JP6256180B2 - Control device - Google Patents

Description

  The present invention relates to a control device that controls a power transmission system that transmits power of a drive source to an axle.

Conventionally, in a hybrid vehicle including an engine and a motor as drive sources, the drive source to be used can be switched according to demand, so that the engine is frequently stopped and started while the vehicle is traveling. Therefore, when the engine is started using a conventional starter, there is a possibility that problems such as an increase in the size of the starter and a decrease in the service life may occur.
For example, in Patent Document 1, an engine is started without using a starter by using an electric motor during traveling.

JP 2011-201413 A

In Patent Document 1, the electric motor torque is increased from the drive wheel side after the intermittent means is fastened. However, if there is a delay in the response of the electric motor torque, the starting torque of the engine becomes excessive due to the fastening of the intermittent means, and as a result, the driving torque required for traveling decreases. When a shock occurs due to torque fluctuation due to a decrease in driving torque, drivability may be deteriorated.
Moreover, in patent document 1, since the shock is reduced by providing a torque converter, there is a possibility that the configuration is enlarged and the efficiency is deteriorated.
The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a control device capable of transmitting torque used for starting the engine to the engine side without excess or deficiency.

The control device of the present invention controls a power transmission system including an engine, at least one motor, a power transmission gear, and a continuation part.
The motor can transmit power to an output shaft connected to the axle.
The power transmission gear includes at least one of a first power transmission gear and a second power transmission gear. The first power transmission gear is provided between the motor and the output shaft, and the gear ratio is the first gear ratio. The second power transmission gear is provided between the engine and the output shaft, and the gear ratio is the second gear ratio.
The intermittent part is composed of at least one of a first intermittent part and a second intermittent part. The first intermittent portion is provided between the engine and the output shaft. The second intermittent portion is provided between the engine and the motor.

The control device includes actual output torque acquisition means, command torque calculation means, and engagement amount calculation means.
The actual output torque acquisition means reads an actual output torque that is a torque output from the motor.
The command torque calculation means calculates a command torque related to driving of the motor based on the running torque corresponding to the drive request torque.
The fastening amount calculation means calculates a command fastening amount related to the fastening amount of the intermittent portion.

When the vehicle is running and the start condition for starting the stopped engine is satisfied, the command torque calculation means calculates the command torque based on the start torque required for starting the engine and the running torque. To do. Further, when the vehicle is running and the start condition for starting the stopped engine is satisfied, the fastening amount calculation means is based on the surplus torque according to the difference between the actual output torque and the running torque, Calculate the command fastening amount.
In the first aspect of the present invention, the motor includes a first motor and a second motor whose motor shaft rotates integrally with the output shaft. The power transmission gear includes a first power transmission gear provided between the first motor and the output shaft, and a second power transmission gear. The intermittent portion includes a first intermittent portion and a second intermittent portion provided between the engine and the first motor. The actual output torque acquisition means acquires a first actual output torque that is a torque output from the first motor and a second actual output torque that is a torque output from the second motor. The engagement amount calculation means is a command engagement amount relating to the first intermittent portion based on the first actual output torque, the second actual output torque, the traveling torque, and the surplus torque calculated based on the first gear ratio. A first command fastening amount and a second command fastening amount that is a command fastening amount related to the second intermittent portion are calculated.
In the second aspect of the present invention, the motor is such that the motor shaft rotates integrally with the output shaft. The power transmission gear is composed of a second power transmission gear. The intermittent part is composed of a first intermittent part. When the vehicle is traveling and the start condition for starting the stopped engine is satisfied, the command torque calculating means uses the motor to calculate the starting torque and the traveling torque converted by the second gear ratio. The command torque to be output is calculated, and the engagement amount calculation means sets the surplus torque as a value obtained by subtracting the running torque from the actual output torque, and a first command that is the command engagement amount related to the first intermittent portion based on the surplus torque. Calculate the fastening amount.
In the third aspect of the present invention, the power transmission gear includes a first power transmission gear provided between the motor and the output shaft. The intermittent part is composed of a second intermittent part. The command torque calculation means uses the value obtained by converting the drive request torque by the first gear ratio as the running torque, and calculates the command torque based on the running torque. When the vehicle is running and the start condition for starting the stopped engine is satisfied, the command torque calculation means calculates the command torque for outputting the start torque and the travel torque by the motor. The engagement amount calculation means sets a value obtained by subtracting the traveling torque from the actual output torque as a surplus torque, and calculates a second command engagement amount that is a command engagement amount related to the second intermittent portion based on the surplus torque.

In the present invention, when the engine is started while the vehicle is running, the engine is started by the power output from the motor. Thereby, compared with the case where it starts with a starter, the enlargement of a starter and the fall of a lifetime can be prevented.
In addition, when starting the engine while traveling, the amount of traveling torque used for traveling the vehicle is subtracted from the actual torque output from the motor, and the surplus is supplied to the engine as assist torque used for starting the engine. As described above, the fastening amount of the intermittent portion is controlled.

  Thereby, the torque used for starting the engine can be transmitted to the engine side without excess or deficiency. Further, since the torque transmitted to the axle side can be set to an appropriate magnitude according to the drive request torque, drivability can be improved. For this reason, for example, it is not necessary to use a special motor with high responsiveness in order to suppress torque fluctuation accompanying engine start. Furthermore, since the shock due to excess or deficiency of torque transmitted to the axle side is reduced, the configuration of a torque converter or the like for reducing the shock can be omitted, and the efficiency can be improved and the apparatus can be downsized.

It is a block diagram which shows the structure of the power transmission system by 1st Embodiment of this invention. It is a flowchart explaining the drive control process by 1st Embodiment of this invention. It is a flowchart explaining the drive control process by 1st Embodiment of this invention. It is a figure explaining the map which concerns on the calculation of the 1st command torque by a 1st embodiment of the present invention. It is a figure explaining the map which concerns on the calculation of the 2nd command torque by a 1st embodiment of the present invention. It is a figure explaining the map which concerns on the calculation of the command fastening amount by 1st Embodiment of this invention. It is a block diagram which shows the structure of the power transmission system by 2nd Embodiment of this invention. It is a flowchart explaining the drive control processing by 2nd Embodiment of this invention. It is a block diagram which shows the structure of the power transmission system by 3rd Embodiment of this invention. It is a flowchart explaining the drive control processing by 3rd Embodiment of this invention.

Hereinafter, a control apparatus according to the present invention will be described with reference to the drawings. Hereinafter, in a plurality of embodiments, the same numerals are given to the substantially same composition, and explanation is omitted.
(First embodiment)
The control apparatus by 1st Embodiment of this invention is demonstrated based on FIGS.
As shown in FIG. 1, the power transmission system 1 includes an engine 10, a first motor 11, a second motor 12, a power transmission device 20, a control unit 60 as a control device, and the like. The present invention is applied to a vehicle 90 that is a hybrid vehicle using the first motor 11 and the second motor 12. In FIG. 1, control lines from the control unit 60 to the engine 10, the first motor 11, the second motor 12, and the first clutch 51 and the second clutch 52, which will be described later, are shown in order to avoid complication. Omitted.

The engine 10 is an internal combustion engine that uses gasoline or the like as fuel, for example.
The first motor 11 and the second motor 12 are electric motors that are rotated by electric power supplied from a battery (not shown) mounted on the vehicle 90. Moreover, the 1st motor 11 and the 2nd motor 12 generate | occur | produce electricity when a torque is input into a motor shaft, and also function as a generator which can charge a battery. That is, the first motor 11 and the second motor 12 are so-called “motor generators”, but are simply referred to as “motors” in the present embodiment.

  A motor shaft of the first motor 11 is provided with a first torque sensor 16 that detects a first actual output torque Tm1s that is a torque output from the first motor 11. Further, a second torque sensor 17 that detects a second actual output torque Tm2s that is a torque output from the second motor 12 is provided on the motor shaft of the second motor 12. The detected actual output torques Tm1s and Tm2s are output to the control unit 60.

The power transmission device 20 includes an engine input shaft 21, a motor input shaft 25, an output shaft 29, a power transmission gear 30, and an intermittent portion 50.
The power transmission device 20 transmits the power generated by the engine 10, the first motor 11, and the second motor 12 to the axle 95 via the differential gear 94 and the like. Drive wheels 96 provided at both ends of the axle 95 are driven by the power transmitted via the power transmission device 20.

  The engine input shaft 21 includes a first engine input shaft 211 and a second engine input shaft 212. The first engine input shaft 211 has one end connected to the crankshaft of the engine 10 and the other end connected to a known torsion damper 22. The second engine input shaft 212 is provided such that one end is connected to the torsion damper 22 and the other end faces the motor input shaft 25. The first engine input shaft 211 and the second engine input shaft 212 are coaxially attached to both sides of the torsion damper 22. As a result, the power generated in the engine 10 is transmitted to the second engine input shaft 212 via the first engine input shaft 211 and the torsion damper 22.

  The motor input shaft 25 is provided coaxially with the engine input shaft 21, and one end thereof is connected to the motor shaft of the first motor 11. Thereby, the power generated by the first motor 11 is transmitted to the motor input shaft 25. The other end of the motor input shaft 25 is provided to face the engine input shaft 21.

  The output shaft 29 is provided in parallel to the engine input shaft 21 and the motor input shaft 25, and one end is connected to the motor shaft of the second motor 12. Thereby, the motor shaft of the second motor 12 rotates integrally with the output shaft 29, and the power generated by the second motor 12 is transmitted to the output shaft 29. The other end of the output shaft 29 is connected to the axle 95 via a differential gear 94. Thereby, the power of the output shaft 29 is transmitted to the axle 95.

The power transmission gear 30 includes a first power transmission gear 31 and a second power transmission gear 41.
The first power transmission gear 31 has a first drive gear 32 and a first driven gear 33. The first drive gear 32 is fixed so as to be coaxial with the motor input shaft 25 and not relatively rotatable. The first driven gear 33 is fixed so as to be coaxial with the output shaft 29 and not relatively rotatable. Thereby, the power generated by the first motor 11 is transmitted to the output shaft 29 via the first power transmission gear 31.

Assuming that the number of teeth of the first drive gear 32 is N32 and the number of teeth of the first driven gear 33 is N33, the first gear ratio ρl, which is the gear ratio of the first power transmission gear 31, is expressed by Expression (1). . The first gear ratio ρl is 2, for example.
ρl = N33 / N32 (1)

The second power transmission gear 41 has a second drive gear 42 and a second driven gear 43. The second drive gear 42 is fixed so as to be coaxial with the second engine input shaft 212 of the engine input shaft 21 and not relatively rotatable. The second driven gear 43 is fixed so as to be coaxial with the output shaft 29 and not relatively rotatable.
When the number of teeth of the second drive gear 42 is N42 and the number of teeth of the second driven gear 43 is N43, the second gear ratio ρh, which is the gear ratio of the second power transmission gear 41, is expressed by Expression (2). . The second gear ratio ρh is, for example, 0.5.
ρh = N43 / N42 (2)

The intermittent part 50 includes a first clutch 51 as a first intermittent part and a second clutch 52 as a second intermittent part.
The first clutch 51 is provided between the engine 10 and the output shaft 29 and is provided on the output shaft 29. Specifically, the first clutch 51 connects and disconnects the output shaft 29 and the second driven gear 43. The first clutch 51 is, for example, a hydraulic type, and is configured to be able to control the engagement amount by the control unit 60.
When the first clutch 51 is engaged, the power generated in the engine 10 is transmitted to the output shaft 29 via the second power transmission gear 41. Further, when the first clutch 51 is engaged, the engine 10 can be started by the power input via the second power transmission gear 41.

The second clutch 52 intermittently connects the engine 10 and the first motor 11 and is provided between the other end of the second engine input shaft 212 and the other end of the motor input shaft 25. Specifically, the second clutch 52 connects and disconnects the engine input shaft 21 and the motor input shaft 25. The second clutch 52 is, for example, a hydraulic type, and is configured so that the engagement amount can be controlled by the control unit 60.
When the second clutch 52 is engaged, the power generated in the engine 10 is transmitted to the output shaft 29 via the first power transmission gear 31. Further, when the second clutch 52 is engaged, the engine 10 can be started by the power of the first motor 11 and the power of the second motor 12 transmitted via the first power transmission gear 31. .

The control unit 60 is mainly configured by a microcomputer including a CPU, a ROM, a RAM, and the like, and executes various control processes by executing various control programs stored in the ROM.
The control unit 60 is obtained from a water temperature sensor that detects an accelerator opening α obtained from an accelerator sensor (not shown), a vehicle speed V that is a traveling speed of the vehicle 90 obtained from the vehicle speed sensor, and a coolant temperature of the engine 10. The engine speed Ne calculated from the detected engine water temperature Te and the detected value of the crank angle sensor is read. Further, the controller 60 reads the first actual output torque Tm1s output from the first torque sensor 16 and the second actual output torque Tm2s output from the second torque sensor 17.
The control unit 60 controls driving of the engine 10, the first motor 11, and the second motor 12 based on the acquired various signals. In addition, the control unit 60 controls the engagement amounts of the first clutch 51 and the second clutch 52 based on the acquired various signals.

In the present embodiment, when the engine 10 is started from a state where the engine 10 is stopped during traveling, the engine 10 is started using the torque output from the first motor 11 and the second motor 12.
When the engine 10 is started, when the torque required for starting the engine 10 is not sufficiently output due to the response delay of the first motor 11 or the second motor 12, the torque is completely transmitted (loss or the like). If the first clutch 51 or the second clutch 52 is engaged, the torque transmitted to the engine 10 side becomes excessive, and the torque transmitted to the output shaft 29 side may be insufficient. If the torque transmitted to the output shaft 29 side is insufficient, the torque required for running decreases, the shock increases, and drivability may deteriorate.
Therefore, in this embodiment, the engagement amount of the first clutch 51 or the second clutch 52 is controlled based on the first actual output torque Tm1s and the second actual output torque Tm2s.

The fastening amount control process of the present embodiment will be described based on the flowcharts shown in FIGS. The fastening amount control process is executed by the control unit 60 at a predetermined interval, for example, when the ignition key is turned on.
In the first step S101 (hereinafter, “step” is omitted and simply indicated by the symbol “S”), various signals are read. Specifically, the accelerator opening α, the vehicle speed V, the engine water temperature Te, the engine speed Ne, and the actual output torques Tm1s and Tm2s are read.

In S102, based on the vehicle speed V, it is determined whether or not the vehicle is traveling. When it is determined that the vehicle is not traveling (S102: NO), the processing after S103 is not performed. When it is determined that the vehicle is traveling (S102: YES), the process proceeds to S103.
In S103, a drive request torque Treq is calculated. In the present embodiment, the drive request torque Treq is a torque output from the first motor 11 and the second motor 12 to the axle 95 side, and is calculated by map calculation or the like based on the accelerator opening α and the vehicle speed V. Note that “Fn (z)” in the figure means that a map or a function Fn is used and an argument is calculated as z.

In S104, the running torque Tmreq is calculated. In the present embodiment, the traveling torque Tmreq is the torque output by the first motor 11 and the second motor 12 used for traveling of the vehicle 90, and is calculated by Expression (3) based on the drive request torque Treq.
Tmreq = Treq (3)

  In S105, it is determined whether or not an engine start condition is satisfied. In the present embodiment, when a command to start the engine 10 is acquired from a host ECU (not shown) according to the running load and the engine speed Ne is less than the start completion determination threshold Ns, “engine start It is assumed that the conditions are met. For example, when the engine 10 is stopped and a command to start the engine 10 is not acquired (ie, the engine is stopped), such as during EV travel, or when the engine speed Ne is equal to or greater than the start completion determination threshold Ns (ie After the engine start is completed), it is considered that the engine start condition is not satisfied. When it is determined that the engine start condition is satisfied (S105: YES), the process proceeds to S112 in FIG. When it is determined that the engine start condition is not satisfied (S105: NO), the process proceeds to S106.

In S106, based on the traveling torque Tmreq and the vehicle speed V, the first command torque Tm1req related to the torque output from the first motor 11 and the second command torque Tm2req related to the torque output from the second motor 12 are calculated. To do.
Here, the combined torque Tmreq_a to be output from the first motor 11 and the second motor 12 is set as the traveling torque Tmreq. The first command torque Tm1req is calculated from a three-dimensional map F31 (see FIG. 4) that takes the combined torque Tmreq_a and the vehicle speed V as arguments. Further, the second command torque Tm2req is calculated from a three-dimensional map F32 (see FIG. 5) using the combined torque Tmreq_a and the vehicle speed V as arguments.
As a result, the total torque Tmreq_a is distributed to the first motor 11 and the second motor 12.

  In S107, whether or not the engine 10 is in operation is determined based on the engine speed Ne. When it is determined that the engine 10 is in operation (S107: YES), that is, when the engine speed Ne is equal to or greater than the start completion determination threshold Ns, the process proceeds to S109. When it is determined that the engine 10 is not operating (S107: NO), that is, when the engine speed Ne is 0 and the engine is stopped, the process proceeds to S108.

In S108, the first command engagement amount Clr1 that is a command value related to the engagement amount of the first clutch 51 is expressed by equation (4), and the second command engagement amount Clr2 that is a command value related to the engagement amount of the second clutch 52 is expressed by equation (4). (5) and the process is terminated.
Clr1 = Crop (4)
Clr2 = Crop (5)

  Note that the open value Crop in the expressions (4) and (5) means a so-called “clutch disengaged” state and a state where torque is not transmitted, for example, Clop = 0 [MPa ]. That is, in S108 which is shifted when the engine 10 is stopped, both the first clutch 51 and the second clutch 52 are disconnected, and “EV traveling” is performed in which the vehicle travels with the power of the first motor 11 and the second motor 12.

  If it is determined that the engine 10 is in operation (S107: YES), in S109, it is determined whether the vehicle speed V is equal to or higher than the vehicle speed determination threshold Vs. When it is determined that the vehicle speed V is equal to or higher than the vehicle speed determination threshold value Vs (S109: YES), the process proceeds to S111. When it is determined that the vehicle speed V is less than the vehicle speed determination threshold Vs (S109: NO), the process proceeds to S110.

In S110, the first command engagement amount Clr1 is expressed by equation (6), and the second command engagement amount Clr2 is expressed by equation (7).
Clr1 = Crop (6)
Clr2 = Clcl (7)

  Note that the close value Clcl in the equation (7) means a fastening amount at which torque is completely transmitted, excluding loss and the like, for example, Clcl = 2 [MPa]. The same applies to equation (8) described later. Hereinafter, appropriately setting the engagement amount as the close value Clcl and excluding the loss and the like so that the torque is completely transmitted is referred to as “completely engaging the clutch”. When the vehicle speed V is lower than the vehicle speed determination threshold Vs, the first clutch 51 is disengaged and the second clutch 52 is completely connected, so that the power output from the engine 10 passes through the first power transmission gear 31. Then, it is transmitted to the output shaft 29. As a result, the vehicle 90 travels using the power of the engine 10, the first motor 11, and the second motor 12.

In S111, when the vehicle speed V is determined to be equal to or higher than the vehicle speed determination threshold Vs (S109: YES), the first command engagement amount Clr1 is expressed by equation (8), and the second command engagement amount Clr2 is expressed by equation (9). And
Clr1 = Clcl (8)
Clr2 = Crop (9)

  The power output from the engine 10 passes through the second power transmission gear 41 when the first clutch 51 is completely connected and the second clutch 52 is disconnected when the vehicle speed V is higher than the vehicle speed determination threshold Vs. Then, it is transmitted to the output shaft 29. As a result, the vehicle 90 travels using the power of the engine 10, the first motor 11, and the second motor 12.

  When it is determined that the engine start condition is satisfied (S105: YES), a start torque Test, which is a torque required for starting the engine 10, is calculated in S112 in FIG. The starting torque Testt is a torque input to the engine input shaft 21 and is calculated by a map calculation or the like based on the engine water temperature Te. The starting torque Testt increases as the engine coolant temperature Te decreases.

  In S113, as in S109, it is determined whether or not the vehicle speed V is equal to or higher than the vehicle speed determination threshold Vs. When it is determined that the vehicle speed V is less than the vehicle speed determination threshold value Vs (S113: NO), the process proceeds to S120. When it is determined that the vehicle speed V is equal to or higher than the vehicle speed determination threshold Vs (S113: YES), the process proceeds to S114.

In S114, the total torque Tmreq_a is calculated by the expression (10) so that the first motor 11 and the second motor 12 output the starting torque Testt in addition to the drive request torque Treq.
Tmreq_a = Tmreq + Testt × ρh (10)

  It is assumed that when the engine 10 is started at high speed when the vehicle speed V is equal to or higher than the vehicle speed determination threshold Vs, the first clutch 51 is connected and the second clutch 52 is disconnected. In this case, since the power of the first motor 11 and the second motor 12 is transmitted to the engine 10 via the second power transmission gear 41, the total torque Tmreq_a is calculated using the second gear ratio ρh.

  In S115, the first command torque Tm1req and the second command torque Tm2req are calculated based on the combined torque Tmreq_a and the vehicle speed V. The calculation method of the first command torque Tm1req and the second command torque Tm2req is the same as S106.

In S116, it is determined whether or not the surplus torque Tmex when the first clutch 51 is engaged is less than zero.
In the present embodiment, the surplus torque Tmex is a value corresponding to the difference between the actual output torques Tm1s and Tm2s and the running torque Tmreq, and is output from the first motor 11 and the second motor 12 to the output shaft 29. The torque obtained by subtracting the traveling torque Tmreq from the transmitted torque. The surplus torque Tmex when the first clutch 51 is engaged is shown in Expression (11).
Tmex = Tm1s × ρl + Tm2s−Tmreq (11)

  When the surplus torque Tmex is less than 0, that is, a negative value, the first motor 11 and the traveling torque Tmreq corresponding to the driving request of the vehicle 90 due to the response delay of the first motor 11 and the second motor 12 or the like. This means that the torque output from the second motor 12 is insufficient. Further, when the surplus torque Tmex is a positive value, it means that the torque output from the first motor 11 and the second motor 12 is surplus with respect to the traveling torque Tmreq. Here, the surplus torque Tmex is set as the assist torque Tmast, and the engine 10 is started by the assist torque Tmast transmitted via the first clutch 51.

When it is determined that the surplus torque Tmex is 0 or more (S116: NO), the process proceeds to S118. When it is determined that the surplus torque Tmex is less than 0 (S116: YES), the process proceeds to S117.
In S117, the assist torque Tmast used for starting the engine 10 via the first clutch 51 is set to zero.
In S118, when the surplus torque Tmex is determined to be greater than or equal to 0 (S116: NO), the assist torque Tmast is set as the surplus torque Tmex. That is, the assist torque Tmast is expressed by Expression (12).
Tmast = Tmex = Tm1s × ρl + Tm2s−Tmreq (12)

In S119, the first command engagement amount Clr1 is calculated based on the assist torque Tmast calculated in S117 or S118. The first command engagement amount Clr1 is calculated based on, for example, a map shown in FIG. When the assist torque Tmast is 0, the first command engagement amount Clr1 is set to 0 (that is, the open value Crop). Thereby, the 1st clutch 51 is controlled so that it may become the amount of fastening according to assist torque Tmast.
Further, the second command engagement amount Clr2 is set to the open value Crop, and the second clutch 52 is disengaged.
Thereby, the assist torque Tmast corresponding to the actual output torques Tm1s and Tm2s output from the first motor 11 and the second motor 12 is transmitted to the engine 10 side without excess or deficiency and used for starting the engine 10.

When it is determined that the vehicle speed V is less than the vehicle speed determination threshold value Vs (S113: NO), the first motor 11 and the second motor 12 output the starting torque Testt in addition to the traveling torque Tmreq. Therefore, the total torque Tmreq_a is calculated by the equation (13).
Tmreq_a = Tmreq + Testt × ρl (13)

  It is assumed that the first clutch 51 is disengaged and the second clutch 52 is disengaged when the engine 10 is started during low-speed traveling where the vehicle speed V is less than the vehicle speed determination threshold Vs. In this case, since the power of the first motor 11 and the second motor 12 is transmitted to the engine 10 via the first power transmission gear 31, the total torque Tmreq_a is calculated using the first gear ratio ρl.

  In S121, the first command torque Tm1req and the second command torque Tm2req are calculated based on the combined torque Tmreq_a and the vehicle speed V. The calculation method of the first command torque Tm1req and the second command torque Tm2req is the same as S106.

In S122, it is determined whether or not the surplus torque Tmex when the second clutch 52 is engaged is less than zero.
Here, the case where the torque output from the first motor 11 and the second motor 12 and transmitted to the output shaft 29 using the surplus torque Tmex is equal to the traveling torque Tmreq is shown in Expression (14).
(Tm1s−Tmex) × ρl + Tm2s−Tmreq = 0 (14)
When the equation (14) is transformed, the surplus torque Tmex is expressed by the equation (15).
Tmex = (Tm2s−Tmreq) / ρl + Tm1s (15)

Here, the surplus torque Tmex is set as the assist torque Tmast, and the engine 10 is started by the assist torque Tmast transmitted via the second clutch 52.
When it is determined that the surplus torque Tmex is 0 or more (S122: NO), the process proceeds to S124. When it is determined that the surplus torque Tmex is less than 0 (S122: YES), the process proceeds to S123.

In S123, the assist torque Tmast used for starting the engine 10 via the second clutch 52 is set to zero.
In S124, when the surplus torque Tmex is determined to be 0 or more (S122: NO), the assist torque Tmast is set as the surplus torque Tmex. That is, the assist torque Tmast is expressed by Expression (16).
Tmast = Tmex = (Tm2s−Tmreq) / ρl + Tm1s
... (16)

In S125, the second command engagement amount Clr2 is calculated based on the assist torque Tmast calculated in S123 or S124. The second command engagement amount Clr2 is calculated based on, for example, a map shown in FIG. When the assist torque Tmast is 0, the first command engagement amount Clr1 is set to 0 (that is, the open value Crop). As a result, the second clutch 52 is controlled to have an engagement amount corresponding to the assist torque Tmast.
Further, the first command engagement amount Clr1 is set to the open value Crop, and the first clutch 51 is disengaged.
As a result, the assist torque Tmast corresponding to the actual output torques Tm1s and Tm2s is transmitted to the engine 10 side without excess or deficiency and used for starting the engine 10.

  In the present embodiment, when the engine 10 is started while the vehicle 90 is running, the engine 10 is started by the power output from the first motor 11 or the second motor 12. Thereby, compared with the case where it starts with a starter, the enlargement of a starter and the fall of a lifetime can be prevented.

  When traveling at a low speed, the engine 10 is started by the torque transmitted by connecting the second clutch 52. When the second clutch 52 is connected, the rotation of the first motor 11 is directly transmitted to the engine 10 side, so that the vehicle speed V is small and the rotation speeds of the first motor 11 and the second motor 12 are small. Also, the engine 10 can be reliably started.

  Further, during high speed running, the engine 10 is started by the torque transmitted from the first motor 11 and the second motor 12 to the engine input shaft 21 by connecting the first clutch 51. Here, when the second gear ratio ρh is less than 1, the rotation of the output shaft 29 is decelerated and transmitted to the engine input shaft 21. Therefore, the torque output for starting the engine 10 from the first motor 11 and the second motor 12 can be reduced, so that the energy required for starting the engine 10 can be reduced.

As described above in detail, the control unit 60 of the present embodiment controls the power transmission system 1. The power transmission system 1 includes an engine 10, a first motor 11 and a second motor 12, a power transmission gear 30, and an intermittent part 50.
The first motor 11 and the second motor 12 can transmit power to the output shaft 29 connected to the axle 95.

The power transmission gear 30 includes a first power transmission gear 31 and a second power transmission gear 41. The first power transmission gear 31 is provided between the first motor 11 and the output shaft 29, and the gear ratio is the first gear ratio. The second power transmission gear 41 is provided between the engine 10 and the output shaft 29, and the gear ratio is the second gear ratio.
The intermittence part 50 includes a first clutch 51 and a second clutch 52. The first clutch 51 is provided between the engine 10 and the output shaft 29. The second clutch 52 is provided between the engine 10 and the first motor 11.

The control unit 60 executes the following processing.
The control unit 60 reads the first actual output torque Tm1s that is the torque output from the first motor 11 and the second actual output torque Tm2s that is the torque output from the second motor 12 (S101 in FIG. 2). ).

The control unit 60 calculates the first command torque Tm1req related to the driving of the first motor 11 and the second command torque Tm2req related to the driving of the second motor 12 based on the traveling torque Tmreq corresponding to the drive request torque Treq. (S106 in FIG. 2, S115 and S121 in FIG. 3).
The control unit 60 calculates a first command engagement amount Clr1 related to the engagement amount of the first clutch 51 and a second command engagement amount Clr2 related to the engagement amount of the second clutch 52 (S108, S110, FIG. 2). S111, S119 and S125 in FIG. 3).

When the vehicle is traveling and the start condition for starting the stopped engine 10 is satisfied (S105: YES), the control unit 60 uses the starting torque Testt required for starting the engine 10 and the traveling Based on the torque Tmreq, a first command torque Tm1req and a second command torque Tm2req are calculated (S115, S121).
Further, when the vehicle is traveling and the start condition for starting the stopped engine 10 is satisfied (S105: YES), the control unit 60 determines whether the actual output torques Tm1s and Tm2s and the traveling torque Tmreq are equal to each other. Based on the surplus torque Tmex corresponding to the difference, command engagement amounts Clr1 and Clr2 are calculated (S119, S125).

  In the present embodiment, when the engine 10 is started while the vehicle is running, the engine 10 is started by the power output from the first motor 11 and the second motor 12. Thereby, compared with the case where it starts with a starter, the enlargement of a starter and the fall of a lifetime can be prevented.

  In the present embodiment, when the engine 10 is started while the vehicle is running, the running torque Tmreq used for running the vehicle 90 is calculated from the actual output torques Tm1s and Tm2s output from the first motor 11 and the second motor 12. The amount of engagement of the first clutch 51 and the second clutch 52 is controlled so that the surplus is supplied to the engine 10 as the assist torque Tmast used to start the engine 10.

  Thereby, the torque used for starting the engine 10 can be transmitted to the engine 10 side without excess or deficiency. Further, since the torque transmitted to the axle 95 side can be set to an appropriate magnitude according to the drive request torque, drivability can be improved. For this reason, for example, it is not necessary to use a special motor with high responsiveness in order to suppress torque fluctuation associated with engine starting, which contributes to cost reduction. Furthermore, since the shock due to excess or deficiency of the torque transmitted to the axle 95 side is reduced, the configuration of a torque converter or the like for reducing the shock can be omitted, and the efficiency can be improved and the device can be downsized. .

In the present embodiment, the motor includes a first motor 11 and a second motor 12 whose motor shaft rotates integrally with the output shaft 29.
The power transmission gear 30 includes a first power transmission gear 31 and a second power transmission gear 41 provided between the first motor 11 and the output shaft 29.
The intermittence part 50 includes a first clutch 51 and a second clutch 52 provided between the engine 10 and the first motor 11.

The control unit 60 reads the first actual output torque Tm1s that is the actual output torque output from the first motor 11 and the second actual output torque Tm2s that is the actual output torque output from the second motor 12 (S101). ).
The controller 60 controls the first clutch 51 based on the first actual output torque Tm1s, the second actual output torque Tm2s, the running torque Tmreq, and the surplus torque Tmex calculated based on the first gear ratio ρl. A first command engagement amount Clr1 that is an engagement amount and a second command engagement amount Clr2 that is a command engagement amount related to the second clutch 52 are calculated (S119, S125).

  Thus, in the configuration including the first motor 11, the second motor 12, the first power transmission gear 31, the second power transmission gear 41, the first clutch 51, and the second clutch 52, the first clutch 51 and the second clutch The engagement amount of the clutch 52 can be appropriately controlled, and the torque used for starting the engine 10 can be transmitted to the engine 10 side without excess or deficiency.

The control unit 60 reads the vehicle speed V that is the traveling speed of the vehicle 90.
When the vehicle speed V is less than the vehicle speed determination threshold value Vs (S113: NO), the controller 60 converts the value obtained by subtracting the traveling torque Tmreq from the second actual output torque Tm2s into the first gear ratio ρl and the first value. A value obtained by adding the actual output torque Tm1s is set as a surplus torque Tmex, a second command engagement amount Clr2 is calculated based on the surplus torque Tmex, and the first command engagement amount Clr1 is set to zero (S125).
When the vehicle speed V is equal to or higher than the vehicle speed determination threshold value Vs (S113: YES), the control unit 60 adds the value obtained by converting the first actual output torque Tm1s by the first gear ratio ρl and the second actual output torque Tm2s. A value obtained by subtracting the travel torque Tmreq from the excess torque Tmex is calculated, the first command engagement amount Clr1 is calculated based on the excess torque Tmex, and the second command engagement amount Clr2 is set to zero (S119).

  In the present embodiment, the second clutch 52 is engaged and the assist torque Tmast is transmitted from the first motor 11 and the second motor 12 to the engine 10 side when the vehicle speed V is lower than the vehicle speed determination threshold Vs. Accordingly, since the rotation of the first motor 11 is directly transmitted to the engine 10 side, the engine 10 can be operated even when the speed of the first motor 11 and the second motor 12 is small during low-speed traveling. Can be reliably started.

  Further, when the vehicle speed V is higher than the vehicle speed determination threshold Vs, the first clutch is engaged and the assist torque Tmast is transmitted from the first motor 11 and the second motor 12 to the engine 10 side. For example, if the second gear ratio ρh is less than 1, the rotation of the output shaft 29 is decelerated and transmitted to the engine 10 side, so that the first motor 11 and the second motor 12 output the engine 10 for starting. Torque can be reduced and efficiency is improved.

  When the vehicle speed V is less than the vehicle speed determination threshold Vs (S113: NO), the control unit 60 determines that the starting torque Testt and the traveling torque Tmreq converted by the first gear ratio ρl are the first motor 11 and the second torque. A first command torque Tm1req that is a command torque related to the first motor 11 and a second command torque Tm2req that is a command torque related to the second motor 12 are calculated so as to be output from the motor 12 (S121).

When the vehicle speed V is equal to or higher than the vehicle speed determination threshold value Vs (S113: YES), the controller 60 determines that the starting torque Testt and the traveling torque Tmreq converted by the second gear ratio ρh are the first motor 11 and the second motor torque. First command torque Tm1req and second command torque Tm2req are calculated so as to be output from motor 12 (S125).
Thereby, the torque output from the 1st motor 11 and the 2nd motor 12 can be controlled appropriately.

  When the surplus torque Tmex is a negative value (S116: YES or S122: YES), the control unit 60 sets the command fastening amounts Clr1, Clr2 to 0 (S117, S123). When the surplus torque Tmex is a negative value, the torque output from the first motor 11 and the second motor 12 is insufficient with respect to the drive request torque Treq. At this time, since the torque is not transmitted to the engine 10 side by disengaging the first clutch 51 and the second clutch 52, the torque output from the first motor 11 and the second motor 12 is preferentially traveled by the vehicle 90. Can be used.

  The controller 60 reads the first actual output torque Tm1s based on the detection value of the first torque sensor 16 that detects the torque output from the first motor 11. The second actual output torque Tm2s is read based on the detection value of the second torque sensor 17 that detects the torque output from the second motor 12. By providing the torque sensors 16 and 17, the actual output torques Tm1s and Tm2s can be directly read.

In the present embodiment, the control unit 60 constitutes “actual output torque acquisition means”, “command torque calculation means”, “engagement amount calculation means”, and “vehicle speed acquisition means”.
Further, S101 in FIG. 2 corresponds to processing as a function of “actual output torque acquisition means” and “vehicle speed acquisition means”, and S106, S115, and S121 correspond to processing as a function of “command torque calculation means”. , S108, S110, S111, S119, and S125 correspond to processing as a function of the “command fastening amount calculation means”.

(Second Embodiment)
A second embodiment of the present invention will be described with reference to FIGS.
The power transmission system 2 of the present embodiment includes an engine 10, a motor 13, a power transmission device 120, and a control unit 60. In the power transmission system 2 of the present embodiment, the first motor 11, the motor input shaft 25, the first power transmission gear 31, and the second clutch 52 in the first embodiment are omitted.
The motor 13 is the same as the second motor 12 of the first embodiment, and a torque sensor 18 for detecting the actual output torque Tm3s output from the motor 13 is provided on the motor shaft of the motor 13. The actual output torque Tm3s detected by the torque sensor 18 is output to the control unit 60.

The power transmission device 120 includes an engine input shaft 21, an output shaft 129, a power transmission gear 130, an intermittent portion 150, and the like, and transmits power generated by the engine 10 and the motor 13 via a differential gear 94 and the like. 95.
Although the engine input shaft 21 is the same as that of the first embodiment, the motor input shaft 25 is omitted in the present embodiment, and therefore the other end of the second engine input shaft 212 faces the motor input shaft 25. Not.

The output shaft 129 is provided in parallel to the engine input shaft 21, and one end is connected to the motor shaft of the motor 13. Thereby, the motor shaft of the motor 13 rotates integrally with the output shaft 129, and the power generated by the motor 13 is transmitted to the output shaft 129.
The output shaft 129 is substantially the same as the output shaft 29 of the first embodiment except that the first driven gear 33 of the first power transmission gear 31 omitted in the present embodiment is not provided.
The power transmission gear 130 is configured by the second power transmission gear 41.
The intermittent part 150 is configured by the first clutch 51.

In the present embodiment, the amount of engagement of the first clutch 51 is controlled based on the actual output torque Tm3s output from the motor 13 in order to transmit the torque required for starting the engine 10 during traveling to the engine 10 without excess or deficiency. ing.
The fastening amount control process will be described based on the flowchart shown in FIG.

The processing of S201 to S203 is the same as the processing of S101 to S103 in FIG. In S201, the actual output torque Tm3s is read instead of the actual output torques Tm1s and Tm2s in S101.
In S204, the running torque Tmreq is calculated based on the drive request torque Treq. The traveling torque Tmreq is represented by Expression (17).
Tmreq = Treq (17)

In S205, as in S105, it is determined whether or not an engine start condition is satisfied. When it is determined that the engine start condition is satisfied (S205: YES), the process proceeds to S210. When it is determined that the engine start condition is not satisfied (S205: NO), the process proceeds to S206.
In S206, a command torque Tm3req related to the torque output from the motor 13 is calculated (formula (18)).
Tm3req = Tmreq (18)

  In S207, as in S107, it is determined whether or not the engine 10 is in operation. When it is determined that the engine 10 is not operating (S207: NO), that is, when the engine speed Ne is 0 and the engine is stopped, the process proceeds to S208. If it is determined that the engine 10 is in operation (S207: YES), that is, if the engine speed Ne is equal to or greater than the start completion determination threshold Ns, the process proceeds to S209.

In S208, during which the engine is stopped, the first command 51 is disengaged with the first command engagement amount Clr1 that is a command value related to the engagement amount of the first clutch 51 as the open value Crop, and the vehicle travels with the power of the motor 13 "EV travel "
In S209, where the engine speed Ne is greater than or equal to the start completion determination threshold value Ns, the first clutch 51 is completely engaged with the first command engagement amount Clr1 as the close value Clcl. As a result, the power output from the engine 10 is transmitted to the output shaft 129 via the second power transmission gear 41, and the vehicle 90 travels with the power of the engine 10 and the motor 13.
The “open value Clop” and “close value Clcl” are the same as those in the above embodiment. The same applies to the third embodiment.

In S210, when the engine start condition is determined to be satisfied (S205: YES), the starting torque Test is calculated as in S112 in FIG.
In S211, in order to output the starting torque Testt by the motor 13 in addition to the drive request torque Treq, the command torque Tm3req is calculated by the equation (19).
Tm3req = Tmreq + Testt × ρh (19)

In S212, it is determined whether the surplus torque Tmex is less than zero. The surplus torque Tmex is a value obtained by subtracting the traveling torque Tmreq from the actual output torque Tm3s, and is represented by Expression (20).
Tmex = Tm3s−Tmreq (20)
When it is determined that the surplus torque Tmex is less than 0 (S212: YES), the process proceeds to S213. When it is determined that the surplus torque Tmex is 0 or more (S212: NO), the process proceeds to S214.

  In S213, the surplus torque Tmex is less than 0, and the actual output torque Tm3s, which is the torque output from the motor 13, is insufficient with respect to the running torque Tmreq according to the drive request of the vehicle 90 due to the response delay of the motor 13 or the like. Therefore, the assist torque Tmast used for starting the engine 10 is set to zero.

In S214, the surplus torque Tmex is 0 or more, and the torque output from the motor 13 is surplus with respect to the running torque Tmreq. Therefore, the surplus torque Tmex is used for starting the engine 10. Therefore, the assist torque Tmast is expressed by equation (21).
Tmast = Tmex = Tm3s−Tmreq (21)

In S215, the first command engagement amount Clr1 is calculated based on the assist torque Tmast calculated in S213 or S214. The first command engagement amount Clr1 is calculated based on, for example, a map shown in FIG.
Thereby, the assist torque Tmast corresponding to the actual output torque Tm3s output from the motor 13 is transmitted to the engine 10 side without excess or deficiency and used for starting the engine 10.

In this embodiment, since the first motor 11, the motor input shaft 25, the first power transmission gear 31, and the second clutch 52 in the first embodiment are omitted, the configuration is simpler than that of the first embodiment. be able to.
Further, as described in the first embodiment, the engine 10 is started by the torque transmitted from the motor 13 to the engine input shaft 21 by connecting the first clutch 51. When the second gear ratio ρh is less than 1, the rotation of the output shaft 129 is decelerated and transmitted to the engine input shaft 21, so that the torque output for starting the engine 10 from the motor 13 can be reduced. It is possible to reduce the energy required for starting the engine 10.

In the motor 13 of this embodiment, the motor shaft rotates integrally with the output shaft 129.
The power transmission gear 130 is configured by the second power transmission gear 41, and the intermittent portion 150 is configured by the first clutch 51.
When the vehicle 90 is traveling and the start condition for starting the stopped engine 10 is satisfied (S205: YES), the control unit 60 calculates the start torque Testt converted by the second gear ratio ρh. A command torque Tm3req that causes the motor 13 to output the running torque Tmreq is calculated (S211). Further, the control unit 60 sets a value obtained by subtracting the traveling torque Tmreq from the actual output torque Tm3s as a surplus torque Tmex, and a first command engagement amount Clr1 that is a command engagement amount related to the first clutch 51 based on the surplus torque Tmex. Is calculated (S215). Thereby, the torque output from the motor 13 and the amount of engagement of the first clutch 51 can be appropriately controlled.
In addition, the same effects as those of the above embodiment can be obtained.

  In this embodiment, S201 in FIG. 8 corresponds to the process as the function of “actual output torque acquisition means”, S206 and S211 correspond to the process as the function of “command torque calculation means”, and S208, S209, S215 corresponds to processing as a function of “command fastening amount calculation means”.

(Third embodiment)
A third embodiment of the present invention will be described with reference to FIGS.
The power transmission system 3 of the present embodiment includes the engine 10, the motor 14, the power transmission device 220, and the control unit 60. In the power transmission system 3 of the present embodiment, the second motor 12, the second power transmission gear 41, and the first clutch 51 in the first embodiment are omitted.
The motor 14 is the same as the first motor 11 of the first embodiment, and the motor shaft of the motor 14 is provided with a torque sensor 19 that detects the actual output torque Tm4s output from the motor 14. The actual output torque Tm4s detected by the torque sensor 19 is output to the control unit 60.

The power transmission device 220 includes an engine input shaft 21, a motor input shaft 225, an output shaft 229, a power transmission gear 230, an intermittent portion 250, and the like. The power generated by the engine 10 and the motor 14 is transmitted to a differential gear 94 and the like. Is transmitted to the axle 95 via.
The motor input shaft 225 is provided coaxially with the engine input shaft 21, and one end is connected to the motor shaft of the motor 14. As a result, the power generated by the motor 14 is transmitted to the motor input shaft 225. The other end of the motor input shaft 225 is provided to face the engine input shaft 21.

The output shaft 229 is provided in parallel to the engine input shaft 21 and the motor input shaft 225. One end of the output shaft 229 is connected to the axle 95 via a differential gear 94. Thereby, the power of the output shaft 229 is transmitted to the axle 95.
The output shaft 229 of this embodiment is substantially the same as the output shaft 29 of the first embodiment except that it is not connected to the motor shaft of the second motor 12 that is omitted in this embodiment.
The power transmission gear 230 is composed of the first power transmission gear 31.
The intermittent portion 250 is configured by the second clutch 52.

In the present embodiment, the amount of engagement of the second clutch 52 is controlled based on the actual output torque Tm4s output from the motor 14 in order to transmit the torque required for starting the engine 10 during traveling to the engine 10 without excess or deficiency. ing.
The fastening amount control process will be described based on the flowchart shown in FIG.
The processing of S301 to S303 is the same as the processing of S101 to S103 in FIG. In S301, the actual output torque Tm4s is read instead of the actual output torques Tm1s and Tm2s in S101.
In S304, the running torque Tmreq is calculated. In the present embodiment, the traveling torque Tmreq is a torque output by the motor 14 used for traveling of the vehicle 90, and is calculated by Expression (22) based on a value obtained by converting the drive request torque Treq by the first gear ratio. Is done.
Tmreq = Treq / ρl (22)

In S305, as in S105 in FIG. 2, it is determined whether the engine start condition is satisfied. When it is determined that the engine start condition is satisfied (S305: YES), the process proceeds to S310. When it is determined that the engine start condition is not satisfied (S305: NO), the process proceeds to S306.
In S306, a command torque Tm4req related to the torque output from the motor 14 is calculated (formula (23)).
Tm4req = Tmreq (23)

  In S307, as in S107, it is determined whether or not the engine is operating. When it is determined that the engine is not operating (S307: NO), that is, when the engine speed Ne is 0 and the engine is stopped, the process proceeds to S308. If it is determined that the engine is operating (S307: YES), that is, if the engine speed Ne is greater than or equal to the start completion determination threshold Ns, the process proceeds to S309.

In S308 that is shifted to when the engine is stopped, the second command engagement amount Clr2 that is a command value related to the engagement amount of the second clutch 52 is set to the open value Crop, and “EV traveling” is performed that travels with the power of the motor 14.
In S309, where the engine speed Ne is greater than or equal to the start completion determination threshold value Ns, the second command engagement amount Clr2 is set to the close value Clcl. As a result, the power output from the engine 10 is transmitted to the output shaft 229 via the first power transmission gear 31, and the vehicle 90 travels with the power of the engine 10 and the motor 14.

In S310, when the engine start condition is determined to be satisfied (S305: YES), the starting torque Test is calculated in the same manner as S112 in FIG.
In step S311, the driving torque Tmreq is corrected to output the starting torque Testt by the motor 14 in addition to the drive request torque Treq, and the command torque Tm4req is calculated by the equation (24).
Tm4req = Tmreq + Testt (24)

In S312, it is determined whether or not the surplus torque Tmex is less than zero. The surplus torque Tmex is a value obtained by subtracting the traveling torque Tmreq from the actual output torque Tm4s, and is represented by Expression (25).
Tmex = Tm4s−Tmreq (25)
When it is determined that the surplus torque Tmex is less than 0 (S312: YES), the process proceeds to S313. When it is determined that the surplus torque Tmex is 0 or more (S312: NO), the process proceeds to S314.

  In S313, the surplus torque Tmex is less than 0, and the actual output torque Tm4s that is the torque output from the motor 14 is insufficient with respect to the running torque Tmreq according to the drive request of the vehicle 90 due to the response delay of the motor 14 or the like. Therefore, the assist torque Tmast used for starting the engine 10 is set to zero.

In S314, the surplus torque Tmex is 0 or more, and the torque output from the motor 14 is surplus with respect to the running torque Tmreq, so the surplus torque Tmex is used for starting the engine 10. Therefore, the assist torque Tmast is expressed by Expression (26).
Tmast = Tmex = Tm4s−Tmreq (26)

In S315, the second command engagement amount Clr2 is calculated based on the assist torque Tmast calculated in S313 or S314. The second command engagement amount Clr2 is calculated based on, for example, a map shown in FIG.
As a result, the assist torque Tmast corresponding to the actual output torque Tm4s output from the motor 14 is transmitted to the engine 10 side without excess or deficiency and used for starting the engine 10.

In the present embodiment, since the second motor 12, the second power output gear 40, and the first clutch 51 in the first embodiment are omitted, a simpler configuration can be achieved.
Further, as described in the first embodiment, when the second clutch 52 is connected, the rotation of the motor 14 is directly transmitted to the engine 10, for example, when the vehicle speed V is small and the rotation speed of the motor 14 is small. Even so, the engine 10 can be reliably started.

The power transmission gear 230 of the present embodiment is configured by the first power transmission gear 31 provided between the motor 14 and the output shaft 229, and the intermittent portion 250 is configured by the second clutch 52.
The control unit 60 calculates a command torque Tm4req based on the travel torque Tmreq, which is obtained by converting the drive request torque Treq by the first gear ratio ρl (S306, S311).

When the vehicle 90 is traveling and the starting condition for starting the stopped engine 10 is satisfied, the control unit 60 outputs the starting torque Testt and the traveling torque Tmreq by the motor 14. Command torque Tm4req is calculated (S311). Further, the control unit 60 sets a value obtained by subtracting the traveling torque Tmreq from the actual output torque Tm4s as a surplus torque Tmex, and based on the surplus torque Tmex, a second command engagement amount Clr2 that is a command engagement amount of the second clutch 52 is obtained. Calculate (S315).
Thereby, the torque output from the motor 14 and the amount of engagement of the second clutch 52 can be appropriately controlled.
In addition, the same effects as those of the above embodiment can be obtained.

  In this embodiment, S301 in FIG. 10 corresponds to the process as the function of “actual output torque acquisition means”, S306 and S311 correspond to the process as the function of “command torque calculation means”, and S308, S309, S315 corresponds to processing as a function of “command fastening amount calculation means”.

(Other embodiments)
(A) Motor The power transmission system of the first embodiment includes two motors, and the power transmission systems of the second embodiment and the third embodiment include one motor. In other embodiments, the number of motors may be three or more.
(A) Power transmission gear The power transmission system of the first embodiment includes two power transmission gears, and the power transmission systems of the second and third embodiments include one power transmission gear. In other embodiments, the number of motors may be three or more. In the above embodiment, an example in which the first gear ratio is 2 and the second gear ratio is 0.5 has been described. In other embodiments, not limited to this, the gear ratio may be set in any manner.

(C) Intermittent part In the said embodiment, the intermittent part demonstrated the example which is a hydraulic type. In another embodiment, the power transmission gear is not limited to a hydraulic wet clutch, and may be a dry clutch or a meshing clutch such as a synchro mechanism.
In the above embodiment, the fastening amount is controlled by pressure. In another embodiment, for example, when the fastening amount is controlled using a stepping motor, the displacement amount from the origin may be controlled based on the surplus torque.
In the first embodiment, the first command engagement amount and the second command engagement amount are calculated using the same map based on the assist torque. In another embodiment, the first command engagement amount and the second command engagement amount may be calculated using different maps.

(D) Actual output torque acquisition means In the above embodiment, the actual output torque acquisition means reads the actual output torque based on the detection value from the torque sensor. In another embodiment, instead of the torque sensor, the actual output torque may be read based on a detection value from a current sensor that detects a current supplied to the motor. Specifically, the actual output torque may be calculated in the control unit based on the detection value from the current sensor, and the calculated actual output torque may be read internally. Thereby, since a torque sensor can be omitted, the number of parts can be reduced.
As mentioned above, this invention is not limited to the said embodiment at all, In the range which does not deviate from the meaning of invention, it can implement with a various form.

1, 2, 3 ... Power transmission system 10 ... Engine 11-14 ... Motor 29 ... Output shaft 30, 130, 230 ... Power transmission gear 50, 150, 250 ... Intermittent 60: Control unit (control device, actual output torque acquisition means, command torque calculation means, fastening amount calculation means, vehicle speed acquisition means)

Claims (8)

An engine (10);
Axle (95) and connected thereto an output shaft and at least one motor power can be transmitted to the (2 9) (11,1 2),
A first power transmission gear (31) provided between the motor and the output shaft and having a gear ratio of a first gear ratio, and a gear ratio provided between the engine and the output shaft is a second gear. A power transmission gear (30 ) composed of at least one of the second power transmission gears (41) having a ratio;
It is comprised from at least one of the 1st intermittent part (51) provided between the said engine and the said output shaft, and the 2nd intermittent part (52) provided between the said engine and the said motor, and fastening amount is comprised. A controllable interrupter ( 50) ;
A control device (60) for controlling a power transmission system ( 1) comprising:
Actual output torque acquisition means (S101 ) for reading an actual output torque that is a torque output from the motor;
Command torque calculating means (S106, S115, S121 ) for calculating a command torque related to driving of the motor based on the driving torque according to the drive request torque;
Fastening amount calculation means (S108, S110, S111, S119, S125 ) for calculating a command fastening amount related to the fastening amount of the intermittent portion;
With
When the vehicle (90) is traveling and a start condition for starting the stopped engine is satisfied,
The command torque calculating means (S115, S121 ) calculates the command torque based on the starting torque required for starting the engine and the running torque,
The engagement amount calculation means (S119, S125 ) calculates the command engagement amount based on a surplus torque according to a difference between the actual output torque and the traveling torque ,
The motor includes a first motor (11) and a second motor (12) whose motor shaft rotates integrally with the output shaft,
The power transmission gear (30) includes the first power transmission gear (31) and the second power transmission gear (41) provided between the first motor and the output shaft.
The intermittent portion (50) includes the first intermittent portion (51) and the second intermittent portion (52) provided between the engine and the first motor,
The actual output torque acquisition means acquires a first actual output torque that is a torque output from the first motor and a second actual output torque that is a torque output from the second motor;
The engagement amount calculation means (S119, S125) is based on the first actual output torque, the second actual output torque, the traveling torque, and the surplus torque calculated based on the first gear ratio. A control device that calculates a first command fastening amount that is the command fastening amount related to the first intermittent portion and a second command fastening amount that is the command fastening amount related to the second intermittent portion . Vehicle speed acquisition means (S101) for reading the vehicle speed, which is the traveling speed of the vehicle,
When the vehicle speed is less than the vehicle speed determination threshold,
The engagement amount calculating means (S125) is configured to add a value obtained by adding a value obtained by subtracting the traveling torque from the second actual output torque to the first gear ratio and the first actual output torque. Torque, calculating the second command engagement amount based on the surplus torque, setting the first command engagement amount to zero,
When the vehicle speed is equal to or higher than the vehicle speed determination threshold,
The engagement amount calculation means (S119) calculates a value obtained by subtracting the traveling torque from a value obtained by adding the first actual output torque to the first gear ratio and the second actual output torque. and a torque control device according to claim 1 in which the based on the surplus torque calculating the first command fastening amount, characterized in that said second command entered amount zero. When the vehicle speed is less than the vehicle speed determination threshold,
The command torque calculation means (S121) is configured to output the first torque and the traveling torque converted from the first gear ratio from the first motor and the second motor. Calculating a first command torque that is the command torque related to the motor and a second command torque that is the command torque related to the second motor;
When the vehicle speed is equal to or higher than the vehicle speed determination threshold,
The command torque calculation means (S115) is configured to output the first torque and the traveling torque converted from the second gear ratio from the first motor and the second motor, respectively. The control device according to claim 2 , wherein a command torque and the second command torque are calculated. An engine (10);
At least one motor (13) capable of transmitting power to an output shaft (129) connected to the axle (95);
A first power transmission gear (31) provided between the motor and the output shaft and having a gear ratio of a first gear ratio, and a gear ratio provided between the engine and the output shaft is a second gear. A power transmission gear (130) composed of at least one of the second power transmission gears (41) having a ratio;
It is comprised from at least one of the 1st intermittent part (51) provided between the said engine and the said output shaft, and the 2nd intermittent part (52) provided between the said engine and the said motor, and fastening amount is comprised. A controllable interrupter (150) ;
A control device (60) for controlling a power transmission system (2) comprising:
An actual output torque acquisition means (S201) for reading an actual output torque that is a torque output from the motor;
Command torque calculating means (S 206, S 211 ) for calculating a command torque related to driving of the motor based on a running torque according to a drive request torque;
Fastening amount calculation means ( S208, S209, S215 ) for calculating a command fastening amount related to the fastening amount of the intermittent portion;
With
When the vehicle (90) is traveling and a start condition for starting the stopped engine is satisfied,
The command torque calculating means (S 21 1) calculates the command torque based on the starting torque required for starting the engine and the running torque,
The engagement amount calculation means ( S215) calculates the command engagement amount based on a surplus torque according to a difference between the actual output torque and the traveling torque ,
The motor has a motor shaft that rotates integrally with the output shaft,
The power transmission gear is composed of the second power transmission gear,
The intermittent portion is composed of the first intermittent portion,
When the vehicle is running and the start condition for starting the stopped engine is satisfied,
The command torque calculating means (S211) calculates the command torque that causes the motor to output the starting torque and the running torque converted by the second gear ratio,
The engagement amount calculation means (S215) uses the value obtained by subtracting the running torque from the actual output torque as the surplus torque, and is the first command engagement amount relating to the first intermittent portion based on the surplus torque. A control device that calculates a command fastening amount . An engine (10);
Axle (95) and connected thereto an output shaft and at least one motor power can be transmitted to (2 29) (1 4),
A first power transmission gear (31) provided between the motor and the output shaft and having a gear ratio of a first gear ratio, and a gear ratio provided between the engine and the output shaft is a second gear. the power transmission gear consisting of at least one of the second power transmission gear, which is the ratio (41) and (2 30),
It is comprised from at least one of the 1st intermittent part (51) provided between the said engine and the said output shaft, and the 2nd intermittent part (52) provided between the said engine and the said motor, and fastening amount is comprised. A controllable interrupter ( 250);
A control device (60) for controlling a power transmission system (3 ) comprising:
An actual output torque acquisition means (S 301) for reading an actual output torque that is a torque output from the motor;
Command torque calculating means (S 306, S 311) for calculating a command torque related to driving of the motor based on the driving torque according to the drive request torque;
Fastening amount calculating means to calculate a command fastening amount of the engagement of the intermittent portion with (S 308, S309, S315) ,
With
When the vehicle (90) is traveling and a start condition for starting the stopped engine is satisfied,
The command torque calculating means (S 311) calculates the command torque based on the starting torque required for starting the engine and the running torque,
The engagement amount calculation means (S315 ) calculates the command engagement amount based on a surplus torque according to a difference between the actual output torque and the traveling torque ,
The power transmission gear is composed of the first power transmission gear provided between the motor and the output shaft,
The intermittent portion is composed of the second intermittent portion,
The command torque calculation means uses the value obtained by converting the drive request torque by the first gear ratio as the travel torque, calculates the command torque based on the travel torque,
When the vehicle is running and the start condition for starting the stopped engine is satisfied,
The command torque calculation means (S311) calculates the command torque that causes the motor to output the starting torque and the running torque,
The engagement amount calculation means (S315) uses the value obtained by subtracting the running torque from the actual output torque as the surplus torque, and is a second command engagement amount relating to the second intermittent portion based on the surplus torque. A control device that calculates a command fastening amount . The fastening amount calculating means, if the surplus torque is a negative value, the control device according to any one of claims 1 to 5, characterized in that a zero the command fastening amount. The said actual output torque acquisition means reads the said actual output torque based on the detected value of the torque sensor (16, 17, 18, 19) which detects the torque output from the said motor. control device according to any one of 6. The actual output torque acquisition means, any of claims 1-6, characterized in that to read the value calculated on the basis of the detected value of the current sensor for detecting a current applied to the motor as the actual output torque The control device according to one item.

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