JP5502565B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a technical field of a drive device for a vehicle such as a hybrid vehicle.

  As a driving device for this type of vehicle, Patent Document 1 and the like describe a shock at the time of one-way clutch engagement by controlling with MG so that the rotational speed difference of the one-way clutch becomes a set value during coasting. A technique for suppressing the above is disclosed.

  Further, as a vehicle driving apparatus of this type, Japanese Patent Application Laid-Open No. H10-228561 discloses a technique for using MG to approximate the number of rotations after shifting in order to reduce shock when the one-way clutch is locked. Specifically, a technique for reducing the change in the rotation speed when the one-way clutch is engaged and reducing the shock is disclosed.

JP 2008-81099 A JP-A-11-225403

  However, according to Patent Literature 1 and the like, there arises a problem that it is technically difficult to achieve both regeneration and shock suppression when a regeneration is requested.

  Further, according to the above-mentioned Patent Document 2 and the like, control is performed so that the target rotational speed Nmt is obtained by adding the additional rotational speed ΔNm to the current rotational speed Nm. However, since rotational speed control is performed, differential rotation is performed. The number cannot be completely reduced to zero (rpm), and there is a technical problem that there is a high possibility that fine rattling will occur during engagement due to rotational control errors and control variations. .

  The present invention has been made in view of the above-described problems, for example, and provides a vehicle drive device that can more appropriately engage a one-way clutch of a speed change mechanism in a vehicle such as a hybrid vehicle. Let it be an issue.

  In order to solve the above-described problems, a vehicle drive device according to the present invention outputs power to a rotating electrical machine, a transmission member connected to at least the rotating electrical machine among the rotating electrical machine and the engine, and driving wheels of the vehicle. A vehicle drive device comprising: an output member for driving; and a transmission mechanism provided in a power transmission path from the transmission member to the output member and having a plurality of elements that are differentially rotatable with respect to each other. The speed change mechanism is stationary with respect to the first element and the vehicle, the one-way clutch capable of restricting the rotation direction of the first element to one direction by engaging with the first element of the plurality of elements. A coupling state in which the fixing member is coupled or the first element and the second element of the plurality of elements of the speed change mechanism are coupled; the first element and the fixing member are not coupled; and the first Element and previous Coupling switching means capable of switching between a coupling release state in which the second element is not coupled, and when regeneration by the rotating electrical machine is performed, or torque input to the transmission mechanism causes the vehicle to advance And control means for controlling the coupling switching means so as to switch to the coupling state when the direction is negative.

  According to the vehicle drive device of the present invention, the transmission member is connected to at least the rotating electrical machine among the rotating electrical machine and the engine. The output member outputs power to the drive wheels of the vehicle. The speed change mechanism is provided in a power transmission path from the transmission member to the output member, and includes a plurality of elements that are differentially rotatable with respect to each other.

  The one-way clutch of the speed change mechanism can limit the rotation direction of the first element to one direction by engaging with the first element among the plurality of elements. The coupling switching means includes: (i) a coupling state in which the first element and the stationary member stationary with respect to the vehicle are coupled, or the first element and the second element of the plurality of elements of the speed change mechanism are coupled; ii) The coupling release state in which the first element and the fixing member are not coupled and the first element and the second element are not coupled can be switched.

  For example, under the control of a control unit configured with a memory, a processor, etc., the coupling switching unit switches to the coupled state when regeneration of the rotating electrical machine is required or when the torque input to the transmission mechanism becomes negative. . As a result, when regeneration is performed or when the torque input to the speed change mechanism becomes negative, the one-way clutch can almost or completely prevent the one-way clutch from entering a floating state where the one-way clutch is not transmitting force. Is possible.

  As a result, when the one-way clutch is engaged with the first element, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur.

  If the coupled state is not set, the differential rotation speed (that is, the differential rotation speed) between the actual rotation speed (that is, the actual rotation speed) of the first element and the target rotation speed (that is, the target rotation speed) of the first element. As a result, as the time elapses from the start of regeneration, the differential rotational speed increases, and the degree of the one-way clutch in the floating state (that is, the floating state time and the differential rotational speed) increases. turn into. For this reason, since the one-way clutch is engaged with the first element from the floating state of the one-way clutch and a large torque is transmitted instantaneously at the moment when the one-way clutch and the first element are engaged, an impact, so-called torque, is generated in the transmission mechanism. There is a technical problem that a shock occurs.

  One aspect of the vehicle drive device of the present invention has three distribution elements that are differentially rotatable with respect to each other, and the engine is connected to one of the two distribution elements, and the rotating electrical machine is connected to the other. The transmission member is further connected to at least the remaining distribution element of the power distribution mechanism as being connected to at least the rotating electrical machine.

  According to this aspect, the power distribution mechanism has three distribution elements that are differentially rotatable with respect to each other. In this power distribution mechanism, an engine is provided in one of these two distribution elements and a rotating electrical machine is provided in the other. Are connected to each other. The transmission member is connected to the remaining distribution element of the power distribution mechanism. Thereby, the transmission member can be connected to the rotating electrical machine via the power distribution mechanism.

  According to another aspect of the vehicle drive apparatus of the present invention, the vehicle further includes an estimation unit that estimates the rotation speed of the first element, and the control unit includes the estimated rotation speed of the first element and the first element. Feedback control is performed to control the rotational speed of the rotating electrical machine so that the differential rotational speed with respect to the target rotational speed approaches zero.

  According to this aspect, the rotational speed of the first element is estimated by the estimating means. Here, the “estimation” according to the present invention typically means “estimation”, “selection” of a predetermined range of some physical quantity or parameter indicating the rotation speed or rotation speed of the first element. "Means to do so. Furthermore, it may include “measurement”, “detection”, “measurement”, or the like, directly or indirectly, for some physical quantity or parameter indicating the rotation speed or rotation speed of the first element.

  Under the control of the control means, the rotational speed control of the rotating electrical machine, that is, feedback control is performed so that the differential rotational speed between the estimated rotational speed of the first element and the target rotational speed of the first element approaches zero. . Here, the “target rotational speed of the first element” according to the present invention typically means the target rotational speed of the first element for realizing the vehicle speed based on the accelerator instruction of the driver of the hybrid vehicle. You can do it. As a result, even when the one-way clutch is in a floating state where the one-way clutch is not transmitting force, the differential rotation speed is quickly converged to zero, and the one-way clutch is quickly transmitted to a normal state where force is transmitted. It is possible to return to

  As a result, when the one-way clutch is engaged with the first element, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur.

  In another aspect of the vehicle drive device of the present invention, the control means controls the rotational speed of the rotating electrical machine so as to press the one-way clutch against the first element with a predetermined torque by the rotational force of the rotating electrical machine. Control.

  According to this aspect, it is possible to almost or completely prevent the one-way clutch from being brought into a floating state in which the one-way clutch is not transmitting force.

  In another aspect of the vehicle drive apparatus of the present invention, the control means controls the coupling switching means so that the coupling state is established when the speed of the vehicle exceeds a predetermined speed.

  According to this aspect, fuel consumption can be improved.

  In another aspect of the vehicle drive apparatus of the present invention, the control means controls the coupling switching means so as to be in the coupled state when rotational driving of the rotating electrical machine is restricted.

  According to this aspect, it is possible to almost or completely prevent the one-way clutch from being in a floating state where force is not transmitted while reducing the power consumption of the rotating electrical machine.

  According to another aspect of the vehicle drive apparatus of the present invention, the vehicle further includes an estimation unit that estimates the rotation speed of the first element, and the control unit includes the estimated rotation speed of the first element and the first element. In a floating state in which a rotational speed that is different from the target rotational speed is generated, a predetermined torque when the one-way clutch is pressed against the first element is changed according to the floating state.

  According to this aspect, it is possible to appropriately prevent the one-way clutch from entering a floating state in which no force is transmitted by the required predetermined torque.

  According to this aspect of the control means, the control means causes the one-way clutch to be engaged when the difference rotational speed between the estimated first element rotational speed and the first element target rotational speed exceeds a predetermined threshold. You may comprise so that the predetermined torque at the time of pressing may be changed.

  If comprised in this way, the predetermined torque which prevents that a one-way clutch will be in a floating state can be generated when necessity is high.

  According to this aspect of the control means, the control means presses the one-way clutch in accordance with the differential rotation speed between the estimated rotation speed of the first element and the target rotation speed of the first element. The predetermined torque may be changed.

  If comprised in this way, the magnitude | size of the predetermined torque which prevents that the one-way clutch will be in the floating state which is not transmitting force can be changed with high precision.

  According to this aspect of the control means, the control means is configured to perform the one-way operation when a floating state in which a difference rotational speed between the estimated rotational speed of the first element and the target rotational speed of the first element does not occur. You may comprise so that the predetermined torque at the time of pressing a clutch may be reduced.

  If comprised in this way, it is possible to reduce the degree of the pressing force with respect to the 1st element of a one-way clutch, and to prevent that the predetermined torque at the time of pressing a one-way clutch against a 1st element is transmitted as a driving force.

  According to the aspect relating to the control means, the control means is configured to cause the one-way after the floating state in which the differential rotation speed between the estimated rotation speed of the first element and the target rotation speed of the first element occurs. When the clutch is pressed again, the predetermined torque when the one-way clutch is pressed against the first element may be reduced to the minimum torque necessary to maintain the pressed state.

  If comprised in this way, it is possible to prevent effectively that the acceleration at the time of inertial running or meandering traveling due to the inertia of the vehicle due to excessive pressing torque of the rotating electric machine is effectively prevented. In addition, it is possible to effectively prevent a sudden change in the feeling of coasting of the vehicle that is felt by the driver of the vehicle. In addition, if comprised in this way, it is possible to reduce the degree of the pressing force with respect to the 1st element of a one-way clutch, and to reduce effectively the impact at the time of a one-way clutch being pressed against a 1st element. In addition, with this configuration, it is possible to reduce energy loss and improve fuel efficiency.

  In another aspect of the vehicle drive device of the present invention, the control means changes a predetermined torque when the one-way clutch is pressed against the first element in accordance with a fluctuation amount of torque generated by the engine of the vehicle. Let

  According to this aspect, the magnitude of the predetermined torque that prevents the one-way clutch from floating can be changed with high accuracy in accordance with the amount of torque fluctuation generated by the engine.

  In order to solve the above-described problems, a vehicle drive device according to the present invention outputs power to a rotating electrical machine, a transmission member connected to at least the rotating electrical machine among the rotating electrical machine and the engine, and driving wheels of the vehicle. A vehicle drive device comprising: an output member for driving; and a transmission mechanism provided in a power transmission path from the transmission member to the output member and having a plurality of elements that are differentially rotatable with respect to each other. The speed change mechanism is stationary with respect to the first element and the vehicle, the one-way clutch capable of restricting the rotation direction of the first element to one direction by engaging with the first element of the plurality of elements. A coupling state in which the fixing member is coupled or the first element and the second element of the plurality of elements of the speed change mechanism are coupled; the first element and the fixing member are not coupled; and the first Element and previous A coupling switching unit capable of switching between a coupling release state in which the second element is not coupled, and an estimation unit that estimates the rotation speed of the first element, and when regeneration by the rotating electrical machine is performed, or Control means for controlling the coupling switching means to switch to the coupling state when the torque input to the speed change mechanism is negative with the direction of the torque to advance the vehicle as positive, and the control means includes The rotational speed of the rotating electrical machine is controlled so that the differential rotational speed between the estimated rotational speed of the first element and the target rotational speed of the first element approaches a predetermined value corresponding to the temperature of the lubricating oil of the transmission mechanism. Perform feedback control.

  According to the vehicle drive device of the present invention, under the control of the control means, the difference rotational speed between the estimated rotational speed of the first element and the target rotational speed of the first element is set to the temperature of the lubricating oil of the transmission mechanism. The rotational speed control of the rotating electrical machine, that is, feedback control is performed so as to approach the corresponding predetermined value. As a result, the one-way clutch quickly converges the differential rotational speed of the one-way clutch to a predetermined value corresponding to the temperature of the lubricating oil of the transmission mechanism, and the engagement state of the one-way clutch depends on the temperature of the lubricating oil of the transmission mechanism. It is possible to quickly return to a normal state. Note that the vehicle drive device according to the present invention may include various means for specifying, detecting, measuring, or detecting the temperature of the lubricating oil.

  As a result, when the one-way clutch is engaged with the first element, it is possible to effectively prevent a sudden change in acceleration during inertial running or meandering due to the inertia of the vehicle. At the same time, when the one-way clutch is engaged with the first element, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur.

  One aspect of the vehicle drive device of the present invention has three distribution elements that are differentially rotatable with respect to each other, and the engine is connected to one of the two distribution elements, and the rotating electrical machine is connected to the other. The transmission member is further connected to at least the rotating electrical machine, and is connected to the remaining distribution elements of the power distribution mechanism.

  According to this aspect, the power distribution mechanism has three distribution elements that are differentially rotatable with respect to each other. In this power distribution mechanism, an engine is provided in one of these two distribution elements and a rotating electrical machine is provided in the other. Are connected to each other. The transmission member is connected to the remaining distribution element of the power distribution mechanism. Thereby, the transmission member can be connected to the rotating electrical machine via the power distribution mechanism.

  In another aspect of the vehicle drive device of the present invention, the control means sets the differential rotation speed as the predetermined value, and decreases as the temperature of the lubricating oil in the transmission mechanism increases, and the transmission mechanism Feedback control is performed to control the rotational speed of the rotating electrical machine so as to approach a value that increases as the temperature of the lubricating oil decreases.

  According to this aspect, the predetermined value may be a value that decreases as the temperature of the oil that lubricates the transmission mechanism increases. In other words, the predetermined value may be a value that increases as the temperature of the oil that lubricates the transmission mechanism decreases. Thus, when the temperature of the oil that lubricates the transmission mechanism is relatively low, the rotational speed control of the rotating electrical machine is performed so that the differential rotational speed approaches a relatively large predetermined value. Thereby, when the temperature of the oil which lubricates the inside of the speed change mechanism is relatively low, it is possible to relatively reduce the pressing torque by the rotating electrical machine.

  As a result, as the temperature of the oil that lubricates the transmission mechanism becomes relatively low, the acceleration during inertial running or meandering due to the inertia of the vehicle rapidly changes due to excessive friction in the transmission mechanism. This can be effectively prevented. In addition, it is possible to effectively prevent a sudden change in the feeling of coasting of the vehicle that is felt by the driver of the vehicle.

  On the other hand, when the temperature of the oil that lubricates the transmission mechanism is relatively high, the rotational speed control of the rotating electrical machine is performed so that the differential rotational speed approaches a relatively small predetermined value. Thereby, when the temperature of the oil for lubricating the inside of the transmission mechanism is relatively high, the pressing torque by the rotating electrical machine can be relatively increased.

  As a result, the differential rotational speed can be quickly converged to the target predetermined value in the friction within the transmission mechanism that decreases as the temperature of the oil that lubricates the transmission mechanism becomes relatively high. As a result, when the one-way clutch is engaged with the engaging member, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur.

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

1 shows an outline of a vehicle in which a drive device according to an embodiment of the present invention is incorporated. The vehicle 1 is configured as a so-called hybrid vehicle. 1 is a block diagram schematically showing a control device that performs shift control of a drive device according to an embodiment of the present invention, and signals that are input to and output from the control device. Note that circles in FIG. 2 indicate pins to which signals are input or output. FIG. 7 shows an engagement table in which the operating states of the clutches CL1, CL2, CL3 and the brakes B1, B2 of the transmission mechanism 8 of the drive device according to the embodiment of the present invention are associated with gear positions (that is, operation modes). Yes. It is an example of the alignment chart of the hybrid vehicle which concerns on this embodiment. FIG. 5A is a graph showing a quantitative and qualitative relationship between drive torque and vehicle speed in the drive device according to one embodiment of the present invention, and FIG. 5B is a schematic diagram of a shift lever in the drive device. )). It is the flowchart which showed the flow of operation | movement in the drive device of the vehicle which concerns on this embodiment. 5 is a graph showing a quantitative and qualitative relationship among an input torque, a drive torque, and a vehicle speed in the speed change mechanism of the vehicle drive device according to the present embodiment. In the vehicle drive device according to the present embodiment, the operation of feedback control for controlling the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of the carrier C3 and the target rotational speed of the carrier C3 approaches zero is schematically illustrated. FIG. In the speed change mechanism of the vehicle drive device according to the present embodiment, a graph (FIG. 9A) showing the relationship between the predetermined torque Tp applied by MG2 and the differential rotational speed, and the predetermined torque Tp and OWC are floating. It is the graph (FIG.9 (b)) which showed the relationship with the time which passed since the time which is not. It is the timing chart which showed the regeneration control in the drive device of the vehicle which concerns on this embodiment. The operation of feedback control for controlling the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of the carrier C3 and the target rotational speed of the carrier C3 approaches zero in the vehicle drive device according to the present embodiment is shown. It is a timing chart. In the vehicle drive device which concerns on a comparative example, it is an alignment chart when the torque shock generate | occur | produces in OWC. It is the flowchart which showed the flow of operation | movement in the drive device of the vehicle which concerns on 2nd Embodiment. It is the graph which showed the relationship between the oil temperature and the predetermined value of the differential rotation speed of OWC in the speed change mechanism of the vehicle drive device according to the second embodiment. It is the graph which showed the quantitative and qualitative relationship between the input torque, the drive torque, and the vehicle speed in the speed change mechanism of the vehicle drive device according to the second embodiment. Feedback control operation for controlling the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of the carrier C3 and the target rotational speed of the carrier C3 approaches a predetermined value in the vehicle drive device according to the second embodiment. It is the timing chart which showed. The outline | summary of the vehicle incorporating the drive device which concerns on 3rd Embodiment is shown. The vehicle 1 is configured as a so-called hybrid vehicle. The engagement table which matched the operation state and gear stage (namely, operation mode) of clutch CL1, CL2, CL3 and brake B1, B2 of the speed change mechanism 9 of the drive device concerning a 3rd embodiment is shown.

  Various preferred embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
(Basic configuration)
The configuration of the drive control apparatus for a hybrid vehicle according to the first embodiment will be described with reference to FIGS. 1 to 5. FIG. 1 shows an outline of a vehicle in which a driving apparatus according to an embodiment of the present invention is incorporated. The vehicle 1 is configured as a so-called hybrid vehicle.

  FIG. 2 is a block diagram schematically showing a control device that performs shift control of the drive device according to an embodiment of the present invention, and signals that are input to and output from the control device. Note that circles in FIG. 2 indicate pins to which signals are input or output. FIG. 3 shows an engagement in which the operating states of the clutches CL1, CL2, CL3 and the brakes B1, B2 of the transmission mechanism 8 of the drive device according to the embodiment of the present invention are associated with the gear stage (that is, the operation mode). A table is shown. “◯” in the figure means an engaged state, and “−” means a released state. FIG. 4 is an example of an alignment chart of the hybrid vehicle according to the present embodiment. In addition, the vertical axis | shaft in FIG. 4 shows the rotation speed of each rotating shaft, and the horizontal axis has shown the gear ratio of each gear by distance relationship. As is well known, a hybrid vehicle is a vehicle that includes an internal combustion engine as a driving force source for traveling and a rotating electrical machine such as an electric motor or a motor / generator as another driving force source for traveling. FIG. 5 is a graph (FIG. 5A) showing a quantitative and qualitative relationship between the drive torque and the vehicle speed in the drive device according to the embodiment of the present invention, and a schematic diagram of the shift lever in the drive device. (FIG. 5B).

  1 includes a first motor / generator 4 (hereinafter referred to as “MG1” as appropriate) as a rotating electric machine, a power distribution mechanism 5 to which the internal combustion engine 3 and the first motor / generator 4 are respectively connected. , A transmission shaft 6 as a transmission member for transmitting power output from the power distribution mechanism 5, an output shaft 7 as an output member for outputting power to the drive wheels 11 of the vehicle 1, and an output shaft from the transmission shaft 6. And a speed change mechanism 8 provided in the power transmission path up to 7. In addition, the drive device 2 </ b> A includes a second motor / generator 10 (hereinafter referred to as “MG <b> 2” as appropriate) coupled to the transmission shaft 6, an inverter 61, and a power storage device 62. Thereby, the rotation of the second motor / generator 10 is transmitted to the transmission shaft 6. The power of the output shaft 7 is transmitted to the left and right drive wheels 11 via the differential device 12. An example of the “rotary electric machine” according to the present invention is constituted by the first motor / generator 4 or the second motor / generator 10.

  The internal combustion engine 3 is configured as a spark ignition type multi-cylinder internal combustion engine, and the power is transmitted to the power distribution mechanism 5 via the input shaft 13. Since the internal combustion engine 3 is the same as a well-known one, detailed description thereof is omitted. The first motor / generator 4 and the second motor / generator 10 have the same configuration, and are configured to generate a function as an electric motor and a function as a generator. An example of the “engine” according to the present invention is constituted by the internal combustion engine 3.

  The power distribution mechanism 5 is configured as a planetary gear mechanism having three elements that can rotate differentially with each other. The power distribution mechanism 5 includes a sun gear Sa that is an external gear and an internal tooth that is coaxially disposed with respect to the sun gear Sa. A ring gear Ra, which is a gear, and a carrier Ca that holds the pinion 13 meshing with the gears Sa and Ra so as to rotate and revolve freely. In this embodiment, the input shaft 13 is connected to the carrier Ca, the first motor / generator 4 is connected to the sun gear Sa, and the transmission shaft 6 is connected to the ring gear Ra.

  Specifically, as shown in the collinear diagram of FIG. 4, in the hybrid vehicle, the rotation speed of the sun gear Sa to which the first motor / generator 4 is connected and the rotation speed of the carrier Ca to which the input shaft 13 is connected. And the rotational speed of the ring gear Ra to which the transmission shaft 6 is connected are on the same line.

  As shown in FIGS. 1 and 3, the transmission mechanism 8 engages the clutch CL <b> 1 and the OW clutch F <b> 1 (hereinafter referred to as “OWC” as appropriate). On the other hand, the clutches CL2 and CL3, the brake B1, and the brake B2 are released. Thereby, the 1st gear stage which transmits rotation of transmission axis 6 to output axis 7 with a predetermined gear ratio via sun gear S1 and pinion 16 is materialized.

  Specifically, as indicated by a point P1 on the line L1 in FIG. 4, when the first gear stage is established, the rotation speed of the output shaft 7 is the same as that when the clutch CL1 is in the engaged state. The rotation speed of the sun gear S1 is in a range between the rotation speed of the ring gear R1 in which the brake B2 and the OW clutch F1 are engaged and the rotation is stopped, that is, zero.

  Further, the transmission mechanism 8 engages the clutch CL1, the brake B2, and the OW clutch F1 when the regeneration is performed, or when the torque input to the transmission mechanism is negative with the direction of the torque for moving the vehicle forward. It will be in a combined state. Specifically, the OW clutch F1 is engaged with the carrier C3. The ring gear R1 is fixed to the case 17 by bringing the brake B2 into the engaged state. On the other hand, the clutches CL2 and CL3 and the brake B1 are released. Thereby, regeneration control of MG2 is implemented under control of a control device. Specifically, the brake B2 is engaged and electric energy is regenerated by the MG2 under the control of the control device.

  The OW clutch F1 constitutes a specific example of the “one-way clutch” according to the present invention. The carrier C3 constitutes a specific example of “first element” according to the present invention. The case 17 constitutes one specific example of the “fixing member” according to the present invention. The brake B2 constitutes a specific example of “coupling switching means” according to the present invention.

  Further, the speed change mechanism 8 brings the clutch CL1 and the brake B1 into an engaged state. The sun gear S2 is fixed to the case 17 by bringing the brake B1 into the engaged state. On the other hand, the clutches CL2, CL3, the brake B2, and the OW clutch F1 are released. Thereby, the 2nd gear stage which transmits rotation of transmission axis 6 to output axis 7 with a predetermined gear ratio via sun gear S1 and pinion 16 is materialized.

  Specifically, as indicated by a point P2 on the line L2 in FIG. 4, when the second gear stage is established, the rotation speed of the output shaft 7 is the same as that when the clutch CL1 is engaged. The rotation speed is within the range between the rotation speed of the sun gear S1 and the rotation speed of the sun gear S2 in which the brake B1 is engaged and has stopped rotating, that is, zero.

  Further, the speed change mechanism 8 brings the clutches CL1 and CL2 into an engaged state. On the other hand, the clutch CL3, the brakes B1 and B2, and the OW clutch F1 are released. This establishes a third gear stage that transmits the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio via the sun gear S1, the pinion 16, and the carrier C3.

  Specifically, as indicated by a point P3 on the line L3 in FIG. 4, when the third gear stage is established, the rotational speed of the output shaft 7 is the same as that when the clutch CL1 is engaged. The rotation speed is the same as the rotation speed of the sun gear S1, and the rotation speed of the carrier C3 when the clutch CL2 is engaged.

  Further, the transmission mechanism 8 brings the clutch CL2 and the brake B1 into an engaged state. The sun gear S2 is fixed to the case 17 by bringing the brake B1 into the engaged state. On the other hand, the clutches CL1, CL3, the brake B2, and the OW clutch F1 are released. Thereby, the 4th gear stage which transmits rotation of transmission axis 6 to output axis 7 with a predetermined gear ratio via carrier C3 and ring gear R1 is materialized.

  Specifically, as indicated by a point P4 on the line L4 in FIG. 4, when the fourth gear stage is established, the rotation speed of the output shaft 7 is the rotation of the brake B1 and the rotation. The rotation speed of the stopped sun gear S2, that is, zero, is on a line connecting the rotation speed of the ring gear R1 when the clutch CL2 is engaged.

  Further, the transmission mechanism 8 brings the clutch CL3 and the brake B2 into an engaged state. By engaging the brake B2, the ring gear R1 is fixed to the case 17, and the rotation of the pinion of the carrier C3 is fixed. On the other hand, the clutches CL1 and CL3, the brake B1, and the OW clutch F1 are released. This establishes a reverse gear stage that transmits the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio through the revolution of the pinion of the carrier C3.

  Specifically, as indicated by a point Prev on the line Lr in FIG. 4, when the reverse gear stage is established, the rotational speed of the output shaft 7 is the sun gear when the clutch CL3 is engaged. It is on a line connecting the number of rotations of S2 and the number of rotations of the ring gear R1 in which the brake B2 is engaged and has stopped rotating, that is, zero.

  Further, the transmission mechanism 8 puts the clutches CL1, CL2, CL3, the brakes B1, B2, and the OW clutch F1 into a released state. Thereby, a neutral state in which the rotation of the transmission shaft 6 is not transmitted to the output shaft 7 is established.

  As shown in FIG. 1, the operation of the speed change mechanism 8 is controlled by the control device 30. The control device 30 is configured as a computer including a microprocessor and peripheral devices such as a ROM, a RAM, and an input / output interface necessary for its operation.

  Control device 30 supplies the electric energy generated by MG1 to power storage device 62 and MG2 through inverter 61. As a result, the main part of the power of the internal combustion engine 3 is mechanically transmitted to the transmission member, but a part of the power of the internal combustion engine 3 is consumed for power generation of the MG 1 and is converted into electric energy there. The electric energy is supplied to the MG 2 through the MG 2, and the MG 2 is driven and transmitted from the MG 2 to the transmission member. An electric path from the generation of the electric energy to the consumption by the MG 2 is used to convert a part of the power of the internal combustion engine 3 into electric energy and convert the electric energy into mechanical energy. The Typically, when deceleration is performed, the MG 1 is rotated by the power transmitted from the drive wheels 11 to operate as a generator. Thereby, the kinetic energy of the drive wheels 11 is converted into electrical energy, and so-called “regeneration” is performed in which the power storage device 62 is charged.

  In addition, the control device 30 performs shift control for selecting a shift stage according to the traveling state of the vehicle 1. The control device 30 constitutes a specific example of “coupling switching means” and “control means” according to the present invention.

  Specifically, as shown on the left side of FIG. 2, as an input signal input to the control device 30, a signal I1 indicating the engine water temperature, a signal I2 from the hydraulic pressure sensor, a signal I3 from the MG1 rotation speed sensor, MG2 Signal I4 from the rotational speed sensor, signal I5 from the engine rotational speed sensor, control signal I6 for the air conditioner, signal I7 indicating the vehicle speed, signal I8 indicating the oil temperature of the transmission mechanism, control signal I9 for the side brake, foot brake control Signal I10, signal I11 indicating catalyst temperature, signal I12 indicating accelerator opening, control signal I13 for EV travel on switch, signal I4 from vehicle acceleration sensor, auto cruise setting signal I15, turbine speed sensor The signal I6 and the signal I7 from the shift position sensor may be input. In addition to these signals, a control signal for a towing switch, a control signal for a manual mode switch, a control signal for an ECT switch, and a control signal for a switch for setting a snow mode may be input to the control device.

  On the other hand, as shown on the right side of FIG. 2, as an output signal output from the control device 30, a control signal O1 for controlling the electronic throttle valve, a control signal O2 for controlling the boost pressure, and a control signal for controlling the electric air conditioner O3, signal O4 for instructing ignition, control signal O5 for controlling MG1, control signal O6 for controlling MG2, control signal O7 for controlling the first power storage device, control signal O8 for controlling the second power storage device, gear ratio indicator Output signal O9, control signal O10 for controlling the line pressure control solenoid of the transmission mechanism, control signal O11 for controlling the solenoid of the transmission mechanism, control signal O12 for controlling the electric oil pump of the transmission mechanism, control for controlling the hydraulic pump The signal O13 and the signal 14 to be output to the cruise control control computer may be output. In addition to these signals, a signal output to the snow mode indicator, a signal output to the ABS actuator, a signal output to the manual mode indicator, and a control signal for controlling the electric heater may be output from the control device.

  In this shift control, the clutches CL1, CL2, CL3, the brakes B1, B2, and the OW clutch F1 are selected so that a gear stage suitable for the vehicle speed of the vehicle 1 and the operation amount (accelerator opening) of the accelerator pedal 20 is selected. To control. In order to select an appropriate shift speed corresponding to the traveling state of the vehicle 1, the control device 30 has a shift map in which shift speeds to be selected in advance using the vehicle speed and the target drive torque corresponding to the accelerator opening as variables are associated. It is remembered. The control device 30 acquires the vehicle speed and the accelerator opening based on signals from the vehicle speed sensor 31 and the accelerator opening sensor 32, and specifies the shift speed to be selected corresponding to them by searching the shift map. . Specifically, as shown by the solid line in FIG. 5A, the relationship between the target drive torque and the vehicle speed when shifting from “n-speed (where n is a natural number)” to “n + 1-speed” is shown. The characteristic lines are set in order of increasing vehicle speed in the order of the first to second speed characteristic line L12, the second to third speed characteristic line L23, and the third to fourth speed characteristic line L34. In addition, as shown by the dotted line in FIG. 5A, the characteristic line showing the relationship between the target drive torque and the vehicle speed when shifting from “n + 1 speed” to “n speed” is the order in which the vehicle speed decreases. In addition, the characteristic line L43 from the fourth speed to the third speed is set in the order of the characteristic line L32 from the third speed to the second speed, and the characteristic line L21 from the second speed to the first speed. Also, the origin of the vehicle speed “zero” and the target drive torque “zero”, part of the characteristic line L12 from the first to second speed, part of the characteristic line L23 from the second to third speed, and the characteristic line from the second to first speed In a region including a part of L21 and a part of the characteristic line L32 from the 3rd speed to the 2nd speed, so-called EV (Electric Vehicle) traveling that travels only by the driving force from MG2 is performed. Specifically, in the shift control, a continuously variable transmission may be electrically formed by MG1 and MG2. In controlling the engine speed, the gear ratio may be controlled so that the fuel efficiency is optimized.

  Further, as shown in FIG. 5B, the vehicle 1 is provided with a shift lever 21 that is operated by a driver, and a plurality of operation positions of the shift lever 21 are provided with a transmission mechanism 8. A plurality of ranges such as a drive range D, a reverse range R, a neutral range P, a range + for increasing acceleration during deceleration, and a range-for decreasing acceleration during deceleration are assigned. For example, when the shift lever 21 is operated to the drive range, the shift control based on the vehicle speed and the accelerator opening is performed as described above, and any one of the first to fourth gear stages, the reverse gear stage, and the neutral state is performed. The clutches CL1, CL2, CL3, the brakes B1, B2, and the OW clutch F1 are controlled so that one of them is established.

  Specifically, the shift lever shown in FIG. 5B is a sequence-type shift lever adopted from No. A761E. The shift lever has a range switching type, but may be a gear position hold.

(Operational principle of vehicle drive unit)
Next, the operation principle of the vehicle drive device according to the present embodiment will be described with reference to FIGS. FIG. 6 is a flowchart showing the flow of operations in the vehicle drive apparatus according to this embodiment. The operation shown in FIG. 6 is repeatedly executed at a predetermined cycle such as several microseconds. FIG. 7 is a graph showing a quantitative and qualitative relationship among the input torque, the drive torque, and the vehicle speed in the speed change mechanism of the vehicle drive device according to the present embodiment. FIG. 8 shows feedback control for controlling the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of the carrier C3 and the target rotational speed of the carrier C3 approaches zero in the vehicle drive device according to the present embodiment. It is a collinear diagram schematically showing the operation of. FIG. 9 is a graph (FIG. 9A) showing a relationship between the predetermined torque Tp applied by MG2 and the differential rotation speed and the predetermined torque Tp in the speed change mechanism of the vehicle drive device according to the present embodiment. It is the graph (FIG.9 (b)) which showed the relationship with the time which passed since the time when OWC was not in a floating state. FIG. 12 is a collinear diagram when torque shock occurs in the OWC in the vehicle drive device according to the comparative example.

(Driver control process)
First, as shown in FIG. 6, it is determined whether or not the vehicle speed V measured by, for example, a vehicle speed sensor exceeds a predetermined threshold value V1 under the control of the control device (step S101). In FIG. 7 described later, the predetermined threshold value V1 is set to 11 (km / h).

  Here, when it is determined that the vehicle speed V has exceeded the predetermined threshold value V1 (step S101: Yes), it is further determined whether or not the MG2 can be used under the control of the control device (step S102). Specifically, it is determined whether power cannot be supplied from MG1 to MG2 and the amount of power of the power storage device is limited. Alternatively, it is determined whether or not MG2 is unusable due to heat generated in MG2. Here, when it is determined that MG2 can be used under the control of the control device (step S102: Yes), in other words, power can be supplied from MG1 to MG2, and the power amount of the power storage device is limited. If it is determined that the MG2 is not in use, or if it is determined that the MG2 is not in an unusable state due to heat generated in the MG2, further regeneration is performed in the vehicle 1 under the control of the control device. It is determined whether or not it is requested (step S103). Note that “regeneration is requested” according to the present embodiment means that “regeneration is requested and regeneration is performed simultaneously” on the assumption that regeneration is actually performed at the same time as regeneration is requested. May mean. Alternatively, “regeneration is requested” according to the present embodiment means that “regeneration is requested and regeneration is predetermined, assuming that regeneration is performed reliably after a predetermined time has elapsed after the regeneration is requested. It can mean 'reliably done in time'.

  Here, when it is determined that regeneration is requested in the vehicle 1 under the control of the control device (step S103: Yes), regeneration control is performed under the control of the control device (step S108). Specifically, the brake B2 is engaged and electric energy is regenerated by the MG2 under the control of the control device. An example of the operation timing for performing this regeneration control will be described later with reference to FIG.

  On the other hand, as a result of the determination in step S103 described above, when it is not determined that regeneration is requested in the vehicle 1 under the control of the control device (step S103: No), the one-way clutch is in a floating state where no force is transmitted. Thus, it is determined under the control of the control device whether or not a difference rotational speed ΔN between the actual rotational speed of the carrier C3 (that is, the rotational speed) and the target rotational speed of the carrier C3 (that is, the target rotational speed) has occurred. (Step S104). Here, the “target rotational speed of the carrier C3” according to the present embodiment typically means the target rotational speed of the carrier C3 for realizing the vehicle speed based on the accelerator instruction of the driver of the hybrid vehicle. It's okay.

  In this step S104, when it is determined that a difference rotation speed ΔN between the actual rotation speed of the carrier C3 and the target rotation speed of the carrier C3 has occurred under the control of the control apparatus (step S104: Yes), the control of the control apparatus Below, feedback control is performed to control the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of carrier C3 and the target rotational speed of carrier C3 approaches zero (step S106).

  According to the study by the inventors of the present invention, in the normal state, the OWC does not float because the one-way clutch (that is, OWC) is pressed against the engagement member by the torque Tp applied by the MG2, but the vehicle 1 It has been found that when the driver suddenly stops the depression of the accelerator, that is, when the accelerator is suddenly returned, the OWC is likely to be in a floating state.

  In this step 106, since the one-way clutch is in a floating state where no force is transmitted, the difference between the actual rotational speed of the carrier C3 and the target rotational speed of the carrier C3 is determined according to the degree of the floating state. The number of revolutions of MG2 is controlled by the control device so that the number of revolutions ΔN approaches zero (rpm: revolution per minute). Specifically, as shown in FIG. 8, the magnitude of the torque Tp applied by the MG2 is set according to the magnitude of the differential rotation speed ΔN. A dotted line in FIG. 8 indicates a differential rotation occurrence state in which the differential rotation speed ΔN has occurred, and a solid line in FIG. 8 indicates an FB execution state in which the feedback control described above is performed and the differential rotation speed ΔN is substantially zero. Show. More specifically, as the differential rotational speed ΔN increases, the torque Tp applied by MG2 is increased in the positive direction (that is, the direction toward the top of the page of FIG. 8), so that the OWC is increased by the larger torque. It is possible to press against the joint member. As a result, the differential rotation speed ΔN can be quickly converged to zero (rpm).

  Further, when the differential rotation speed ΔN approaches zero (rpm), the torque Tp applied by the MG2 is reduced to reduce the degree of pressing force of the OWC against the engaging member, and when the OWC is pressed against the engaging member. Can be effectively reduced.

  Note that an example of operation timing for performing the rotational speed control of the MG2 to bring the difference rotational speed between the estimated rotational speed of the carrier C3 and the target rotational speed of the carrier C3 close to zero will be described later with reference to FIG. .

  Next, the correction process of the torque Tp added by MG2 is performed under the control of the control device (step 107). Typically, when the differential rotation speed ΔN exceeds a predetermined value, a correction process for the torque Tp may be performed. More typically, when the differential rotation speed ΔN exceeds a predetermined value, the torque Tp may be increased by a predetermined amount. This predetermined amount may have an upper limit.

  Alternatively, typically, the torque Tp added by MG2 may be changed according to the differential rotation speed ΔN. More typically, as shown in FIG. 9A, the torque Tp applied by MG2 may be increased as the differential rotation speed ΔN increases. A maximum value may be set for the torque Tp.

  On the other hand, as a result of the determination in step S104 described above, if the difference rotational speed ΔN between the actual rotational speed of the carrier C3 and the target rotational speed of the carrier C3 exceeds zero under the control of the control device, it is not determined that it has occurred. When it is determined that the difference rotational speed ΔN between the actual rotational speed of the carrier C3 and the target rotational speed of the carrier C3 is zero (step S104: No), a predetermined torque Tp is controlled by the MG2 under the control of the control device. Is added (step S105).

  Alternatively, on the other hand, if it is determined that the vehicle speed V does not exceed the predetermined threshold value V1 as a result of the determination in step S101 described above, in other words, if it is determined that the vehicle speed V does not exceed the predetermined threshold value V1 (No in step S101). Under the control of the control device, a predetermined torque Tp is applied by the MG 2 under the control of the control device (step S110). Specifically, as the predetermined torque Tp, a torque substantially equal to the torque input to the transmission mechanism or a torque obtained by adding a predetermined amount of torque to the torque input to the transmission mechanism is added to the OWC by the MG2. .

  Alternatively, on the other hand, when it is determined that MG2 is not usable as a result of the determination in step S102 described above (step S102: No), in other words, it is in a state in which power cannot be supplied from MG1 to MG2, and the power of the power storage device When it is determined that the amount is limited, or when it is determined that MG2 is in an unusable state due to heat generated in MG2, brake B2 is engaged under the control of the control device. (Step S109). Thereby, it can prevent effectively that OWC will be in a floating state.

(Predetermined torque Tp)
Here, with reference to FIG.7 and FIG.9, the detail of the predetermined torque Tp which MG2 adds is demonstrated.

  As shown in Tp1 of FIG. 7, when the vehicle speed exceeds a creep speed of 11 (km / hour), for example, in addition to or instead of engaging the brake B2, a positive predetermined value is obtained by controlling the rotational speed of the MG2. Torque Tp is added to the OWC (see step S108 or step S105 described above). Thus, it is possible to effectively prevent the OWC from being floated by constantly adding a positive torque in the vehicle speed region where the torque input to the transmission mechanism is negative.

  Further, as shown by Tp2 in FIG. 7, when the vehicle speed exceeds a creep speed of 11 (km / hour), for example, the brake B2 is released and the rotation speed of MG2 brings the rotation speed of MG2 close to the target rotation speed of MG2. By the control, a predetermined torque Tp of zero or positive is added to the OWC (see step S106 and step S107 described above). By this MG2 rotation speed control and MG2 torque control, it is possible to effectively prevent a large torque from being instantaneously transmitted when the OWC is engaged with the engagement member, and to generate a torque shock.

  Further, as shown by the dotted line in FIG. 7, when regeneration is performed, the brake B2 is engaged (step S108 described above). Due to the engagement of the brake B2, regeneration is performed, and when the torque input to the transmission mechanism becomes negative, it is possible to prevent almost or completely the OWC from floating.

  In particular, when it is determined that the difference rotational speed ΔN between the actual rotational speed of the carrier C3 and the target rotational speed of the carrier C3 is zero, that is, when the OWC is not in a floating state, as shown in FIG. In addition, the predetermined torque Tp may be reduced after a predetermined time has elapsed from the time when the OWC is not in the floating state. As a result, it is possible to reduce power consumption when applying the predetermined torque Tp, reduce fuel required for power generation, and improve fuel efficiency.

  Typically, after the engagement between the one-way clutch and the engaging member is completed, the predetermined torque Tp applied by the MG 2 is gradually reduced, and is the minimum necessary for the engagement between the one-way clutch and the engaging member. The rotational speed of MG2 is controlled so that torque is applied. As a result, it is possible to effectively prevent the acceleration during inertial running or meandering due to the inertia of the vehicle from abruptly changing due to the excessive pressing torque of MG2. In addition, it is possible to effectively prevent a sudden change in the feeling of coasting of the vehicle that is felt by the driver of the vehicle.

  The predetermined torque Tp added by MG2 may be changed according to the torque fluctuation amount generated in the engine in addition to or instead of the above-described differential rotational speed and the time elapsed after the time point when the OWC is not in the floating state.

(Regenerative control)
Here, an example of the flow of the regenerative control operation will be described with reference to FIG. FIG. 10 is a timing chart showing the regeneration control in the vehicle drive device according to the present embodiment.

  FIG. 10 shows that the vehicle 1 starts traveling from zero, and after the vehicle speed exceeds the predetermined threshold value V1, the driver of the vehicle 1 suddenly depresses the accelerator after the driver depresses the accelerator. In other words, the vehicle is in a state where it is stopped, that is, a so-called abrupt accelerator return. Moreover, MG2 is in a usable state.

  Until the vehicle speed exceeds the predetermined threshold value V1, under the control of the control device, the creep torque is added to the OWC as the predetermined torque Tp by the MG2 according to the characteristics of the drive torque shown in FIG. reference). The predetermined torque Tp added to the OWC may be added by the engine in addition to or instead of MG2.

  After the “accelerator quick return (ie, AC quick return)” in FIG. 10, the driver suddenly returned the accelerator, but MG2 pressed OWC with a predetermined torque Tp, so that OWC floated. Must not.

  A period I and a period II in FIG. 10 are periods in which the OWC is pressed with a predetermined torque Tp by the MG 2 during the accelerator rapid return period.

  At the start point P1 of the period III in FIG. 10, the regeneration starts, and at the same time, the brake B2 is engaged, whereby the engagement pressure of the brake B2 starts to increase. After the start point P1 of period III in FIG. 10, that is, after the start of regeneration, the torque applied by MG2 becomes negative, and the engagement pressure of the brake B2 increases until the end point P2 of period III in FIG. .

  After the end point P2 of the period III in FIG. 10, the torque applied by the MG2 maintains a negative constant value, and the engagement pressure of the brake B2 also maintains a constant value.

  As described above, when regeneration is performed or when the torque input to the transmission mechanism is negative, the brake B2 provided in parallel with the one-way clutch is engaged, so that the regeneration is input to the transmission mechanism. When the torque becomes negative, a predetermined amount of torque can be applied to the one-way clutch. Thereby, it can prevent effectively that the one-way clutch will be in the floating state which is not transmitting force.

  As a result, as described above, it is possible to effectively prevent the OWC from being in a floating state by constantly adding a positive torque in a vehicle speed region where the torque input to the transmission mechanism is originally negative. .

  Further, as a result, when the regeneration is performed and the torque input to the transmission mechanism becomes negative, it is possible to almost or completely prevent the OWC from floating.

  As a result, when the OWC is engaged with the engaging member, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur.

  If the brake B2 is not provided in parallel with the one-way clutch or if the brake B2 is not engaged when regeneration is performed even if the brake B2 is provided in parallel with the one-way clutch, the dotted line in FIG. As shown, a differential rotational speed ΔN between the actual rotational speed of the carrier C3 and the target rotational speed of the carrier C3 occurs, and this differential rotational speed ΔN increases as time elapses from the start of regeneration. , The degree of the floating state of the OWC becomes large. For this reason, as indicated by a point Sh in FIG. 12, the OWC meshes with the engaging member from this floating state, and a large torque is instantaneously transmitted at the moment when the OWC is engaged. A torque having a step shape along the axis or a torque having a non-linear magnitude along the time axis is input, causing a technical problem that an impact, that is, a so-called torque shock occurs in the speed change mechanism. .

(MG2 speed control)
Here, with reference to FIG. 11, an example of the flow of the operation of the rotational speed control of MG2 will be described. FIG. 11 shows the control of the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of the carrier C3 and the target rotational speed of the carrier C3 approaches zero in the vehicle drive device according to the present embodiment. 5 is a timing chart showing an operation of feedback control.

  FIG. 11 shows that the vehicle 1 starts traveling from zero, and after the vehicle speed exceeds the predetermined threshold value V1, the driver of the vehicle 1 suddenly depresses the accelerator after the driver depresses the accelerator. In other words, the vehicle is in a state where it is stopped, that is, a so-called abrupt accelerator return. Moreover, MG2 is in a usable state.

  Until the vehicle speed exceeds the predetermined threshold value V1, under the control of the control device, the creep torque is added to the OWC as the predetermined torque Tp by the MG2 according to the characteristics of the drive torque shown in FIG. reference). The predetermined torque Tp added to the OWC may be added by the engine in addition to or instead of MG2.

  Since time Tac in FIG. 11, the driver has suddenly returned to the accelerator, and thus the one-way clutch differential rotation speed ΔN is generated (see “Step S104: Yes” described above).

  Normally, since MG2 presses OWC with a predetermined torque Tp, OWC does not float, but it is assumed that OWC has floated due to a sudden accelerator return.

  Since the OWC is in a floating state, the rotational speed control for setting the differential rotational speed to zero (rpm) is performed according to the floating amount (see “Step S106” above).

  A period I in FIG. 11 is a period in which a reaction due to the accelerator rapid return is shown.

  A period II in FIG. 11 is a period in which a larger torque is applied as the predetermined torque Tp by the MG 2 when the OWC starts to float.

  Period III in FIG. 11 is a period in which feedback control is performed to control the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of carrier C3 and the target rotational speed of carrier C3 approaches zero. .

  A period IV in FIG. 11 is a period during which MG2 applies a predetermined torque having a sufficient magnitude with a margin to engage the OWC.

  A period VI in FIG. 11 is a period during which a predetermined torque having a minimum necessary size for engaging the OWC is applied by the MG2. With the predetermined torque during the period VI, it is possible to reduce power consumption when applying the predetermined torque, reduce fuel required for power generation, and improve fuel efficiency.

  A period V in FIG. 11 is a period during which the period IV changes to the period VI.

  Thus, feedback control is performed to control the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of the carrier C3 and the target rotational speed of the carrier C3 approaches zero, so that the OWC is engaged. When engaging with the member, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur.

(Second Embodiment)
A configuration of a drive control apparatus for a hybrid vehicle according to the second embodiment will be described with reference to FIGS. 13 to 16. In the second embodiment, the same reference numerals are assigned to the components that are substantially the same as those in the first embodiment described above, and the processes that are substantially the same as those in the first embodiment described above are performed in the second embodiment. The same step numbers are given, and explanations thereof are omitted as appropriate.

  FIG. 13 is a flowchart showing the flow of operations in the vehicle drive apparatus according to the second embodiment. The operation shown in FIG. 13 is repeatedly executed at a predetermined cycle such as several microseconds. FIG. 14 is a graph showing the relationship between the oil temperature and a predetermined value of the differential rotation speed of OWC in the speed change mechanism of the vehicle drive device according to the second embodiment.

(Driver control process)
In the second embodiment, as shown in FIG. 13, it is determined through step S101 and step S102 described above whether regeneration is requested in the vehicle 1 under the control of the control device (step S103). . Here, when it is determined that regeneration is requested in the vehicle 1 under the control of the control device (step S103: Yes), regeneration control is performed under the control of the control device (step S108). Specifically, the brake B2 is engaged and electric energy is regenerated by the MG2 under the control of the control device.

  On the other hand, as a result of the determination in step S103 described above, when it is not determined that regeneration is requested in the vehicle 1 under the control of the control device (step S103: No), the estimated carrier C3 is controlled under the control of the control device. The feedback control is performed to control the rotational speed of MG2 so that the differential rotational speed between the rotational speed of the carrier C3 and the target rotational speed of the carrier C3 approaches a predetermined value (step S201).

  Next, under the control of the control device, the one-way clutch is in a floating state where no force is transmitted, and the actual rotation speed (ie, rotation speed) of the carrier C3 and the target rotation speed (ie, target rotation) of the carrier C3. Whether or not the difference rotational speed ΔN with respect to the speed exceeds a threshold value N1 is determined under the control of the control device, or whether or not the differential rotational speed ΔN falls below a threshold value N2 (where N2 <N1). Is determined under the control of the control device (step S202). Here, under the control of the control device, when it is determined that the differential rotational speed ΔN between the actual rotational speed of the carrier C3 and the target rotational speed of the carrier C3 exceeds the threshold N1, or the differential rotational speed ΔN is the threshold If it is determined that N2 (where N2 <N1) has been reached (step S202: Yes), under the control of the control device, the difference rotational speed ΔN between the actual rotational speed of the carrier C3 and the target rotational speed of the carrier C3 The target predetermined value is corrected according to the temperature of the oil that lubricates the inside of the transmission mechanism (step S203). Typically, as shown in FIG. 14, the predetermined value of the differential rotation speed ΔN may be corrected so as to decrease as the temperature of the oil that lubricates the transmission mechanism increases. In other words, the predetermined value of the differential rotational speed ΔN may be corrected so as to increase as the temperature of the oil that lubricates the transmission mechanism decreases. Thus, when the temperature of the oil that lubricates the transmission mechanism is relatively low, the rotational speed control of MG2 is performed so that the differential rotational speed ΔN approaches a relatively large predetermined value. Thereby, when the temperature of the oil for lubricating the inside of the transmission mechanism is relatively low, it is possible to relatively reduce the pressing torque by MG2.

  As a result, as the temperature of the oil that lubricates the transmission mechanism becomes relatively low, the acceleration during inertial running or meandering due to the inertia of the vehicle rapidly changes due to excessive friction in the transmission mechanism. This can be effectively prevented. In addition, it is possible to effectively prevent a sudden change in the feeling of coasting of the vehicle that is felt by the driver of the vehicle.

  On the other hand, when the temperature of the oil that lubricates the transmission mechanism is relatively high, the rotational speed control of MG2 is performed so that the differential rotational speed ΔN approaches a relatively small predetermined value. Thereby, when the temperature of the oil for lubricating the inside of the transmission mechanism is relatively high, the pressing torque by MG2 can be relatively increased.

  As a result, the differential rotational speed ΔN can be quickly converged to the target predetermined value in the friction in the transmission mechanism that decreases as the temperature of the oil that lubricates the transmission mechanism becomes relatively high. As a result, when the one-way clutch is engaged with the engaging member, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur.

(Predetermined torque Tp)
Here, the details of the predetermined torque Tp applied by MG2 will be described with reference to FIG. FIG. 15 is a graph showing a quantitative and qualitative relationship among the input torque, the drive torque, and the vehicle speed in the speed change mechanism of the vehicle drive device according to the second embodiment.

  As shown in Tp2 of FIG. 15, when the vehicle speed exceeds a creep speed of 11 (km / hour), for example, by releasing the brake B2 and controlling the rotational speed of MG2 so that the rotational speed of MG2 approaches the target rotational speed of MG2. Zero or positive predetermined torque Tp is added to the OWC (see Steps S201 to S203 described above). By this MG2 rotation speed control and MG2 torque control, it is possible to effectively prevent a large torque from being instantaneously transmitted when the OWC is engaged with the engagement member, and to generate a torque shock.

  Further, as shown by the dotted line in FIG. 15, when regeneration is performed, the brake B2 is engaged (step S108 described above). Due to the engagement of the brake B2, regeneration is performed, and when the torque input to the transmission mechanism becomes negative, it is possible to prevent almost or completely the OWC from floating.

(MG2 speed control)
Here, with reference to FIG. 16, an example of the flow of the operation of the rotational speed control of the MG2 according to the second embodiment will be described. FIG. 16 shows the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of the carrier C3 and the target rotational speed of the carrier C3 in the vehicle drive apparatus according to the second embodiment approaches a predetermined value. 5 is a timing chart showing an operation of feedback control for controlling the motor.

  FIG. 16 shows that the vehicle 1 starts traveling from zero, and after the vehicle speed has exceeded the predetermined threshold value V1, the driver of the vehicle 1 suddenly depresses the accelerator after the vehicle driver depresses the accelerator. In other words, the vehicle is in a state where it is stopped, that is, a so-called abrupt accelerator return. Moreover, MG2 is in a usable state.

  In the period VII in FIG. 16, under the control of the control device, a predetermined value that is the target of the difference rotational speed ΔN between the actual rotational speed of the carrier C3 and the target rotational speed of the carrier C3 lubricates the inside of the transmission mechanism. Correction is made according to the temperature of the oil (see step S203 described above).

  Since time Tac in FIG. 16, the driver suddenly returned to the accelerator, and therefore the one-way clutch differential rotation speed ΔN has occurred.

  Normally, since MG2 presses OWC with a predetermined torque Tp, OWC does not float, but it is assumed that OWC has floated due to a sudden accelerator return.

  Since the OWC is in a floating state, the rotational speed control is performed to set the differential rotational speed to a predetermined value according to the floating amount (see “Step S201” described above).

  A period I in FIG. 16 is a period in which a reaction due to the accelerator rapid return is shown.

  A period II in FIG. 16 is a period in which a larger torque is applied as the predetermined torque Tp by the MG 2 when the OWC starts to float.

  Period III in FIG. 16 is a period during which feedback control is performed to control the rotational speed of MG2 so that the differential rotational speed between the estimated rotational speed of carrier C3 and the target rotational speed of carrier C3 approaches a predetermined value. is there.

  A period IV in FIG. 16 is a period during which MG2 adds a predetermined torque having a sufficient magnitude with a margin to maintain the differential rotational speed at a predetermined value.

  A period VI in FIG. 16 is a period during which a predetermined torque having a minimum necessary magnitude for maintaining the differential rotation speed at a predetermined value is applied by MG2. With the predetermined torque during the period VI, it is possible to reduce power consumption when applying the predetermined torque, reduce fuel required for power generation, and improve fuel efficiency.

  A period V in FIG. 16 is a period in which the period IV changes to the period VI.

  In this way, the rotation of MG2 is performed so that the differential rotation speed between the estimated rotation speed of the carrier C3 and the target rotation speed of the carrier C3 approaches a predetermined value that is set according to the temperature of the oil that lubricates the transmission mechanism. Feedback control is performed to control the number.

  As a result, as the temperature of the oil that lubricates the transmission mechanism becomes relatively low, the acceleration during inertial running or meandering due to the inertia of the vehicle rapidly changes due to excessive friction in the transmission mechanism. This can be effectively prevented. In addition, it is possible to effectively prevent a sudden change in the feeling of coasting of the vehicle that is felt by the driver of the vehicle.

  Alternatively, as a result, the differential rotational speed ΔN can be quickly converged to the target predetermined value in the friction in the speed change mechanism that becomes smaller as the temperature of the oil that lubricates the speed change mechanism becomes relatively higher. is there. As a result, when the one-way clutch is engaged with the engaging member, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur.

(Third embodiment)
(Basic configuration)
The structure of the drive control apparatus of the hybrid vehicle which concerns on 3rd Embodiment is demonstrated with reference to FIG.17 and FIG.18. Note that in the third embodiment, components that are substantially the same as those in the first and second embodiments described above are given the same reference numerals, and descriptions thereof will be omitted as appropriate. FIG. 17 shows an outline of a vehicle in which the drive device according to the third embodiment of the present invention is incorporated. The vehicle 1 is configured as a so-called hybrid vehicle. FIG. 18 is a relationship in which the operating states of the clutches CL1, CL2, CL3 and the brakes B1, B2 of the speed change mechanism 9 of the drive device according to the third embodiment of the present invention and the gear positions (that is, the operation modes) are associated with each other. A table is shown. “◯” in the figure means an engaged state, and “−” means a released state.

  17 includes a motor / generator 40 (hereinafter referred to as “MG” as appropriate) as a rotating electric machine and a torque to which the internal combustion engine 3 is connected via a clutch K0 and the motor / generator 40 is connected. From the converter 50, the transmission shaft 6 as a transmission member for transmitting the power output from the torque converter 50, the output shaft 7 as the output member for outputting power to the drive wheels 11 of the vehicle 1, and the transmission shaft 6 A transmission mechanism 9 provided in the power transmission path to the output shaft 7, an inverter 61, and a power storage device 62 are provided. Specifically, the drive device 2B is a drive device for a so-called 1-motor AT type hybrid vehicle, in which an MG and a clutch K0 are provided in front of the torque converter based on 405K of model number FR8AT.

  The motor / generator 40 is configured to generate a function as an electric motor and a function as a generator.

  The torque converter 50 is a kind of fluid type power transmission device having a function of transmitting power through oil. The torque converter 50 is configured to be able to fasten and release between the input shaft and the output shaft of the torque converter 50 by a lock-up clutch. In the state where the lock-up clutch is released, the driving force is transmitted between the drive source (the internal combustion engine 3 and the motor generator 40) and the transmission mechanism 9 via oil. In a state where the lock-up clutch is engaged, the drive source and the transmission mechanism 9 are directly connected, and the driving force from the drive source is directly transmitted to the transmission mechanism 9. The drive device 2B may include a hydraulic control device having a function of adjusting the hydraulic pressure of oil supplied to the torque converter 50.

  As shown in FIGS. 17 and 18, the speed change mechanism 9 brings the clutch C1 and the OW clutch F1 into an engaged state. Specifically, the OW clutch F1 is engaged with the engagement member W. The brake B2 is engaged with the engagement member W. On the other hand, the clutches C2, C3a, C4, the brake B1, and the brake B2 are released. This establishes the first gear stage 1st that transmits the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio.

  Further, the transmission mechanism 9 brings the clutch C1, the brake B2, and the OW clutch F1 into an engaged state. Specifically, the OW clutch F1 is engaged with the engagement member W. The brake B2 is engaged with the engagement member W. On the other hand, the clutches C2, C3a, C4 and the brake B1 are released. Thereby, regeneration control of MG is implemented under control of a control device. Specifically, the brake B2 is engaged and electric energy is regenerated by the MG under the control of the control device.

  The OW clutch F1 constitutes a specific example of the “one-way clutch” according to the present invention. The engaging member W constitutes one specific example of the “first element” according to the present invention. The case 17 constitutes one specific example of the “fixing member” according to the present invention. The brake B2 constitutes a specific example of “coupling switching means” according to the present invention.

  As described above, when regeneration is performed or when the torque input to the speed change mechanism is negative, the brake B2 provided in parallel with the one-way clutch F1 is engaged to input the speed change mechanism or the speed change mechanism. When the applied torque becomes negative, a predetermined amount of torque can be applied to the one-way clutch. Thereby, it can prevent effectively that the one-way clutch will be in the floating state which is not transmitting force.

  As a result, as described above, it is possible to effectively prevent the OWC from being in a floating state by constantly adding a positive torque in a vehicle speed region where the torque input to the transmission mechanism is originally negative. . Further, as a result, when the regeneration is performed and the torque input to the transmission mechanism becomes negative, it is possible to almost or completely prevent the OWC from floating.

  As a result, in the drive device 2B provided with the torque converter, when the OWC is engaged with the engaging member, it is possible to effectively prevent a large torque from being instantaneously transmitted and a torque shock to occur. is there.

  Further, the transmission mechanism 9 engages the clutch C1 and the brake B1. On the other hand, the clutches C2, C3a, C4, the brake B2, and the OW clutch F1 are released. This establishes the second gear stage 2nd that transmits the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio.

  Further, the speed change mechanism 9 brings the clutches C1 and C3a into an engaged state. On the other hand, the clutches C2, C4, the brakes B1, B2, and the OW clutch F1 are released. This establishes the third gear stage 3rd for transmitting the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio.

  Further, the speed change mechanism 9 brings the clutches C1 and C4 into an engaged state. On the other hand, the clutches C2 and C3a, the brakes B1 and B2, and the OW clutch F1 are released. Thereby, the 4th gear stage 4th which transmits the rotation of the transmission shaft 6 to the output shaft 7 with a predetermined gear ratio is established.

  Further, the transmission mechanism 9 brings the clutches C1 and C2 into an engaged state. On the other hand, the clutches C3a and C4, the brakes B1 and B2, and the OW clutch F1 are released. As a result, the fifth gear stage 5th for transmitting the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio is established.

  Further, the speed change mechanism 9 brings the clutches C2 and C4 into an engaged state. On the other hand, the clutches C1 and C3a, the brakes B1 and B2, and the OW clutch F1 are released. As a result, the sixth gear stage 6th for transmitting the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio is established.

  Further, the transmission mechanism 9 brings the clutches C2 and C3a into an engaged state. On the other hand, the clutches C1 and C4, the brakes B1 and B2, and the OW clutch F1 are released. As a result, the seventh gear stage 7th for transmitting the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio is established.

  Further, the transmission mechanism 9 engages the clutch C2 and the brake B1. On the other hand, the clutches C1, C3a, C4, the brake B2, and the OW clutch F1 are released. As a result, the eighth gear stage 8th for transmitting the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio is established.

  Further, the transmission mechanism 9 brings the clutch C1 and the brake B2 into an engaged state. On the other hand, the clutches C2, C3a, C4, the brake B1, and the OW clutch F1 are released. Thereby, the reverse gear stage R1 is established by the electric motor that transmits the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio.

  Further, the transmission mechanism 9 brings the clutch C4 and the brake B2 into an engaged state. On the other hand, the clutches C1, C2, C3a, the brake B1, and the OW clutch F1 are released. Thereby, the reverse gear stage R2 is established by the engine that transmits the rotation of the transmission shaft 6 to the output shaft 7 at a predetermined gear ratio.

  In the first to third embodiments described above, the vehicle drive device including the speed change mechanism that engages the brake B2 provided in parallel with the one-way clutch F1 has been described. However, the present invention is not limited to this, and the one-way You may apply to the drive device of the vehicle provided with the speed change mechanism which makes another clutch (for example, clutch which engages carrier C3 and ring gear R1) provided in parallel with clutch F1 into an engagement state.

  The present invention is not limited to the above-described embodiments, 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. The vehicle driving method is also included in the technical scope of the present invention.

  The present invention can be used for a drive device of a vehicle such as a hybrid vehicle.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2A ... Drive device 3 ... Internal combustion engine 4 (MG1) ... 1st motor generator 5 as a rotary electric machine ... Power distribution mechanism 6 ... Transmission shaft 7 ... Output shaft 8 ... Transmission mechanism 10 (MG2) ... 2nd motor Generator 11: Left and right drive wheels 12 ... Differential gear 16 ... Pinion 17 ... Case 30 ... Control device B1 ... Brake B2 ... Brake C3 ... Carrier CL1 ... Clutch CL2 ... Clutch CL3 ... Clutch F1 ... OW clutch R1 ... Ring gear S2 ... Sun gear S1 ... Sun gear.

Claims (15)

Rotating electrical machinery,
A transmission member coupled to at least the rotating electrical machine of the rotating electrical machine and the engine;
An output member for outputting power to the drive wheels of the vehicle;
A vehicle drive device including a transmission mechanism provided in a power transmission path from the transmission member to the output member and having a plurality of elements that are differentially rotatable with respect to each other;
The transmission mechanism is
A one-way clutch capable of limiting the rotational direction of the first element to one direction by engaging with a first element of the plurality of elements;
A coupling state in which the first element and a stationary member stationary with respect to the vehicle are coupled, or the first element and a second element of the plurality of elements of the transmission mechanism are coupled; and the first element And a coupling switching means capable of switching between a coupling release state that does not couple the fixing member and the first element and the second element,
When regeneration by the rotating electrical machine is performed, or when the torque input to the speed change mechanism is negative with the direction of torque for moving the vehicle forward, the coupling switching means is controlled to switch to the coupled state. And a control means for driving the vehicle. A power distribution mechanism having three distribution elements that are differentially rotatable with respect to each other, wherein the engine is connected to one of the two distribution elements, and the rotating electrical machine is connected to the other;
2. The vehicle drive device according to claim 1, wherein the transmission member is connected to at least the remaining distribution element of the power distribution mechanism as being connected to at least the rotating electrical machine. An estimation means for estimating the rotational speed of the first element;
The control means performs feedback control for controlling the rotational speed of the rotating electrical machine so that a differential rotational speed between the estimated rotational speed of the first element and the target rotational speed of the first element approaches zero. The vehicle drive device according to claim 1 or 2, characterized in that   The said control means controls the rotation speed of the said rotary electric machine so that the said one-way clutch may be pressed against the said 1st element with predetermined torque with the rotational force of the said rotary electric machine. The vehicle drive apparatus as described in any one of them.   The vehicle according to any one of claims 1 to 4, wherein the control unit controls the coupling switching unit so as to be in the coupled state when the speed of the vehicle exceeds a predetermined speed. Drive device.   The said control means controls the said coupling | bonding switching means so that it may be in the said coupling | bonding state, when the rotational drive of the said rotary electric machine is restrict | limited, The any one of Claim 1 to 5 characterized by the above-mentioned. Vehicle drive device. An estimation means for estimating the rotational speed of the first element;
When the control means is in a floating state in which a differential rotational speed between the estimated rotational speed of the first element and the target rotational speed of the first element is generated, the control means controls the one-way clutch according to the floating state. The vehicle drive device according to any one of claims 1 to 6, wherein a predetermined torque when pressed against one element is changed.   The control means changes a predetermined torque when the one-way clutch is pressed when a difference rotation speed between the estimated rotation speed of the first element and a target rotation speed of the first element exceeds a predetermined threshold value. The vehicle drive device according to claim 7. The control means changes a predetermined torque when the one-way clutch is pressed according to a difference rotational speed between the estimated rotational speed of the first element and a target rotational speed of the first element. The vehicle drive device according to claim 7 or 8.   The control means reduces a predetermined torque when the one-way clutch is pressed when a floating state in which a differential rotation speed between the estimated rotation speed of the first element and the target rotation speed of the first element does not occur. The vehicle drive device according to claim 7, wherein the vehicle drive device is a vehicle drive device.   When the one-way clutch is pressed again after a floating state has occurred in which a differential rotational speed between the estimated first rotational speed and the target rotational speed of the first element has occurred, the control means 11. The predetermined torque when the one-way clutch is pressed against the first element is reduced to a minimum torque necessary for maintaining the contact state. 11. Vehicle drive device.   The control means changes a predetermined torque when the one-way clutch is pressed against the first element according to a fluctuation amount of torque generated by the engine of the vehicle. The vehicle drive device according to any one of the preceding claims. Rotating electrical machinery,
A transmission member coupled to at least the rotating electrical machine of the rotating electrical machine and the engine;
An output member for outputting power to the drive wheels of the vehicle;
A vehicle drive device including a transmission mechanism provided in a power transmission path from the transmission member to the output member and having a plurality of elements that are differentially rotatable with respect to each other;
The transmission mechanism is
A one-way clutch capable of limiting the rotational direction of the first element to one direction by engaging with a first element of the plurality of elements;
A coupling state in which the first element and a stationary member stationary with respect to the vehicle are coupled, or the first element and a second element of the plurality of elements of the transmission mechanism are coupled; and the first element And a coupling switching means capable of switching between a coupling release state that does not couple the fixing member and the first element and the second element,
Estimating means for estimating the rotational speed of the first element;
When regeneration by the rotating electrical machine is performed, or when the torque input to the speed change mechanism is negative with the direction of torque for moving the vehicle forward, the coupling switching means is controlled to switch to the coupled state. Control means for
The control means rotates the rotational speed so that a differential rotational speed between the estimated rotational speed of the first element and a target rotational speed of the first element approaches a predetermined value corresponding to a temperature of lubricating oil of the transmission mechanism. A vehicle drive device that performs feedback control for controlling the rotation speed of an electric machine. A power distribution mechanism having three distribution elements that are differentially rotatable with respect to each other, wherein the engine is connected to one of the two distribution elements, and the rotating electrical machine is connected to the other;
14. The vehicle drive device according to claim 13, wherein the transmission member is connected to at least the rotating electric machine and is connected to the remaining distribution element of the power distribution mechanism. The control means sets the differential rotation speed as the predetermined value to a value that decreases as the temperature of the lubricating oil of the transmission mechanism increases and approaches a value that increases as the temperature of the lubricating oil of the transmission mechanism decreases. The vehicle drive device according to claim 13 , wherein feedback control is performed to control the rotational speed of the rotating electrical machine.

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