JP6690339B2 - Driving force control device - Google Patents

Description

  The present invention relates to control of drive force transmitted from two or more drive sources via different power transmission paths, and particularly, "run-in operation" suitable when one gear damage limit is lower than the other. Control technology for

  Conventionally, in vehicles such as automobiles, the engine speed is kept below a predetermined speed or abruptly accelerated until a predetermined distance is reached from the time of new car until the engine and drive system are sufficiently adjusted. It is recommended to do so-called "break-in". This is because, for example, in a drive system gear, if the tooth contact surfaces contact with each other (that is, the minute irregularities on the tooth surfaces are worn) and an excessive contact surface load is applied to exceed the gear damage limit, This is because damage such as large cracks occurs and durability is reduced.

  However, since such a “break-in operation” requires the driver to perform a careful driving operation and may be annoying, it is also proposed to automatically perform the “break-in operation” by the control device of the engine. As an example, in the engine control device described in Patent Document 1, the engine is based on the content of the “run-in” set by the driver of the vehicle (for example, engine speed limitation) and the limitation information such as the period (for example, mileage). I am trying to limit the driving.

JP, 2006-322387, A

  However, even if the automatic "break-in" is performed as described above, the output of the engine will be limited during that time, and the original commercial product will not be exhibited, so the driver must be patient. become. Therefore, it is desired that the limit of the driving force in the “break-in operation” be relaxed as much as possible and that the “break-in operation” itself be completed as soon as possible.

  Further, in recent years, a hybrid vehicle having not only an engine as a drive source but also an electric motor for traveling has been put into practical use. In this case, in addition to a power transmission path for transmitting a driving force from the engine, There is also a power transmission path for transmitting driving force. Since the gear damage limit may be different in those power transmission paths, how to perform the "break-in operation" becomes a problem.

  In view of such circumstances, an object of the present invention is to quickly relax the limitation of the driving force by the "run-in operation" when the driving force is transmitted from two or more driving sources via different power transmission paths. And to bring out the original commercial characteristics.

  In order to achieve the above-mentioned object, the present invention focuses on limiting the transmission of the driving force because the lower gear damage limit of the two power transmission paths becomes a bottleneck, and the power of the lower limit is reduced. The transmission path is positively loaded to accelerate the "break-in".

  That is, the drive force control device according to the present invention determines the drive force transmitted from the first and second drive sources to the drive wheels via the first and second power transmission paths, respectively, based on the state of the vehicle. It is controlled, and is suitable when the gear damage limit in the first power transmission path is set lower than that in the second power transmission path. The gear damage limit corresponds to a contact surface load at which minute cracks and the like start to occur due to high contact stress and slippage on the tooth surface, and is set in advance by calculation, experiment, or the like.

  A feature of the present invention is that a calculating means for calculating a gear damage index value representing a degree of a contact surface load of a gear in the first power transmission path, and at least the first power transmission based on the gear damage index value. Based on the determination means for determining that the running-in operation of the path is incomplete and that the first power transmission path is within the gear damage limit, and the result of the determination by this determination means, Correction means for correcting the output torque of the second drive source.

Then, if the correction means determines that the running-in operation is incomplete and the first power transmission path is within the gear damage limit, the output torque of the first drive source is adjusted. While increasing the output torque of the second drive source and decreasing the output torque of the second drive source, if the break-in operation is incomplete and the first power transmission path exceeds the gear damage limit, It is assumed that the output torque of the first drive source is reduced and the output torque of the second drive source is increased.

  According to the driving force control device having the above-described configuration, at the time of “run-in operation” of the drive system, first, the gear damage index value of the first power transmission path is calculated by the calculating means, and the gear damage index value is calculated based on the gear damage index value. The determining means determines that the first power transmission path is within the gear damage limit, and the running-in operation of the first power transmission path is performed based on the gear damage index value or the cumulative operation time. It is determined to be incomplete.

As a result of this determination, if the “break-in operation” is not completed and the first power transmission path is within the gear damage limit, the correction means increases the output torque of the first drive source, In the gear of the first power transmission path, the familiarity of the tooth surfaces contacting each other is promoted, and the "run-in operation" is accelerated. Further, at this time, the output torque of the second drive source is reduced, so that the increase in the driving force due to the increase in the output torque of the first drive source is offset.

  On the other hand, when the first power transmission path exceeds the gear damage limit, the output torque of the first drive source is reduced so as to return to this limit, and the reduction of the drive force due to this is offset. The output torque of the second drive source is increased. In this way, the "break-in operation" of the first power transmission path can be completed quickly while maintaining the driving force transmitted by the first and second power transmission paths.

  When the "run-in operation" of the first power transmission path having a low gear damage limit is completed in this way, the limitation of the driving force at this point is eliminated, so that the total driving force of the second power transmission path is also limited. Will be alleviated. That is, the limitation of the driving force due to the “break-in operation” can be quickly relaxed and the original commercial characteristics can be exhibited.

  When the gear damage limit in the second power transmission path is high and the "run-in operation" is not necessary, the "total run-in" of the first power transmission path is completed as a whole as described above. The “break-in” is complete. On the other hand, when the "run-in operation" is required also in the second power transmission path, the output torque of the second drive source is increased in the same manner as in the first power transmission path to increase the second power transmission. The "break-in" of the transmission path may be accelerated.

That is, if the “break-in operation” of the second power transmission path is incomplete and the second power transmission path is within the gear damage limit, the output torque of the second drive source is increased to If it is determined that the second power transmission path exceeds the gear damage limit while decreasing the output torque of the drive source, the output torque of the second drive source is decreased and the output torque of the first drive source is decreased. Should be increased.

  As described above, according to the driving force control device of the present invention, when there are two power transmission paths, and one of the gear damage limits is lower than the other, the lower power transmission path is positively loaded. It is possible to quickly complete the “break-in” by applying the. In this way, by completing the "run-in" of the bottleneck side, the limitation of the driving force as a whole including the power transmission path with the higher gear damage limit will be relaxed quickly and the original commercialability will be exhibited. be able to.

It is a figure which shows typically the driving force control apparatus of the hybrid vehicle which concerns on embodiment of this invention. It is an image figure which shows the correction | amendment of torque distribution when the required torque with respect to a 1st drive source exceeds a limit torque. FIG. 3 is a diagram corresponding to FIG. 2 in the case where the required torque for the first drive source is less than the limit torque. It is a flowchart figure which shows an example of the routine of "break-in operation" control. FIG. 5 is a diagram corresponding to FIG. 4 in the case where “break-in” of the second power transmission path is performed subsequent to the first power transmission path.

  Hereinafter, an embodiment in which the present invention is applied to a hybrid vehicle will be described as an example. As schematically shown in FIG. 1, a vehicle is equipped with a first drive source 1 and a second drive source (second electric motor MG2), and outputs from these two drive sources 1 and MG2. Torque (driving force) is transmitted to the output shaft 2 as described later, and further transmitted to the left and right drive wheels 4 via the differential 3.

  The first drive source 1 includes an engine 10, a first electric motor MG1, and a planetary gear mechanism 11 (power distribution mechanism) that synthesizes or distributes torque between them. The engine 10 is, for example, a gasoline engine or a diesel engine, and an electronic control unit (E-ECU) 110 for engine control controls the throttle opening, the intake air amount, the fuel supply amount, the ignition timing, and the like.

  The first electric motor MG1 is a so-called motor generator, has a function as an electric motor that outputs torque and a function as a generator, and is connected to a battery (not shown) or the like via the inverter 6. There is. The output torque (power running torque) and regenerative torque of the first electric motor MG1 are controlled by controlling the inverter 6 by the electronic control unit (MG-ECU) 120 for controlling the motor generator.

  The planetary gear mechanism 11 is provided concentrically with the engine 10 and the automatic transmission 5, and the crankshaft 10a of the engine 10 is connected to its carrier, for example. Further, the first electric motor MG1 is connected to, for example, the sun gear of the planetary gear mechanism 11, and the output shaft 2 is connected to, for example, the ring gear. Then, the reaction torque generated by the first electric motor MG1 is input to the sun gear with respect to the output torque of the engine 10 input to the carrier, whereby the torque is output from the ring gear.

  In this case, by changing the rotation speed N1 of the first electric motor MG1 while keeping the rotation speed of the ring gear, that is, the rotation speed of the output shaft 2 (output shaft rotation speed) constant, the engine rotation speed is continuously (stepless). Can be changed. That is, the planetary gear mechanism 11 can be made to function as an electric continuously variable transmission by controlling the differential state thereof by the first electric motor MG1.

  In this way, the planetary gear mechanism 11 that combines or distributes the output torques of the engine 10 and the first electric motor MG1 serves as a first power transmission path that transmits the output torque of the first drive source 1. Further, in this vehicle, the output torque of the second electric motor MG2, which is the second drive source, is transmitted to the output shaft 2 via the automatic transmission 5 (second power transmission path).

  The second electric motor MG2 is controlled by the MG-ECU 120 via the inverter 7, and is switched between a powering state in which a torque (assist torque) for traveling is output and a regenerative state in which energy is recovered. Further, the automatic transmission 5 increases the torque and transmits the torque to the output shaft 2 in the power running state in which the torque is output from the second electric motor MG2.

  That is, the automatic transmission 5 is switched to two stages, for example, a high speed stage or a low speed stage by switching the engagement state of a clutch or a brake (not shown) by the hydraulic circuit 50. This switching is performed based on the vehicle state such as vehicle speed and required driving force (or accelerator operation amount). In the present embodiment, the switching control is performed by operating the solenoid valve of the hydraulic circuit 50. An electronic control unit (T-ECU) 130 for performing shift control is provided.

-Electronic control unit-
In the present embodiment, electronic control device 100 that performs the above-described control is configured to include an engine control E-ECU 110, a motor generator control MG-ECU 120, and a shift control T-ECU 130. There is. Each ECU is a publicly known one that includes a CPU, a ROM, a RAM, and the like, and may be configured individually or integrally.

  Then, in the electronic control unit 100, the signal from the first rotation speed sensor 101 provided in the first electric motor MG1, the signal from the second rotation speed sensor 102 provided in the second electric motor MG2, and the output shaft 2 In order to detect a signal from the third rotation speed sensor 103 (a signal representing the output shaft rotation speed corresponding to the vehicle speed) and the temperature of oil (ATF, etc.) for lubricating the drive system, for example, an oil pan is used. A signal from the provided oil temperature sensor 104 is input respectively.

  In addition, a signal indicating an accelerator operation amount, a signal indicating a brake operation amount, and a signal indicating a battery state (charge / discharge current, voltage, remaining capacity, etc.) are input to the electronic control unit 100 from a sensor or the like not shown. . Further, the electronic control device 100 calculates the output torque of the first electric motor MG1 based on the electric power (supply current) supplied to the inverter 6, and the output torque of the second electric motor MG2 based on the electric power (supply current) supplied to the inverter 7. To calculate.

  Then, the electronic control unit 100 calculates the torque required by the driver based on the signal from the sensor, etc., and controls the engine 10 and the second electric motor MG2 so that the driving is performed with low fuel consumption and a small amount of exhaust gas. . That is, for example, the engine running mode in which the engine 10 is stopped and the output torque of the second electric motor MG2 is transmitted to the drive wheels 4, the engine running mode in which the power of the engine 10 is mechanically transmitted to the drive wheels 4, and the like are set according to the running state. Switch.

  Note that during deceleration traveling without depressing the accelerator pedal, that is, during so-called coast traveling, regenerative control is performed to regenerate (generate) electric power by rotationally driving the second electric motor MG2 in a state in which regenerative torque is applied by the inertia energy of the vehicle. To do. At this time, a braking force corresponding to the regenerative torque is generated in the vehicle.

  In the engine running mode, the electronic control unit 100 operates the engine 10 along an optimum fuel consumption curve in order to reduce fuel consumption while ensuring power performance. That is, first, the required output shaft torque is determined by referring to a map stored in advance based on the accelerator operation amount of the driver, the vehicle speed, and the like. Then, based on this required output shaft torque, the required output shaft power is calculated in consideration of the required charging value and the like.

  In order to obtain this required output shaft power, the electronic control unit 100 calculates the target engine power in consideration of the transmission loss, the auxiliary machine load, the assist torque of the second electric motor MG2, the gear stage of the automatic transmission 5, and the like. . Then, the engine 10 is controlled and the power generation amount of the first electric motor MG1 is controlled so that the engine speed and the engine torque are such that the target engine power is obtained on the optimum fuel efficiency curve.

  That is, the planetary gear mechanism 11 is caused to function as an electric continuously variable transmission by the control of the first electric motor MG1, and the engine speed is adjusted. In addition, in the case where the output torque of the engine 10 and the first electric motor MG1, that is, the first drive source 1 is controlled in this way, the electronic control unit 100 performs torque assist by the second electric motor MG2 that is the second drive source. In addition, the distribution of the output torque and the torque of the engine 10 is optimized.

− “Break-in” control −
By the way, generally, in vehicles such as automobiles, the engine speed is kept below a predetermined speed or abrupt acceleration is awaited until a predetermined mileage is reached from the time of new vehicle until the engine and drive system are sufficiently adjusted. It is recommended to perform a so-called "run-in" that is This is because, for example, if the contact surface of the gears of the drive system becomes familiar (that is, the minute irregularities on the tooth surface are worn) and the excessive contact surface load is applied and the gear damage limit is exceeded, the tooth surface becomes high. This is because damage such as fine cracks occurs due to contact stress and slippage, and durability is reduced.

  However, such a “run-in” requires a driver to perform a careful driving operation, which may be annoying. Therefore, in the present embodiment, the electronic control unit 100 automatically performs a "break-in operation" and devises the torque distribution of the two drive sources, that is, the engine 10 and the second electric motor MG2, which is a feature of the hybrid vehicle. , The limit of "break-in" is relaxed.

  That is, first, in the present embodiment, the planetary gear mechanism 11 (first power transmission path) that transmits torque from the engine 10 and the automatic transmission 5 (second power transmission that transmits torque from the second electric motor MG2). Compared with the (transmission path), the planetary gear mechanism 11 having a small diameter pinion has a lower gear damage limit, and the torque output from the engine 10 needs to be limited (that is, "run-in operation" is required). Become).

  On the other hand, the automatic transmission 5 has a higher gear damage limit than the planetary gear mechanism 11, and it is not necessary to limit the torque output from the second electric motor MG2 (that is, "run-in" is not required). . Therefore, in the present embodiment, the gear damage limit of the planetary gear mechanism 11 is a bottleneck, and the output torque of the engine 10 is limited so as not to exceed the gear damage limit until the "break-in operation" is completed. Will be done.

  For example, as described above, the required torque T1 to the engine 10, which is determined according to the state of the vehicle (accelerator operation amount, vehicle speed, etc.), of the planetary gear mechanism 11, as schematically shown in FIG. If the limit torque TLim corresponding to the gear damage limit is exceeded, this must be limited, and as a result, as shown in FIG. 2B, the required torque T2 for the second electric motor MG2 is combined. If the required total torque (T1 + T2) becomes smaller, the driver's demand cannot be satisfied.

  On the other hand, as shown schematically in FIG. 3A, if the required torque T1 is less than the limiting torque TLim, it is not necessary to limit it, and the total required amount including the required torque T2 to the second electric motor MG2 is required. The torque (T1 + T2) is also not limited. However, in this case, since the torque transmitted by the planetary gear mechanism 11 is small, the contact surface load of the gears is also small, so that the tooth surfaces contacting each other become slow to fit in, and the time required for the "run-in operation" is long. turn into.

  In consideration of this point, in the present embodiment, in order to positively apply a large load to the planetary gear mechanism 11 within a range not exceeding the gear damage limit, as shown in FIGS. The required torque T1 is set to almost the limit torque TLim. As a result, the contact surface load of the gears of the planetary gear mechanism 11 becomes sufficiently large, and the familiarity of the tooth surfaces is promoted, so that the "run-in operation" can be completed quickly.

  Hereinafter, the routine of the “break-in operation” control performed by the electronic control device 100 will be specifically described with reference to the flowchart of FIG. This routine is repeatedly executed at a predetermined timing while the vehicle is traveling in order to automatically perform a "break-in operation" for a predetermined period from the time of new vehicle.

  First, in step S101 after the start, it is determined whether or not the "break-in operation" is incomplete. In the present embodiment, the "run-in operation" of the automatic transmission 5 is not necessary, so the "run-in operation" of the planetary gear mechanism 11 is determined here. For example, the product of the cumulative damage index value ΣD1, which is the cumulative value of the gear damage index value D1 described in step S102 below, and the mileage of the vehicle from the time of new vehicle is a value set in advance by experiments or the like (setting Value) or more is determined.

  Then, if the product of the cumulative damage index value ΣD1 and the traveling distance is equal to or greater than the set value and a negative determination (NO) is made, the routine is ended (end). On the other hand, if the product of the cumulative damage index value ΣD1 and the traveled distance is less than the set value, and an affirmative judgment (YES) is made that the “break-in operation” is incomplete, the process proceeds to step S102 and the current gear damage index value D1 is set. calculate. This represents the degree of contact surface load of the gear (e.g., pinion) of the planetary gear mechanism 11, and is specifically calculated by the friction energy on the tooth surface, the surface temperature, and the like.

  In the present embodiment, as an example, the temperature of the tooth surface (estimated value from the oil temperature detected by oil temperature sensor 104), the rotation speed N1 of first electric motor MG1 detected by first rotation speed sensor 101, and the The gear damage index value D1 corresponding to the output torque of the one-motor MG1 is previously checked by calculation or experiment and set in the map. Then, the current gear damage index value D1 is calculated with reference to the map based on the current tooth surface temperature, the rotation speed N1 and the output torque of the first electric motor MG1.

  Then, in the following step S103, it is determined whether the calculated gear damage index value D1 is less than the gear damage limit value D1Lim (D1 <D1Lim). The gear damage limit value D1Lim corresponds to a contact surface load (that is, a gear damage index value) at which fine cracks and the like start to occur due to high contact stress and slip on the tooth surface, and varies depending on the specifications of the gear. This value can be calculated from the design data of the gear, but it is preferably confirmed and set by experiments.

When a negative determination (NO) is made in step S103 and the gear damage index value D1 exceeds the gear damage limit value D1Lim, the process proceeds to step S104, in which the required torque T1 to the engine 10 is reduced by a preset amount, and Correction is performed to increase the required torque T2 for the second electric motor MG2 by a preset amount. Then, after outputting the torque command to the inverters 6 and 7 (step S105), in step S106, the gear damage index value D1 calculated in step S102 is added to the cumulative damage index value ΣD1 and the routine ends ( End).

  By repeating the correction of the required torques T1 and T2 for the engine 10 and the second electric motor MG2 in this manner, the required torque T1 for the engine 10 is limited to the limit torque TLim as described above with reference to FIG. On the other hand, as shown in FIG. 2 (c), the required torque T2 to the second electric motor MG2 increases, and the combined total required torque (T1 + T2) satisfies the driver's request.

On the other hand, if the gear damage index value D1 is less than the gear damage limit value D1Lim and the determination in step S103 is affirmative (YES), the process proceeds to step S107 to increase the required torque T1 to the engine 10 by a preset amount. At the same time, the required torque T2 for the second electric motor MG2 is reduced by a preset amount. Then, the torque command is output to the inverters 6 and 7 in step S105, the gear damage index value D1 is added to the cumulative damage index value ΣD1 in step S106, and the routine ends (END).

  By repeating the correction of the required torques T1 and T2 for the engine 10 and the second electric motor MG2 in this manner, the required torque T1 for the engine 10 is increased to the limit torque TLim as described above with reference to FIG. be able to. As a result, the contact surface load of the gears of the planetary gear mechanism 11 is increased, and the "break-in operation" is accelerated. Also in this case, the required total torque (T1 + T2) satisfies the driver's request.

  By executing step S102 of the flow of FIG. 4, the electronic control unit 100 constitutes a calculating means for calculating a gear damage index value D1 representing the degree of contact surface load of the gear in the planetary gear mechanism 11, and the step By executing S101 and S103, a determination unit that determines that the "run-in operation" of the planetary gear mechanism 11 is incomplete and that the gear damage limit is within is set.

Further, by executing steps S104, S105, and S107 in the flow, the electronic control unit 100 configures a correction unit that corrects the output torque of the engine 10 and the second electric motor MG2 based on the determination result. If the correction means determines that the gear damage of the planetary gear mechanism 11 is within the gear damage limit, the output torque of the engine 10 is increased and the output torque of the second electric motor MG2 is decreased, while the gear damage limit is exceeded. If determined, the output torque of the engine 10 is reduced and the output torque of the second electric motor MG2 is increased.

  As described above, in the driving force control device of the present embodiment, the gear damage limit of the planetary gear mechanism 11 in the two power transmission paths of the planetary gear mechanism 11 and the automatic transmission 5 is low, and the "run-in operation" is performed. When it is necessary, the planetary gear mechanism 11 is positively loaded to complete the "run-in operation" as soon as possible. As a result, the "run-in operation" of the planetary gear mechanism 11, which becomes the bottleneck of torque transmission, is completed quickly, and the limitation of the driving force as a whole including the transmission from the automatic transmission 5 is quickly relaxed, so that the hybrid vehicle The original commercial characteristics can be exhibited.

-Modification of "run-in" control-
FIG. 5 shows a modified example of the “break-in” control according to the present invention, in which the gear damage limit of the automatic transmission 5 which is the second power transmission path is higher than that of the planetary gear mechanism 11, but It is suitable when "break-in" is required. In the "run-in operation" control routine of this modified example, in step S201 after the start, the same process as step S101 in the flow of FIG. If NO, the process proceeds to step S208 described below.

  On the other hand, if an affirmative decision (YES) is made that the "break-in" of the planetary gear mechanism 11 is incomplete, the routine proceeds to step S202, where the current gear damage index value D1 for the planetary gear mechanism 11 is calculated, as in step S102, and The current gear damage index value D2 is calculated for the automatic transmission 5 by the same method. Then, in steps S203 to S205 and S207, the same processing as that in steps S103 to S105 and S107 is performed.

  As a result, as described above with reference to FIG. 4, the "run-in operation" of the planetary gear mechanism 11, which becomes the bottleneck of torque transmission, is completed quickly, and the driving force as a whole including the transmission from the automatic transmission 5 is also completed. The restrictions of can be relaxed quickly. Note that in step S206, the gear damage index value D1 is added to the cumulative damage index value ΣD1 as in step S106, and the gear damage index value D2 is added to the cumulative damage index value ΣD2.

  In step S208 after a negative determination (NO) is made in step S201, it is determined whether the "break-in operation" of the automatic transmission 5 is incomplete as in steps S101 and S201. Then, if a negative determination is made (NO), the routine is ended (end), while if an affirmative determination (YES) is made that the "run-in operation" of the automatic transmission 5 is incomplete, the routine proceeds to step S209 and is similar to step S202. Then, the gear damage index value D2 of the automatic transmission 5 is calculated.

In step S210, it is determined whether the calculated gear damage index value D2 exceeds the gear damage limit value D2Lim of the automatic transmission 5 (D2 > D2Lim). Like the gear damage limit value D1Lim of the planetary gear mechanism 11, this gear damage limit value D2Lim may be calculated from the gear design data, or may be set by confirming it by experiments. Then, a negative determination (NO) in step S210, gear damage index value D2 is less than the gear damage threshold D2Lim, the process proceeds to the step S204 to S206. That is, by increasing the required torque T2 for the second electric motor MG2 to the limit torque, the "break-in operation" of the automatic transmission 5 is accelerated.

On the other hand, if the gear damage index value D2 exceeds the gear damage limit value D2Lim and a positive determination (YES) is made in step S210, the process proceeds from step S207 to steps S205 and S206. That is, the required torque T2 to the second electric motor MG2 is reduced to the limit torque, the gear damage index value D2 of the automatic transmission 5 is reduced, and the gear damage limit value D2Lim is not exceeded. In this case, since the gear damage index value D1 = 0 in step SS206, only the gear damage index value D2 is added to the cumulative damage index value ΣD2.

  Therefore, according to this modification, when "run-in operation" is required not only for the planetary gear mechanism 11 but also for the automatic transmission 5, first, "run-in operation" of the planetary gear mechanism 11, which becomes a bottleneck for torque transmission, is performed. Is completed as soon as possible, and the restriction on the driving force as a whole including the transmission from the automatic transmission 5 is relaxed. Then, after that, the "run-in operation" of the automatic transmission 5 is completed as soon as possible, and the limitation of the driving force as a whole is eliminated. In this way, the original commercial characteristics of the hybrid vehicle can be exhibited.

-Other embodiments-
The above description of the embodiments and the modifications thereof (hereinafter referred to as embodiments) are merely examples, and are not intended to limit the configurations and uses of the present invention. For example, in the above-described embodiment and the like, the output torque of the engine 10 is transmitted to the output shaft 2 of the vehicle by the planetary gear mechanism 11, and the output torque of the second electric motor MG2 is transmitted to the output shaft 2 of the vehicle by the automatic transmission 5. However, the planetary gear mechanism 11 and the automatic transmission 5 may be gear trains.

  Further, although cases have been described with the above embodiments and the like where the present invention is applied to a hybrid vehicle including the engine 10 and the first and second electric motors MG1 and MG2, the present invention is not limited to this. For example, the present invention can be applied to a hybrid vehicle that is provided with one electric motor in addition to the engine and transmits the driving force via different power transmission paths. Further, the present invention is not limited to two driving sources, and may be one that transmits driving force from three or more driving sources through separate power transmission paths, and the present invention also relates to a vehicle driving force control device. Not limited.

  INDUSTRIAL APPLICABILITY The present invention relaxes the limitation associated with the “break-in” of a drive system as quickly as possible so that the original commercial characteristics can be exhibited. For example, the present invention is excellent when applied to a drive system of a vehicle, particularly a hybrid vehicle. Produce an effect.

1 1st drive source 11 Planetary gear mechanism (1st power transmission path)
4 Drive wheels 5 Automatic transmission (second power transmission path)
100 electronic control device (calculation means, determination means, correction means)
MG2 Second electric motor (second drive source)

Claims (1)

A driving force control device for controlling the driving force transmitted from the first and second drive sources to the drive wheels via the first and second power transmission paths, respectively, based on the state of the vehicle. ,
The gear damage limit in the first power transmission path is set lower than that in the second power transmission path,
Calculating means for calculating a gear damage index value representing the degree of contact surface load of the gear in the first power transmission path;
Determination means for determining, based on at least the gear damage index value, that the running-in operation of the first power transmission path is incomplete and that the first power transmission path is within the gear damage limit. ,
Correction means for correcting the output torque of the first and second drive sources based on the result of the determination by the determination means,
The correction means increases the output torque of the first drive source when it is determined that the running-in operation is incomplete and the first power transmission path is within the gear damage limit, If it is determined that the output torque of the second drive source is decreased, the running-in operation is incomplete, and the first power transmission path exceeds the gear damage limit, the first The output torque of the drive source is reduced and the output torque of the second drive source is increased.

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