JP6673007B2 - Control device for vehicle drive unit - Google Patents

Description

  The present invention relates to a control device for a vehicle drive device. In particular, the present invention relates to a control device for a vehicle drive device provided with a power transmission system in which a second rotating shaft is rotatably supported on an inner peripheral portion of a first rotating shaft via a bearing member.

  BACKGROUND ART Conventionally, as disclosed in Patent Document 1, a hybrid vehicle including a power transmission system in which a power split mechanism and an automatic transmission are connected in series has been known. The power split device includes a differential mechanism having a sun gear, a carrier, and a ring gear. The sun gear is automatically shifted through a sun gear shaft to the first electric motor, the carrier is shifted to the engine through the carrier shaft, and the ring gear is shifted automatically through the ring gear shaft. Connected to the machine. The carrier shaft is inserted through the inner peripheral portion of the sun gear shaft, and is relatively rotatably supported by the inner peripheral portion of the sun gear shaft via a bearing member such as a bearing or a bush.

JP 2007-253903 A

  By the way, in a hybrid vehicle having the above-described power transmission system, the power transmission system is changed only by changing the speed ratio of the automatic transmission without changing the rotation speed of each rotating element of the power split mechanism. It is possible to change the gear ratio as a whole.

  Further, in this type of vehicle, if the change in the operation amount of the accelerator pedal by the driver (change in the required driving force by the driver) is small while the vehicle is running with the engine in the driving state, the power split mechanism There is a possibility that the situation where the rotation speed of each rotating element hardly changes will continue. In this case, even if the oil pump (mechanical oil pump) is operated with the operation of the engine, the rotation speed of the first electric motor is zero or near zero (the rotation speed of the sun gear shaft is zero or near zero). ), The supply of lubricating oil between the outer peripheral portion of the carrier shaft and the inner peripheral portion of the sun gear shaft is sufficient even though there is a relative rotation difference between the sun gear shaft and the carrier shaft. This can lead to situations that are not performed. That is, there may be a case where the lubricating oil is not sufficiently supplied to the bearing member. If such a situation continues, the durability of the bearing member may be reduced.

  The present invention has been made in view of such a point, and an object thereof is to provide an insufficient amount of lubricating oil supplied between a sun gear shaft (first rotation shaft) and a carrier shaft (second rotation shaft). It is an object of the present invention to provide a control device for a vehicle drive device capable of solving the problem.

In order to achieve the above object, a solution of the present invention comprises a first rotating shaft, a second rotating shaft, and a third rotating shaft, wherein the first rotating shaft is an electric motor, and the second rotating shaft is a driving force source. The third rotating shaft is connected to an automatic transmission, and the second rotating shaft is rotatably supported on an inner peripheral portion of the first rotating shaft via a bearing member . comprising a power transmission system having a planetary gear unit linked with the sun gear and the pinion coupled to the driving power source via the second rotating shaft is engaged with the motor via a rotary shaft, the driving force source And the lubricating oil discharged from the mechanical oil pump is supplied between the inner peripheral portion of the first rotary shaft and the outer peripheral portion of the second rotary shaft. drive vehicle is configured to lubricate said bearing member by A control device applied to a device assumes. In the control device for the vehicle drive device, a state in which the rotation speed of the first rotation shaft is zero or near zero while the second rotation shaft is rotating with the operation of the driving force source. A rotation speed increase control unit that executes a rotation speed increase control for increasing the rotation speed of the first rotation shaft when the rotation is continued for a predetermined threshold time is provided.

  According to this specific matter, when the state in which the rotation speed of the first rotation shaft is zero or nearly zero continues for a predetermined threshold time while the second rotation shaft is rotating with the operation of the driving force source, Executes the rotation speed increase control for increasing the rotation speed of the first rotating shaft. Due to the increase in the rotation speed of the first rotating shaft, a state is obtained in which the lubricating oil is sufficiently supplied between the inner peripheral portion of the first rotating shaft and the outer peripheral portion of the second rotating shaft. Is sufficiently supplied. Thereby, it is possible to suppress a decrease in the durability of the bearing member.

  In the present invention, when the state in which the rotation speed of the first rotation shaft is zero or close to zero continues for a predetermined threshold time while the second rotation shaft is rotating with the operation of the driving force source, In addition, rotation speed increase control for increasing the rotation speed of the first rotation shaft is executed. As a result, the lubricating oil is sufficiently supplied between the inner peripheral portion of the first rotating shaft and the outer peripheral portion of the second rotating shaft, and the lubricating oil is sufficiently supplied to the bearing member. A decrease in the durability of the bearing member can be suppressed.

FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device according to an embodiment. 4 is an engagement table showing an engagement state of each clutch and each brake in each shift speed in the automatic transmission. FIG. 3 is a diagram illustrating a hydraulic control circuit for each clutch, each brake, and the like in the automatic transmission. FIG. 2 is a block diagram illustrating a configuration of a control system of the vehicle drive device. It is a figure showing an engine speed setting map. It is a mode switching map used for switching between electric motor running and hybrid running. It is a flowchart figure which shows the procedure of rotation speed rise control in 1st Embodiment. It is a figure showing a threshold time setting map. It is a figure which shows the 1st motor rotation speed change amount map. It is a figure which shows a 1st motor rotation speed change time map. The engine rotation speed, the first motor rotation speed, the engine torque, the second motor torque, the battery charge amount, the second brake engagement oil pressure, the first brake engagement oil pressure when the rotation speed increase control is performed in the first embodiment, It is a timing chart which shows an example of transition of the amount of lubricating oil. It is a flow chart figure showing a procedure of rotation speed rise control in a 2nd embodiment. The engine rotation speed, the first motor rotation speed, the engine torque, the second motor torque, the battery charge amount, the second clutch engagement oil pressure, the first brake engagement oil pressure when the rotation speed increase control is performed in the second embodiment, It is a timing chart which shows an example of transition of the amount of lubricating oil. It is a flow chart figure showing the procedure of rotation speed rise control in a 3rd embodiment. The engine rotation speed, the first motor rotation speed, the engine torque, the second motor torque, the battery charge amount, the second brake engagement oil pressure, the first brake engagement oil pressure when the rotation speed increase control is performed in the third embodiment, It is a timing chart which shows an example of transition of the amount of lubricating oil.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case will be described in which the present invention is applied to an FR (front engine / rear drive) type hybrid vehicle.

-Overall configuration of vehicle drive device-
FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device 10 (hereinafter, simply referred to as a drive device 10) according to the present embodiment. As shown in FIG. 1, the drive device 10 includes a transmission case 12 (hereinafter, simply referred to as case 12) as a non-rotating member attached to the vehicle body. Inside the case 12, a drive device input shaft 14 as an input rotary member, and a power split mechanism 16 directly or indirectly connected to the drive device input shaft 14 via a pulsation absorbing damper (not shown) and the like. A stepped automatic transmission 20 connected in series to the output side of the power split mechanism 16 via a transmission member 18, and a drive output shaft 22 as an output rotating member connected to the automatic transmission 20. Are accommodated in a state arranged on a common axis.

  The driving device 10 is provided between the engine 8 as a driving power source for traveling and a pair of driving wheels (not shown), and supplies power to a differential gear device (final reduction gear) (not shown) and a pair of driving wheels. The power is transmitted to a pair of drive wheels via an axle or the like. In addition, since the drive device 10 is configured symmetrically with respect to the axis, a portion below the axis is omitted in FIG.

  The power split mechanism 16 includes a first electric motor MG1, a differential mechanism 24 that splits the output (torque) of the engine 8 into the first electric motor MG1 and the transmission member 18, and a second electric motor MG2. The first electric motor MG1 and the second electric motor MG2 include rotors MG1R, MG2R and stators MG1S, MG2S, and each can be used alternatively as an electric motor and a generator.

  The differential mechanism 24 is constituted by a single pinion type planetary gear device, and includes a sun gear S0, a pinion P0, a carrier CA0 that supports the pinion P0 in a freely rotatable manner, and a ring gear R0.

  The rotor MG1R of the first electric motor MG1 is connected to the sun gear S0 via a sun gear shaft 31 so as to be integrally rotatable. The engine 8 (the crankshaft of the engine 8) is integrally rotatably connected to the carrier CA0 via the carrier shaft 32 and the drive device input shaft 14. Note that the carrier shaft 32 and the drive device input shaft 14 may be formed of the same shaft. The transmission member 18 is connected to the ring gear R0 via a ring gear shaft 33. The rotor MG2R of the second electric motor MG2 is integrally rotatably connected to the ring gear shaft 33. Note that the ring gear shaft 33 and the transmission member 18 may be formed of the same shaft.

  The carrier shaft 32 is inserted through the inner peripheral portion of the sun gear shaft 31, and is rotatably supported by the inner peripheral portion of the sun gear shaft 31 via a bearing member 34 such as a bearing or a bush. A lubricating oil flow path through which lubricating oil supplied from a hydraulic control circuit 40 (see FIG. 3) described later flows is formed inside the carrier shaft 32, and the lubricating oil flowing through this lubricating oil flow path is The lubricant reaches the outer periphery of the carrier shaft 32 and is supplied between the outer periphery of the carrier shaft 32 and the inner periphery of the sun gear shaft 31 to lubricate the bearing member 34. Since this configuration is well known, a detailed description is omitted here.

  The sun gear shaft 31 corresponds to a first rotation shaft according to the present invention. The carrier shaft 32 corresponds to the second rotation shaft in the present invention. The ring gear shaft 33 corresponds to the third rotating shaft according to the present invention. Therefore, the first rotating shaft (sun gear shaft 31) is the electric motor (first electric motor MG1), the second rotating shaft (carrier shaft 32) is the driving force source (engine 8), and the third rotating shaft (ring gear shaft 33). Are connected to the automatic transmission 20 respectively. Further, the second rotating shaft (carrier shaft 32) is supported on the inner peripheral portion of the first rotating shaft (sun gear shaft 31) via a bearing member 34 so as to be relatively rotatable.

  The sun gear S0, the carrier CA0, and the ring gear R0 are rotatable relative to each other, and the output of the engine 8 is divided into the first electric motor MG1 and the transmission member 18, and the electric energy obtained by controlling the first electric motor MG1 to generate electric power. , The second electric motor MG2 is rotationally driven (rotated and driven by the electric path) or the power storage device (battery) is charged via an inverter (not shown).

  By controlling the rotation speed of the first motor MG1, that is, the rotation speeds of the sun gear shaft 31 and the sun gear S0, by power generation control and power running control of the first motor MG1, the differential state of the differential mechanism 24 can be appropriately changed. It is. Thus, the speed ratio of the rotation speed of the drive device input shaft 14, that is, the engine rotation speed, to the rotation speed of the transmission member 18 can be changed steplessly (continuously). As a result, the power split device 16 functions as an electric continuously variable transmission.

  The automatic transmission 20 forms a part of a power transmission path between the engine 8 and the drive device output shaft 22, and includes a double pinion type first planetary gear device 26 and a single pinion type second planetary gear device. 27 is a planetary gear type multi-stage transmission having a single pinion type third planetary gear device 28.

  The first planetary gear device 26 includes a sun gear S1, pinions P1 and P2, a carrier CA1 that rotatably supports the pinions P1 and P2, and a ring gear R1. The second planetary gear set 27 includes a sun gear S2, a pinion P3, a carrier CA2 that rotatably supports the pinion P3, and a ring gear R2. The third planetary gear set 28 includes a sun gear S3, a pinion P4, a carrier CA3 that rotatably supports the pinion P4, and a ring gear R3.

  The sun gear S1 of the first planetary gear device 26 is connected to the transmission member 18. The carrier CA1 of the first planetary gear set 26 can be selectively connected to the case 12 via the first brake B1. The ring gear R1 of the first planetary gear device 26 and the ring gear R2 of the second planetary gear device 27 are connected to each other, and can be selectively connected to the case 12 via the third brake B3. The sun gear S2 of the second planetary gear set 27 and the sun gear S3 of the third planetary gear set 28 are connected to each other, and can be selectively connected to the transmission member 18 via the first clutch C1. The carrier CA2 of the second planetary gear set 27 and the ring gear R3 of the third planetary gear set 28 are connected to each other, and can be selectively connected to the case 12 via the second brake B2. It can be selectively connected to the transmission member 18 via the clutch C2. The carrier CA3 of the third planetary gear set 28 is connected to the drive unit output shaft 22.

  In this automatic transmission 20, each clutch C <b> 1, C <b> 2 and each brake B <b> 1, B <b> 2, B <b> 3 are selectively engaged, so that a shift which is a ratio of the rotation speed of the transmission member 18 to the rotation speed of the drive device output shaft 22 is performed. A plurality of gears having different ratios can be established.

  FIG. 2 is an engagement table showing engagement states of the clutches C1, C2 and the brakes B1, B2, B3 in the automatic transmission 20 at each shift speed. As shown in the engagement table, the engagement of the first clutch C1 and the third brake B3 establishes the first forward speed having the largest speed ratio among the forward speeds. The second forward speed is established by engagement of the first clutch C1 and the second brake B2. The third forward speed is established by engagement of the first clutch C1 and the first brake B1. The fourth forward speed is established by engagement of the first clutch C1 and the second clutch C2. The fifth forward speed is established by engagement of the second clutch C2 and the first brake B1. The engagement of the second clutch C2 and the second brake B2 establishes a sixth forward speed with the smallest speed ratio among the forward speeds. The reverse gear is established by engagement of the first brake B1 and the third brake B3. Also, when in neutral, each of the clutches C1, C2 and each of the brakes B1, B2, B3 are released.

  Each of the clutches C1, C2 and each of the brakes B1, B2, B3 are multiple disc hydraulic frictional engagement elements that are frictionally engaged by hydraulic pressure. FIG. 3 is a diagram showing a hydraulic control circuit 40 for each clutch C1, C2, each brake B1, B2, B3, and the like. As shown in FIG. 3, the hydraulic control circuit 40 includes linear solenoid valves SL1 to SL5 for controlling the engagement and release of the clutches C1 and C2 and the brakes B1, B2 and B3. The hydraulic control circuit 40 includes a mechanical oil pump 41 operated by the engine 8 and an electric oil pump 42 operated by an electric motor when the engine 8 is not operating as a hydraulic source. The discharge sides of these oil pumps 41 and 42 are connected to a primary regulator valve 45 via check valves 43 and 44, respectively. The oil pressure of the oil pumped by the oil pumps 41 and 42 is adjusted by the primary regulator valve 45, thereby generating a line pressure. The primary regulator valve 45 operates using the throttle pressure regulated by the linear solenoid valve SLT as a pilot pressure. The line pressure is used as a source pressure of the hydraulic pressure for operating the automatic transmission 20 (the hydraulic pressure for engaging the clutches C1, C2 and the brakes B1, B2, B3).

  The linear solenoid valves SL1 to SL5 as hydraulic control devices are connected to the hydraulic actuators 4a to 4e of the clutches C1 and C2 and the brakes B1, B2 and B3 for shifting the automatic transmission 20, respectively. . Each of the linear solenoid valves SL1 to SL5 is independently excited or de-energized by an electronic control device 50 described later, and the hydraulic pressure of each of the hydraulic actuators 4a to 4e is independently controlled. Thus, the clutches C1, C2 and the brakes B1, B2, B3 are individually engaged or disengaged, so that the first forward speed through the sixth forward speed or the reverse speed can be established.

  The hydraulic control circuit 40 includes an actuator 4f for adjusting the amount of lubricating oil supplied to the lubricating oil flow path (lubricating oil flow path formed inside the carrier shaft 32) and the like. The supply amount of the lubricating oil from the actuator 4f can be adjusted by exciting and de-energizing the linear solenoid valve SLlu.

  FIG. 4 is a block diagram illustrating a configuration of a control system of the driving device 10. As shown in FIG. 4, the electronic control device 50 has a function as a control device of the drive device 10, and includes an HV (hybrid) ECU 51, an MG (motor generator) ECU 52, an engine ECU 53, and an SBW ( (Shift-by-wire) ECU 54. Each of the ECUs 51 to 54 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and outputs signals in accordance with a program stored in the ROM in advance. By performing the processing, the output control of each of the electric motors MG1 and MG2, the output control of the engine 8, the shift control of the automatic transmission 20, and the like are executed.

  The HVECU 51 is supplied with various input signals detected by sensors provided in the vehicle. These input signals include, for example, a signal indicating the vehicle speed detected by the vehicle speed sensor 55, a signal indicating the accelerator opening detected by the accelerator opening sensor 56, and the signal of the first electric motor MG1 detected by the MG1 rotation speed sensor 57. A signal indicating the rotation speed, a signal indicating the rotation speed of the second electric motor MG2 detected by the MG2 rotation speed sensor 58, a signal indicating the rotation speed of the drive device output shaft 22 detected by the output shaft rotation speed sensor 59, the engine rotation A signal representing the rotation speed of the engine 8 detected by the speed sensor 5A, information on the state of charge (SOC) of the battery (information on the state of charge estimated based on the battery current value, voltage value, battery temperature, and the like) are used. is there.

  MGECU 52 receives a torque command signal of first motor MG1 and a torque command signal of second motor MG2 from HVECU 51, calculates current values to be supplied to first motor MG1 and second motor MG2, and calculates these current values. A command signal of (MG1 current value, MG2 current value) is output to the inverter. Further, the engine ECU 53 receives the engine torque command signal from the HVECU 51, calculates the throttle valve opening, the fuel injection amount from the injector, the ignition timing of the spark plug, and the like, and sends the throttle valve opening command signal to the throttle motor. The fuel injection amount command signal is output to the injector, and the ignition plug ignition timing command signal is output to the igniter. The SBWECU 54 receives a shift range command signal from the HVECU 51 and outputs a drive signal to each actuator (for example, an electric motor that slides a manual valve) of the automatic transmission 20. This shift range command signal is output according to the operation position of the shift lever (not shown) by the driver. Thereby, the automatic transmission 20 is switched among a parking range, a reverse range, a neutral range, a drive range, and the like. Further, the HVECU 51 obtains a target shift speed of the automatic transmission 20 from a vehicle running state or the like, and outputs drive signals PbC1 to Pblu to the respective linear solenoid valves SL1 to SL5 and SLlu of the hydraulic control circuit 40.

  More specifically, the electronic control unit 50 performs traveling using only the output (torque) from the second electric motor MG2 (hereinafter, also referred to as electric motor traveling) in a low vehicle speed region where the efficiency of the engine 8 is low. . Then, in the normal operation state in which the vehicle speed has increased, the engine 8 is started and traveling using the output from both the engine 8 and the second electric motor MG2 (hereinafter, also referred to as hybrid traveling) is performed.

  During this hybrid traveling, the electronic control unit 50 allows the engine 8 to operate, for example, in a fuel-efficient driving range while distributing the driving force between the engine 8 and the second electric motor MG2 and controlling the first electric motor MG1. A shift control for changing a gear ratio of the power split device 16 by controlling a reaction force due to power generation is executed. For example, the required output (required driving force) of the driver is calculated from the accelerator pedal operation amount and the vehicle speed, and the required total target output is calculated from the required output and the required battery charge value, thereby obtaining the total target output. As described above, the required input torque of the automatic transmission 20 is determined in accordance with the gear position of the automatic transmission 20, and the target input torque can be obtained in consideration of the assist torque of the second electric motor MG2. Calculate the engine output. Then, the engine 8 is controlled and the amount of power generated by the first electric motor MG1 is feedback-controlled so that the engine rotational speed and the engine torque at which the target engine output can be obtained. The output control of the engine 8 is performed by controlling the throttle valve, the injector, the spark plug, and the like as described above. Further, the power running control and the regenerative control of the first electric motor MG1 and the second electric motor MG2 are performed while performing charge / discharge control of the battery via the inverter.

  The operating point of the engine 8 will be described with reference to an engine speed setting map (a map for setting a target engine speed) in FIG. In the control of the engine rotation speed, the optimal fuel consumption operation of the engine 8 is performed on a power line (equal power line; indicated by a two-dot chain line in the figure) where the required power (the target engine output) required for the engine 8 is obtained. The point at which the lines intersect is set as the target engine speed. The optimal fuel consumption operation line is an operation line for efficiently operating the engine 8 which is predetermined as a setting constraint of a normal traveling (hybrid traveling) operating operating point. For this reason, as the operating point of the engine 8 for satisfying the required power and operating the engine 8 efficiently, the optimum fuel consumption operation line and the required power line which is a correlation curve between the engine rotation speed and the engine torque are used. (Point A in the figure).

  FIG. 6 is used for a switching operation between an electric motor driving that obtains the driving power of the vehicle only by the output of the second electric motor MG2 and a hybrid driving that obtains the driving power of the vehicle by the output of the engine 8 and the output of the second electric motor MG2. It is a mode switching map. As shown in FIG. 6, the vehicle traveling state is switched between electric motor traveling and hybrid traveling based on the vehicle speed and the output torque. In FIG. 6, the motor driving region is on the lower output torque side and on the lower vehicle speed side than the boundary indicated by the thick line B. The hybrid driving range is on the higher output torque side or higher vehicle speed side than the boundary indicated by the thick line B. Further, a thin solid line in the drawing indicates an upshift shift line in which the shift speed of the automatic transmission 20 is upshifted. The broken line in the figure indicates a downshift shift line in which the shift speed of the automatic transmission 20 is downshifted.

-Rotation speed control of sun gear shaft-
In a hybrid vehicle having a power transmission system in which the power split mechanism 16 and the automatic transmission 20 are connected in series as in the present embodiment, each rotating element (the sun gear S0, the carrier CA0, Without changing the rotational speed of the ring gear R0 and the sun gear shaft 31, the carrier shaft 32, and the ring gear shaft 33 connected thereto, only the gear ratio of the automatic transmission 20 is changed, and the entire power transmission system is changed. Can be changed.

  Further, in this type of vehicle, a change in the operation amount of the accelerator pedal by the driver (change in the required driving force (required output) by the driver) is small while the vehicle is running while the engine 8 is in a driving state. In such a case, there is a possibility that a situation in which the rotation speed of each rotating element of the power split device 16 hardly changes will continue. In this case, even if the mechanical oil pump 41 is operating along with the operation of the engine 8, the rotation speed of the first electric motor MG1 is zero or near zero (the rotation speed of the sun gear shaft 31 is zero or near zero). ), The lubricating oil flows between the outer peripheral portion of the carrier shaft 32 and the inner peripheral portion of the sun gear shaft 31 despite the relative rotation difference between the sun gear shaft 31 and the carrier shaft 32. Supply may not be sufficient. That is, a situation may occur in which the lubricating oil is not sufficiently supplied to the bearing member 34. If such a situation continues, the durability of the bearing member 34 may be reduced.

  In the present embodiment, in view of this point, the shortage of the supply amount of the lubricating oil between the sun gear shaft 31 and the carrier shaft 32 can be solved.

  Specifically, when the state in which the rotation speed of the sun gear shaft 31 is zero or near zero continues for a predetermined threshold time while the carrier shaft 32 is rotating with the operation of the engine 8, the sun gear Rotation speed increase control for increasing the rotation speed of the shaft 31 is executed.

  This operation is executed by the electronic control unit 50. For this reason, in the electronic control unit 50, the functional part that executes the rotation speed increase control is configured as a rotation speed increase control unit according to the present invention.

  Hereinafter, a plurality of embodiments of the rotation speed increase control will be described.

(1st Embodiment)
First, a first embodiment will be described. In the present embodiment, the rotation speed of the sun gear shaft 31 is increased by increasing the rotation speed of the first electric motor MG1 without changing the output (power) of the engine 8 (while maintaining the same power). Things.

  The procedure of the rotation speed increase control in the present embodiment will be described with reference to the flowchart of FIG. This flowchart is repeatedly executed at predetermined time intervals after the start switch of the vehicle is turned ON.

  First, in step ST1, it is determined whether or not the state in which the rotation speed of the first electric motor MG1 is equal to or lower than the predetermined rotation speed α has continued for a predetermined threshold time while the carrier shaft 32 is rotating with the operation of the engine 8. Is determined. The rotation speed of the first electric motor MG1 is calculated based on an output signal from the MG1 rotation speed sensor 57. Further, the predetermined rotation speed α is set to zero or a predetermined value (a value near zero) defined in advance. When the predetermined rotation speed α is set as a specified value (a value larger than 0), the necessary lower limit value of the amount of lubricating oil supplied between the sun gear shaft 31 and the carrier shaft 32 (the durability of the bearing member 34) Is set by experiment or simulation as a value slightly lower than the lower limit of the lubricant oil supply amount which does not lower the oil supply amount. The specified value may be set as a fixed value such as 10 rpm. Further, the application of the specified value is applied to both the positive rotation side and the negative rotation side of the first electric motor MG1. That is, when the first motor MG1 is rotating forward, it is determined whether or not the rotation speed is equal to or lower than a specified value. When the first motor MG1 is rotating negatively, the rotation speed (absolute value of the rotation speed) is determined. ) Is not more than the specified value.

  The threshold time is determined by referring to a threshold time setting map stored in advance in the ROM (for example, the ROM of the HVECU 51). FIG. 8 shows an example of the threshold time setting map. This threshold time setting map is used to estimate the engine rotational speed (rotational speed of the carrier shaft 32) and the amount of lubricating oil (the amount of lubricating oil supplied between the outer peripheral portion of the carrier shaft 32 and the inner peripheral portion of the sun gear shaft 31). Value) as a parameter to obtain the threshold time. The engine speed is calculated based on an output signal from the engine speed sensor 5A. The estimated value of the lubricating oil amount is obtained according to a lubricating oil amount estimation map (not shown) using the rotational speeds of the oil pumps 41 and 42, the state of the linear solenoid valve SLlu, the lubricating oil temperature, and the like as parameters. This lubricating oil amount estimation map is created in advance by experiments and simulations and stored in the ROM.

  According to the threshold time setting map, the higher the engine speed, the shorter the threshold time is determined. This is because when the engine speed is high, the load acting on the bearing member 34 is large, so that this threshold time is determined as a short time to execute the speed increase control early.

  The threshold time is determined to be shorter as the amount of the lubricating oil is smaller. This is because the small amount of the lubricating oil means that the amount of the lubricating oil between the sun gear shaft 31 and the carrier shaft 32 may be insufficient. The time is determined as a short time.

  When the rotation speed of the first electric motor MG1 exceeds the predetermined rotation speed α, or even when the rotation speed of the first electric motor MG1 is lower than or equal to the predetermined rotation speed α, the continuation time (hereinafter referred to as zero rotation continuation time) ) Has not yet reached the threshold time, a negative determination is made in step ST1. In this case, a sufficient amount of lubricating oil is supplied between the sun gear shaft 31 and the carrier shaft 32 (there is no possibility that the durability of the bearing member 34 is reduced), or Although the supply amount of the lubricating oil to the carrier shaft 32 is insufficient, it has not yet reached the duration until the durability of the bearing member 34 decreases, so it is not necessary to execute the rotation speed increase control. Is returned as it is.

  The state where the rotation speed of the first electric motor MG1 is equal to or lower than the predetermined rotation speed α continues for the threshold time (the zero rotation continuation time has reached the threshold time), and if YES is determined in step ST1, the process proceeds to step ST2. In executing the rotation speed increase control, the target rotation speed of the first electric motor MG1 is determined. The target rotation speed of the first electric motor MG1 is determined by referring to the first electric motor rotation speed change amount map stored in the ROM in advance. FIG. 9 shows an example of the first motor rotation speed change amount map. This first motor rotation speed change amount map is for obtaining the first motor rotation speed change amount using the engine rotation speed (the rotation speed of the carrier shaft 32) and the lubricating oil amount as parameters.

  Specifically, the higher the engine rotation speed, the larger the change amount of the first motor rotation speed is extracted. This is because when the engine rotation speed is high, the relative rotation speed difference between the carrier shaft 32 and the sun gear shaft 31 is large, and the load acting on the bearing member 34 is large. It is extracted as a large value.

  Further, the smaller the amount of the lubricating oil, the larger the amount of change in the first electric motor rotation speed is extracted. This is because the fact that the amount of lubricating oil is small means that the amount of lubricating oil between the sun gear shaft 31 and the carrier shaft 32 may be insufficient. Is what you do.

  The first motor rotation speed change amount extracted in this manner is added to the current rotation speed of the first motor MG1 to determine the target rotation speed of the first motor MG1. In this case, since the current rotation speed of the first electric motor MG1 is substantially zero, the value extracted from the first electric motor rotation speed change amount map or a value slightly larger than this value is the value of the first electric motor MG1. It will be determined as the target rotation speed.

  After the target rotation speed of the first electric motor MG1 is determined in this manner, the process proceeds to step ST3, and in executing the rotation speed increase control, the execution period of the rotation speed increase control (the target rotation speed of the first electric motor MG1 is (Rise period; rotation speed rise period) is determined. The execution period of the rotation speed increase control (rotation speed increase period) is determined by referring to a first motor rotation speed change time map stored in the ROM in advance. FIG. 10 shows an example of the first motor rotation speed change time map. The first electric motor rotation speed change time map is for obtaining an execution period of the rotation speed increase control using the engine rotation speed (the rotation speed of the carrier shaft 32) and the amount of lubricating oil as parameters.

  Specifically, the higher the engine rotation speed is, the longer the execution period of the rotation speed increase control is extracted. This is because when the engine rotation speed is high, the relative rotation speed difference between the carrier shaft 32 and the sun gear shaft 31 is large, and the load acting on the bearing member 34 is large. It is extracted as a long period.

  Further, the smaller the amount of lubricating oil, the longer the execution period of the rotation speed increase control is extracted as a period. This is because the fact that the amount of lubricating oil is small means that the amount of lubricating oil between the sun gear shaft 31 and the carrier shaft 32 may be insufficient. Is what you do.

  After the execution period of the rotation speed increase control (rotation speed increase period) is determined in this manner, the process proceeds to step ST4, where the rotation speed increase control of the first electric motor MG1 is executed. That is, the rotation speed of the first electric motor MG1 is controlled so that the target rotation speed of the first electric motor MG1 determined in step ST2 is obtained, and this state is determined by the rotation speed increase control determined in step ST3. Run only during the execution period. The operation of step ST4 is the operation of the rotation speed increase control unit according to the present invention, which is "when the rotation speed of the first rotation shaft is rotating while the second rotation shaft is rotating with the operation of the driving force source. If the state where is zero or near zero continues for a predetermined threshold time, this corresponds to "operation for executing rotation speed increase control for increasing the rotation speed of the first rotating shaft".

  By executing the rotation speed increase control of the first electric motor MG1, the rotation speed of the sun gear shaft 31 that is integrally rotatably connected to the first electric motor MG1 is increased. Due to the increase in the rotation speed of the sun gear shaft 31, a state is obtained in which the lubricating oil is sufficiently supplied between the outer peripheral portion of the carrier shaft 32 and the inner peripheral portion of the sun gear shaft 31 via the lubricating oil flow path. Thus, the lubricating oil is sufficiently supplied to the bearing member 34.

  In the present embodiment, as described above, the rotation speed of the sun gear shaft 31 is increased by increasing the rotation speed of the first electric motor MG1 without changing the output (power) of the engine 8. Therefore, the operating point of the engine 8 moves from the operating point A in FIG. 5 to, for example, the operating point A1.

  After the rotation speed increase control is started in this manner, the process proceeds to step ST5, and whether the execution period (rotation speed increase period) determined in step ST3 has elapsed since the rotation speed increase control was started. Is determined.

  If the execution period has not yet elapsed and the determination in step ST5 is NO, the rotation speed increase control is continued.

  On the other hand, if the execution period has elapsed since the start of the rotation speed increase control and the determination of YES is made in step ST5, the process proceeds to step ST6, and the end processing of the rotation speed increase control of the first electric motor MG1 is executed. This end process is a process of returning the rotation speed of the first electric motor MG1 to the rotation speed before the start of the rotation speed increase control. That is, since the rotation speed of the first electric motor MG1 was zero or near zero before the start of the rotation speed increase control, the rotation speed of the first electric motor MG1 is reduced to this rotation speed.

  By repeating the above operation, the rotation speed increase control is started each time YES is determined in step ST1, and the lubricating oil is sufficiently supplied between the outer peripheral portion of the carrier shaft 32 and the inner peripheral portion of the sun gear shaft 31. Can be obtained.

  FIG. 11 shows the engine speed, the first motor speed, the engine torque, the second motor torque, the battery charge, the second brake engagement hydraulic pressure, and the first brake when the rotation speed increase control is performed in the present embodiment. It is a timing chart which shows an example of transition of an engagement oil pressure and a lubricating oil amount. In FIG. 11, since the second brake B2 is released and the first brake B1 is engaged, the automatic transmission 20 is in the third forward speed (or the fifth forward speed).

  In FIG. 11, the rotation speed of the first electric motor MG1 becomes zero at the timing T1, and the measurement of the zero rotation continuation time is started from this time. Then, at timing T2, the measured zero rotation continuation time reaches the threshold time (timing at which the determination in step ST1 is YES), and the rotation speed increase control of the first electric motor MG1 is started (step ST4). ). That is, the rotation speed of the first electric motor MG1 is controlled such that the target rotation speed is obtained. Then, at timing T3, the rotation speed of the first electric motor MG1 has reached the target rotation speed. With the control of the rotation speed of the first electric motor MG1, the engine rotation speed increases and the engine torque decreases (the control parameters of the engine 8 (throttle valve opening, fuel injection amount, ignition timing, etc.) are maintained). The same power is maintained by that.)

  Then, at timing T4, a predetermined period (the rotation speed increase period) has elapsed since the start of the rotation speed increase control (timing determined YES in step ST5), and the rotation speed increase control of the first electric motor MG1 ends. The process is started, and at timing T5, the rotation speed of the first electric motor MG1 is returned to the rotation speed before the start of the rotation speed increase control. As a result, the engine operating speed is reduced, the engine torque is increased, and the operating point of the engine 8 is returned to the optimal fuel consumption operation line (the operating point A in FIG. 5) while maintaining equal power.

  As described above, in the present embodiment, the rotation speed of the sun gear shaft 31 (the sun gear shaft 31 that rotates integrally with the first electric motor MG1) in a state where the carrier shaft 32 is rotating with the operation of the engine 8. Is zero or near zero for a predetermined threshold time, rotation speed increase control for increasing the rotation speed of the sun gear shaft 31 (the rotation speed of the first electric motor MG1) is executed. Specifically, the rotation speed of the sun gear shaft 31 is increased by increasing the rotation speed of the first electric motor MG1 without changing the output (power) of the engine 8. As a result, the lubricating oil is sufficiently supplied between the inner peripheral portion of the sun gear shaft 31 and the outer peripheral portion of the carrier shaft 32 due to the rise of the sun gear shaft 31, and the lubricating oil is supplied to the bearing member 34. Will be performed sufficiently. Accordingly, it is possible to avoid a region where the lubricating oil does not exist locally (the oil film is broken), and it is possible to suppress a decrease in the durability of the bearing member 34.

(2nd Embodiment)
Next, a second embodiment will be described. In the rotation speed increase control in the present embodiment, the rotation speed of the sun gear shaft 31 is increased by increasing the output (power) of the engine 8.

  The procedure of the rotation speed increase control in the present embodiment will be described with reference to the flowchart of FIG. This flowchart is also repeatedly executed at predetermined time intervals after the start switch of the vehicle is turned ON.

  The operations of steps ST1 to ST3, step ST5, and step ST6 in the flowchart of FIG. 12 are the same as the operations of steps ST1 to step ST3, step ST5, and step ST6 in the flowchart of FIG. 7 described in the first embodiment. Therefore, the description here is omitted.

  When the rotation speed increase control of the first electric motor MG1 is performed in step ST14, control for increasing the output of the engine 8 is performed. For example, the output of the engine 8 is increased by increasing the throttle valve opening, increasing the amount of fuel injected from the injector, or correcting the advance of the ignition timing of the spark plug. In this case, in order to obtain the target rotation speed of the first electric motor MG1 determined in step ST2, the control parameter (throttle valve opening) is set so that the operating point of the engine 8 moves on the optimal fuel consumption operation line in FIG. At least one of the degree, the fuel injection amount, and the ignition timing). For example, the operating point of the engine 8 is moved from the operating point A in FIG. 5 to the operating point A2. The operation of step ST14 is the operation of the rotation speed increase control unit according to the present invention, which is "when the rotation speed of the first rotation shaft is rotating while the second rotation shaft is rotating with the operation of the driving force source. If the state where is zero or near zero continues for a predetermined threshold time, this corresponds to "operation for executing rotation speed increase control for increasing the rotation speed of the first rotating shaft".

  By executing the rotation speed increase control of the first electric motor MG1, the rotation speed of the sun gear shaft 31 connected to the first electric motor MG1 so as to be integrally rotatable increases as in the case of the first embodiment described above. Will be. Due to the increase in the rotation speed of the sun gear shaft 31, a state in which lubricating oil is sufficiently supplied between the outer peripheral portion of the carrier shaft 32 and the inner peripheral portion of the sun gear shaft 31 through the lubricating oil flow path is obtained. The situation is such that the supply of the lubricating oil to the member 34 is sufficiently performed.

  Further, in the present embodiment, since the control for increasing the output of the engine 8 is performed, a surplus is generated in the electric energy obtained by the power generation control of the first electric motor MG1. Therefore, in step ST15, a charging operation for storing a part of the electric energy in the battery via the inverter is executed.

  Other operations are the same as those in the first embodiment.

  FIG. 13 shows an engine speed, a first motor speed, an engine torque, a second motor torque, a battery charge, a second clutch engagement hydraulic pressure, and a first brake when the rotation speed increase control is performed in the present embodiment. It is a timing chart which shows an example of transition of an engagement oil pressure and a lubricating oil amount. In FIG. 13, since the second clutch C2 is released and the first brake B1 is engaged, the automatic transmission 20 is in the third forward speed.

  In FIG. 13, the rotation speed of the first electric motor MG1 becomes zero at the timing T6, and the measurement of the zero rotation continuation time is started from this time. Then, at timing T7, the measured zero rotation continuation time reaches the threshold time (timing at which YES is determined in step ST1), and the rotation speed increase control of the first electric motor MG1 is started (step ST14). ). That is, control for increasing the output of the engine 8 is performed so that the target rotation speed is obtained as the rotation speed of the first electric motor MG1. Then, at timing T8, the rotation speed of the first electric motor MG1 has reached the target rotation speed. With this control, both the engine rotation speed and the engine torque are increasing (the output of the engine 8 is increasing). In addition, since the surplus electric energy is supplied to the battery, the battery charge amount is increasing.

  Then, at timing T9, a predetermined period (the rotation speed increase period) has elapsed since the start of the rotation speed increase control (timing determined YES in step ST5), and the rotation speed increase control of the first electric motor MG1 ends. The process is started, and at timing T10, the rotation speed, the engine rotation speed, the engine torque, and the battery charge of the first electric motor MG1 are returned to the state before the rotation speed increase control was started.

  Also in the present embodiment, the rotation speed of the sun gear shaft 31 (the sun gear shaft 31 that rotates integrally with the first electric motor MG1) is zero or nearly zero with the carrier shaft 32 rotating with the operation of the engine 8. If the state continues for a predetermined threshold time, the rotation speed increasing control for increasing the rotation speed of the sun gear shaft 31 (the rotation speed of the first electric motor MG1) is executed. Specifically, the rotation speed of the sun gear shaft 31 is increased by increasing the output (power) of the engine 8. As a result, the lubricating oil is sufficiently supplied between the inner peripheral portion of the sun gear shaft 31 and the outer peripheral portion of the carrier shaft 32 due to the rise of the sun gear shaft 31, and the lubricating oil is supplied to the bearing member 34. Will be performed sufficiently. Thereby, it is possible to suppress a decrease in the durability of the bearing member 34.

  Further, in the present embodiment, since the output of the engine 8 is increased so that the operating point of the engine 8 moves on the optimal fuel consumption operation line, the bearing member 34 is maintained while maintaining good fuel efficiency of the engine 8. Lubricating oil can be sufficiently supplied.

  In the case of the present embodiment, the movement amount of the operating point of the engine 8 may be changed according to the chargeable amount of the battery. Specifically, when the chargeable amount of the battery is small, the movement amount of the operating point of the engine 8 is reduced. Further, when the moving amount of the operating point of the engine 8 is reduced in this manner, the increase amount of the rotation speed of the sun gear shaft 31 may also be reduced. (Moving the operating point on the equal power line). In this case, the operating point of the engine 8 moves from the operating point A in FIG. 5 to the operating point A3.

(Third embodiment)
Next, a third embodiment will be described. In the rotation speed increase control in the present embodiment, the rotation speed of the sun gear shaft 31 is increased by performing a shift operation of the power split mechanism 16 (a shift operation for increasing the gear ratio).

  The procedure of the rotation speed increase control in the present embodiment will be described with reference to the flowchart of FIG. This flowchart is also repeatedly executed at predetermined time intervals after the start switch of the vehicle is turned ON.

  The operations of steps ST1 to ST3, ST5, and ST6 in the flowchart of FIG. 14 are the same as the operations of steps ST1 to ST3, ST5, and ST6 in the flowchart of FIG. 7 described in the first embodiment. Therefore, the description here is omitted.

  When the rotation speed increase control of the first electric motor MG1 is executed in step ST24, the rotation speed of the first electric motor MG1 is controlled so that the target rotation speed can be obtained without changing the rotation speed of the engine 8, and the power The shifting operation of the split mechanism 16 is performed. This state is executed only during the execution period of the rotation speed increase control determined in step ST3. The operation of step ST24 is the operation of the rotation speed increase control unit according to the present invention, and is described as "the rotation speed of the first rotation shaft while the second rotation shaft is rotating with the operation of the driving force source." If the state where is zero or near zero continues for a predetermined threshold time, this corresponds to "operation for executing rotation speed increase control for increasing the rotation speed of the first rotating shaft".

  By executing the rotation speed increase control (shift operation of the power split mechanism 16) of the first electric motor MG1, the first electric motor MG1 is integrally rotatably connected to the first electric motor MG1, as in the case of the first embodiment described above. The rotation speed of the sun gear shaft 31 increases. Due to the increase in the rotation speed of the sun gear shaft 31, a state in which lubricating oil is sufficiently supplied between the outer peripheral portion of the carrier shaft 32 and the inner peripheral portion of the sun gear shaft 31 through the lubricating oil flow path is obtained. The situation is such that the supply of the lubricating oil to the member 34 is sufficiently performed.

  Other operations are the same as those in the first embodiment.

  FIG. 15 shows an engine speed, a first motor speed, an engine torque, a second motor torque, a battery charge amount, a second brake engagement hydraulic pressure, and a first brake when the rotation speed increase control is performed in the present embodiment. It is a timing chart which shows an example of transition of an engagement oil pressure and a lubricating oil amount. FIG. 15 shows a case where the speed change operation is performed so that the speed ratio of the power split device 16 is increased, and the automatic transmission 20 is upshifted accordingly. Specifically, when the second brake B2 is released from the engaged state and the first brake B1 is engaged from the released state, the automatic transmission 20 is upshifted from the second forward speed to the third forward speed. Is shown.

  In FIG. 15, the rotation speed of the first electric motor MG1 becomes zero at the timing T11, and the measurement of the zero rotation continuation time is started from this time. Then, at timing T12, the measured zero rotation continuation time reaches the threshold time (timing at which YES is determined in step ST1), and at timing T13, the rotation speed increase control of the first electric motor MG1 is started. (Step ST24). That is, the speed change operation of the power split device 16 is performed such that the target rotation speed is obtained as the rotation speed of the first electric motor MG1. That is, the speed ratio of the power split device 16 is controlled to increase as the rotation speed of the first electric motor MG1 increases without changing the rotation speed of the engine 8. Accordingly, the second brake B2 is released from the engaged state, the first brake B1 is engaged from the released state, and the automatic transmission 20 is shifted up from the second forward speed to the third forward speed. Then, at timing T14, the speed change operation is completed, and the rotation speed of the first electric motor MG1 has reached the target rotation speed. As a result, it is possible to supply lubricating oil between the inner peripheral portion of the sun gear shaft 31 and the outer peripheral portion of the carrier shaft 32 while maintaining the current vehicle speed and preventing fluctuations in the engine rotation speed.

  Then, at timing T15, a predetermined period (the rotation speed increase period) has elapsed since the start of the rotation speed increase control (timing determined YES in step ST5), and the rotation speed increase control of the first electric motor MG1 ends. The process is started, and at timing T16, the rotation speed of the first electric motor MG1 is returned to the rotation speed before the start of the rotation speed increase control. Accordingly, the second brake B2 is engaged from the released state, the first brake B1 is released from the engaged state, and the automatic transmission 20 is downshifted from the third forward speed to the second forward speed.

  Also in the present embodiment, the rotation speed of the sun gear shaft 31 (the sun gear shaft 31 that rotates integrally with the first electric motor MG1) is zero or nearly zero with the carrier shaft 32 rotating with the operation of the engine 8. If the state continues for a predetermined threshold time, the rotation speed increasing control for increasing the rotation speed of the sun gear shaft 31 (the rotation speed of the first electric motor MG1) is executed. Specifically, the rotational speed of the sun gear shaft 31 is increased by performing the gear shifting operation of the power split device 16. As a result, the lubricating oil is sufficiently supplied between the inner peripheral portion of the sun gear shaft 31 and the outer peripheral portion of the carrier shaft 32 due to the rise of the sun gear shaft 31, and the lubricating oil is supplied to the bearing member 34. Will be performed sufficiently. Thereby, it is possible to suppress a decrease in the durability of the bearing member 34.

  Further, in the present embodiment, the rotation speed of the engine 8 does not fluctuate due to the rotation speed increase control, so that the occupant of the vehicle does not feel uncomfortable.

-Other embodiments-
In addition, each said embodiment is an illustration in all the points, and does not serve as the basis of restrictive interpretation. Therefore, the technical scope of the present invention is not construed only by the embodiments described above, but is defined based on the description of the claims. The technical scope of the present invention includes all modifications within the meaning and scope equivalent to the claims.

  For example, in the above embodiments, the case where the present invention is applied to an FR (front engine / rear drive) vehicle has been described. However, the present invention is also applicable to an FF (front engine / front drive) vehicle and a four-wheel drive vehicle. The invention is applicable.

  In addition, in each embodiment, priority may be provided as necessary. For example, the rotation speed increase control in the second embodiment may be preferentially performed over the rotation speed increase control in the first embodiment.

  Further, in each embodiment, when the state in which the rotation speed of the sun gear shaft 31 is zero or near zero continues for a predetermined threshold time while the vehicle is running, the rotation speed increase control is executed. According to the present invention, when the automatic transmission 20 is in a neutral state, the engine 8 is operating for the purpose of charging a battery, and the carrier shaft 32 is rotating accordingly, the sun gear shaft 31 The rotation speed increase control may be executed when the state where the rotation speed is zero or near zero continues for a predetermined threshold time.

  INDUSTRIAL APPLICABILITY The present invention is applicable as control for improving lubrication performance in a hybrid vehicle including a power transmission system in which a power split device and an automatic transmission are connected in series.

8. Engine (drive power source)
Reference Signs List 10 vehicle drive device 20 automatic transmission 31 sun gear shaft (first rotation shaft)
32 Carrier shaft (second rotation shaft)
33 ring gear shaft (third rotating shaft)
34 bearing member 50 electronic control unit 57 MG1 rotation speed sensor MG1 first motor (motor)

Claims (1)

A first rotating shaft, a second rotating shaft, and a third rotating shaft, wherein the first rotating shaft is connected to an electric motor, the second rotating shaft is connected to a driving force source, and the third rotating shaft is connected to an automatic transmission. A sun gear connected to the electric motor via the first rotation shaft, the second rotation shaft being rotatably supported on an inner peripheral portion of the first rotation shaft via a bearing member; A power transmission system having a planetary gear device meshed with a pinion connected to the driving force source via two rotation shafts , wherein a mechanical oil pump is operated by the driving force of the driving force source to A vehicle drive device configured to lubricate the bearing member by supplying lubricating oil discharged from an oil pump between an inner peripheral portion of the first rotating shaft and an outer peripheral portion of the second rotating shaft. In the control device applied to
When the state in which the rotation speed of the first rotation shaft is zero or nearly zero continues for a predetermined threshold time while the second rotation shaft is rotating with the operation of the driving force source, A control device for a vehicle drive device, comprising: a rotation speed increase control section that executes a rotation speed increase control for increasing a rotation speed of one rotation shaft.

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