JP5883659B2 - Vehicle and vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control technology capable of shifting mechanical power output from an engine output shaft of an internal combustion engine by means of a planetary gear device and outputting it to drive wheels.

  In a vehicle capable of shifting the mechanical power output from the engine output shaft of the internal combustion engine by the planetary gear device and outputting it to the drive wheels, the mechanical power output from the internal combustion engine is driven by the planetary gear device. A technique for distributing mechanical power toward a wheel (wheel) and mechanical power toward an electric motor that operates as a generator is known (see, for example, Patent Document 1).

Japanese Patent No. 4200240

  In the vehicle as described above, the internal combustion engine is controlled by restricting the rotation of each rotating element (for example, sun gear, planetary carrier, ring gear, etc.) of the planetary gear device using a mechanical element such as a brake or a clutch. There is a technique in which mechanical power output from an engine output shaft (hereinafter referred to as engine output) is shifted at a predetermined reduction ratio (or speed increase ratio) by the planetary gear device and output to drive wheels. For example, the engine output is output to the drive wheel by increasing the rotational speed in the planetary gear device (hereinafter referred to as a speed increasing mode), or the engine output is output as it is in the planetary gear device. There has been proposed a driving method (hereinafter referred to as a direct connection mode) that is transmitted and output toward a driving wheel.

  In such a vehicle, when switching from the speed increasing mode as described above to the direct connection mode, a mechanical element such as a clutch or a brake that restricts the rotation of each rotating element of the planetary gear device is operated to It is necessary to make the rotation not limited. In such a state, the engine output shaft and the member coupled to the engine output shaft and rotating integrally may be caused by the moment of inertia of the member rotating integrally with the engine output shaft. .

  The present invention has been made in view of the above, and the rotational fluctuation generated in the engine output shaft due to the moment of inertia of the member that rotates integrally with the engine output shaft when shifting from the acceleration mode to the direct connection mode during vehicle acceleration. An object of the present invention is to provide a vehicle control technology capable of suppressing the above-described problem.

In order to achieve the above object, a vehicle according to the present invention is a vehicle capable of shifting the mechanical power output from the engine output shaft of the internal combustion engine by the planetary gear device and outputting it to the drive wheels. the a driving method that neither restrict the rotation of each rotating element of the planetary gear unit, the mechanical power from the engine output shaft, the split in the planetary gear unit, a part mainly as a generator while transmitted to the rotor of the generator is an electric motor that operates a power split mode is an operation mode that can output the remainder toward the drive wheel, at least one of the rotary elements of the planetary gear unit by limiting the one of the rotational movement, at least a portion of the mechanical power from the engine output shaft, said by accelerated rotational speed in the planetary gear unit, the drive wheel Only the speed increasing mode is an operation mode for outputting, by restricting at least one of the rotational movement of the respective rotary elements of the planetary gear unit, at least a portion of the mechanical power from the engine output shaft, wherein without changing the rotational speed in the planetary gear unit, and the direct mode is an operating system for output to the driving wheel, which can be configured switched on, the planetary gear device, the engine output of the internal combustion engine A planetary carrier that rotates integrally with a shaft; a first sun gear that rotates in conjunction with a rotor of the generator; and a ring gear that rotates in conjunction with the drive wheel. The vehicle includes the planetary A second sun gear sharing a carrier with the first sun gear and having a larger number of teeth than the first sun gear; and the second sun gear. By stopping the rotation and limiting the rotation speed of the first sun gear, the speed increasing brake for increasing the rotation speed of the ring gear with respect to the planetary carrier is connected to the ring gear and the planetary carrier. by a coupling clutch for rotating the ring gear and the planetary carrier at the same rotational speed, when shifting from the speed increasing mode during acceleration of the vehicle in the direct mode, and from the speed increasing mode to the power-split mode Te, and a control device which Ru is shifted to the direct mode from the power-split mode, the control device in the power-split mode, the engine output shaft by the inertia moment of the member which rotates integrally with the engine output shaft Acting on the engine output shaft in a direction that cancels out rotational fluctuations The rotation direction of the rotor is switched to the opposite direction to the speed increasing mode by changing the engine torque to be turned and causing the generator to power .

The vehicle control device according to the present invention, the mechanical power internal combustion engine is output from the engine output shaft, and shifting the planetary gear unit is used to output a vehicle capable toward the driving wheel, the engine output a controllable vehicle control device engine torque is the torque acting on the shaft, said a driving method that does not restrict any rotation of each rotating element of the planetary gear unit, the mechanical power from the engine output shaft and the split in the planetary gear unit, the transmitting part to the main generator rotor is an electric motor acting as a generator, capable of outputting the remainder toward the drive wheel driving and a power split mode is a scheme, by limiting at least one of the rotational movement of the respective rotary elements of the planetary gear unit, little of the mechanical power from the engine output shaft Some and also the by accelerated rotational speed in a planetary gear device, the speed increasing mode is an operating system for output to the driving wheel, at least one of the rotational movement of the respective rotary elements of the planetary gear unit by limiting the, at least a portion of the mechanical power from the engine output shaft, it said without changing the rotational speed in the planetary gear unit, direct mode and a driving method for output to the driving wheel The planetary gear device includes a planetary carrier that rotates integrally with an engine output shaft of the internal combustion engine, a first sun gear that rotates in conjunction with a rotor of the generator, and the driving wheel. A ring gear that rotates in conjunction with the vehicle, wherein the vehicle shares the planetary carrier with the first sun gear, and the first gear The rotation of the ring gear relative to the planetary carrier is achieved by stopping the rotation of the second sun gear having a larger number of teeth than the sun gear and limiting the rotation speed of the first sun gear. A speed increasing brake for increasing the speed; and a connecting clutch for rotating the planetary carrier and the ring gear at the same rotational speed by connecting the ring gear and the planetary carrier; apparatus, when shifting from the speed increasing mode during acceleration of the vehicle in the direct connection mode, and the power-split mode from the acceleration mode, the allowed transition from power-split mode to the direct mode, in the power-split mode , Due to the moment of inertia of the member that rotates integrally with the engine output shaft. The engine torque acting on the engine output shaft is changed in a direction to cancel the rotational fluctuation generated in the engine output shaft, and the generator is powered to switch the rotation direction of the rotor to the opposite direction to the speed increasing mode .

  According to the present invention, when shifting from the acceleration mode to the direct connection mode during vehicle acceleration, it is possible to suppress the rotational fluctuation that occurs in the engine output shaft due to the moment of inertia of the member that rotates integrally with the engine output shaft. Generation of vibration (shock) due to fluctuation can be suppressed.

It is a mimetic diagram showing the composition of the vehicles concerning an embodiment. It is a figure explaining the driving | operation system of the vehicle which concerns on embodiment, and is an alignment chart which shows operation | movement of each rotation element of a planetary gear apparatus. 4 is a flowchart showing “cooperative control of an internal combustion engine and a generator” executed by the vehicle control device according to the embodiment. It is a timing chart which shows operation | movement of the internal combustion engine and generator which the vehicle which concerns on embodiment has, and is a figure which shows the case where "lag compensation control" is performed. It is a timing chart which shows operation of an internal combustion engine and a generator which vehicles concerning a modification of an embodiment have, and is a figure showing a case where "lag compensation control" is not performed.

  Hereinafter, embodiments of the present invention (hereinafter simply referred to as “embodiments”) will be described in detail with reference to the drawings. In addition, this invention is not limited to the following embodiment, A various change is possible in the range which does not deviate from the summary.

  First, the vehicle according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic diagram illustrating a configuration of a vehicle according to the present embodiment. As an example of the vehicle according to the present embodiment, a four-wheel drive vehicle in which the front wheels and the rear wheels are rotationally driven by receiving mechanical power from the propulsion shaft will be described.

  As shown in FIG. 1, a vehicle 1 is used as a first electric motor 10 mainly used for driving the vehicle 1 and mainly as a generator, as an electric motor capable of converting electric energy into mechanical work and outputting it. The second electric motor 20 is provided. In addition, the vehicle 1 has an internal combustion engine 5 as a prime mover that converts fuel energy into mechanical work by combustion and outputs the mechanical work. These are mounted on the vehicle 1 in combination with a power transmission device to be described later.

  As the internal combustion engine 5, a piston reciprocating engine in which a piston reciprocates in a cylinder is used. The internal combustion engine is provided with a fuel injection device, an ignition device, a throttle valve device, and the like (not shown), and outputs generated mechanical power from an engine output shaft (crankshaft) 6. The engine output shaft 6 is connected via a flywheel 7 and a damper 8 to an input shaft 32 of a power split mechanism described later. In the following description, mechanical power output from the engine output shaft 6 by the internal combustion engine 5 is referred to as “engine output”, and torque acting on the engine output shaft 6, that is, load, is referred to as “engine torque”. The rotational speed of the engine output shaft 6 is referred to as “engine rotational speed”.

  The first electric motor 10 and the second electric motor 20 each have a function of converting supplied electric power into mechanical power and outputting it, and a function as a generator for converting input mechanical power into electric power. It is a rotating electrical machine, a so-called “motor generator”. As the first electric motor 10 and the second electric motor 20, permanent magnet type AC synchronous motors are used. The first electric motor 10 and the second electric motor 20 are respectively provided with stators 13 and 24 that receive a supply of three-phase AC power to form a rotating magnetic field, and rotors 11 and 22 that rotate by being attracted to the rotating magnetic field. The rotors 11 and 22 are configured to be able to input and output mechanical power.

  The first electric motor 10 is a “drive motor” that mainly outputs mechanical power from the rotor 11 toward the drive wheels 77 and 99. In addition, the 1st electric motor 10 is comprised so that mechanical power received with the rotor 11 can be converted into electric power by operating as a generator. On the other hand, the second electric motor 20 is a “generator” that mainly operates as a generator that converts mechanical power received by the rotor 22 into electric power. The second electric motor 20 is configured to be able to output mechanical power from the rotor 22.

  The rotational speed of the rotor 22 of the second electric motor 20 that is a power generation motor is referred to as “generator rotational speed”. The torque generated by the second electric motor 20 on the rotor 22, that is, the rotational load is referred to as “generator torque”, and the mechanical power output from the rotor 22 by the second electric motor 20 is referred to as “generator output”.

  In addition, the vehicle 1 serves as a power split mechanism that can split the mechanical power output from the internal combustion engine 5 into mechanical power toward the second electric motor 20 and mechanical power toward the drive wheels 77 and 99. A simple planetary planetary gear unit 30 is provided as a speed change mechanism for shifting the output mechanical power and outputting it to the drive wheels. The planetary gear device 30 is coupled to the input shaft 32 and supports a planetary carrier 33 that rotatably supports the first planetary pinion 35, a first sun gear 36 that meshes with the first planetary pinion 35, and a first planetary pinion 35. And a ring gear 44 that meshes with each other as a rotating element. An output shaft 48 and an output gear 45 that output mechanical power toward the propulsion shaft 60 are coupled to the ring gear 44.

  The first sun gear 36 is provided coaxially with the input shaft 32 and is coupled to a gear 38 that drives the second electric motor 20 via a first hollow shaft 37 through which the input shaft 32 passes. The gear 38 meshes with a gear 39 coupled to the rotor 22 of the second electric motor 20 via the output shaft 40. Thus, the first sun gear 36 is engaged with the rotor 22 of the second electric motor 20. That is, the first sun gear 36 rotates in conjunction with the rotor 22 of the second electric motor 20.

  The planetary gear device 30 as the power split mechanism configured as described above can receive the engine output received by the input shaft 32 and transmitted to the planetary carrier 33 into the ring gear 44 and the first sun gear 36. ing. Of the engine output, mechanical power transmitted to the first sun gear 36 is transmitted to the rotor 22 and converted into electric power by operating the second electric motor 20 as a generator. On the other hand, the mechanical power transmitted from the planetary carrier 33 to the ring gear 44 is transmitted toward the drive wheels 77 and 99.

  The vehicle 1 also has a mechanism (hereinafter referred to as a speed increasing mechanism) 50 for increasing the rotational speed of the ring gear 44 with respect to the planetary carrier 33. The speed increasing mechanism 50 shares the power split mechanism described above with the planetary carrier 33 and the ring gear 44 as rotating elements. The speed increasing mechanism 50 is rotatably supported by the planetary carrier 33, shares the first planetary pinion 35 and the planetary carrier 33, and meshes with the second planetary pinion 51 that rotates integrally with the second planetary pinion 51. 2 sun gear 52 as a rotating element. The second sun gear 52 has a larger number of teeth than the first sun gear 36. The speed increasing mechanism 50 further brakes and stops the rotation of the second sun gear 52, and increases the rotation speed of the ring gear 44 with respect to the rotation speed of the planetary carrier 33. B.

  The speed increasing brake B has a moving body coupled to the second sun gear 52 and a stationary body coupled to the vehicle 1, a moving body 54 that rotates integrally with the second sun gear 52, and a stationary body 55. And the rotation of the second sun gear 52 can be braked and stopped. When the speed increasing brake B is controlled to a “stop state” in which the rotation of the moving body 54 is stopped, the rotation of the second sun gear 52 is stopped, and the rotation speed of the ring gear 44 is set to a constant ratio with respect to the rotation speed of the planetary carrier 33. It is possible to increase the speed.

  In this way, the speed increasing brake B is controlled to be stopped, thereby stopping the rotation of the second sun gear 52 and limiting the rotation speed of the first sun gear 36. As a result, the rotational speed of the ring gear 44 can be increased with respect to the planetary carrier 33. In other words, the speed increasing mechanism 50 increases the rotational speed of the ring gear 44 relative to the planetary carrier 33 by restricting the rotational movement of the first sun gear 36 by stopping the rotation of the second sun gear 52.

  In this specification, a state where a brake (for example, the speed increasing brake B) is operated to stop the moving body from rotating and is stopped is referred to as a “stop state”. On the other hand, a state where the brake is not operated and the moving body freely rotates with respect to the stationary body is referred to as a “non-operating state”. A state in which the moving body and the stationary body are in contact with each other and the rotation of the moving body is braked is referred to as a “braking state”. That is, the “braking state” includes the “stop state” described above.

  In the present specification, the driving side rotating member and the driven side rotating member are not operated without operating the clutch (for example, the coupling clutch A, the planetary gear side disconnecting clutch C, the driving motor disconnecting clutch D, the transfer clutch 84). A state in which power transmission between the two is interrupted is referred to as a “released state”. On the other hand, a state where the clutch is operated and the driving side rotating member and the driven side rotating member rotate together at the same rotational speed is referred to as a “connected state”. In addition, a state where the driving-side rotating member and the driven-side rotating member are engaged and torque is transmitted between these rotating members is referred to as an “engaged state”. That is, the “engaged state” includes the “connected state” described above.

  The vehicle 1 also has a coupling clutch A that couples the planetary carrier 33 and the ring gear 44. In the present embodiment, the connection clutch A is configured as a meshing clutch. The coupling clutch A engages the rotating member 47 coupled to the input shaft 32 and the planetary carrier 33 with the rotating member 46 coupled to the output gear 45, the output shaft 48, and the ring gear 44. The ring gear 44 can be connected. That is, by controlling the connection clutch A to the connected state, the ring gear 44, the planetary carrier 33, the first sun gear 36, the second sun gear 52, the output shaft 48, and the output gear 45 are coaxially and integrally formed at the same rotational speed. Rotate to.

  The planetary gear device 30 provided with the coupling clutch A and the speed increasing brake B as described above receives the engine output output from the engine output shaft 6 by the internal combustion engine 5 by the input shaft 32 and changes the rotational speed ( That is, it is configured to be able to output from the output shaft 48 toward the drive wheels 77 and 99 after shifting.

  The output gear 45 coupled to the output shaft 48 meshes with the driven gear 61, and the driven gear 61 can be engaged with the propulsion shaft 60 via a clutch C described later. A front-side differential drive pinion 64 is coupled to the front-side tip of the propulsion shaft 60, and the pinion 64 rotates and drives a ring gear 72 fixed to the front-side differential device 70. A front drive shaft 74 is coupled to the side gear of the front differential device 70, and a drive wheel (front wheel) 77 is coupled to the drive shaft 74.

  The propulsion shaft 60 is configured to be engageable with the drive gear 67 via a clutch D described later. The drive gear 67 is engaged with a driven gear 68, and the driven gear 68 is connected to the rotor 11 of the first electric motor 10 via a hollow shaft 69. That is, the rotor 11 of the first electric motor 10 rotates in conjunction with the drive gear 67.

  Further, a drive gear 81 is coupled to the propulsion shaft 60, and the drive gear 81 meshes with a driven gear 82. The driven gear 82 is coupled to the intermediate propulsion shaft 61 that extends toward the rear side from the hollow shaft 69 described above. A transfer clutch 84 is connected to the rear side of the intermediate propulsion shaft 61, and a rear propulsion shaft 86 is connected to the rear side of the clutch 84. A rear-side differential drive pinion 88 is coupled to the rear-side tip of the rear-side propulsion shaft 86, and the pinion 88 rotationally drives a ring gear 92 fixed to the rear-side differential device 90. A rear drive shaft 94 is coupled to the side gear of the rear differential 90, and a drive wheel (rear wheel) 99 is coupled to the drive shaft 94.

  Further, in the vehicle 1, a clutch capable of interrupting power transmission between the propulsion shaft 60 that rotates in conjunction with the drive wheel 77 and the output shaft 48 and the output gear 45 coupled to the ring gear 44 of the planetary gear device 30. As a result, a planetary gear side disconnecting clutch C is provided. In this embodiment, the planetary gear side separation clutch C is configured as a meshing clutch. The planetary gear side disconnecting clutch C engages the driven gear 61 and the propelling shaft 60 by meshing the rotating member 62 coupled to the driven gear 61 meshing with the output gear 45 and the rotating member 63 coupled to the propelling shaft 60. Can be connected.

  That is, the planetary gear side disconnecting clutch C is controlled to be in a connected state, thereby interlocking the drive wheels 77 and 99, the propulsion shaft 60, the output gear 45, the output shaft 48, and the ring gear 44 of the planetary gear device 30. Rotate. On the other hand, the planetary gear side disconnecting clutch C is controlled to be in a released state, so that power transmission between the drive wheels 77 and 99 and the ring gear 44 of the planetary gear device 30 can be interrupted. That is, by disengaging the clutch C, power transmission between the engine output shaft 6 of the internal combustion engine 5 and the drive wheels 77 and 99, and the rotor 22 and the drive wheels 77 and 99 of the second electric motor 20 Power transmission between the two can be cut off.

  Further, the vehicle 1 is provided with a drive motor separating clutch D as a clutch for interrupting power transmission between the propulsion shaft 60 that rotates in conjunction with the drive wheels 77 and the rotor 11 of the first electric motor 10. Yes. In this embodiment, the drive motor separating clutch D is configured as a meshing clutch. The drive motor separating clutch D is formed by meshing a rotating member 66 coupled to a drive gear 67 that rotates in conjunction with the rotor 11 of the first electric motor 10 and a rotating member 65 coupled to the propulsion shaft 60. The propulsion shaft 60 and the drive gear 67 can be connected.

  In other words, the drive motor separating clutch D is controlled to be connected to rotate the drive wheel 77, the propulsion shaft 60, and the rotor 11 of the first electric motor 10 in conjunction with each other. On the other hand, the clutch D is configured to be able to cut off power transmission between the drive wheel 77 and the rotor 11 of the first electric motor 10 by being controlled to be in a released state.

  The vehicle 1 also has a power storage device 130 as a power source that stores electric power (electric energy) supplied to the first electric motor 10 and the second electric motor 20. The power storage device 130 is configured to be chargeable / dischargeable, and is configured to be able to store electric power collected from the first electric motor 10 and the second electric motor 20 that operate as a generator. For the power storage device 130, for example, a secondary battery, an electric double layer capacitor, or the like can be used. Note that the voltage of power applied by the power storage device 130 to a booster circuit of the boost converter 140 described later is referred to as “power supply voltage”.

  In addition, vehicle 1 is provided with a boost converter 140 having a booster circuit that boosts the DC power of the power supply voltage received from power storage device 130. Boost converter 140 is a so-called DC / DC converter that receives DC power of a power supply voltage (low voltage) from power storage device 130, boosts this by a booster circuit, and converts it into higher DC power. is there. The boosting ratio in the boosting circuit of boosting converter 140, that is, the ratio of the DC voltage (high voltage) applied to each inverter 110, 120 to the power supply voltage (low voltage) received from power storage device 140 is set by control device 100.

  Further, the vehicle 1 is provided with a first inverter 110 as a power converter that converts high-voltage DC power received from the boost converter 140 into three-phase AC power and supplies the AC power to the first electric motor 10. . Further, the vehicle 1 is provided with a second inverter 120 as a power converter that converts the high-voltage DC power received from the boost converter 140 into three-phase AC power and supplies it to the second electric motor 20. That is, the first inverter 110 is provided corresponding to the first electric motor 10, and the second inverter 120 is provided corresponding to the second electric motor 20.

  When the first electric motor 10 is operated as a generator, the first inverter 110 receives three-phase AC power from the stator 13 of the first electric motor 10, converts it to DC power, and converts it into a boost converter. 140 can be sent. Similarly, when the second electric motor 20 is operated as a generator, the second inverter 120 receives three-phase AC power from the stator 24 of the second electric motor 20, converts it to DC power, and boosts the voltage. It can be sent to the converter 140.

  Further, the vehicle 1 includes a first inverter 110 provided corresponding to the first electric motor 10, a second inverter 120 provided corresponding to the second electric motor 20, the internal combustion engine 5, the power storage device 130, a booster As a control means for controlling the converter 140, the coupling clutch A, the speed increasing brake B, the planetary gear side disconnecting clutch C, the driving motor disconnecting clutch D, and the like in cooperation, an electronic control unit for the vehicle 1 (hereinafter simply referred to as “control”). 100 ”(denoted“ device ”). The control device 100 includes a CPU as an arithmetic processing device, a RAM as a main storage device, a ROM as an auxiliary storage device (not shown), and the like. A program showing control processing for controlling various control objects described above, and constants set in advance in the control processing program (hereinafter referred to as control constants) are stored in advance in the ROM of the control device 100. Note that a variable set in the RAM in the above-described control process is referred to as a “control variable”.

  Further, the control device 100 receives a signal related to the rotational speed of the driving wheel from a wheel speed sensor (not shown) that can detect the rotational speed of the driving wheel 77 or the driving wheel 99, and the traveling speed ( Hereinafter, the vehicle speed is estimated as a control variable. The control device 100 receives a signal related to the operation position of the accelerator pedal from an accelerator pedal position sensor (not shown) that detects the operation position of the accelerator pedal, and the operation amount of the accelerator pedal (hereinafter referred to as accelerator operation amount). Are estimated as control variables.

  The control device 100 receives a signal related to the rotational angle position of the rotor 11 from a resolver (not shown) that is a rotation sensor capable of detecting the rotational angle position of the rotor 11 of the first electric motor 10. Based on the signal, the rotational speed of the driving motor is estimated as a control variable. Similarly, the control device 100 receives a signal related to the rotational angle position of the rotor 22 from a resolver (not shown) that is a rotation sensor capable of detecting the rotational angle position of the rotor 22 of the second electric motor 20. The generator rotational speed is estimated as a control variable based on the signal.

  In addition, the control device 100 controls power transmission / reception between the first inverter 110 and the first electric motor 10 to thereby perform power running / braking of the first electric motor 10, rotation direction of the rotor 11, and rotation of the driving motor. The speed and driving motor torque (that is, driving motor output) can be controlled. Similarly, the control device 100 controls power transmission / reception between the second inverter 120 and the second electric motor 20, thereby performing power running / braking of the second electric motor 20, the rotation direction of the rotor 22, and the generator rotation speed. And the generator torque (that is, the generator output) can be controlled.

  Further, the control device 100 operates the operating state of the first electric motor 10 (driving motor rotational speed and driving motor torque), the operating state of the second electric motor 20 (generator rotational speed and generator torque), and the internal combustion engine 5. These operating states (engine output and engine torque) can be controlled in a coordinated manner. In addition, the control device 100 determines the connection clutch A based on the control constants and control variables described above, the operating state of the internal combustion engine 5, the operating state of the first electric motor 10, and the operating state of the second electric motor 20. The connected state / release state, the stop state / inoperative state of the speed increasing brake B, the connected state / release state of the planetary gear side disconnect clutch C, and the connected state / release state of the drive motor disconnect clutch D are configured to be controllable. ing.

  In the vehicle 1 configured as described above, the control device 100 controls the connection state / disengagement state of the connection clutch A and the stop state / non-operation state of the speed increasing brake B, whereby various driving methods ( (Acceleration mode, power split mode, direct connection mode) can be realized, and will be described below with reference to FIGS. FIG. 2 is a diagram for explaining the driving method of the vehicle, and is a collinear diagram showing the operation of each rotating element of the planetary gear device. In FIG. 2, (a) shows the speed increasing mode, (b) shows the power split mode, and (c) shows the direct connection mode. In the following description, for ease of explanation, the power transmission between the propulsion shaft 60 and the rear driving wheel (rear wheel) 99 is interrupted with the transfer clutch 84 in a released state, and The case where the planetary gear side disconnecting clutch C is in the connected state will be described.

  As shown in FIGS. 1 and 2A, the control device 100 controls the mechanical clutch from the engine output shaft 6 by controlling the coupling clutch A to the released state and controlling the speed increasing brake B to the stopped state. The “acceleration mode”, which is an operation method in which at least a part of the power is output to the drive wheels 77 by increasing the rotational speed by the planetary gear device 30, is realized. Specifically, the speed increasing brake B is stopped and the rotation speed of the second sun gear 52 is fixed to zero, so that the rotation speed of the ring gear 44 is set at a constant ratio compared to the rotation speed of the planetary carrier 33. Increase. That is, the speed of the ring gear 44 is increased with respect to the planetary carrier 33 in the planetary gear device 30.

  In this case, the vehicle 1 has mechanical power transmitted from the planetary carrier 33 to the rotor 22 of the second electric motor 20 through the first sun gear 36 out of the engine output transmitted from the engine output shaft 6 to the planetary carrier 33. The remaining portion excluding the portion is transmitted to the ring gear 44 with the rotational speed increased, and output from the output gear 45 toward the drive wheel 77 via the output shaft 48. When torque is not generated in the rotor 22 in the second electric motor 20, that is, when the rotor 22 is idling, all the engine outputs are increased in rotational speed by the planetary gear device 30. , And output toward the drive wheel 77.

  In other words, the “acceleration mode” means that by stopping the rotational movement of the second sun gear 52 among the rotating elements (first sun gear 36, second sun gear 52, planetary carrier 33, ring gear 44) of the planetary gear device 30, This is an operation method in which at least a part of the engine output from the engine output shaft 6 is output from the output shaft 48 toward the drive wheels 77 by increasing the rotational speed in the planetary gear device 30. In the speed increasing mode, when the vehicle 1 travels at a relatively high vehicle speed, that is, when it is desired to transmit the engine output output from the internal combustion engine 5 to the drive wheels 77 by decreasing the torque and increasing the rotational speed, that is, This is used when the driving force required to be generated on the ground contact surface of the drive wheel 77 to drive the vehicle 1 is relatively low.

  Moreover, as shown in FIG.1 and FIG.2 (b), while the control apparatus 100 controls the connection clutch A to a releasing state, and controls the acceleration brake B to a non-operation state, the planetary gear apparatus 30 is controlled. A “power split mode”, which is an operation method that does not limit the rotational motion of each rotating element, that is, the first sun gear 36, the planetary carrier 33, the ring gear 44, and the second sun gear 52, is realized. The rotational speed of each rotating element of the planetary gear device 30 is determined by the engine torque (indicated by arrow E in FIG. 2) transmitted from the engine output shaft 6 to the planetary carrier 33 and the ring gear 44 engaged with the drive wheel 77. 2 (ie, torque, indicated by arrow F in FIG. 2), and torque acting on the first sun gear 36 engaged with the rotor 22 of the second electric motor 20 (indicated by arrow G in FIG. 2). Is determined by “balance”.

  In this case, in the vehicle 1, the engine output transmitted from the engine output shaft 6 to the planetary carrier 33 is transmitted from the first sun gear 36 to the rotor 22 of the second electric motor 20 in the planetary gear device 30, This is divided into mechanical power from the gear 44 toward the drive wheel 77. Of the engine output, the mechanical power transmitted to the ring gear 44 is used for rotational driving of the drive wheels 77, that is, driving of the vehicle 1. On the other hand, mechanical power transmitted to the rotor 22 in the engine output can be converted into electric power in the second electric motor 20.

  In other words, the “power split mode” is an operation method that does not stop any rotational movement of each rotating element (first sun gear 36, second sun gear 52, planetary carrier 33, ring gear 44) of the planetary gear device 30. The mechanical power from the output shaft 6 is divided in the planetary gear unit 30 and a part thereof is transmitted to the rotor 22 of the second electric motor 20 that operates as a generator, and the rest is transmitted from the output shaft 48 to the drive wheel. This is an operation method capable of outputting the signal to 77. The power split mode is used when a part of the engine output outputted from the internal combustion engine 5 is transmitted to the drive wheels 77 and the rest is converted into electric power by the second electric motor 20 operating as a generator. . In the power split mode, only the mechanical power output from the first electric motor 10 is transmitted to the drive wheels 77 to drive the vehicle 1 during the “EV traveling”, thereby causing the second electric motor 20 to power. This is used when the engine output shaft 6 is rotationally driven (so-called cranking) and the internal combustion engine 5 is started.

  As shown in FIG. 1 and FIG. 2 (c), the control device 100 controls the connecting clutch A to the connected state and controls the speed increasing brake B to the non-operating state. The “direct connection mode”, which is an operation method in which at least a part of the dynamic power is output to the drive wheels 77 without changing the rotation speed in the planetary gear device 30, is realized. Specifically, the connection clutch A is in the connected state, the planetary carrier 33 and the ring gear 44 are connected and rotated at the same rotational speed.

  In this case, the vehicle 1 has mechanical power transmitted from the planetary carrier 33 to the rotor 22 of the second electric motor 20 through the first sun gear 36 out of the engine output transmitted from the engine output shaft 6 to the planetary carrier 33. The remaining part except for is transmitted to the ring gear 44 while maintaining the rotational speed as it is, and output from the output gear 45 coupled to the output shaft 48 toward the drive wheel 77. In the case where no torque is generated in the rotor 22 in the second electric motor 20, that is, when the rotor 22 is idling, all of the engine output is left as it is by the planetary gear device 30. It can output toward the drive wheel 77.

  That is, the “direct connection mode” refers to the rotational movement of the planetary carrier 33 and the ring gear 44 among the rotating elements (the first sun gear 36, the second sun gear 52, the planetary carrier 33, and the ring gear 44) of the planetary gear device 30. By limiting to rotate integrally, at least a part of the mechanical power from the engine output shaft 6 is output from the output shaft 48 to the drive wheels 77 without changing the rotational speed in the planetary gear device 30. It is a driving method to do. The direct connection mode is used when the driving force required to be generated on the ground contact surface of the drive wheel 77 in order to drive the vehicle 1 is higher than that in the acceleration mode described above.

  In the vehicle 1 as described above, for example, in a state where the vehicle is traveling at a relatively high vehicle speed in the acceleration mode, the accelerator operation amount is increased by the driver's operation, and the driving wheel 77 generates a high driving force. When accelerating the vehicle 1, it is necessary to shift from the acceleration mode to the direct connection mode in which higher driving force is obtained. In this case, the speed increasing brake B that is in the stopped state in the speed increasing mode is deactivated, and the connection clutch A that is in the released state in the speed increasing mode is set in the connected state, thereby enabling the direct connection mode. Can be migrated to. Thus, during the transition from the speed increasing mode to the direct connection mode, the connection clutch A is disengaged and the speed increasing brake B is also disengaged so that the rotational motion of each rotating element of the planetary gear unit 30 is not limited. “Split mode”.

  Based on the control variables and control constants described above, the control device 100 controls the disengagement state / connection state of the connection clutch A and the stop state / non-operation state of the speed increasing brake B in a coordinated manner as described above. Switching between the acceleration mode, the power split mode, and the direct connection mode is possible.

  The transition from the acceleration mode to the direct connection mode in order to accelerate the vehicle 1 in this way is a case where the rotational speed of the engine output shaft 6 is increased, that is, the angular acceleration acts on the engine output shaft 6. An inertia torque having a value obtained by multiplying the moment of inertia of the member rotating integrally with the engine output shaft 6 by the angular acceleration acts on the engine output shaft 6. Due to the inertia torque, the engine output shaft 6 and the member that rotates integrally therewith may cause rotational fluctuation. When a rotational variation occurs in a member that rotates integrally with the engine output shaft 6 or a member that rotates in conjunction with the member, the rotational variation is transmitted to the drive wheels 77 and the like, and vibration (shock) occurs in the vehicle 1. There is.

  Therefore, in the vehicle 1 according to the present embodiment, the control device 100 switches from the speed increasing mode to the power split mode when shifting from the speed increasing mode to the direct connection mode, and in the power split mode, the engine output shaft is driven by the inertia torque. The engine torque is changed in a direction to cancel the rotational fluctuation that occurs in the control mode, and then the direct connection mode is controlled. This will be described below with reference to FIGS. 1, 2, 3, and 4. FIG. FIG. 3 is a flowchart showing “cooperative control of the internal combustion engine and the generator” executed by the vehicle control device. FIG. 4 is a timing chart showing the operation of the internal combustion engine and the generator of the vehicle, and shows a case where “delay compensation control” is performed.

  First, cooperative control (when delay compensation control is performed) between the internal combustion engine 5 and the generator 20 executed by the vehicle control device 100 according to the present embodiment will be described with reference to FIGS. 1 and 3. When the vehicle 1 is accelerated, such as when the throttle valve device of the internal combustion engine 5 is fully opened while the vehicle 1 is traveling at a constant speed (cruising), the following cooperative control is executed.

  First, in step S02, the control device 100 acquires various control variables. Control variables include engine speed, engine torque, engine output, generator speed, generator torque, and generator output.

  In step S04, control device 100 calculates target generator shift locus tNg (t) as a control variable. The target generator speed change trajectory tNg (t) is a target value of the time change of the rotational speed (generator rotational speed) of the rotor 22 of the second electric motor 20 that is changed when the speed increasing mode is shifted to the direct connection mode. The target generator shift locus tNg (t) is set based on the vehicle speed (that is, the rotation speed of the ring gear 44 proportional to the vehicle speed) and the generator rotation speed (that is, the rotation speed of the first sun gear 36 proportional to the rotation speed). The The value (time change) of the target generator shift locus tNg (t) with respect to the vehicle speed and the generator rotational speed is obtained in advance by a matching experiment, simulation, or the like, and is stored in advance in the ROM of the control device 100 as a control constant. An example of the target generator shift locus tNg (t) is shown by a two-dot chain line in FIG.

  In step S06, control device 100 calculates an output shaft inertia torque predicted value Ti (t). The estimated output torque on the output shaft Ti (t) is a predicted value of the change over time of the inertia torque acting around the output shaft 48 (hereinafter referred to as the inertia torque on the output shaft). The “inductive torque on the output shaft” is an inertia torque that acts on the output shaft 48 by the moment of inertia of the rotating member that is closer to the engine output shaft 6 and the rotor 22 than the output shaft 48. The predicted output value Ti (t) on the output shaft is the target generator speed change trajectory tNg (t), the gear ratio between the ring gear 44 and the first sun gear 36, the time variation of the engine rotational speed, and “rotates integrally with the engine output shaft. It can be calculated based on the moment of inertia of the member. In addition, the inertia torque estimate value Ti (t) on the output shaft is indicated by a two-dot chain line (reference numeral Ti) in FIGS.

  The “member that rotates integrally with the engine output shaft” includes the flywheel 7, the damper 8, the input shaft 32, the planetary carrier 33, and the like coupled to the engine output shaft 6. The moment of inertia of the “member that rotates integrally with the engine output shaft” is obtained in advance by simulation, a fitting experiment, or the like, and is stored in advance in the ROM of the control device 100 as a control constant.

  In step S08, control device 100 calculates output shaft inertia torque maximum value Timax as a control variable. The output shaft inertia torque maximum value Timax is the largest value among the output shaft inertia torque search values Ti (t) calculated in step S06.

  In step S10, the control device 100 calculates a surplus engine torque Tes. The margin engine torque Tes is a value obtained by subtracting the engine torque actually generated at the present time from the maximum value of the engine torque that can be generated by the internal combustion engine 5 with respect to the current engine speed. The maximum value of the engine torque that can be generated for each engine rotation speed is obtained in advance by a matching experiment or the like, and is stored in advance in the ROM of the control device 100 as a control constant.

  In step S12, it is determined whether or not a value obtained by multiplying the surplus engine torque Tes by a predetermined “torque split ratio” Rt is equal to or greater than the output shaft inertia torque maximum value Timax. This torque split ratio Rt is the torque transmitted from the engine output shaft 6 to the planetary carrier 33 and transmitted to the ring gear 44 via the first planetary pinion 35 in the power split mode. It is a ratio. The torque split ratio Rt is stored in advance in the ROM of the control device 100 as a control constant. That is, in step S12, it is determined whether or not the output shaft inertia torque maximum value Timax predicted in step S08 can be completely canceled by the surplus engine torque Tes.

  The value obtained by multiplying the surplus engine torque Tes by the torque split ratio is equal to or larger than the output shaft inertia torque maximum value Timax, that is, the predicted output shaft inertia torque maximum value Timax can be completely canceled by the margin engine torque Tes. When it is determined that it can be performed (S12, Yes), the control device 100 is required to change the engine torque in a direction to cancel the rotational fluctuation due to the inertia torque on the output shaft Ti (t) by the following equation (1). The requested engine torque (control amount) reqTe (t) is calculated (S14). The requested engine torque (control amount) reqTe (t) is an engine torque that is further changed (that is, added) by the control with respect to the engine torque generated at the present time. An example of the required engine torque (control amount) reqTe (t) is shown by a two-dot chain line in FIGS.

reqTe (t) = Ti (t) / Rt (1)
On the other hand, when the value obtained by multiplying the surplus engine torque Tes by the torque split ratio is lower than the output shaft inertia torque maximum value Timax, that is, the predicted output shaft inertia torque maximum value Timax is completely determined by the margin engine torque Tes. When it is determined that it is not possible to cancel (S12, No), the control device 100 changes the engine torque in a direction to cancel the rotational fluctuation due to the output shaft inertia torque predicted value Ti (t) by the following equation (2). The required engine torque (control amount) reqTe (t) is calculated (S16).

reqTe (t) = Tes · Ti (t) / (Rt · Timax) (2)
In step S18, control device 100 calculates engine response delay time ΔT. The engine response delay time ΔT is determined from the time when the control device 100 instructs to change the engine torque by controlling the opening of a throttle valve device (not shown) of the internal combustion engine 5. Is the time difference until the time when the engine torque is actually changed in response, so-called delay time. The engine response delay time can be calculated based on the operating state (engine rotational speed and engine torque) of the internal combustion engine 5 and the required engine torque (control amount) regTe (t).

  In step S <b> 20, the control device 100 sets a target engine torque tTe that is a target value of the engine torque generated in the engine output shaft 6 of the internal combustion engine 5. The target engine torque tTe is a value obtained by adding the required engine torque (control amount) reqTe (t) to the current engine torque.

  In step S22, control device 100 sets target generator rotation speed tNg. The target generator rotational speed tNg is a target value of the generator rotational speed that is delayed from the target generator shift locus tNg (t) calculated in step S04 by the engine response delay time ΔT calculated in step S18. That is, when the engine response delay time ΔT is not considered, the target generator rotational speed tNg matches the target generator shift locus tNg (t).

  Operations of the internal combustion engine 5 and the generator (second electric motor) 20, the coupling clutch A, and the speed increasing brake B controlled as described above will be described with reference to FIGS. 3 and 4. At the time T0 shown in FIG. 4, the above-described “cooperative control between the internal combustion engine and the generator” is started. From the time T0 when the control starts to the time T1, the control device 100 keeps the engine torque Te acting on the engine output shaft 6 of the internal combustion engine 5 constant. At the same time, the control device 100 increases the target generator torque tTg that acts on the rotor 22 of the generator (second electric motor) 20. As a result, the torque Tr acting on the output shaft 48 increases from time T1 to time T2. By performing such torque synchronous control, the control device 100 changes the speed increasing brake B from the stopped state to the non-operating state. At the time T1 when the speed increasing brake B becomes inoperative, the operation method of the planetary gear device 30 is in the power split mode.

  In the power split mode (time points T2 to T7), the control device 100 sets the target engine torque tTe to a value obtained by adding the required engine torque (control amount) reqTe to the value of the engine torque Te in the acceleration mode. . The requested engine torque (control amount) reqTe is a torque that acts in a direction to cancel the rotational fluctuation caused by the inertia torque. The control device 100 instructs the internal combustion engine 5 to change the engine torque in accordance with the target engine torque tTe added with the required engine torque (control amount) reqTe. Specifically, the control device 100 increases the target engine torque tTe in such a direction as to cancel the rotational fluctuation due to the inertia torque (time points T1 to T3). A constant value is set from time T3 to time T5, and is set to decrease from time T5 to T7.

  However, the increase of the engine torque Te is actually started at time T2 when the engine response delay time ΔT has elapsed from time T1. The actual engine torque Te is generated with a delay of the engine response delay time ΔT with respect to the target engine torque tTe. Therefore, the actual engine torque Te increases from time T2 to time T4, becomes a constant value from time T4 to time T6, and decreases from time T6 to T8.

  In synchronization with the actual engine torque Te, the control device 100 sets the target generator torque tTg. Unlike the case of the engine torque Te, the actual generator torque changes in response to the target generator torque tTg. That is, the control device 100 sets the target generator torque tTg by delaying the timing by the engine response delay time ΔT compared to the target engine torque tTe. Therefore, even in the power split mode, control device 100 maintains target generator torque tTg and generator rotation speed Ng constant from time T1 to time T2. The control device 100 decreases the target generator torque tTg as the actual engine torque Te increases from the time point T2, and further generates the generator (electric motor) so that the rotation direction of the rotor 22 is opposite to the speed increasing mode. ) 20 is powered to increase the target generator torque tTg to time T4. Control device 100 sets target generator torque tTg to a constant value from time T4 to time T6 and decreases from time T6 to T8 in accordance with the actual change in engine torque Te.

  At the same time, the controller 100 increases the generator rotational speed Ng, that is, the rotational speed of the first sun gear 35 from the time point T2 to T8, and approaches the rotational speed of the output shaft 48 (that is, the rotational speed of the ring gear 44) Nr. So-called “rotational speed synchronization” control is performed. That is, in the power split mode, the control device 100 controls the generator rotational speed Ng to bring the rotational speeds of the first sun gear 36 and the planetary carrier 33 closer to the rotational speed Nr of the ring gear 44 (see FIG. 2). In addition, the operation of bringing the coupling clutch A from the released state into the coupled state (hereinafter referred to as a coupled operation) is provided.

  At the time T7, the target engine torque tTe becomes a value to which the requested engine torque (control amount) reqTe is not added. From time T7, control device 100 sets target engine torque tTe based on the engine torque required based on the driver's accelerator operation amount (hereinafter referred to as driver required torque). The increase in the actual engine torque Te in response to the driver request torque is started at a time T8 when the engine response delay time ΔT has elapsed from the time T7 when the required engine torque (control amount) reqTe is not added.

  At time T7, the rotational speeds of the first sun gear 36 and the planetary carrier 33 (that is, the generator rotational speed Ng) are sufficiently close to the rotational speed Nr of the output shaft 48 and the ring gear 44, and the control device 100 turns the connection clutch A on. The “connecting operation” is started from the released state to the connected state.

  At time T8, the rotational speed (ie, Ng) of the planetary carrier 33 matches the rotational speed Nr of the ring gear 44. The connection clutch A is in an engaged state. From this time T8, the actual engine torque Te rises in response to the driver request torque. From time T8 to time T9, control device 100 performs “torque synchronous control” in which target generator torque tTg, that is, torque generated in rotor 22 of generator 20 is reduced to zero as actual engine torque Te increases. While performing such torque synchronous control, the control device 100 causes the coupling clutch A to perform a coupling operation.

  At time T9 when the connection clutch A is in the connected state, the target generator torque tTg is also zero, and the torque generated in the rotor 22 of the generator (second electric motor) 20 is also zero. At this time T9, the “cooperative control between the internal combustion engine and the generator” executed by the control device 100 ends.

  As described above, the vehicle 1 according to the present embodiment can shift the mechanical power output from the engine output shaft 6 by the internal combustion engine 5 by the planetary gear device 30 and output it to the drive wheels 77. It is. The vehicle 1 is an operation method that does not limit any rotational movement of each rotating element (first sun gear 36, second sun gear 52, planetary carrier 33, ring gear 44) of the planetary gear device 30. The mechanical power is divided in the planetary gear unit 30 and a part thereof is transmitted to the rotor 22 of the second electric motor (generator) 20 that operates as a generator, and the remainder is output to the drive wheels 77. Rotation mode of the second sun gear 52 among the rotating elements (first sun gear 36, second sun gear 52, planetary carrier 33, ring gear 44) of the planetary gear device 30. By stopping the movement, at least a part of the mechanical power from the engine output shaft 6 is increased in rotational speed in the planetary gear unit 30. The “acceleration mode”, which is an operation method for output to the drive wheels 77, and the planetary gear among the rotating elements (first sun gear 36, second sun gear 52, planetary carrier 33, ring gear 44) of the planetary gear device 30. By connecting the carrier 33 and the ring gear 44 to limit the rotational movement, at least a part of the mechanical power from the engine output shaft can be driven without changing the rotational speed in the planetary gear unit 30. The “direct connection mode”, which is an operation method that outputs toward the vehicle, is configured to be possible.

  Further, when shifting from the speed increasing mode to the direct connection mode during acceleration of the vehicle 1, the engine speed is changed from the speed increasing mode to the power split mode, and the engine is driven by the moment of inertia of the member that rotates integrally with the engine output shaft 6 in the power split mode. Since the control device 100 for changing to the direct connection mode after changing the engine torque Te in a direction to cancel the rotational fluctuation generated in the output shaft 6 is provided, the engine 100 rotates integrally with the engine output shaft 6 in the power split mode. Rotational fluctuations that occur in the engine output shaft 6 due to the moment of inertia of the members can be suppressed.

  In the vehicle 1 according to the present embodiment, the planetary gear device 30 includes a planetary carrier 33 that engages with the engine output shaft 6, and a first sun gear 36 that engages with the rotor 22 of the second electric motor (generator) 20. And a simple pinion type having a ring gear 44 engaged with the drive wheel 77. Further, the vehicle 1 connects the planetary carrier 33 and the ring gear 44 with the speed increasing mechanism 50 that increases the rotational speed of the ring gear 44 with respect to the planetary carrier 33 by restricting the rotational movement of the first sun gear 36. Thus, the planetary carrier 33 and the ring gear 44 are provided with the direct coupling clutch A that rotates at the same rotational speed. The speed increasing mechanism 50 stops the rotation of the second sun gear 52 and restricts the rotation of the first sun gear 36, thereby increasing the speed of the ring gear 44 with respect to the planetary carrier 33. It is possible to realize an “acceleration mode” in which at least a part of the target motive power is output to the drive wheel 77 by increasing the rotational speed in the planetary gear device 30. On the other hand, the direct coupling clutch A connects the ring gear 44 and the planetary carrier 33 so that at least a part of the mechanical power from the engine output shaft 6 does not change the rotational speed in the planetary gear device 30. A “direct connection mode” that outputs to the drive wheels 77 can be realized.

  In the vehicle 1 according to the present embodiment, the planetary carrier 33 rotates integrally with the engine output shaft 6 of the internal combustion engine 5, and the first sun gear 36 is interlocked with the rotor 22 of the second electric motor 20. The ring gear 44 is rotated in conjunction with the drive wheels 77. Further, the speed increasing mechanism 50 shares the first sun gear 36 and the planetary carrier 33, and stops the rotation of the second sun gear 52 and the second sun gear 52 having a larger number of teeth than the first sun gear 36. Thus, the first sun gear has a speed increasing brake B that limits the rotational speed of the first sun gear and increases the rotational speed of the ring gear 44 with respect to the planetary carrier 33. The control device 100 can realize the “acceleration mode” described above by disengaging the coupling clutch A and stopping the acceleration brake B. Further, the above-described “power split mode” can be realized by disengaging the coupling clutch A and disabling the speed increasing brake B. Further, the above-described “direct connection mode” can be realized by setting the connection clutch A to the connection state and disabling the speed increasing brake B.

  Further, in the vehicle 1 according to the present embodiment, when the control device 100 shifts from the acceleration mode to the direct connection mode when the vehicle 1 is accelerated, the control device 100 sets the acceleration brake B in the non-operating state and cancels the rotational fluctuation. The connection clutch A is brought into a connected state after the engine torque is changed. Just by controlling the speed increasing brake B in the stopped state to the non-operating state, it is possible to shift from the speed increasing mode to the power split mode, and further, by controlling the connection clutch A in the released state to the connected state, It is possible to shift from the power split mode to the direct connection mode.

  Further, in the vehicle 1 according to the present embodiment, an engine response delay time ΔT that is a time delay of the actual engine torque Te with respect to the target engine torque tTe that is a target value of the engine torque is calculated, and the calculated engine response is calculated. The time change of the target generator rotational speed tNg which is the target value of the rotational speed of the rotor 22 of the generator 20 is delayed by the delay time ΔT. It is possible to synchronize the actual engine torque Te and the rotational speed (generator rotational speed) of the rotor 22 of the generator 20 that changes in response to the target generator rotational speed tNg.

  In the embodiment described above, the engine response delay time ΔT, which is the time delay of the actual engine torque Te with respect to the target engine torque tTe, is calculated (step S18 in FIG. 3), and the amount of the engine response delay time ΔT is calculated. Although the time change of the target generator rotational speed tNg is delayed (step S22 in FIG. 3), the method of setting the target generator rotational speed tNg is not limited to this. The target generator rotational speed tNg may be set to the target generator shift locus tNg (t) itself calculated in step S04 in FIG. 3, and will be described below with reference to FIGS. FIG. 5 is a timing chart showing the operation of the internal combustion engine and the generator of the vehicle, and shows a case where “delay compensation control” is not performed.

  From the time point T0 to the start of control, the time point T1 is the same as the case where the above-described “delay compensation control” is performed. Control device 100 increases target generator torque tTg to be applied to rotor 22 of generator (second electric motor) 20. At the same time, the control device 100 changes the speed increasing brake B from the stopped state to the non-operating state, and at the time T1 when the speed increasing brake B enters the non-operating state, the operation method of the planetary gear device 30 is the power split mode.

  The setting method of the target engine torque tTe in the power split mode (time points T2 to T7) is the same as that in the case of performing the “lag compensation control”. The target engine torque tTe is set to a value obtained by adding the required engine torque (control amount) reqTe to the value of the engine torque Te in the acceleration mode. The control device 100 instructs the internal combustion engine 5 to change the engine torque according to the target engine torque tTe. However, the actual engine torque Te is delayed with respect to the target engine torque tTe by the engine response delay time ΔT. Therefore, the actual engine torque Te increases from time T2 to time T4, becomes a constant value from time T4 to time T6, and decreases from time T6 to T8.

  When “delay compensation control” is not performed, control device 100 sets target generator torque tTg in synchronization with target engine torque tTe. The actual generator torque changes in response to the target generator torque tTg. In power split mode, control device 100 decreases target generator torque tTg as target engine torque tTe increases from time point T1, and further, the rotation direction of rotor 22 of generator 20 is opposite to that in acceleration mode. The generator 20 is powered so that the target generator torque tTg is increased to time T3. Control device 100 sets target generator torque tTg to a constant value from time T3 to time T5 and decreases from time T5 to T7 in accordance with the change in target engine torque tTe.

  At the same time, the control device 100 increases the generator rotational speed Ng, that is, the rotational speed of the first sun gear 35 from the time T1 to the time T7 to obtain the rotational speed of the output shaft 48 (that is, the rotational speed of the ring gear 44) Nr. By performing “rotational speed synchronization” control to bring it closer, it is possible to prepare for a connecting operation for bringing the connecting clutch A from the released state to the connected state. Then, the control device 100 starts a “connection operation” that brings the connection clutch A from the released state to the connected state from time T7.

  Then, as in the case of performing “delay compensation control”, the control device 100 sets the target engine torque tTe based on the driver request torque from the time point T7. At time T7, the rotation speeds of the first sun gear 36 and the planetary carrier 33 (that is, the generator rotation speed Ng) coincide with the rotation speed Nr of the output shaft 48 and the ring gear 44. From this time T7, the control device 100 starts the “connection operation” for bringing the connection clutch A from the released state to the connected state. At time T9c when the connection clutch A is in the connected state, the target generator torque tTg is also zero, and the torque generated in the rotor 22 of the generator 20 is also zero. At this time T9c, the “cooperative control between the internal combustion engine and the generator” when the “delay compensation control” is not performed is completed.

  When the delay compensation control is not performed as described above, the generator rotational speed Ng coincides with the rotational speed Nr of the output shaft 48 and the ring gear 44 at the time T7 when the connection operation of the connection clutch A is started. The connecting operation can be started in a state where there is no relative speed between the rotating member 46 and the rotating member 47 (see FIG. 1) constituting A (mesh clutch).

  As described above, in the above-described embodiment, the planetary gear device 30 is engaged with the planetary carrier 33 that engages with the engine output shaft 6, the first sun gear 36 that engages with the rotor 22 of the generator 20, and the drive wheel 77. However, the planetary gear device to which the present invention can be applied is not limited to this mode. The present invention relates to a “power split mode” that is an operation method that does not restrict the rotation of each rotating element of the planetary gear device, and restricts the rotational movement of at least one of the rotating elements of the planetary gear device. By limiting at least a part of the mechanical power from the output shaft, the “acceleration mode” for increasing the rotational speed in the planetary gear unit, and the rotational movement of at least one of the rotating elements of the planetary gear unit Any mechanical power from the engine output shaft can be used as long as it is configured to be able to output “direct connection mode” to the drive wheels without changing the rotational speed of the planetary gear unit. can do.

  In the above-described embodiment, the clutches A, C, and D are each constituted by a meshing clutch. Therefore, the clutch is reliably connected with a relatively compact configuration as compared with the case where a friction clutch is used. Can be realized. A friction clutch can be used for each of the clutches A, C, and D.

A connection clutch B speed increasing brake C planetary gear side disconnection clutch D drive motor disconnection clutch 1 vehicle 5 internal combustion engine 10 first electric motor (drive motor)
11 Rotor of first electric motor 20 Second electric motor (generator)
22 rotor of second electric motor 30 planetary gear device (power split mechanism, speed change mechanism)
33 planetary carrier of planetary gear device 35 first planetary pinion of planetary gear device 36 first sun gear of planetary gear device 44 ring gear of planetary gear device 45 output gear 48 output shaft 50 speed increasing mechanism 51 second planetary pinion of planetary gear device 52 Second sun gear of planetary gear device 60, 80 Propulsion shaft 70, 90 Differential device 77, 99 Drive wheel 100 Control device (control device for vehicle, control means)
110 first inverter 120 second inverter 130 power storage device 140 step-up converter

Claims (4)

A vehicle capable of shifting the mechanical power output from the engine output shaft of the internal combustion engine by the planetary gear device and outputting it to the drive wheels,
Wherein a operation system neither restrict the rotation of each rotating element of the planetary gear unit operation, the mechanical power from the engine output shaft, the split in the planetary gear unit, a part mainly as a generator Power split mode which is an operation method capable of transmitting to the rotor of the generator which is an electric motor and outputting the remainder toward the drive wheel;
Wherein by restricting at least one of the rotational movement of the respective rotary elements of the planetary gear unit, at least a portion of the mechanical power from the engine output shaft, by accelerated rotation speed in the planetary gear unit, A speed increasing mode which is a driving method for outputting to the driving wheel,
Wherein by restricting at least one of the rotational movement of the respective rotary elements of the planetary gear unit, at least a portion of the mechanical power from the engine output shaft, without changing the rotational speed in the planetary gear unit, a direct mode is an operating system for output to the driving wheel, which is configured to be able to switch to,
The planetary gear device includes a planetary carrier that rotates integrally with an engine output shaft of the internal combustion engine, a first sun gear that rotates in conjunction with a rotor of the generator, a ring gear that rotates in conjunction with the drive wheel, Having
The vehicle is
A second sun gear that shares the planetary carrier with the first sun gear and has a larger number of teeth than the first sun gear;
An acceleration brake for increasing the rotation speed of the ring gear relative to the planetary carrier by stopping the rotation of the second sun gear and limiting the rotation speed of the first sun gear;
A coupling clutch that rotates the planetary carrier and the ring gear at the same rotational speed by coupling the ring gear and the planetary carrier;
When shifting from the speed increasing mode during acceleration of the vehicle in the direct connection mode, and the power-split mode from the speed increasing mode, and allowed Ru controller moves to the direct mode from the power-split mode,
Equipped with a,
The control device includes:
In the power split mode,
Changing the engine torque acting on the engine output shaft in a direction to cancel the rotational fluctuation generated in the engine output shaft due to the moment of inertia of the member rotating integrally with the engine output shaft;
A vehicle that switches the rotation direction of the rotor in the direction opposite to the speed increasing mode by causing the generator to power . The vehicle according to claim 1 ,
Wherein the control device, when shifting from the speed increasing mode during acceleration of the vehicle in the direct connection mode, and the speed increasing brake inoperative, since by changing the engine torque in the direction to cancel the rotational fluctuation, the controlling the coupling clutch in engaged status, the vehicle. The vehicle according to claim 1 or 2 ,
Wherein the control device, with respect to the target engine torque is a target value of the engine torque, actually calculates the engine response delay time is a time delay of the actual engine torque is a value, the engine response is calculated in the engine torque by the amount of delay time, delay the target generator time variation of the rotational speed is a target value of the rotational speed of the rotor of the generator, vehicle. The mechanical power internal combustion engine is output from the engine output shaft, and shifting the planetary gear unit, towards the drive wheel used for printable vehicle, capable of controlling the engine torque is the torque acting on the engine output shaft A vehicular control device,
Wherein a operation system neither restrict the rotation of each rotating element of the planetary gear unit operation, the mechanical power from the engine output shaft, the split in the planetary gear unit, a part mainly as a generator Power split mode which is an operation method capable of transmitting to the rotor of the generator which is an electric motor and outputting the remainder toward the drive wheel;
Wherein by restricting at least one of the rotational movement of the respective rotary elements of the planetary gear unit, at least a portion of the mechanical power from the engine output shaft, by accelerated rotation speed in the planetary gear unit, A speed increasing mode which is a driving method for outputting to the driving wheel,
Wherein by restricting at least one of the rotational movement of the respective rotary elements of the planetary gear unit, at least a portion of the mechanical power from the engine output shaft, without changing the rotational speed in the planetary gear unit, a direct mode is an operating system for output to the driving wheel, which is configured to be able to switch between,
The planetary gear device includes a planetary carrier that rotates integrally with an engine output shaft of the internal combustion engine, a first sun gear that rotates in conjunction with a rotor of the generator, a ring gear that rotates in conjunction with the drive wheel, Having
The vehicle is
A second sun gear that shares the planetary carrier with the first sun gear and has a larger number of teeth than the first sun gear;
An acceleration brake for increasing the rotation speed of the ring gear relative to the planetary carrier by stopping the rotation of the second sun gear and limiting the rotation speed of the first sun gear;
A coupling clutch that rotates the planetary carrier and the ring gear at the same rotational speed by coupling the ring gear and the planetary carrier;
With
The vehicle control device includes:
When shifting from the speed increasing mode during acceleration of the vehicle in the direct connection mode, and the power-split mode from the acceleration mode, is shifted from the power-split mode on the direct mode,
In the power split mode,
Changing the engine torque acting on the engine output shaft in a direction to cancel the rotational fluctuation generated in the engine output shaft due to the moment of inertia of the member rotating integrally with the engine output shaft;
A vehicle control device that switches the rotational direction of the rotor to a direction opposite to the acceleration mode by causing the generator to power .

Images