JP5733116B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to an improvement for suppressing a decrease in controllability of output torque when dragging occurs in an engagement element for locking an output shaft of an engine.

  A differential mechanism comprising a first rotating element, a second rotating element that is an input rotating member connected to the engine, and a third rotating element that is an output rotating member, and a first mechanism connected to the first rotating element There is known a hybrid vehicle that includes an electric motor and a second electric motor that is connected to a power transmission path from the third rotating element to a driving wheel so as to be able to transmit power. In such a hybrid vehicle, as a configuration for locking the output shaft of the engine, a technique of providing an engagement element between the output shaft of the engine and a non-rotating member has been proposed. For example, this is the power output device described in Patent Document 1. According to this technique, when the engine is stopped (non-rotating), the output shaft of the engine is locked, so that the first electric motor and the second electric motor can be used together as a driving source for traveling. High output of traveling can be realized.

JP 2005-138777 A Japanese Patent No. 3412525

  However, when an engagement element such as a friction engagement device is provided between the output shaft of the engine and the non-rotating member as in the conventional technique, dragging occurs in the engagement element for some reason. It is possible. As described above, when drag torque is generated in the engaging element, the conventional technique as described above calculates the reaction force of the first electric motor with respect to the engine torque. Due to the torque, the reaction force of the first motor becomes larger than necessary, and the controllability of the output torque may be deteriorated. Such a problem has been newly found in the process in which the present inventors have continued intensive research with the intention of improving controllability in a hybrid vehicle.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to reduce the output torque controllability when dragging occurs in the engagement element for locking the output shaft of the engine. It is providing the control apparatus of the hybrid vehicle which suppresses.

In order to achieve such an object, the gist of the first invention is a first rotating element, a second rotating element that is an input rotating member connected to the engine, and a third rotating element that is an output rotating member. A hybrid vehicle control device comprising: a differential mechanism including an element; an electric motor coupled to the first rotating element; and an engaging element provided between an output shaft of the engine and a non-rotating member. In this case, when the engagement element is dragged while the engine is being driven , the greater the drag amount of the engagement element, the more the motor reacts to the engine torque. It is characterized in that the force is reduced .

In this way, when the engagement element is dragged while the engine is being driven, the motor with respect to the engine torque increases as the drag amount of the engagement element increases. Since the reaction force of the motor is reduced , it is possible to suppress the reaction force of the motor from becoming unnecessarily large due to the drag torque of the engagement element, and the controllability of the output torque is deteriorated. It can prevent suitably. That is, it is possible to provide a control device for a hybrid vehicle that suppresses a decrease in controllability of output torque when dragging occurs in an engagement element for locking the output shaft of the engine.

Here, the gist of the second invention subordinate to the first invention is that the drag amount of the engaging element is a difference between an actual value with respect to a command value of the rotational speed of the engine from a predetermined relationship. It is calculated based on this. In this way, the drag torque of the engaging element can be derived in a practical manner.

Further, the gist of the third aspect of the invention, which is subordinate to the first aspect, is that the drag amount of the engagement element is calculated based on a heat generation amount of the engagement element from a predetermined relationship. is there. In this way, the drag torque of the engaging element can be derived in a practical manner.

In order to achieve the above object, the gist of the fourth invention is a first rotating element, an input rotating member, a second rotating element connected to the engine, and an output rotating member. Control of a hybrid vehicle comprising: a differential mechanism including a rotating element; an electric motor coupled to the first rotating element; and an engaging element provided between an output shaft of the engine and a non-rotating member. The apparatus outputs a reaction force corresponding to a torque obtained by subtracting at least a part of the drag torque of the engagement element from the torque of the engine, and transmits the engine torque to the third rotation element. It is characterized by this. If it does in this way, it can suppress that the reaction force of the said electric motor becomes large more than necessary resulting from the drag torque of the said engagement element, and it can prevent suitably that the controllability of output torque deteriorates. . That is, it is possible to provide a control device for a hybrid vehicle that suppresses a decrease in controllability of output torque when dragging occurs in an engagement element for locking the output shaft of the engine.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating the configuration of a hybrid vehicle drive device to which the present invention is preferably applied. It is a figure which illustrates the principal part of the electric system provided in order to control the hybrid drive by the drive device of FIG. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus in the drive device of FIG. 1 was equipped. FIG. 2 is a collinear chart that can relatively represent the rotational speeds of three rotary elements in the differential mechanism provided in the drive device of FIG. 1, and shows a traveling state in which the engine is stopped. FIG. 2 is a collinear chart that can relatively represent the rotational speeds of three rotary elements in the differential mechanism provided in the drive device of FIG. 1, and shows a traveling state in which an engine is driven. It is a figure which shows an example of the relationship for calculating the drag torque of a clutch memorize | stored in the memory | storage device in the drive device of FIG. It is a figure which shows another example of the relationship for calculating the drag torque of a clutch memorize | stored in the memory | storage device in the drive device of FIG. It is a figure which shows an example of the relationship for calculating the reaction force torque reduction amount of a 1st electric motor based on the drag torque of a clutch memorize | stored in the memory | storage device in the drive device of FIG. It is a time chart explaining the control of a present Example in the drive device of FIG. It is a flowchart explaining the principal part of the hybrid drive control of a present Example by the electronic controller with which the drive device of FIG. 1 was equipped.

  In the hybrid vehicle to which the present invention is applied, preferably, a second electric motor that functions as a drive source is connected to a power transmission path from the third rotating element to the drive wheels in the differential mechanism so as to transmit power. The In such a hybrid vehicle, the engine is stopped and at least one of the electric motor and the second electric motor is used as a drive source, and the power is mechanically transmitted to the drive wheels using the engine as a drive source. Any of a plurality of travel modes such as a traveling engine travel mode is selectively established according to the travel state of the vehicle. The engagement element is preferably engaged in a travel mode in which the engine is stopped to fix (lock) the output shaft of the engine to a non-rotating member, while in the travel mode in which the engine is driven. Is released to allow rotation of the output shaft.

  The engagement element is preferably a multi-plate hydraulic friction engagement device whose engagement state is controlled by a hydraulic actuator, for example, but an electromagnetic frictional engagement member whose engagement state is controlled by an electromagnetic actuator. Even in a hybrid vehicle equipped with a combination device and a magnetic powder type clutch as the engagement element, the present invention has a temporary effect. That is, the present invention is widely applied to hybrid vehicles provided with an engagement element that can generate drag for some reason between the output shaft of the engine and the non-rotating member. Further, the present invention is suitably applied to a so-called plug-in hybrid vehicle that includes a battery having a relatively large capacity and that can store power from a household power source to the battery.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating the configuration of a hybrid vehicle drive device 10 (hereinafter simply referred to as drive device 10) to which the present invention is preferably applied. The drive device 10 shown in FIG. 1 is suitably used for an FF (front engine / front drive) type vehicle, and is composed of an engine 12 as a drive source (main power source) and a pair of left and right drive wheels. The first drive unit 16, the second drive unit 18, the differential gear device 20, and a pair of left and right wheels are connected to a power transmission path between the wheels 14l and 14r (hereinafter, simply referred to as the wheels 14 unless otherwise distinguished). Axles 22l and 22r (hereinafter simply referred to as axles 22 unless otherwise distinguished).

The engine 12 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine that generates driving force by combustion of fuel injected in a cylinder. The first drive unit 16 includes a planetary gear unit 24 having a sun gear S, a carrier CA, and a ring gear R, which are three rotating elements, and a first electric motor MG1 connected to the sun gear S of the planetary gear unit 24. Are provided. Further, a clutch B _cr as an engagement element is provided between a crankshaft 26 that is an output shaft of the engine 12 and a housing (transaxle housing) 28 that is a non-rotating member.

  The crankshaft 26 of the engine 12 is connected to the carrier CA of the planetary gear unit 24 as an input shaft of the first drive unit 16. The crankshaft 26 is connected to a mechanical oil pump 30, and a hydraulic pressure is generated from the oil pump 30 as a source pressure of a hydraulic control circuit 48 described later by driving the engine 12. Yes. Further, the ring gear R of the planetary gear device 24 is connected to the output gear 32. That is, the planetary gear unit 24 includes a sun gear S as a first rotating element, a carrier CA as a second rotating element connected to the engine 12 as an input rotating member, and a third rotating element as an output rotating member. It corresponds to the differential mechanism provided with the ring gear R as.

  The output gear 32 is meshed with a large-diameter gear 36 that is provided integrally with an intermediate output shaft 34 that is parallel to the crankshaft 26 as an input shaft of the first drive unit 16. Similarly, a small diameter gear 38 provided integrally with the intermediate output shaft 34 is meshed with the input gear 40 of the differential gear device 20. The large diameter gear 36 is meshed with a second output gear 44 connected to the output shaft 42 of the second electric motor MG2. Here, preferably, each of the first electric motor MG1 and the second electric motor MG2 is a motor generator having a function as a motor (engine) for generating a driving force and a generator (generator) for generating a reaction force. However, the first electric motor MG1 has at least a function as a generator, and the second electric motor MG2 has at least a function as a motor.

  In the drive device 10 configured as described above, the rotation output from the engine 12 in the first drive unit 16 is output from the output gear 32 via the planetary gear device 24 as a differential mechanism, and This is input to the input gear 40 of the differential gear device 20 through a large-diameter gear 36 provided on the intermediate output shaft 34 and a small-diameter gear 38 having a smaller number of teeth than the large-diameter gear 36. Here, the rotation output from the output gear 32 is decelerated at a predetermined reduction ratio determined by the number of teeth of the large-diameter gear 36 and the number of teeth of the small-diameter gear 38, and the input gear 40 of the differential gear device 20. Is input. Further, the differential gear device 20 functions as a final reduction gear.

  The rotation of the first electric motor MG1 in the first drive unit 16 is transmitted to the output gear 32 via the planetary gear unit 24, and a large-diameter gear 36 and a small-diameter gear 38 provided on the intermediate output shaft 34. It is comprised so that it may transmit to the input gear 40 of the said differential gear apparatus 20 via this. The rotation of the second electric motor MG2 in the second drive unit 18 is transmitted to the large diameter gear 36 provided on the intermediate output shaft 34 via the output shaft 42 and the second output gear 44, and the large diameter thereof. It is configured to be transmitted to the input gear 40 of the differential gear device 20 through the gear 36 and the small diameter gear 38. That is, the drive device 10 of the present embodiment is configured such that any of the engine 12, the first electric motor MG1, and the second electric motor MG2 can be used as a driving source for traveling.

The clutch B _cr is preferably, for example, a multi-plate hydraulic friction engagement device controlled by a hydraulic actuator, and is preferably a wet friction brake. The engagement state of the clutch B _cr is controlled between engagement and release according to the hydraulic pressure supplied from the hydraulic control circuit 48 shown in FIG. Further, it may be configured to be slip-engaged (half-engaged) as necessary. In a state where the clutch B _cr is released, the crankshaft 26 of the engine 12 can be rotated relative to the housing 28 which is a non-rotating member. On the other hand, when the clutch B _cr is engaged, the crankshaft 26 of the engine 12 cannot rotate relative to the housing 28. That is, the crankshaft 26 of the engine 12 is fixed (locked) to the housing 28 by the engagement of the clutch _Bcr .

FIG. 2 is a diagram illustrating a main part of the electric system provided for controlling the hybrid drive by the drive device 10 of the present embodiment. As shown in FIG. 2, the drive device 10 includes a hybrid drive control electronic control device 50, an engine control electronic control device 52, and a motor control electronic control device 54. These electronic control devices 50, 52, and 54 are each configured to include a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like. By performing signal processing according to the stored program, various controls including hybrid drive control by the engine 12, the first electric motor MG1, and the second electric motor MG2, and engagement control of the clutch B _cr are executed. In this embodiment, the electronic control unit 52 mainly controls the drive (output torque) of the engine 12, and the electronic control unit 54 mainly drives the first motor MG1 and the second motor MG2. (Output torque) control will be described with respect to a mode in which the electronic control device 50 performs drive control of the entire drive device 10 via the electronic control devices 52 and 54. The electronic control devices 50, 52, and 54 However, it does not necessarily have to be provided as an individual control device, and may be provided as an integrated control device. Further, each of the electronic control devices 50, 52, 54 may be further divided into individual control devices.

As shown in FIG. 2, various signals are supplied to the electronic control device 50 from various sensors and switches provided in each part of the driving device 10. That is, a signal representing the vehicle speed V from the vehicle speed sensor, a signal representing the accelerator opening degree A _CC which is the operation amount of the accelerator pedal corresponding to the driver's output request amount from the accelerator opening sensor, and the first electric motor from the MG1 rotation speed sensor A signal representing the rotational speed N _MG1 of _MG1 , a signal representing the rotational speed N _MG2 of the second electric motor MG2 from the MG2 rotational speed sensor, a signal corresponding to the rotational speed N _OUT of the output gear 32 from the output shaft rotational speed sensor, ATF signal corresponding from the oil temperature sensor in a temperature ATF temperature T _ATF of the hydraulic fluid supplied to each part of the drive device 10, a signal corresponding to the rotational speed N _E of the engine 12 from the engine rotational speed sensor 56, a battery From the SOC sensor 58, a signal corresponding to the battery SOC, which is a storage amount of a battery (power storage device) (not shown), or the battery SOC Flip input and output limits value or signal representative of the input limit value Win and output limiting value Wout, and the from the clutch temperature sensor 60 clutch B _cr temperature (heating amount) signal or the like corresponding to T _cr respectively the electronic control unit 50 To be supplied. Incidentally, the clutch temperature sensor 60 may be designed to detect the temperature T _cr of said clutch B _cr based on ATF temperature T _ATF detected by the ATF temperature sensor.

In addition, the electronic control device 50 sends command signals for performing drive control of the engine 12, drive control of the first electric motor MG1, and drive control of the second electric motor MG2 to the electronic control devices 52 and 54, respectively. Is output. That is, the intake air of the engine 12, which is a signal for controlling the output of the engine 12 via, for example, the engine output control device 62 (see FIG. 3) as an engine torque command to the electronic control device 52. A drive signal to a throttle actuator for operating an opening degree θ _TH of an electronic throttle valve provided in the pipe, a fuel supply amount signal for controlling a fuel supply amount to an intake pipe or the like by a fuel injection device, or an engine 12 by an ignition device An ignition signal for instructing the ignition timing is output. In addition, the first electric motor MG1 and the second electric motor MG1 and the second electric motor MG1 are transmitted from the battery (not shown) via the first inverter 64 and the second inverter 66 (see FIG. 3) as the MG1 torque command and the MG2 torque command to the electronic control unit 54. A command signal for controlling electric energy and the like supplied to electric motor MG2 is output. In order to control the engagement state of the clutch B _cr, to electromagnetic control valve corresponding to the clutch B _cr hydraulic actuator provided in the hydraulic control circuit 48, the output pressure from the solenoid control valve A hydraulic command signal for control is output.

  FIG. 3 is a functional block diagram for explaining a main part of the control function provided in the electronic control devices 50, 52, 54 and the like. Preferably, the hybrid drive control unit 70 and the drag amount calculation unit 78 shown in FIG. 3 are both functionally provided in the electronic control unit 50. These control functions are controlled by the electronic control unit. 50, 52, and 54 may be provided, and further, the electronic control devices 50, 52, and 54 may be provided in a different control device. Further, an engine drive control unit 72 included in the hybrid drive control unit 70 is functionally provided in the electronic control device 52, and a first motor drive control unit 74 and a second motor drive control unit 76 are functionally provided in the electronic control device 54. As described above, these control functions are provided in a distributed manner in the electronic control devices 50, 52, and 54, and processing is executed by transmitting and receiving information between the electronic control devices 50, 52, and 54. It does not matter.

  The hybrid drive control unit 70 shown in FIG. 3 performs hybrid drive control by the drive device 10. Specifically, the driving of the engine 12 is controlled via the engine output control device 62, and the driving of the first electric motor MG1 and the second electric motor MG2 via the first inverter 64 and the second inverter 66 ( Power running) or power generation (regeneration) is controlled. In order to perform such control, an engine drive control unit 72, a first motor drive control unit 74, and a second motor drive control unit 76 are included. Hereinafter, these control functions will be described.

The engine drive control unit 72 basically controls the drive of the engine 12 via the engine output control device 62. Specifically, an electronic throttle valve provided in the intake pipe of the engine 12 so that the output of the engine 12 becomes a target engine output (target rotational speed or target output torque) calculated by the electronic control unit 50. Drive signal to the throttle actuator for operating the opening degree θ _TH of the engine, a fuel supply amount signal for controlling the fuel supply amount to the intake pipe or the like by the fuel injection device, and an ignition signal for instructing the ignition timing of the engine 12 by the ignition device Are supplied to the engine output control device 62 via the electronic control device 52.

  The first electric motor drive control unit 74 basically controls the operation of the first electric motor MG1 via the first inverter 64. Specifically, a battery (not shown) and the first electric motor MG1 are set so that the output of the first electric motor MG1 becomes a target first electric motor output (target rotational speed or target output torque) calculated by the electronic control unit 50. A signal for controlling input / output of electric energy between the first inverter 64 and the second inverter 64 is supplied to the first inverter 64 via the electronic control unit 54.

  The second electric motor drive control unit 76 basically controls the operation of the second electric motor MG2 via the second inverter 66. Specifically, a battery (not shown) and the second electric motor MG2 are set so that the output of the second electric motor MG2 becomes the target second electric motor output (target rotational speed or target output torque) calculated by the electronic control unit 50. A signal for controlling input / output of electric energy between the second inverter 66 and the second inverter 66 is supplied via the electronic control unit 54.

The hybrid drive control unit 70 performs hybrid drive control by the drive device 10 via the engine drive control unit 72, the first electric motor drive control unit 74, and the second electric motor drive control unit 76. For example, from the map (not shown) that is predetermined and stored in the storage device 68, the wheel 14 is applied to the wheel 14 based on the accelerator operation amount A _CC detected by the accelerator operation amount sensor and the vehicle speed V detected by the vehicle speed sensor. A required driving force F _req which is a target value of the driving force to be transmitted is calculated, and the engine 12, the first engine 12, and the second engine 12 are operated so as to achieve a low fuel consumption and a small amount of exhaust gas according to the calculated required driving force F _req A required output is generated from at least one of the first electric motor MG1 and the second electric motor MG2. That is, the engine 12 is stopped and a motor travel mode (EV mode) using at least one of the first electric motor MG1 and the second electric motor MG2 as a drive source, and the power is mechanically generated exclusively using the engine 12 as a drive source. Depending on the driving state of the vehicle, an engine driving mode in which the vehicle travels by transmitting to the wheels 14, and a hybrid driving mode in which the engine 12 and the second electric motor MG2 (or the first electric motor MG1 in addition thereto) are driven together are driven. To establish it selectively.

Preferably, the hybrid drive control unit 70 performs a motor travel mode in which the engine 12 is stopped based on the battery SOC detected by the battery SOC sensor 58, and driving of the engine 12. Switching control between an engine traveling mode or a hybrid traveling mode, which is a traveling mode. For example, when the battery SOC detected by the battery SOC sensor 58 is greater than a predetermined threshold value S _bo , a motor travel mode that is a travel mode in which the engine 12 is stopped is established, while the battery SOC is When the value is equal to or less than the threshold value S _bo , an engine travel mode or a hybrid travel mode that is a travel mode in which the engine 12 is driven is established. Preferably, the travel mode switching control may be performed based on the accelerator operation amount A _cc detected by the accelerator operation amount sensor and the vehicle speed V detected by the vehicle speed sensor.

  4 and 5 are collinear diagrams that can relatively represent the rotational speeds of the three rotating elements in the planetary gear unit 24 that is a differential mechanism, and the vertical lines Y1 to Y3 are from the left in the drawing. In order, the vertical line Y1 represents the rotational speed of the sun gear S as the first rotational element connected to the first electric motor MG1, and the vertical line Y2 represents the rotational speed of the carrier CA as the second rotational element connected to the engine 12. The vertical line Y3 indicates the rotational speed of the ring gear R, which is a third rotating element connected to the second electric motor MG2 via the large-diameter gear 36, the second output gear 44, and the like. 4 shows the relative speed of each rotary element in the motor travel mode, which is a travel mode in which the engine 12 is not driven (the engine 12 is stopped), and FIG. 5 shows the travel in which the engine 12 is driven. The relative speeds of the rotating elements in the engine driving mode or the hybrid driving mode, which are modes, are shown.

  The operation of the driving device 10 will be described with reference to FIGS. 4 and 5. The planetary gear device 24 includes a sun gear S as a first rotating element, a second rotating element, a carrier CA as an input rotating member, and a third rotating gear. This corresponds to a differential mechanism including a rotating element and a ring gear R as an output rotating member. The sun gear S as the first rotating element is connected to the first electric motor MG1, the carrier CA as the second rotating element is connected to the engine 12, and the ring gear R as the third rotating element is the large-diameter gear. 36, the second output gear 44 and the like so as to be able to transmit power to the second electric motor MG2, so that the planetary gear unit 24, the first electric motor MG1, and the second electric motor MG2 are the main components. A step transmission unit is configured.

Also, the operation of the drive device 10 in the motor travel mode will be described with reference to FIG. 4. The engine 12 is not driven and its rotational speed is zero. Preferably, the clutch B _cr is engaged (completely engaged) by the electronic control unit 50 via the hydraulic control circuit 48, and the crankshaft 26 of the engine 12 is a non-rotating member. 28 (fixed). In such a state, the power running torque of the second electric motor MG2 is transmitted to the wheels 14 as the driving force in the vehicle forward direction. The reaction torque of the first electric motor MG1 is transmitted to the wheels 14 as a driving force in the vehicle forward direction. That is, the rotational speed of the ring gear R corresponding to the output rotating member is increased in the positive rotation direction by the reaction force torque of the first electric motor MG1. The change from the broken line to the solid line in FIG. 4 indicates that when the rotational speed of the first electric motor MG1 is lowered from the value indicated by the broken line to the value indicated by the solid line, the rotational speed of the second electric motor MG2 (the rotational speed of the ring gear R) is reduced. It shows how it is raised. That is, in the driving device 10, the crankshaft 26 of the engine 12 is locked by the clutch _Bcr , so that the first electric motor MG1 and the second electric motor MG2 can be used together as a driving source for traveling. For example, in a so-called plug-in hybrid vehicle that can store power from a household power supply to a battery, it is possible to achieve high output of motor travel.

Further, the operation of the driving device 10 in the engine travel mode or the hybrid travel mode will be described with reference to FIG. 5. The output torque of the engine 12 input to the carrier CA is counteracted by the first electric motor MG1. When force torque is input to the sun gear S, the first electric motor MG1 is caused to function as a generator. Further, when the rotational speed of the ring gear R (output shaft speed) is constant, by varying the rotational speed of the first motor MG1 in the vertical, continuously the rotation speed N _E of the engine 12 It can be changed (in a stepless manner). That is, a control for example fuel consumption rotation speed N _E of the engine 12 is set to the best rotation speed, it can be executed by the power running control or reactive control of the first electric motor MG1. This type of hybrid type is called mechanical distribution type or split type.

Here, in the configuration in which the clutch B _cr that is a hydraulic friction engagement device is provided between the crankshaft 26 of the engine 12 and the housing 28 that is a non-rotating member, as in the drive device 10, for some reason It is considered that dragging occurs in the clutch B _cr due to (abnormal). That is, for example, in the engine travel mode or the hybrid travel mode, which is the travel mode in which the engine 12 is driven, the clutch B _cr is supposed to be released (completely released) to the clutch B _cr . It is conceivable that a frictional force (transmission torque) is generated and the crankshaft 26 is dragged with respect to the housing 28. As described above, when drag is generated in the clutch B _cr , the rotational speed of the engine 12 is reduced by the drag torque as shown by a one-dot chain line in FIG. 5, and as a result, the reaction torque of the first electric motor MG1 May become unnecessarily large and the controllability of the output torque may be reduced. That is, the in a state where the engine rotational speed N _E has been reduced by the drag of the clutch B _cr, the same reaction torque in the case when there is no change in the reaction force torque (drag is not generated is to generate the first electric motor MG1 The output torque may deviate from a desired value, for example, the rotation speed of the ring gear R (rotation speed of the second electric motor MG2), which is an output rotation member, becomes larger than the target value.

Assuming the above-mentioned problems of the prior art, in the driving apparatus 10 of the present embodiment, during the traveling in which the engine 12 is driven, the reaction of the first electric motor MG1 depends on the drag amount of the clutch _Bcr. The power is changed. That is, the drag amount calculation unit 78 shown in FIG. 3 calculates the drag amount of the clutch B _cr that is an engaging element during the traveling in which the engine 12 is driven. Preferably, the pre-stored in the storage device 68 relation, based on the relation value indicating a driving state of the drive unit 10, calculates the drag torque T _cr as drag of the clutch B _cr. This drag torque T _cr corresponds to, for example, a transmission torque due to drag of the clutch B _cr .

FIG. 6 is a diagram illustrating an example of a relationship for calculating the drag torque T _cr of the clutch B _cr stored in the storage device 68. In the storage device 68, for example, as shown in FIG. 6, the actual value for the command value of the rotational speed of the engine 12 difference (rotational speed difference value) .DELTA.N _E and of said clutch B _cr drag torque T _cr relationship is stored in advance, the dragging amount calculating unit 78 calculates the dragging of the clutch B _cr based from such relation to the rotational speed difference value .DELTA.N _E of the engine 12. The relationship shown in Figure 6, the drag torque T _cr of the more the clutch B _cr is greater rotational speed difference value .DELTA.N _E of the engine 12 is predetermined to be larger. Here, the difference ΔN _E between the actual value and the command value of the rotational speed of the engine 12 is a command value (engine torque command) supplied from the electronic control unit 50 when the clutch B _cr is not dragged. detected by the engine rotational speed sensor 56 when the rotational speed N _E0 of the engine 12 to be achieved (ideal value corresponding to the command value), for example, dragging the clutch B _cr is generated in response to) The difference (ΔN _E = N _E0 −N _E ) from the rotational speed N _E (actual value) of the engine 12, in other words, the ideal value of the engine rotational speed with respect to the command value supplied from the electronic control unit 50. And the difference between the measured values. That is, the drag amount calculation unit 78 preferably has the clutch shown in FIG. 6 based on a difference value ΔN _E of an actual value with respect to a command value of the rotational speed of the engine 12 from a predetermined relationship as shown in FIG. A drag torque T _cr as a drag amount of B _cr is calculated.

FIG. 7 is a view showing another example of the relationship for calculating the drag torque T _cr of the clutch B _cr stored in the storage device 68. In the storage device 68, for example, as shown in FIG. 7, the clutch B _cr temperature (heating amount) relationship between T _cr and drag torque T _cr of the clutch B _cr is stored in advance, the dragging Based on the relationship, the amount calculation unit 78 calculates the drag amount of the clutch B _cr based on the heat generation amount T _cr of the clutch B _cr detected by the clutch temperature sensor 60. Here, the relationship shown in FIG. 7, the clutch B _cr calorific value T _cr is too large drag torque T _cr of the clutch B _cr is predetermined to be larger. That is, the drag amount calculating unit 78 preferably has a predetermined relationship as shown in FIG. 7 based on the heat generation amount T _cr of the clutch B _cr detected by the clutch temperature sensor 60. A drag torque T _cr as a drag amount of the clutch B _cr is calculated.

The hybrid drive control unit 70 changes the reaction torque of the first electric motor MG1 in accordance with the drag amount of the clutch B _cr during traveling in which the engine 12 is being driven. Preferably, based on the drag torque T _cr of the clutch B _cr calculated by the drag amount calculator 78 from the relationship as shown in FIG. The force torque decrease value ΔT _MG1 is derived. Here, the relationship shown in FIG. 8, the reaction force torque reduction amount [Delta] T _MG1 of the larger drag torque T _cr of the clutch B _cr the first motor MG1 is set to be larger. In other words, the hybrid drive control unit 70 is preferably based on the drag torque T _cr of the clutch B _cr calculated by the drag amount calculation unit 78 while the engine 12 is being driven. Then, hybrid drive control (motor reaction force correction control) is performed to decrease the reaction torque of the first electric motor MG1 as the drag torque T _cr increases. In other words, by outputting a reaction force corresponding the torque T _E of the engine 12 to the torque obtained by subtracting at least a portion of the drag torque T _dr of the clutch B _cr by the first electric motor MG1, the engine 12 Control for transmitting torque to the ring gear R is performed.

FIG. 9 is a time chart for explaining the control of this embodiment by the electronic control unit 50. The control shown in FIG. 9 corresponds to the travel mode in which the engine 12 is driven, the engagement hydraulic pressure of the clutch B _cr is set to 0, and the battery SOC is greater than the threshold value S _bo. ing. First, at time t1, the drag on the clutch B _cr is generated, with increasing the drag torque T _cr of the clutch B _cr is started, gradually decreasing the rotational speed N _E of the engine 12 is started. Further, in accordance with the gradual decrease of the rotational speed N _E of the engine 12, the torque T _MG1 and the rotation speed N _MG1 of the first electric motor MG1 is both is gradually decreased. That is, the reaction torque of the first electric motor MG1 is increased. Next, at time t2, control for reducing the reaction torque of the first electric motor MG1 according to the drag amount is started as correction control according to the drag of the clutch _Bcr . That is, the reaction torque reduction amount ΔN _{MG1 of} the first electric motor _MG1 is calculated based on the drag torque T _cr of the clutch B _cr at the time point t2, and the reaction time of the first electric motor _MG1 is increased from the time point t2 to the time point t3. The force torque is gradually reduced based on the calculated reduction amount ΔN _MG1 . In other words, as shown in the time chart of FIG. 9, the torque of the first electric motor MG1 is gradually increased in the positive direction. Thus, at the time t3, the flow returns to the value before the rotational speed N _E of the engine 12 is drag occurs in the clutch B _cr. As described above, in the control of the present embodiment, the reaction force torque of the first electric motor MG1 is reduced based on the drag torque T _cr of the clutch B _cr calculated by the drag amount calculation unit 78. The operating point of the engine 12 can be returned to the original value (value when the clutch is not dragged), and the controllability of the output torque in the drive device 10 can be improved.

  FIG. 10 is a flowchart for explaining a main part of the hybrid drive control by the electronic control unit 50, which is repeatedly executed at a predetermined cycle.

First, in step (hereinafter, step is omitted) S1, it is determined whether or not the battery SOC detected by the battery SOC sensor 58 is larger than a predetermined threshold _Sbo . If the determination in S1 is affirmative, in S2, the motor travel mode is set as the travel mode of the drive device 10, and in S3, the engine 12 is stopped and the clutch _Bcr is engaged. At the same time, after the hybrid drive control in the motor travel mode using at least one of the first electric motor MG1 and the second electric motor MG2 as a drive source is executed, this routine is terminated, but the determination of S1 is negative In S4, the engine travel mode is set as the travel mode of the drive device 10. In this traveling mode, the engine 12 is used as a driving source for traveling, and power is generated by the first electric motor MG1 and the like. Next, in S5, the drag torque T _dr of the clutch B _cr is detected (calculated) based on the predetermined relationship to the rotational speed difference value .DELTA.N _E or clutch heat generation amount T _cr the like of the engine 12. Next, in S6, MG1 reaction force control correction for reducing the reaction force torque of the first electric motor MG1 is executed based on the drag torque T _cr of the clutch B _cr calculated in S5. Next, in S7, drive control in the engine travel mode using the engine 12 as a drive source is executed corresponding to the reaction force torque of the first electric motor MG1 corrected in S6, and then this routine ends. Be made. In the above control, S1 to S4, S6, and S7 correspond to the operation of the hybrid drive control unit 70, and S5 corresponds to the operation of the drag amount calculation unit 78, respectively.

As described above, according to the present embodiment, when the clutch B _{cr serving as} the engagement element is dragged while the engine 12 is being driven, the reaction force of the first electric motor MG1 is increased. Since it is changed, the reaction force of the first electric motor MG1 can be prevented from becoming larger than necessary due to the drag torque T _dr of the clutch B _cr , and the controllability of the output torque is deteriorated. Can be suitably prevented. That is, it is possible to provide an electronic control device 50 for a hybrid vehicle that suppresses a decrease in controllability of output torque when dragging occurs in the clutch B _cr for locking the output shaft of the engine 12.

Further, during traveling while the engine 12 is being driven, the reaction force of the first electric motor MG1 is reduced as the drag amount of the clutch B _cr increases, so that the drag torque of the clutch B _cr is reduced. As a result, the reaction force of the first electric motor MG1 can be prevented from becoming unnecessarily large, and the controllability of the output torque can be prevented in a practical manner.

Further, the drag torque T _dr of the clutch B _cr is calculated based on a difference ΔN _{E between} actual values with respect to a command value of the rotational speed N _E of the engine 12 from a predetermined relationship. The drag torque T _dr of B _cr can be derived in a practical manner.

Further, drag torque T _dr of the clutch B _cr is because it is intended to be calculated on the basis of the predetermined relationship to the heat generation amount T _cr of said clutch B _cr, practical drag torque T _dr of the clutch B _cr Can be derived in a general manner.

Further, according to this embodiment, a reaction force corresponding to the torque T _E of the engine 12 to the torque obtained by subtracting at least a portion of the drag torque T _dr of the clutch B _cr is output by the first electric motor MG1, the Since the torque of the engine 12 is transmitted to the ring gear R, it is possible to suppress the reaction force of the first electric motor MG1 from becoming unnecessarily large due to the drag torque T _dr of the clutch B _cr. It is possible to suitably prevent the output torque controllability from deteriorating. That is, it is possible to provide an electronic control device 50 for a hybrid vehicle that suppresses a decrease in controllability of output torque when dragging occurs in the clutch B _cr for locking the output shaft of the engine 12.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the spirit of the present invention. Is.

12: engine, 24: planetary gear unit (differential mechanism), 26: crankshaft (output shaft), 28: housing (non-rotating member), 50: electronic controller for hybrid drive control, _Bcr : clutch (engaged) Element), CA: carrier (second rotating element), MG1: first electric motor, S: sun gear (first rotating element), R: ring gear (third rotating element)

Claims (4)

A differential mechanism comprising a first rotating element, an input rotating member, a second rotating element connected to the engine, and a third rotating element that is an output rotating member; and an electric motor connected to the first rotating element; A control device for a hybrid vehicle comprising an engagement element provided between an output shaft of the engine and a non-rotating member,
When the engagement element is dragged while the engine is being driven, the greater the drag amount of the engagement element, the less the reaction force of the motor against the engine torque. control apparatus for a hybrid vehicle, characterized by being. The control apparatus for a hybrid vehicle according to claim 1 , wherein the drag amount of the engagement element is calculated based on a difference between actual values with respect to a command value of the rotation speed of the engine from a predetermined relationship. The control apparatus for a hybrid vehicle according to claim 1 , wherein the drag amount of the engagement element is calculated based on a heat generation amount of the engagement element from a predetermined relationship. A differential mechanism comprising a first rotating element, an input rotating member, a second rotating element connected to the engine, and a third rotating element that is an output rotating member; and an electric motor connected to the first rotating element; A control device for a hybrid vehicle comprising an engagement element provided between an output shaft of the engine and a non-rotating member,
A reaction force corresponding to a torque obtained by subtracting at least a part of the drag torque of the engagement element from the torque of the engine is output by the electric motor, and the torque of the engine is transmitted to the third rotation element. Control device for hybrid vehicle.

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