solid line). The operating point of engine 200 is maintained at the previous value by the rotational speed control by MG1 described above. However, since the operating point of engine 200 is affected by the differential action of power split device 300, it may not always be maintained at the previous value depending on the transition of the rotational state of motor generator MG2.

  On the other hand, since it is necessary to increase the torque of the engine 200 at the time when the request for starting uphill is generated, if the assist of the output shaft torque by the MG2 torque Tmg2 is not started, the MG1 torque Tmg1 that bears the reaction force of the engine torque is Its absolute value increases as shown by the dashed line in the figure. On the other hand, since the assist of the output shaft torque by the MG2 torque Tmg2 is started at time T4, the absolute value of the MG1 torque Tmg1 also decreases with respect to the original value as shown by the solid line.

  As a result of reducing both the MG1 rotation speed Nmg1 and the MG1 torque Tmg1 in this way, the regenerative power generated by the power regeneration of the MG1 in the actual start process for the uphill road start request is the case where this kind of countermeasure is not taken. When the capacitor power storage amount Wcap increases from time T4 to time T5, the capacitor 13 is prevented from falling into an overcharged state.

  Supplementally, when the operating point is not changed, the MG1 rotational speed Nmg1 rises as indicated by the one-dot chain line together with the start request, and therefore, the regenerative electric energy depending on the rotational speed and the torque is changed when the operating point is changed. It is significantly larger than that. For this reason, there is a high possibility that the amount of electricity stored in the capacitor 13 reaches the electricity storage capacity, and both the battery 12 and the capacitor 13 fall into the charge limit state.

  Here, in particular, according to the present embodiment, the reduction of the MG1 rotational speed Nmg1 is prioritized over the reduction of the MG1 torque rotational speed Tmg1. This is because the MG1 rotational speed Nmg1 does not significantly affect the securing of the output shaft torque Tout for driving the hybrid vehicle 1 in the stopped state, and the reduction of the MG1 rotational speed Nmg1 greatly affects the reduction of the regenerative power. It depends. That is, the effect according to the present invention is sufficiently secured by reducing the MG1 rotational speed Nmg1.

  Here, only high load start such as uphill start has been described, but the determination processing related to step S104 of the protection control includes determination related to reverse travel. As described above, this is because the hybrid drive device 10 has two reverse control systems. That is, in the MG2 reverse method, the construction stage of the shift stage is not different from that of the first speed stage, but when the transmission reverse system is adopted, the direct torque of the engine 200 is increased when the engine 200 moves forward due to the reverse rotation of the MG2. Acts in reverse. For this reason, the influence on the starting performance is reversed, and in order to reduce the regenerative power, it is necessary to reduce the reaction torque.

  On the other hand, since the MG2 reverse method is disadvantageous at the time of high load start, desirably, the transmission reverse method is adopted at the time of reverse request according to step S104. Needless to say, if the load is high, it is beneficial to reduce the regenerative power as described above regardless of whether the vehicle is moving forward or backward.

  Here, with reference to FIG. 8, the operating point change permission condition will be described. FIG. 8 is a diagram for explaining the operating point change permission condition.

  FIG. 8 shows the characteristics of the driveable region arrival time Tdrive, the regenerative energy supplied to the capacitor 13 and the engine maximum torque Temax from the upper stage with respect to the engine speed NE.

  Here, the drivable range arrival time Tdrive is the time required for the MG 2 to reach the drive range where the hybrid vehicle 1 can be driven. If this value exceeds the reference value indicated by the broken line in the figure, the output shaft torque Tout However, the required performance is insufficient and the power performance of the hybrid vehicle 1 is degraded. On the other hand, at the time of starting, the electric power supplied to MG2 is concentrated in a certain phase to generate a current. For this reason, from the viewpoint of protection of MG2, there is a restriction on the rise of the torque of MG2, and if the required torque at the time of starting is large, the drivable range arrival time Tdrive exceeds the reference value. Therefore, the operating point change of the engine 200 is permitted when the drivable range arrival time Tdrive defined based on the engine speed NE at that time and the required torque of the output shaft 700 is less than the reference value. . The hatched area shown in the figure is a non-selectable area.

  On the other hand, even if the drivable range arrival time Tdrive is less than the reference value, if the power accumulated in the capacitor 13 during that time exceeds the power capacity of the capacitor 13, the capacitor 13 may be overcharged. Therefore, in practice, there is a non-selectable area as the hatched area shown in the figure, and the operating point change of engine 200 is permitted only in a range where the regenerative energy supplied to capacitor 13 does not reach the hatched area. In consideration of these points, in FIG. 8, the change of the operating point is permitted in the operating region of NE1 or more and less than NE2. Further, the rotational speed and the decrease range of the torque are also determined from the relationship illustrated in FIG.

FIG. 8 shows the characteristics of the engine maximum torque Temax. Since the engine 200 outputs the maximum torque Temax when starting from the beginning, the regenerative power of the MG1 increases. Similar relationships may be defined. In other words, the operating point of the engine 200 is changed within a range in which excessive power supply to the capacitor 13 does not occur due to the operating point change and the MG2 can reach the driving range within a predetermined time. This is a property that is comprehensively determined based on various operating conditions such as the rotational speed NE and the engine torque Te.
Second Embodiment
The configuration of the hybrid drive device is not limited to that of the hybrid drive device 10 according to the first embodiment. Here, with reference to FIG. 9, the structure of the hybrid drive device 20 which concerns on 2nd Embodiment of this invention is demonstrated. FIG. 14 is a schematic configuration diagram conceptually illustrating the configuration of the hybrid drive apparatus 20. In the figure, the same parts as those in FIG. 2 are denoted by the same reference numerals, and the description thereof is omitted as appropriate.

  In FIG. 9, the hybrid drive device 20 does not have a transmission device such as the ECT 400 between the motor generator MG2 and the output shaft 700, and the MG2 passes through the reduction mechanism 21 that can reduce the MG2 rotation speed Nmg2. The output shaft 700 is connected. That is, in this case, the output shaft 700 functions as an example of the “drive shaft” according to the present invention. Of course, the above-described protection control can be applied even in such a configuration.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

  The present invention is applicable to a vehicle having a rotating electrical machine that can regenerate electric power and a plurality of power storage means that can be charged by regenerative electric power associated with the electric power regeneration.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 10 ... Hybrid drive device, 100 ... ECU, 200 ... Engine, 300 ... Power split mechanism, 400 ... Transmission device, 500 ... Drive shaft, 600 ... Input shaft, 700 ... Output shaft.

Claims (6)

With the agency,
Rotating electrical machinery,
A plurality of rotating elements having a differential action include a first rotating element connected to the rotating electrical machine, a second rotating element connected to the engine, and a third rotating element connected to a drive shaft connected to an axle. And when the reaction torque is applied from the rotating electrical machine to the engine, the differential action can transmit the torque corresponding to the reaction torque among the engine torque of the engine to the drive shaft. A transmission mechanism;
First power storage means capable of being charged by regenerative power generated by power regeneration of the rotating electrical machine accompanying the application of the reaction force torque;
A device for controlling a vehicle comprising: a second power storage means that can be charged by the regenerative power;
Charging limiting means for limiting charging of the first power storage means according to a state of the first power storage means;
Compared to the case where the first power storage means is charged when the charging of the first power storage means is not restricted at the time of switching charging in which the second power storage means is charged when the charge of the first power storage means is restricted. Control means for controlling the engine and the rotating electrical machine so as to reduce the rotational speed of the rotating electrical machine and to suppress a decrease in driving torque acting on the drive shaft ,
The vehicle includes another rotating electrical machine different from the rotating electrical machine capable of inputting and outputting torque with the drive shaft,
The control means reduces the reaction torque as the rotational speed of the rotating electrical machine is reduced during the switching charging, while maintaining the other rotation so that the required torque of the drive shaft is maintained. A vehicle control device that controls an electric machine . In the first power storage means, an upper limit value of a charge amount and a discharge amount allowed per unit time is defined by a charge limit value and a discharge limit value, respectively.
2. The vehicle control device according to claim 1, wherein the charging restriction unit restricts charging of the first power storage unit by changing the charging restriction value to be less than a reference value. 3. The power storage amount reducing means for reducing the power storage amount of the second power storage means when the charge of the first power storage means is restricted before the switching charge is performed. The vehicle control device described in 1. The vehicle control device according to any one of claims 1 to 3, wherein the switching charge time is a high load start time of the vehicle including at least one of an uphill start and a towing start. . The vehicle according to any one of claims 1 to 4, wherein the first power storage unit is a secondary battery, and the second power storage unit is a capacitor having a higher output density than the secondary battery. Control device. The switching based on at least a part of the required torque of the drive shaft, the engine rotational speed of the engine, the time required for the other rotating electrical machine to move to the operating state, and the storage capacity of the second power storage means Further comprising a reduction amount limiting means for limiting a reduction width of at least one of the rotational speed and torque of the rotating electrical machine during charging,
The control means, the engine within the range of the limited decline, for a vehicle according to claim 1, any one of 5, wherein the controller controls the rotating electrical machine and the other rotary electric machine Control device.