JP6705256B2 - Vehicle control device - Google Patents

Description

The present invention is directed to a first rotating element connected to a first electric motor, a differential portion including the second rotating element and a third rotating element connected to a second electric motor so that power can be transmitted, and the third rotating element. The present invention relates to a vehicle control device including an engagement element capable of switching between fixed and non-fixed rotation of elements.

A first rotating element connected to the first electric motor and a differential portion including the second rotating element and the third rotating element connected to the second electric motor so as to be capable of transmitting power, and fixed rotation of the third rotating element. , And an engagement element capable of switching between non-fixed state, the vehicle control apparatus being well known, wherein the engagement element defines rotation of the third rotating element. ing. For example, the vehicle described in Patent Document 1 is that. In Patent Document 1, when the first traveling mode based on the torque of the second electric motor is changed to the second traveling mode based on the torque of the first electric motor and the second electric motor, the first electric motor is moved to the second traveling mode. Due to the rotation of the electric motor, the state in which the first electric motor is rotated by the negative rotation is changed to the state in which the first electric motor is driven by the negative rotation. During the transition to the power running state, spline teeth collide with each other in the spline fitting portion between the first electric motor and the coupling member, or tooth flanks collide with each other due to backlash on the gear tooth surfaces. To alleviate this shock, a technique of gradually increasing the driving force of the first electric motor is disclosed.

Japanese Unexamined Patent Publication No. 2015-20487

By the way, when shifting from the first traveling mode by the second electric motor to the second traveling mode by the first electric motor and the second electric motor, the spline fitting is performed by gradually increasing the driving force of the first electric motor. It is possible to reduce the collision between spline teeth in the tooth portion or the collision between the tooth surfaces due to backlash in the tooth surface of the gear. However, when the torque of the first electric motor is gradually increased as described above, the time required to switch from the first traveling mode to the second traveling mode becomes long, and sufficient acceleration response cannot be obtained.

The present invention has been made in view of the above circumstances, and an object of the present invention is to shift from a first traveling mode by the second electric motor to a second traveling mode by the first electric motor and the second electric motor. In this case, collision between spline teeth in the spline fitting portion or collision between tooth surfaces due to backlash on gear tooth surfaces is reduced, and switching time from the first traveling mode to the second traveling mode is effective. It is to provide a technology that can be suppressed.

The gist of the first invention is (a) a difference between a first rotating element connected to a first electric motor and a second rotating element and a third rotating element connected to a second electric motor so that power can be transmitted. A controller for a vehicle having a moving part and (b) an engagement element capable of switching between fixed and non-fixed rotation of the third rotating element, wherein (c) a driving force required by a driver is previously set. When falling below a set first threshold value, the engagement element is disengaged, and the first traveling mode in which traveling is performed by the torque of the second electric motor without using the torque of the first electric motor is selected, and When the required driving force is equal to or more than the first threshold value, the engagement element is engaged, and a travel mode switching unit that selects a second travel mode in which travel is performed by the torque of the first electric motor and the second electric motor. (D) When the required driving force is equal to or larger than a second threshold value that is set smaller than the first threshold value, the torque of the first electric motor is set to a preset value on the power running torque side in the second traveling mode. Standby control executing means for executing standby control for changing to torque, and (e) when the increase rate of the required driving force is equal to or greater than a preset predetermined value, the first threshold value and the second threshold value At least the first threshold value is set to a value smaller than when the increase rate of the required driving force is lower than the predetermined value , and (f) when the temperature of the second electric motor is equal to or higher than the predetermined value, The first threshold value may be set smaller than when the temperature of the second electric motor is lower than the predetermined value .

According to the first aspect of the present invention, from the first traveling mode in which traveling is performed only by the second electric motor by the driving force required by the driver, to the second traveling mode in which traveling is performed by the first electric motor and the second electric motor. At the time of switching, a standby control for changing the torque of the first electric motor toward a standby torque preset on the power running torque side in the second traveling mode is performed prior to switching from the first traveling mode to the second traveling mode. Done. As a result, the backlash between the spline teeth and the gear tooth surfaces in the spline fitting portion of the output shaft of the first electric motor and the connecting member thereof is started during the standby control, and therefore occurs when the mode is switched to the second traveling mode. It is not necessary to moderate the rise of the torque of the first electric motor in order to suppress the shock due to the collision between the tooth surfaces, and it is possible to shorten the switching time from the first traveling mode to the second traveling mode and accelerate the acceleration. The responsiveness can be enhanced. Further, when the increase rate of the required driving force is equal to or more than a predetermined value set in advance, at least the first threshold value of the first threshold value and the second threshold value, the increase rate of the required driving force is It is set to a smaller value than when it is below a predetermined value. In this way, as the required driving force increases sharply, at least the first threshold value is set to a smaller value, so that the transition from single driving to both driving is accelerated and the driving force increases more quickly. To be done. Further , when the temperature of the second electric motor is equal to or higher than the predetermined value, the first threshold value is set smaller than when the temperature of the second electric motor is lower than the predetermined value, so that the cooling of the second electric motor is accelerated. be able to.

It is a figure explaining the schematic structure of each part related to the running of the vehicle to which the present invention is applied. FIG. 2 is a diagram for explaining main parts such as a control system for controlling each part of the vehicle of FIG. 1. It is a chart showing each engagement operation of each engagement device in each travel mode. It is a figure which shows the single drive area|region of an electric motor, both drive areas, and an engine drive range. It is an alignment chart at the time of single drive EV mode. It is an alignment chart at the time of both-drive EV mode. It is a nomographic chart at the time of low of HV drive mode. It is a collinear chart at the time of high of HV drive mode. It is a time chart which shows operation of each main part in single drive, standby control, and both drives. It is an alignment chart at the time of standby control to both-drive EV mode. 6 is a flowchart illustrating control operations of standby control and non-standby control in single drive. It is a flow chart explaining control operation at the time of shifting to a dual drive vehicle from single drive. It is a figure explaining the schematic structure of each part in connection with the running of another vehicle to which the present invention is applied.

Preferably, the difference between the first threshold value and the second threshold value is a predetermined value. With this configuration, switching from the first traveling mode in which traveling is performed only by the second electric motor to the second traveling mode in which traveling is performed by the first electric motor and the second electric motor is determined based on the first threshold value. However, for example, when the first threshold value is set to a larger value for some reason, the second threshold value for which the standby control for changing the torque of the first electric motor toward the second traveling mode is determined is also the first threshold value. The value is changed along with the threshold value, and the execution of the unnecessarily long standby control is suppressed, so that the fuel consumption is improved.

Preferably, the execution of the standby control is determined based on a comparison between the required driving force and the second threshold value, and the termination of the standby control is based on a comparison between the required driving force and a third threshold value. It is determined that the second threshold value is larger than the third threshold value. With this configuration, the second threshold for determining execution of the standby control is higher than the third threshold for determining completion of the standby control, and execution and termination of the standby control are frequently repeated. Can be prevented.

Preferably, when the increase rate of the required driving force is equal to or more than a predetermined value set in advance, the first threshold value and the second threshold value are set to be smaller than when the increase rate is less than the predetermined value. .. In this way, as the required driving force increases sharply, at least the first threshold value is set to a smaller value, so that the transition from single driving to both driving is accelerated and the driving force increases more quickly. To be done. Also, by setting the second threshold value to a smaller value together with the first threshold value, the first threshold value and the second threshold value become close to each other and the standby control is executed when the first threshold value is set to a small value. The possibility of running out of time can be reduced.

Preferably, when the temperature of the second electric motor is equal to or higher than a predetermined value set in advance, the first threshold value and the second threshold value are set smaller than when the temperature is lower than the predetermined value. With this configuration, when the temperature of the second electric motor becomes equal to or higher than a predetermined value set in advance by the first traveling mode of the second electric motor, the first threshold value and the second By setting the threshold value to be small, the torque generated by the second electric motor can be reduced, and the cooling of the second electric motor can be accelerated.

Suitably, in order to switch from the said 1st traveling mode to the said 2nd traveling mode, the engaging element control means which supplies a hydraulic pressure to the said engaging element is provided, The said engaging element is the said engagement during the said standby control. The supply of hydraulic pressure is started by the combined element control means. With this configuration, the engagement element is set to the standby state immediately before the engagement during the standby control, and when the first traveling mode is switched to the second traveling mode, the switching is quickly performed and the engagement is performed. It ensures that the hydraulic pressure required to engage the elements is supplied.

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

FIG. 1 is a diagram illustrating a schematic configuration of each unit related to traveling of a vehicle 10 to which the present invention is applied. In FIG. 1, a vehicle 10 is a hybrid vehicle including an engine 12, a first electric motor MG1 and a second electric motor MG2, which can be a driving force source for traveling, a power transmission device 14, and drive wheels 16.

The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine that burns a predetermined fuel to output power. The engine 12 is electronically controlled by an electronic control unit 90, which will be described later, such as throttle opening, intake air amount, fuel supply amount, ignition timing, and other operating conditions.

The first electric motor MG1 and the second electric motor MG2 are so-called motor generators having a function as an electric motor (motor) that generates a drive torque and a function as a generator (generator). The first electric motor MG1 and the second electric motor MG2 are controlled by the electronic control unit 90 described later by controlling the output torque (power running torque or regenerative torque) MG1 torque Tmg1 and MG2 torque Tmg2 of each of the first electric motor MG1 and the second electric motor MG2. To be done.

The power transmission device 14 is provided in a power transmission path between the engine 12 and the drive wheels 16, and is housed together with the first electric motor MG1 and the second electric motor MG2 in a case 22 that is a non-rotating member attached to the vehicle body. Has been done. In the power transmission device 14, the first power transmission portion 24, the second power transmission portion 26, the driven gear 30, which meshes with the drive gear 28 that is an output rotating member of the first power transmission portion 24, and the driven gear 30 are fixed to be relatively non-rotatable. The driven shaft 32, a final gear 34 (a final gear 34 having a smaller diameter than the driven gear 30) fixed to the driven shaft 32 so as not to rotate relative to each other, a differential gear 38 meshing with the final gear 34 via a differential ring gear 36, and a differential gear 38. It is provided with a connected axle 40 and the like.

The first power transmission unit 24 is arranged coaxially with the input shaft 42 that is an input rotating member of the first power transmission unit 24, and includes a transmission unit 44 and a differential unit 46. The speed change unit 44 includes a first planetary gear mechanism 48, a clutch C1, and a brake B1. The differential unit 46 includes a second planetary gear mechanism 50.

The first planetary gear mechanism 48 meshes with the first sun gear S1, the first sun gear S1, the first pinion gear P1, the first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve, and the first sun gear S1 via the first pinion gear P1. It is a known single-pinion type planetary gear mechanism having a ring gear R1 and functions as a differential mechanism that produces a differential action. The first planetary gear mechanism 48 is an input-side differential mechanism that is arranged closer to the engine 12 than the second planetary gear mechanism 50. The first sun gear S1 is a rotating portion (for example, the first rotating portion RE1) that is selectively connected to the case 22 via the brake B1. The first ring gear R1 is a rotating portion (for example, the second rotating portion RE2) connected to the input rotating member of the differential portion 46 (that is, the second carrier CA2 of the second planetary gear mechanism 50), and the transmission portion 44. Function as an output rotating member of. The first carrier CA1 and the first sun gear S1 are selectively connected via a clutch C1. The first carrier CA1 is a rotating unit (for example, a third rotating unit RE3) that is integrally connected to the input shaft 42 and is connected to the engine 12 via the input shaft 42.

Each of the clutch C1 and the brake B1 is preferably a wet friction engagement device, and is a multi-plate hydraulic friction engagement device that is engagement-controlled by a hydraulic actuator. The hydraulic control circuit 52 controls the clutch C1 and the brake B1 by an electronic control unit 90 described later, so that the operating states of the clutch C1 and the brake B1 depend on the hydraulic pressures (for example, the hydraulic pressures Pc1 and Pb1) supplied from the hydraulic control circuit 52. Controlled between engagement and disengagement.

When both the clutch C1 and the brake B1 are released, the differential of the first planetary gear mechanism 48 is allowed. Therefore, in this state, since the reaction force torque of the engine torque Te cannot be obtained by the first sun gear S1, the transmission unit 44 is in a neutral state (neutral state) in which mechanical power transmission is impossible. Further, in the state where the clutch C1 is engaged and the brake B1 is released, the rotating parts of the first planetary gear mechanism 48 are integrally rotated. Therefore, in this state, the rotation of the engine 12 is transmitted at a constant speed from the first ring gear R1 to the second carrier CA2. On the other hand, in the state where the clutch C1 is released and the brake B1 is engaged, in the first planetary gear mechanism 48, the rotation of the first sun gear S1 is stopped, and the rotation of the first ring gear R1 rotates the first carrier CA1. Will be faster than. Therefore, in this state, the rotation of the engine 12 is accelerated and output from the first ring gear R1. In this way, the transmission unit 44 is a two-stage stepped transmission that is switched between a low gear that is in a direct connection state (gear ratio = 1.0) and a high gear that is in an overdrive state (for example, a gear ratio = 0.7). Function as. Further, in the state where both the clutch C1 and the brake B1 are engaged, the rotation of each rotary element of the first planetary gear mechanism 48 is stopped. Therefore, in this state, the rotation of the first ring gear R1 that is the output rotation member of the transmission unit 44 is stopped, and the rotation of the second carrier CA2 that is the input rotation member of the differential unit 46 is stopped.

The second planetary gear mechanism 50 includes a first rotating element, that is, a second sun gear S2 (hereinafter, referred to as a second sun gear S2), a second pinion gear P2, and a third rotating element that rotatably and revolvably supports the second pinion gear P2. A known second carrier CA2 (hereinafter referred to as the second carrier CA2), a second rotary element that meshes with the second sun gear S2 via the second pinion gear P2, that is, a second ring gear R2 (hereinafter referred to as the second ring gear). It is a single pinion type planetary gear mechanism and functions as a differential mechanism that produces a differential action. The second planetary gear mechanism 50 is an output-side differential mechanism arranged on the drive wheel 16 side of the first planetary gear mechanism 48. The second carrier CA2 is a rotary element connected to the output rotary member of the transmission unit 44 (that is, the first ring gear R1 of the first planetary gear mechanism 48), and functions as an input rotary member of the differential unit 46. The second sun gear S2 is a rotating element that is connected to the power transmission shaft 57 and is integrally connected to the rotor shaft 54 of the first electric motor MG1 via the spline fitting portion 62. The second ring gear R2 is a rotating element that is integrally connected to the drive gear 28.

The second planetary gear mechanism 50 can function as a power distribution mechanism that distributes the power input to the second carrier CA2 to the first electric motor MG1 and the second ring gear R2. That is, in the differential portion 46, in addition to the mechanical power transmission distributed to the second ring gear R2, the first electric motor MG1 is generated by the power distributed to the first electric motor MG1, and the generated electric power is stored. The second electric motor MG2 is driven by the electric power. As a result, the differential section 46 is a known electric differential section (electric continuously variable transmission) that controls the gear ratio by controlling the operating state of the first electric motor MG1 by the electronic control unit 90 described later. Function.

In the first power transmission unit 24 configured as described above, the power of the engine 12 and the power of the first electric motor MG1 are transmitted from the drive gear 28 to the driven gear 30. Therefore, the engine 12 and the first electric motor MG1 are coupled to the drive wheels 16 via the first power transmission unit 24 so that power can be transmitted.

The second power transmission unit 26 is arranged separately from the input shaft 42 and in parallel with the input shaft 42. The second power transmission unit 26 meshes with the rotor shaft 56 of the second electric motor MG2 and the driven gear 30, and is also a reduction gear connected to the rotor shaft 56. 60 (a reduction gear 60 having a diameter smaller than that of the driven gear 30). Thereby, in the second power transmission unit 26, the power of the second electric motor MG2 is transmitted to the driven gear 30 without passing through the first power transmission unit 24. Therefore, the second electric motor MG2 is coupled to the drive wheels 16 so as to be able to transmit power without passing through the first power transmission unit 24.

The power transmission device 14 configured as described above is preferably used for an FF (front engine/front drive) type vehicle. Further, in the power transmission device 14, the power of the engine 12, the power of the first electric motor MG1, and the power of the second electric motor MG2 are transmitted to the driven gear 30, and from the driven gear 30, the final gear 34, the differential gear 38, the axle 40, etc. Is sequentially transmitted to the drive wheels 16. In the power transmission device 14, the engine 12, the first power transmission unit 24, the first electric motor MG1, and the second electric motor MG2 are arranged on different shaft centers, so that the shaft length is shortened. .. Further, the reduction ratio of the second electric motor MG2 can be increased.

In the power transmission device 14, the mechanical oil pump 18 for supplying the operating oil (oil) used for the engagement operation of the clutch C1 and the brake B1 and the lubrication of each part and the cooling of each part is provided to the second carrier CA2. It is connected via a one-way clutch OWC1 and is driven according to the rotation of the second carrier CA2. The oil pump 18 is also connected to the motor 20 via the one-way clutch OWC2 and is rotated at the faster speed of the second carrier C2 and the rotation speed of the motor 20. As a result, while the vehicle is traveling by the engine 12, the engine 12 drives the engine 12, and the rotational speed Nca (rpm) of the second carrier CA2 is substantially zero or equal to or lower than a predetermined rotational speed in the dual drive traveling mode or the like. If it is, it can be driven by the motor 20.

The vehicle 10 includes an electronic control device 90 including a control device that controls each unit related to traveling. The electronic control unit 90 includes, for example, a so-called microcomputer including a CPU, a RAM, a ROM, an input/output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing.

FIG. 2 is a functional block diagram illustrating a main control function of the electronic control unit 90, input signals from various sensors input to the electronic control unit 90, and the first electric motor MG1 from the electronic control unit 90, for example. Signals output to the second electric motor MG2, the engine 12, and the like are shown. Various sensors provided on the vehicle 10 (for example, an engine rotation speed sensor 70, an output rotation speed sensor 72, a MG1 rotation speed sensor 74 such as a resolver, an MG2 rotation speed sensor 76 such as a resolver, an oil pump rotation sensor 77, an accelerator opening degree). Various signals (for example, engine rotational speed Ne (e.g., engine rotational speed Ne (e.g., engine rotational speed Ne ( rpm), the output rotation speed Nout (rpm), which is the rotation speed of the driven gear 30 corresponding to the vehicle speed V (km/h), the MG1 rotation speed Nmg1 (rpm), the MG2 rotation speed Nmg2 (rpm), the oil pump rotation speed Nop( rpm), accelerator opening θacc (%), shift lever operating position Psh, piston stroke Sp (mm) of clutch C1 and brake B1, travel mode Mode selected by the driver, state of charge of battery unit 62 (charge capacity). )SOC (%), CA biaxial rotation speed (rpm), working oil temperature Toil (° C.), etc. are supplied. Further, from the electronic control unit 90 to each device (for example, an inverter (not shown) that drives the first electric motor MG1 and the second electric motor MG2, the engine 12, the hydraulic control circuit 52, the motor 20, etc.) provided in the vehicle 10. Various command signals (for example, motor control signal Sm, engine control command signal Se, hydraulic control command signal Sswt, motor control signal Sop, etc.) are supplied.

Here, the travel modes that can be executed by the vehicle 10 will be described with reference to FIGS. 3, 4 and 5 to 8. FIG. 3 is a chart showing each engagement operation of the clutch C1 and the brake B1 in each traveling mode. In the diagram of FIG. 3, the open circles indicate the engagement of the engagement devices (C1, B1), the blanks indicate the release, and the open triangles indicate when the engine brakes that rotate the engine 12 in the rotation stopped state are used together. It is shown that one of them is engaged. Further, "G" indicates that the electric motors (MG1, MG2) mainly function as a generator, and "M" causes the electric motors (MG1, MG2) mainly to function as a motor during driving and mainly as a generator during regeneration. It shows that it works. As shown in FIG. 3, the vehicle 10 can selectively realize an EV traveling mode and an HV traveling mode as traveling modes. The EV traveling mode is a traveling mode in which the engine 12 is stopped and EV traveling can be performed using at least one of the first electric motor MG1 and the second electric motor MG2 as a driving force source. The EV traveling mode is a single drive EV mode in which EV traveling can be performed using only the second electric motor MG2 as a driving force source, and both EV traveling modes in which EV traveling can be performed using both the first electric motor MG1 and the second electric motor MG2 as driving force sources. It has two modes, a drive EV mode. The HV traveling mode is a traveling mode in which the engine can travel with at least the engine 12 as a driving force source. In the HV running mode, the engine running can be carried out by mechanically transmitting the engine torque Te to the drive wheels 16, and in addition to the engine 12, running can be carried out using the second electric motor MG2 as a driving force source.

FIG. 4 shows a single drive region in which the vehicle 10 travels in the single drive traveling mode, that is, the first traveling mode, in which the first electric motor MG1 is not used as a drive source and the second electric motor MG2 is used as a drive force source, the first electric motor MG1 and the second electric motor MG2. An EV traveling mode including both drive regions in which both the electric motor MG2 is used as a driving force source, that is, a driving region in which the vehicle travels in the second traveling mode, and an engine traveling range in which at least the engine 12 is used as a driving force source, that is, HV traveling. The modes are shown, and the traveling mode selected based on the vehicle speed V (km/h) and the driving force F(N) required by the driver is shown. The required driving force F is calculated based on a predetermined relationship (map) from the accelerator opening Acc and the vehicle speed V, for example. In the EV drive mode region, the engine is driven when the state of charge SOC is less than a preset predetermined value, but the motor MG1 is operated when the state of charge SOC is equal to or larger than a preset predetermined value. The driving by the electric motor MG2 is prioritized.

5 to 8 are collinear charts that can relatively represent the rotation speeds of the three rotating parts RE1, RE2, RE3 in each of the first planetary gear mechanism 48 and the second planetary gear mechanism 50. In this collinear chart, vertical lines Y1-Y3 representing the rotational speeds of the respective rotating parts in the first planetary gear mechanism 48 are sequentially connected from the left toward the paper surface, and the vertical line Y1 is selectively connected to the case 22 via the brake B1. The vertical line Y2 indicates the rotation speed of the first carrier CA1 which is the third rotation unit RE3 connected to the engine 12, and the vertical line Y3 indicates the second rotation speed of the first sun gear S1 which is the first rotation unit RE1. The rotation speeds of the first ring gear R1 that is the second rotation portion RE2 connected to the carrier CA2 are shown. Further, vertical lines Y4-Y6 representing the rotational speeds of the respective rotary parts in the second planetary gear mechanism 50 are sequentially arranged from the left in the drawing, and the vertical line Y4 is the first rotary part RE1 connected to the first electric motor MG1. 2 The rotation speed of the sun gear S2, the vertical line Y5 is the rotation speed of the second carrier CA2 which is the third rotation portion RE3 connected to the first ring gear R1, and the vertical line Y6 is the second rotation speed connected to the drive gear 28. The rotation speeds of the second ring gear R2, which is the portion RE2, are shown.

FIG. 5 is a nomographic chart in the single drive EV mode. The single drive EV mode is realized when both the clutch C1 and the brake B1 are released, as shown in FIG. In the single drive EV mode, as shown in FIG. 5, by releasing the clutch C1 and the brake B1, the differential of the first planetary gear mechanism 48 is allowed, and the transmission unit 44 is set to the neutral state. When the speed change unit 44 is set to the neutral state, the reaction force torque of the MG1 torque Tmg1 cannot be obtained in the second carrier CA2 connected to the first ring gear R1, so the differential unit 46 is set to the neutral state and the second electric motor MG2. Outputs MG2 torque Tmg2 for traveling. When moving backward, the second electric motor MG2 is rotated in the reverse direction compared to when moving forward. While the vehicle is traveling, the second ring gear R2 connected to the drive gear 28 is rotated in association with the rotation of the drive wheels 16. In the single drive EV mode, the MG1 rotation speed Nmg1 is maintained at zero rotation. For example, the electronic control unit 90 causes the first electric motor MG1 to function as a generator and maintains the MG1 rotation speed Nmg1 at zero rotation by feedback control. Alternatively, control is performed to allow a current to flow through the first electric motor MG1 (d-axis lock control) so that the rotation of the first electric motor MG1 is fixed, and the MG1 rotation speed Nmg1 is maintained at zero rotation. Alternatively, even if the MG1 torque Tmg1 is set to zero torque, if the MG1 rotation speed Nmg1 can be maintained at zero rotation by the cogging torque of the first electric motor MG1, it is not necessary to add the MG1 torque Tmg1. Even if the MG1 rotation speed Nmg1 is controlled to be maintained at zero rotation, the drive torque is not affected because the first power transmission unit 24 is in the neutral state.

In the single drive EV mode, the first ring gear R1 is rotated by the second carrier CA2, but the transmission unit 44 is in the neutral state, so the engine 12 is not rotated and is stopped at zero rotation. Therefore, when performing the regenerative control by the second electric motor MG2 while traveling in the single drive EV mode, a large regenerative amount can be obtained. When traveling in the single-drive EV mode, if the state of charge SOC of a battery (not shown) becomes fully charged and regenerative energy cannot be obtained, engine braking may be used together. When the engine brake is also used, the clutch C1 or the brake B1 is engaged as shown in FIG. When the clutch C1 or the brake B1 is engaged, the engine 12 is brought into a rotating state and the engine brake is applied. By increasing the MG1 rotation speed Nmg1, the engine rotation speed Ne in the entrained state of the engine 12 can be increased. Since the engine rotation speed Ne can be increased by engaging the clutch C1 or the brake B1, when the engine 12 is started from the EV traveling mode, the clutch C1 or the brake B1 is engaged and, if necessary, The first electric motor MG1 raises the engine rotation speed Ne to ignite. At this time, the reaction force cancel torque is additionally output to the second electric motor MG2. When the engine 12 is started when the vehicle is stopped, the engine rotation speed Ne may be increased by increasing the rotation of the second carrier CA2 by the first electric motor MG1 with the clutch C1 or the brake B1 engaged. Alternatively, the engine rotation speed Ne may be increased by engaging the clutch C1 or the brake B1 after the rotation of the second carrier CA2 is increased by the first electric motor MG1.

FIG. 6 is an alignment chart in the dual drive EV mode. The both-drive EV mode is realized with the clutch C1 and the brake B1 engaged, as shown in FIG. In the dual drive EV mode, as shown in FIG. 6, the clutch C1 and the brake B1 are engaged, whereby the differential of the first planetary gear mechanism 48 is restricted and the rotation of the first sun gear S1 is stopped. Therefore, in the first planetary gear mechanism 48, the rotation of any of the rotating parts is stopped. As a result, the engine 12 is stopped at zero rotation, and the rotation of the second carrier CA2 connected to the first ring gear R1 is also stopped. When the rotation of the second carrier CA2 is stopped, the reaction torque of the MG1 torque Tmg1 can be obtained by the second carrier CA2, so the MG1 torque Tmg1 is mechanically output from the second ring gear R2 and transmitted to the drive wheels 16. be able to. Therefore, by engaging the clutch C1 and the brake B1, the first power transmission unit 24 is brought into a non-neutral state in which mechanical power transmission is possible. In the both-drive EV mode, it is also possible to reversely rotate both the first electric motor MG1 and the second electric motor MG2 when traveling forward to travel backward.

FIG. 7 is a nomographic chart in the low state of the HV traveling mode. In the low state, the clutch C1 is engaged and the brake B1 is released, as shown in FIG. As shown in FIG. 7, when the clutch C1 is engaged, the differential of the first planetary gear mechanism 48 is restricted and the rotating portion of the first planetary gear mechanism 48 is integrally rotated. Therefore, the rotation of the engine 12 is transmitted at a constant speed from the first ring gear R1 to the second carrier CA2.

FIG. 8 is a nomographic chart in the high state of the HV traveling mode. In the high state, the brake B1 is engaged and the clutch C1 is released, as shown in FIG. In the parallel high mode, as shown in FIG. 8, the brake B1 is engaged to stop the rotation of the first sun gear S1. Therefore, the rotation of the engine 12 is accelerated and transmitted from the first ring gear R1 to the second carrier CA2.

In the low mode and the high mode, the reaction force to the power of the engine 12 is taken over by the first electric motor MG1 so that a part of the engine torque Te (engine direct torque) is mechanically output from the second ring gear R2 to the drive wheels 16. Can be communicated. Therefore, by engaging the clutch C1 or the brake B1, the first power transmission unit 24 is brought into a non-neutral state in which mechanical power transmission is possible, and by engaging the clutch C1, the transmission unit 44 is set to a low gear. On the other hand, the transmission unit 44 can be switched to high gear by engaging the brake B1 while being switched. The electronic control unit 90 causes the first electric motor MG1 to generate MG1 torque Tmg1 which is a reaction torque against the engine torque Te, and causes the second electric motor MG2 to output MG2 torque Tmg2 by the electric power generated by the first electric motor MG1. In the low mode, it is also possible to reversely rotate the second electric motor MG2 as compared to when traveling forward and to travel backward.

The electronic control unit 90 establishes the high mode when the vehicle speed V is a high vehicle speed equal to or higher than a predetermined threshold value, and establishes the low mode when the vehicle speed V is a medium or low vehicle speed lower than the predetermined threshold value. Here, the MG1 rotation speed Nmg1 is set to zero rotation, and the power of the engine 12 does not pass through an electric path (an electric power transmission path that is an electric path related to power transfer between the first electric motor MG1 and the second electric motor MG2). At a so-called mechanical point where all are mechanically transmitted to the drive gear 28, the theoretical transmission efficiency is “1” which is the maximum. This mechanical point is a state in which the MG1 rotation speed Nmg1 is zero rotation in the differential portion 46 (see vertical line Y4-Y6) in the alignment charts of FIGS. 7 and 8 (that is, the rotation speed of the second sun gear S2 is zero rotation). It becomes a condition). By switching between the high mode and the low mode in the HV traveling mode, there are two mechanical points, and by having the high mode, the mechanical points increase to the high vehicle speed side, and high-speed fuel consumption is improved.

In the first power transmission unit 24, the transmission unit 44 and the differential unit 46 are connected in series. By changing the speed of the speed change unit 44, the speed ratio of the first power transmission unit 24 can also be changed. The shift of the differential unit 46 is executed in synchronization with the shift of the shift unit 44 so that the change of the shift ratio of the first power transmission unit 24 is suppressed during the shift of the shift unit 44. When upshifting to high gear, at the same time, the differential unit 46 is downshifted. As a result, the first power transmission unit 24 is made to function as a so-called electric continuously variable transmission. Further, since the first power transmission section 24 in which the speed change section 44 and the differential section 46 are connected in series has a wide speed change ratio width, the speed change ratio in the power transmission path from the differential section 46 to the drive wheels 16 is reduced. Can be relatively large.

In the high mode, the rotation speed of the second carrier CA2 is increased with respect to the same engine rotation speed Ne as in the low mode. Therefore, in engine running in the HV running mode, the first electric motor MG1 has negative rotation and negative torque at high vehicle speed. It is suppressed that the power running state is set and the power circulation state in which the electric power is supplied to the first electric motor MG1 is set.

As described above, the first power transmission unit 24 cannot neutrally transmit the power of either the engine 12 or the first electric motor MG1 to the drive wheels 16 by releasing the clutch C1 and the brake B1. To be in a state. Further, the first power transmission unit 24 is brought into a non-neutral state in which the power of the first electric motor MG1 can be mechanically transmitted to the drive wheels 16 by engaging the clutch C1 and the brake B1. Further, the first power transmission unit 24 can mechanically transmit the power of the engine 12 to the drive wheels 16 by taking a reaction force by the first electric motor MG1 by engaging the clutch C1 or the brake B1. Can be in a neutral state. Thus, the first power transmission unit 24 is a power transmission unit that can switch between a non-neutral state in which mechanical power transmission is possible and a neutral state in which mechanical power transmission is not possible.

By the way, at the time of shifting from the single drive traveling mode by the second electric motor MG2 to the both driving traveling mode by the first electric motor MG1 and the second electric motor MG2, a shock occurs due to collision of spline teeth in the spline fitting portion 62. Sometimes. In the single drive traveling mode, the contact portion of the spline teeth of the spline fitting portion 62 is controlled by, for example, maintaining the rotation speed Nmg1 of the first electric motor MG1 at zero rotation, d-axis lock control, or cogging torque. When it is possible to maintain the rotation speed Nmg1 of zero at zero rotation, etc., the differential portion 46 is rotated together, so that when the first electric motor MG1 is driven, the spline teeth of the spline fitting portion 62 are opposite to the tooth surface with which the spline teeth are in contact. The spline tooth surfaces come into contact with each other. When shifting from this state to the both-drive traveling mode, the first electric motor MG1 powers in the negative rotation, the tooth surfaces of the spline fitting portion 62 which were in contact with each other in the single-drive traveling mode are separated, and the other tooth surface is strongly reinforced. It will be pushed. This causes a shock due to backlash between the spline teeth of the spline fitting portion 62 or the tooth flank of the gear.

Therefore, in the electronic control unit 90 of FIG. 2, when it is expected that the switching from the single drive traveling mode to the both drive traveling mode will be near based on the driving force F requested by the driver, the first electric motor MG1 is negatively charged. Rotational torque is generated, and play in the spline fitting portion 62, that is, play due to backlash is suppressed in advance. Hereinafter, the single-drive traveling mode in which the backlash is reduced is referred to as a single-drive traveling mode 2, and the single-drive traveling mode in which the backlash is not reduced is referred to as a single-drive traveling mode 1. When it is not necessary to distinguish whether or not there is backlash, the single drive traveling mode 1 and the single drive traveling mode 2 are collectively referred to as a single drive traveling mode. The single drive traveling mode switching means 92 determines whether the drive of the vehicle 10 selected by the electronic control unit 90 is in the single drive traveling mode. When in the single drive traveling mode, the required drive determination means 94 determines whether the required drive force F estimated from the accelerator opening degree θacc is equal to or greater than a preset non-standby threshold F3, that is, a third threshold, for example. To judge. When this determination is negative, the non-standby threshold means 98 sets the rotation speed Np of the oil pump 18, the setting of the piston position Ps by the piston stroke of the clutch C1, the brake B1 and the rotation speed Nca of the second carrier CA2 to a single value. The drive travel mode 1 is set, and in the single drive travel mode 1, for example, the target value of the piston stroke Ps of the clutch C1 and the brake B1 is set to substantially zero, and the rotation speed Nca of the second carrier CA2 is set to the current speed. . Accordingly, when it is determined that the value is below the non-standby threshold F3, the above setting is maintained. When the required driving force determination unit 94 determines that the required driving force F is equal to or greater than the preset non-standby threshold value F3, the standby control execution unit, that is, the standby threshold value unit 96 determines that the required driving force F is the standby threshold value. It is determined whether or not F2, that is, the second threshold value or more. The standby threshold F2 is set to a value larger than the non-standby threshold F3. When it is determined that the required driving force F is below the standby threshold value F2, it is determined whether or not the standby target value Nt2 is set, and when the target value is not set, the determination from the traveling mode switching means 92 is repeated. If the target value is set, the standby target value Nt2 is set to the target value. Even when the standby threshold value means 96 determines that the required driving force F is equal to or greater than the standby threshold value F2, the set value in the single drive traveling mode 2, that is, the standby target value Nt2 is set to the target value. When the standby target value Nt2 is set to the target value, the motor 20 that drives the oil pump 18 is controlled in order to control the oil flow rate within the target value range. At the time, that is, in the single drive traveling mode 2, the brake B1, the piston stroke of the clutch C1, and the rotation speed Nca of the second carrier CA2 are controlled. The rotation speed Nca of the second carrier CA2 is detected by the CA2-axis rotation speed sensor 86, but not the CA2-axis rotation speed sensor 86, the rotation speed Nmg1 of the first electric motor MG1 and the rotation speed of the second electric motor MG2. It may be calculated from Nmg2. The CA2 rotation speed determination means 100 determines whether or not the absolute value of the rotation speed Nca of the second carrier CA2 is lower than the target value Ncat. If the rotation speed of the second carrier CA2 is lower than Ncat, MG1 standby control is executed. The means 102 has a torque Tmg1 of the first electric motor MG1 which is preset so that the amount of backlash of the first electric motor MG1, that is, the amount of backlash of the spline fitting portion 62 falls within a target value range, for example, substantially zero, in the negative rotation direction. Added. When the absolute value of the rotation speed Nca of the second carrier CA2 is equal to or higher than the target value Ncat, the determination will be repeated.

The traveling mode switching means 92 outputs a command signal to the standby control determining means 104 together with the above control, that is, the output of the command signal to the required drive determining means 94, and the standby control determining means 104 determines that the required driving force N is It is determined whether or not the driving threshold F1 or the first threshold, that is, the required driving force F that requires both driving modes is greater than or equal to the driving threshold F1. Both drive thresholds F1 are set to values larger than the standby threshold F2 and the non-standby threshold F3. When the standby control determination means 104 determines that the required driving force F is below the both drive threshold value F1, it returns a signal indicating that both drive required driving force, ie, both drive threshold values F1 are exceeded to the traveling mode switching means 92, and Continue the drive mode. When it is determined that the required driving force F is equal to or greater than the both drive thresholds F1, the standby control determination means 104 determines whether the standby control is completed. When the determination is negative, the standby control unit 106 waits for the completion of the standby control, and after the standby control is completed, the both drive executing units 108 change the torque capacities of the brake B1 and the clutch C1 to the torque capacities required for the both drive traveling modes. Control to start both drive traveling modes of the first electric motor MG1 and the second electric motor MG2.

It should be noted that both drive threshold values F1, standby threshold values F2 and non-standby threshold values F3 are set to predetermined predetermined values, but they are not particularly predetermined values, for example, the time change rate of the accelerator opening θacc, that is, the increase rate of the required driving force F. Is greater than or equal to a predetermined value, at least both drive thresholds F1 are set to be small, and when the driver's required driving force F is large, the transition from the single drive traveling mode to the both drive traveling mode is performed. It can be hastened. Further, the standby threshold value F2 and the non-standby threshold value F3 may be changed according to the change of the set values of both drive threshold values.

Further, for example, when the temperature of the second electric motor MG2 becomes equal to or higher than a predetermined value set in advance during the single drive of the second electric motor MG2, the temperature of the second electric motor MG2 falls below the predetermined value by at least both drive threshold values F1. By setting the value smaller than the case where it is present, the driving of the first electric motor MG1 may be accelerated compared to the normal setting.

FIG. 9 shows the required driving force F, the rotational speed Nm of the motor 20, the rotational speed Np of the oil pump 18, the brake B1 and the clutch C2 in the single drive traveling mode 1, the single drive traveling mode 2, and the both drive traveling modes. 9 is a time chart showing a piston stroke Ps, a rotation speed Nca of the second carrier CA2, and a torque Tmg1 of the first electric motor MG1. At the time point before t1, the required driving force F is below the standby threshold value F2, and the set value is maintained in the single drive traveling mode 1, that is, the non-standby setting. Specifically, the rotation speed Nm of the motor 20 that drives the oil pump 18 is substantially zero, the rotation speed Np of the oil pump is Np2, and the piston stroke between the brake B1 and the clutch C1 is substantially zero, that is, the brake B1 and the clutch C1. No hydraulic pressure is applied to the piston that engages with, the rotation speed of the second carrier CA2 is Nca1, and the torque Tmg1 generated by the first electric motor MG1 is substantially zero. At time t1 when the required driving force F becomes equal to or greater than the standby threshold F2, the rotation of the motor 20 is started, and the oil pump 18 is also started to rotate. The rotation speed Nmg1 of the first electric motor MG1 is controlled by controlling the rotation speed Nmg1 of the first electric motor MG1 so that the rotation speed Nca of the second carrier CA2 falls within the target range set to a value close to zero. At time t2, when the rotation speed Nmg1 of the first electric motor MG1 is within the target range, the first electric motor MG1 has a preset first electric motor MG1 within a range where rattling of the tooth surface of the spline fitting portion 62 can be ensured. Is controlled to generate a torque Tmg1 of, for example, T21 in FIG. Further, at time t2, the rotation speed Np of the oil pump 18 reaches the oil amount Np1 required in the dual drive traveling mode, and when the rotation speed of the oil pump 18 rises to Np1, the piston strokes of the brake B1 and the clutch C1 are also reduced. It is controlled so as to increase to Ps2 which is the set value of the drive traveling mode 1 and maintain Ps2.

At time t3, the required driving force F becomes equal to or greater than both drive thresholds F1, the piston stroke Ps between the brake B1 and the clutch C1 is extended to Ps1 which is the engagement position, and the engagement is completed at time t4. .. The torque Tmg1 of the first electric motor MG1 is increased and reaches the torque T22 during power running at t5. In FIG. 9, what is shown as MG1 torque (without backlash reduction) is the torque Tmg1 of the first electric motor MG1 in switching from the single drive traveling mode to the double drive traveling mode in the case of not performing the backlash reduction according to the present invention. It's a change. In the MG1 torque (without backlash reduction), the spline fitting portion 62 is gradually changed from the single drive traveling mode to the both drive traveling mode from the time point t3 to the time point t6, that is, by providing a waiting time. The shock caused by the collision between the spline tooth surfaces in Fig. 4 is relaxed, and it takes a long time compared with the switching time from the single drive traveling mode to the double drive traveling mode when the backlash is reduced from t3 to t5. In need of. When the required driving force F is less than both drive thresholds F1, the single drive traveling mode 2 is set, that is, the standby target value Nt2. When the required driving force F is less than the non-standby threshold F3, the single drive traveling mode 1 is set, that is, the non-standby target value Nt3. To be done. Therefore, the single drive traveling mode 2 is set only in the region of the limited required driving force F, so that both the suppression of power consumption and the driving force response can be achieved.

FIG. 10 is an alignment chart in the single drive traveling mode 2. In the single drive traveling mode 2, the rotational speed Nca of the second carrier CA2 is controlled to be substantially zero by the rotational speed Nmg1 of the first electric motor MG1. Further, due to the torque control of the first electric motor MG1, the tooth surface of the spline fitting portion 62 is brought into contact with the tooth surface of the first electric motor MG1 that is in contact during power running. The small arrow on Y4 in FIG. 10 indicates that a small torque is applied from the first electric motor MG1 to such an extent that the contacting tooth surfaces are not separated from each other.

FIG. 11 is a single drive traveling mode 1, that is, the setting of the non-standby target value Nt3 and the single drive traveling, which are performed when the main part of the control operation of the electronic control unit 90, that is, when the required driving force is less than both drive thresholds F1 in the EV mode. It is a flow chart explaining control operation in mode 2, that is, setting of the standby target value Nt2, and is repeatedly executed.

In FIG. 11, in step (hereinafter, step is omitted) S110 corresponding to the function of the traveling mode switching means 92, it is determined whether the drive is the single drive traveling mode. If the determination in S110 is negative, this routine is ended. When this S110 is affirmative, in S120 corresponding to the required drive determination unit 94, it is determined whether the required driving force F is equal to or greater than the non-standby threshold F3. If this determination is negative, the non-standby target value Nt3 is set to the target value in S130 corresponding to the non-standby threshold means 98, and the single drive traveling mode 1 is set. The target value of the CA2 rotation speed Nca is set to Nca at the time when the determination is made in S120. When this determination is affirmative, it is determined whether the required drive F is equal to or greater than the standby threshold value F2 in S140 corresponding to the standby threshold value means 96. When this determination is negative, the standby threshold value means 96 determines whether or not there is a target value in S150 corresponding thereto. If this determination is denied, the determination in S110 will be repeated. Further, when this determination is affirmative, that is, when the value of the target value is not set, when the determination of S140 is affirmative, the standby target value Nt2 is set as the target value in S160 corresponding to the standby threshold value 96. Is set. Further, in S170, which corresponds to the standby threshold value means 96, the rotation speed Np of the oil pump 18 is set within the target value range by operating the motor 20, and in S180, the piston position Ps of the brake B1 and the clutch C1 is set. It is controlled within the target value range, and in S190, the rotation speed Nca of the second carrier CA2 is controlled to be below the target value by controlling the rotation of the first electric motor MG1. In S200 corresponding to the CA2 rotation speed determination means 100, it is determined whether the rotation speed Nca of the second carrier CA2 is below the target value. If this determination is denied, this routine will be repeated. If the determination is affirmative, the amount of rattling of the first electric motor MG1, that is, the amount of rattling of the spline fitting portion 62 is set to a target value range, for example, a torque Tmg1 of the first electric motor MG1 that is preset so as to fall within substantially zero. It is applied in the negative direction through the uninverted inverter.

In S110 corresponding to the standby controller 104, it is determined whether the drive is the single drive traveling mode. If this determination is affirmative, it is determined in S310 corresponding to the standby control determination means 104 shown in FIG. 12 whether the required driving force F is equal to or greater than the required driving force for both driving, that is, both driving threshold F1. .. This determination is performed in parallel with the control of the single drive traveling mode 1 and the single drive traveling mode 2 in FIG. When this determination is negative, in S360 corresponding to the standby control determination means 104, a signal to return to the single drive traveling mode is sent to the traveling mode switching means 92, and the dual drive traveling mode is not executed. If the determination is affirmative, in S320 corresponding to the standby control means 106, it is determined whether or not the standby state is complete, that is, the standby target value Nt2 is all satisfied. If this determination is denied, in S330 corresponding to the standby control means 106, the dual drive traveling mode is entered until it is confirmed that the standby control has not been executed, that is, the control satisfying all the standby target values Nt2 is completed. Is switched to standby. When the standby target value Nt2 is achieved, the torque capacity of the brake B1 clutch C1 is increased in S340 corresponding to the both drive executing means 108, the brake B1 clutch C1 is brought into the engaged state, and the piston stroke Ps becomes It is controlled by Ps1 which is a combined state. The second carrier CA2, which serves as a reaction force element in the dual drive traveling mode, is brought into the locked state to enable the dual drive traveling mode. Further, in S350, the dual drive traveling mode by the first electric motor MG1 and the second electric motor MG2 is started.

According to this embodiment, when the single drive traveling mode is switched to the dual drive traveling mode based on the required drive force F, the control to the single drive traveling mode 2 is performed prior to the switching to the double drive traveling mode. In the single drive traveling mode 2, control is performed to reduce play in the tooth surface of the spline fitting portion 62, which is a connecting member between the rotor shaft 54 and the power transmission shaft 54 of the first electric motor. As a result, it is possible to avoid shock due to rattling, and it is possible to shorten the transition time from the single drive traveling mode that is set to avoid shock due to rattling to the dual drive traveling mode. The transition time from the drive mode to the dual drive traveling mode is shortened.

Further, when the difference between the two drive thresholds F1 and the standby threshold F2 is set to a predetermined value set in advance, for example, when it is necessary to temporarily increase the two drive thresholds F1 for some reason, the standby threshold F2 is It is increased with the drive threshold F1. As a result, unnecessary expansion of the time period in the single drive traveling mode 2, that is, the standby time, which occurs when the difference between the both drive threshold values F1 and the standby threshold value F2 is increased, is suppressed, which leads to improvement in fuel consumption.

Further, in the two drive threshold values F1, the standby threshold value F2, and the non-standby threshold value F3 that are determined by comparison with the driving force F, the standby threshold value F2 for determining the transition from the single drive traveling mode 1 to the single drive traveling mode 2 is It is set to exceed the non-standby threshold value F3 for determining the shift from the single drive traveling mode 2 to the single drive traveling mode 1. As a result, it is possible to effectively suppress the state in which the single drive traveling mode 1 and the single drive traveling mode 2 are frequently repeated, which occurs when the standby threshold F2 and the non-standby threshold F3 are the same.

Further, when the increase in the required driving force F is rapid, for example, the time rate of change of the accelerator opening θacc is equal to or more than a preset predetermined value, and the driver's increasing request to the required driving force F is large, at least both driving forces are increased. By setting the threshold value F1 to a smaller value, the transition from the single drive traveling mode 2 to the dual drive traveling mode is accelerated. As a result, when it is determined that the driver's request to increase the required driving force F is higher than the predetermined value, the increase in the driving force of the vehicle 10 is executed more quickly. Further, the standby threshold value F2 and the non-standby threshold value F3 can be set to values smaller than usual together with both drive threshold values F1. As a result, it is possible to avoid an increase in the transition time from the single drive running mode 2 to the dual drive running mode, which occurs when the both drive thresholds F1 and the standby threshold F2 are too close to each other, and the standby threshold F2 and the non-standby threshold F3. It is possible to appropriately maintain the difference between the single drive traveling mode 1 and the single drive traveling mode 2, and it is possible to effectively suppress the state where the single drive traveling mode 1 and the single drive traveling mode 2 are frequently repeated.

Further, for example, when the temperature of the second electric motor MG2 becomes equal to or higher than a predetermined value set in advance during the single drive traveling mode of the second electric motor MG2, at least both drive threshold values F1 are below the predetermined value. By setting it smaller, the torque Tmg1 of the first electric motor MG1 can also be used, the torque generated by the second electric motor MG2 can be reduced, and the cooling of the second electric motor MG2 can be accelerated. You can

Further, in the single drive traveling mode 2, the hydraulic pressure is supplied to the clutch C1 and the brake B1, and the setting is made during standby in the dual drive traveling mode in which the piston stroke Ps is close to engagement. This improves the responsiveness when switching from the single drive traveling mode to the dual drive traveling mode. Further, in the single drive traveling mode 2, the oil pump 18 is driven by the motor 20 so that the hydraulic pressure required for engaging the clutch C1 and the brake B1 is reliably supplied.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other modes. Next, another embodiment to which the present invention is preferably applied will be described with reference to the drawings. The main parts of the control operation are the same as those in the above-mentioned embodiment, and only the main members and differences will be described.

FIG. 13 is a diagram illustrating a schematic configuration of each part of another embodiment related to traveling of the vehicle 10 to which the present invention is applied. While the vehicle 10 of the first embodiment is of the FF type, the vehicle 10 of FIG. 13 is different from that of the FR (front engine rear drive) type in FIG. The hybrid vehicle includes an engine 12, a first electric motor MG1, and a second electric motor MG2 that can serve as a power source, a power transmission device 14, and drive wheels 16.

In FIG. 13, the second electric motor MG2 is connected to the second power transmission unit 26, and the second power transmission unit 26 includes a third carrier CA3, a third pinion gear P3, a third sun gear S3, and a third ring gear R3. ing. The first power transmission section 24 is composed of a transmission section 44 and a differential section 46. The differential portion 46 includes a second carrier CA2, a second pinion gear P2, a second sun gear S2, and a second ring gear R2, and the second carrier CA2 is connected to the oil pump 18 via a one-way clutch OWC1. The speed change unit 44 includes a first carrier CA1, a first pinion gear P1, a first sun gear S1, a first ring gear R1, a brake B1 and a clutch C1, and is the same as that of the first embodiment shown in FIG. The same applies to the case where high and low are switched in forward movement by the engagement of the brake B1 or the clutch C1, and the same control operation as in the first embodiment, that is, both drive threshold F1, standby drive threshold F2, and non-standby. It is possible to reduce the shock in the spline fitting portion 62 based on the control by the threshold value F3 and the control.

As described above, according to the present embodiment, when the single drive traveling mode is switched to the dual drive traveling mode based on the required drive force F, the control to the single drive traveling mode 2 is performed prior to the switching to the double drive traveling mode. Is performed. In the single drive traveling mode 2, control is performed to reduce play in the tooth surface of the spline fitting portion 62 to which the first electric motor is connected. As a result, it is possible to avoid shock due to rattling, and it is possible to shorten the transition time from the single drive traveling mode that is set to avoid shock due to rattling to the dual drive traveling mode. The transition time from the drive mode to the dual drive traveling mode is shortened. Further, in the structure of the second embodiment, the other effects described in the first embodiment can be similarly achieved.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other aspects.

For example, in the first and second embodiments, the vehicle 10 driven by the engine 12 and the first electric motor MG1 and the second electric motor MG2 has been described, but the present invention is not limited to this, and the engine 12 may be provided, for example. It can also be applied to the case where the first electric motor MG1 and the second electric motor MG2 are not provided.

The above description is merely one embodiment, and the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

10: Vehicle 90: Electronic control device (control device)
MG1, MG2: first electric motor, second electric motor Tmg1, Tmg2: torque F1: both drive threshold value (first threshold value)
F2: Standby threshold (second threshold)
F3: Non-standby threshold (third threshold)
S2: Second sun gear (first rotating element)
R2: Second ring gear (second rotating element)
CA2: second carrier (third rotating element)
B1, C1: Brake, clutch (engagement element)

Claims (1)

A first rotating element connected to the first electric motor, a second rotating element connected to the second electric motor so that power can be transmitted, and a third rotating element;
A controller for a vehicle having an engagement element capable of switching between fixed and non-fixed rotation of the third rotating element,
When the driving force required by the driver falls below a preset first threshold value, the engagement element is disengaged, and traveling is performed by the torque of the second electric motor without using the torque of the first electric motor. When the first driving mode is selected and the required driving force is equal to or more than the first threshold value, the engagement element is engaged, and the traveling is performed by the torque of the first electric motor and the second electric motor. Drive mode switching means for selecting,
When the required driving force is equal to or larger than a second threshold value that is set smaller than the first threshold value, the torque of the first electric motor is changed to a standby torque preset on the power running torque side in the second traveling mode. A standby control execution means for executing standby control,
When the increase rate of the required driving force is equal to or more than a predetermined value set in advance, at least the first threshold value of the first threshold value and the second threshold value is the predetermined value and the increase rate of the required driving force value is the predetermined value. is set to a value smaller than the case below,
The control device for a vehicle , wherein when the temperature of the second electric motor is equal to or higher than a predetermined value, the first threshold value is set smaller than when the temperature of the second electric motor is lower than the predetermined value .

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