JP7091981B2 - Hybrid vehicle control device - Google Patents

Description

The present invention relates to a control device for a hybrid vehicle including an engine and a motor as driving force sources.

In Patent Document 1, the output torque of an engine is divided into a first motor side and an output side by a power split mechanism, and the power transmitted to the first motor side is transmitted to the second motor as electric power to be transmitted to the second motor. A hybrid vehicle that travels by adding the torque output from the engine to the torque directly transmitted from the engine is described. This power split mechanism is a hybrid low mode in which the ratio of the power transmitted to the output side to the power transmitted to the first motor side by selectively engaging the first clutch mechanism and the second clutch mechanism is relatively large. And the hybrid high mode in which the ratio is smaller than the hybrid low mode can be set. Further, in the hybrid vehicle described in Patent Document 1, in addition to the above-mentioned low mode and high mode, each rotation element of the power split mechanism is the same by engaging the first clutch mechanism and the second clutch mechanism. It is configured so that the direct connection mode (fixed stage) that rotates according to the number of rotations can be set. Further, in the hybrid vehicle described in Patent Document 1, the engine is stopped by engaging the brake mechanism and engaging at least one of the clutch mechanisms of the first clutch mechanism and the second clutch mechanism. In this state, the EV traveling mode in which the driving torque is transmitted from the drive motor to the second ring gear to travel can be set.

Japanese Unexamined Patent Publication No. 2017-007437

As described above, the vehicle described in Patent Document 1 is configured so that a hybrid low mode, a hybrid high mode, and a direct connection mode can be set. Further, in the vehicle described in Patent Document 1, the low mode and the high mode can be similarly set in the EV traveling mode. Specifically, the EV / low mode is set by engaging the brake mechanism and the first clutch mechanism, while engaging the brake mechanism and engaging the second clutch mechanism. This makes it possible to set the EV / high mode. That is, it is possible to switch between the EV / high mode and the EV / low mode by switching the engagement state between the first engagement mechanism and the second engagement mechanism.

Such switching of the traveling mode is usually performed via a state in which the first clutch mechanism and the second clutch mechanism are released (that is, a disengaged state) in order to prevent the engine from rotating. However, when the control for releasing the first clutch mechanism and the second clutch mechanism to switch the traveling mode is executed, for example, on an uphill road requiring a relatively driving force, the first clutch mechanism and the second clutch mechanism are used. The drive torque that can be output when the clutch is released (in other words, the transitional period of shifting) is the torque of only the second motor connected to the output shaft. Therefore, the driving force of the second motor alone may be insufficient, and the vehicle may move backward, that is, the vehicle may slide down. Therefore, under such circumstances, there is still room for improvement in performing the switching of the driving mode in the EV driving mode.

The present invention has been made by paying attention to the above technical problems, and provides a control device for a hybrid vehicle capable of suppressing a shortage of driving force when switching a driving mode in an EV driving mode. The purpose is to do that.

In order to achieve the above object, the present invention has an engine, a first motor having a power generation function, a first rotating element to which the engine is connected, and a second rotation required to which the first motor is connected. A first differential mechanism having an engine and a third rotating element, a fourth rotating element connected so as to be able to transmit torque to an output member, and a fifth rotating element connected to the third rotating element. A second differential mechanism having a sixth rotating element, a second motor connected so as to be able to transmit torque to the output member, a brake mechanism for prohibiting rotation of the engine in a predetermined direction, and the first. A first engaging mechanism that connects the 1 -rotating element and the 6th rotating element, and at least any two of the 4th rotating element, the 5th rotating element, and the 6th rotating element are connected to each other. The number of rotations of the output member when the motor is provided with two engagement mechanisms, is set by engaging the brake mechanism with the first engagement mechanism, and is driven by outputting drive torque from the first motor. The first EV driving mode in which the rotation speed ratio, which is the rotation speed of the first motor with respect to the above, is set to the first predetermined value, is set by engaging the brake mechanism and the second engagement mechanism, and is the first. It is set by engaging the first engagement mechanism and the second engagement mechanism with the second EV running mode, which is the second predetermined value in which the rotation speed ratio is smaller than the predetermined value, and the first rotation is required. A direct connection mode that outputs torque from the first motor and the second motor while integrally rotating the element, the second rotating element , and the fourth rotating element , and the first engaging mechanism. In the control device of the hybrid vehicle, which is set by releasing the second engaging mechanism and can be set to the disconnection mode in which the engine and the first motor are stopped, the first EV traveling mode, A controller for selecting the second EV driving mode, the direct connection mode, and the disconnection mode is provided, and the controller includes the first EV driving mode, the second EV driving mode, and the direct connection mode. And, the detachment mode is configured to be switched according to the required driving force, the required driving force at the time of starting the hybrid vehicle is equal to or more than a predetermined predetermined value, and the second EV traveling mode. When shifting to the first EV running mode, the second EV running mode is configured to shift to the first EV running mode via the setting of the direct connection mode, and the request at the time of starting the hybrid vehicle. The driving force is the predetermined value It is configured to shift from the second EV running mode to the first EV running mode via the setting of the disconnection mode when the second EV running mode is changed to the first EV running mode. It is characterized by being.

According to the control device for the hybrid vehicle of the present invention, the first EV traveling mode, the second EV traveling mode having a reduction ratio smaller than that of the first EV traveling mode, and the direct connection mode can be set. Further, when the required driving force is equal to or higher than a predetermined value on the above-mentioned uphill road or the like and the transition from the second EV traveling mode to the first EV traveling mode is performed, the second EV traveling mode is selected via the setting of the direct connection mode. It is configured to shift to the first EV traveling mode. That is, it is configured to shift to the first EV traveling mode in which a larger driving force can be obtained via the state in which the first clutch mechanism and the second clutch mechanism are engaged. In other words, it is configured to perform a control different from the above-mentioned normal control (control via disengagement of both clutch mechanisms).

Therefore, in the transitional period of shifting, the torque of the first motor is output in addition to the second motor connected to the output member. Further, the brake mechanism is configured to prevent the engine from rotating in a predetermined direction (negative direction in which the engine rotates in the reverse direction). Therefore, when switching the driving mode, the brake mechanism that can output torque between the first motor and the second motor and prevents the reverse rotation of the engine acts, so that the vehicle slides down (that is, reverses) due to insufficient driving force. ) Can be suppressed or avoided.

It is a skeleton diagram explaining an example of the hybrid vehicle which is the object of this invention. It is a figure which shows the state of engagement and disengagement of the engagement mechanism in each traveling mode in the example shown in FIG. 1 collectively. It is a collinear diagram for explaining the operating state in EV-Lo mode. It is a collinear diagram for explaining the operating state in EV-Hi mode. It is a collinear diagram for explaining the operation state in a single mode. It is a block diagram which shows an example of control in Embodiment of this invention. It is a figure for demonstrating the operation state at the time of switching from EV-Hi mode to EV-Lo mode via direct connection mode.

Next, an embodiment of the present invention will be described with reference to the drawings. It should be noted that the embodiments shown below are merely examples of cases where the present invention is embodied, and do not limit the present invention.

FIG. 1 is a skeleton diagram showing an example of a vehicle targeted in the embodiment of the present invention, and is an example configured to be suitable for a front engine / front drive vehicle (FF vehicle) or a rear engine / rear drive vehicle (RR vehicle). Is. The example shown here is a so-called two-motor type drive device including an engine 1 and two motors 2 and 3, and the first motor 2 is configured by a motor having a power generation function (that is, a motor generator: MG1). The rotation speed of the engine 1 is controlled by the first motor 2, the second motor 3 is driven by the power generated by the first motor 2, and the driving force output by the second motor 3 is used for traveling. It is configured to be applied to the driving force. The second motor 3 can be configured by a motor having a power generation function (that is, a motor generator: MG2).

A power dividing mechanism 4 for dividing the power output by the engine 1 into a first motor 2 side and an output side is provided. The power split mechanism 4 may be any mechanism as long as it performs a differential action by three rotating elements, and a planetary gear mechanism can be adopted. In the example shown in FIG. 1, it is configured by a single pinion type planetary gear mechanism, and the power split mechanism 4 corresponds to the first differential mechanism in the embodiment of the present invention. The power split mechanism 4 shown in FIG. 1 has a sun gear 5 which is an external gear, a ring gear 6 which is an internal gear arranged concentrically with respect to the sun gear 5, and between the sun gear 5 and the ring gear 6. A carrier 8 that holds a pinion gear 7 that is arranged and meshes with a sun gear 5 and a ring gear 6 is provided as a rotating element.

The power output by the engine 1 is configured to be input to the carrier 8. Specifically, an input shaft (not shown) connected to the output shaft of the engine 1 is connected to the carrier 8. Instead of the configuration in which the carrier 8 and the input shaft are directly connected, the carrier 8 and the input shaft may be connected via a transmission mechanism such as a gear mechanism. Further, a mechanism such as a damper mechanism or a torque converter (not shown) may be arranged between the output shaft and the input shaft.

A first motor 2 (more specifically, a rotor in the first motor 2) is connected to the sun gear 5. In the example shown in FIG. 1, the power splitting mechanism 4 and the first motor 2 are arranged on the same axis as the rotation center axis of the engine 1, and the first motor 2 is opposite to the engine 1 with the power splitting mechanism 4 interposed therebetween. It is placed on the side. The second planetary gear mechanism 9 is arranged between the power split mechanism 4 and the engine 1 on the same axis as the power split mechanism 4 and the engine 1 in line with the direction of the axis. The second planetary gear mechanism 9 is a so-called transmission unit, and in the example shown in FIG. 1, it is composed of a single pinion type planetary gear mechanism, and is concentric with respect to the sun gear 10 which is an external gear and the sun gear 10. It has a ring gear 11 which is an internal gear arranged above, and a carrier 13 which is arranged between the sun gear 10 and the ring gear 11 and holds a pinion gear 12 which is engaged with the sun gear 10 and the ring gear 11. , It is a differential mechanism that performs a differential action by these three rotating elements. The ring gear 6 in the power split mechanism 4 is connected to the carrier 13 in the second planetary gear mechanism 9. Further, an output gear 14 corresponding to the "output member" in the embodiment of the present invention is connected to the ring gear 11 in the second planetary gear mechanism 9 .

A first clutch mechanism CL1 (first engagement mechanism) is provided so that the power split mechanism 4 and the second planetary gear mechanism 9 form a composite planetary gear mechanism. The first clutch mechanism CL1 is for selectively connecting the sun gear 10, which is a reaction force element in the second planetary gear mechanism 9, to the input element or the reaction force element in the power split mechanism 4, and is shown in FIG. In the example shown, the sun gear 10 in the second planetary gear mechanism 9 is configured to be connected to the carrier 8 in the power split mechanism 4. The first clutch mechanism CL1 may be a friction type clutch mechanism such as a wet multi-plate clutch, or may be a meshing type clutch mechanism such as a dog clutch. Alternatively, the engaged state and the disengaged state are switched by inputting the control signal, and when the control signal is not input, the state immediately before the control signal is not input (engaged state or disengaged state) is maintained. It may be a so-called normal stay type clutch mechanism configured to do so. By engaging the first clutch mechanism CL1, the carrier 8 in the power split mechanism 4 and the sun gear 10 in the second planetary gear mechanism 9 are connected to form a composite planetary gear mechanism.

Further, a second clutch mechanism CL2 (second engagement mechanism) for integrating the entire second planetary gear mechanism 9 is provided. The second clutch mechanism CL2 is for connecting at least any two rotating elements such as connecting the sun gear 10 and the carrier 8 or the ring gear 11 or the carrier 8 and the ring gear 11 in the second planetary gear mechanism 9. Therefore, like the first clutch mechanism CL1, it can be configured by a friction type, a meshing type, and a normal stay type clutch mechanism. In the example shown in FIG. 1, the second clutch mechanism CL2 is configured to connect the sun gear 10 and the ring gear 11 in the second planetary gear mechanism 9. The first clutch mechanism CL1 and the second clutch mechanism CL2 are arranged on the same axis as the engine 1, the power split mechanism 4, and the second planetary gear mechanism 9, and power split across the second planetary gear mechanism 9. It is arranged on the opposite side of the mechanism 4. As shown in FIG. 1, the clutch mechanisms CL1 and CL2 may be arranged side by side on the inner peripheral side and the outer peripheral side in the radial direction, or may be arranged side by side in the axial direction. May be good. When arranged side by side in the radial direction as shown in FIG. 1, the shaft length of the drive device as a whole can be shortened. Further, when the clutch mechanisms are arranged side by side in the axial direction, the restrictions on the outer diameters of the clutch mechanisms CL1 and CL2 are reduced. Therefore, when the friction type clutch mechanism is adopted, the number of friction plates can be reduced. .. The first clutch mechanism CL1 and the second clutch mechanism CL2 described below will be described as a meshing type clutch mechanism (dog clutch).

The counter shaft 15 is arranged in parallel with the rotation center axis of the engine 1, the power split mechanism 4, or the second planetary gear mechanism 9. A driven gear 16 that meshes with the output gear 14 is attached to the counter shaft 15. Further, a drive gear 17 is attached to the counter shaft 15, and the drive gear 17 meshes with a ring gear (defling gear) 19 in the differential gear 18 which is a final reduction gear. Further, the driven gear 16 is meshed with a drive gear 21 attached to the rotor shaft 20 of the second motor 3. Therefore, the power or torque output by the second motor 3 is added to the power or torque output from the output gear 14 at the driven gear 16. The power or torque synthesized in this way is configured to be output from the differential gear 18 to the left and right drive shafts 22.

Further, the above-mentioned drive device selectively fixes the carrier 8 to which the power of the engine 1 is input so that the drive torque output from the first motor 2 can be transmitted (prevents rotation in a predetermined direction). ) A frictional or meshing brake mechanism B configured to be possible is provided. This brake mechanism B engages when the engine 1 is stopped, the first motor 2 is operated as a motor, and the output torque thereof is output as torque for traveling, to give a reaction force to the carrier 8. It is a thing. Therefore, the brake mechanism B may be configured to prevent the carrier 8 from rotating in the negative direction (direction opposite to the rotation direction of the engine 1), and may be configured by a friction type or meshing type brake mechanism or a one-way clutch. can do.

The first motor 2 and the second motor 3 are connected to a power supply unit 23 including a battery, an inverter, or a converter (not shown). The power supply unit 23 is configured to be controlled by an electronic control unit (ECU) 24 configured mainly by a microcomputer. For example, the first motor 2 is made to function as a generator, and the electric power generated by the first motor 2 is supplied to the second motor 3 to operate the second motor 3 as a motor. Further, electric power is supplied from the power supply unit 23 to the motors 2 and 3, and the driving force for traveling is output from these motors 2 and 3. Alternatively, the second motor 3 is made to function as a generator at the time of deceleration, and the generated electric power is charged to the power supply unit 23. The ECU 24 is further configured to control the engine 1, the motors 2 and 3, and the clutch mechanisms CL1 and CL2. Therefore, the ECU 24 corresponds to the "controller" in the embodiment of the present invention.

The above-mentioned drive device is equipped with two clutch mechanisms CL1 and CL2 and a brake mechanism B, so that it is possible to set a plurality of traveling modes. Specifically, the HV driving mode in which the drive torque is output from the engine 1 to travel, and the drive torque is output from the first motor 2 and the second motor 3 to drive without outputting the drive torque from the engine 1. It is possible to set the EV driving mode. Further, in the HV running mode, when the first motor 2 is rotated at a low rotation speed (including "0" rotation speed), the rotation speed of the engine 1 (or the input shaft) is higher than the rotation speed of the ring gear 11 in the transmission unit. The HV-Lo mode in which the rotation speed is high, the HV-Hi mode in which the rotation speed of the engine 1 (or the input shaft) is lower than the rotation speed of the ring gear 11 in the transmission part, and the ring gear 11 in the transmission part. It is possible to set a direct connection mode in which the rotation speed and the rotation speed of the engine 1 (or the input shaft) are the same.

The EV drive mode is a dual mode in which the drive torque is output from the first motor 2 and the second motor 3, and a single mode in which the drive torque is output only from the second motor 3 without outputting the drive torque from the first motor 2. And can be set. Further, the dual mode is set to EV-Lo mode in which the amplification factor of the torque output from the first motor 2 is relatively large and EV-Hi mode in which the amplification factor of the torque output from the first motor 2 is relatively small. It is possible to do. Further, even in the EV driving mode, it is possible to set a direct connection mode in which each rotating element rotates integrally with the engine 1 stopped. In the single mode, the drive torque is output from only the second motor 3 in the state where the first clutch mechanism CL1 is engaged, and the vehicle travels, or only the second motor 3 is in the state where the second clutch mechanism CL2 is engaged. It is possible to drive by outputting the drive torque from the second motor 3 or to drive by outputting the drive torque from only the second motor 3 with the clutch mechanisms CL1 and CL2 released.

Each of these driving modes is set by controlling the first clutch mechanism CL1, the second clutch mechanism CL2, the brake mechanism B, the engine 1, and the motors 2 and 3, and each of these driving modes is the vehicle speed and the accelerator. It is configured to be determined based on the opening degree, the required driving force, the remaining charge (SOC) of the battery, and the like. FIG. 2 shows these traveling modes, the engaged and disengaged states of the first clutch mechanism CL1, the second clutch mechanism CL2, and the brake mechanism B in each traveling mode, and the operation of the first motor 2 and the second motor 3. An example of the state and the presence / absence of the output of the drive torque from the engine 1 is shown as a chart. In the figure, the "●" symbol indicates the engaged state, the "-" symbol indicates the released state, and the "G" symbol means that the engine is mainly operated as a generator. The "M" symbol means that it operates mainly as a motor, and the blank means that it is not functioning as a motor and a generator, or that the first motor 2 and the second motor 3 are not involved in driving. , "ON" indicates a state in which the drive torque is output from the engine 1, and "OFF" indicates a state in which the drive torque is not output from the engine 1. Although not shown, as described above, it is possible to set the direct connection mode with the engine stopped even in the EV driving mode. In that case, the first clutch mechanism CL1 and the second clutch mechanism CL2 are used. Engaging with each other, the first motor 2 and the second motor 3 function as motors.

FIGS. 3 to 5 show a collinear diagram for explaining the rotation speed of each rotating element of the compound planetary gear mechanism when each traveling mode is set and the direction of the torque of the engine 1, the motors 2 and 3. There is. The co-line diagram is a diagram in which straight lines showing each rotating element in the compound planetary gear mechanism are drawn in parallel with each other at intervals of gear ratios, and the distance from the baseline orthogonal to these straight lines is shown as the number of rotations of each rotating element. The direction of the torque is indicated by an arrow on the straight line indicating each rotating element, and the magnitude thereof is indicated by the length of the arrow. Since the collinear diagram in the HV traveling mode has the same configuration as that of Patent Document 1 described above, the description thereof will be omitted. Therefore, in the following description, the operating state of the EV traveling mode will be described.

As shown in FIGS. 3 and 4, in the EV-Lo mode and the EV-Hi mode, the brake mechanism B is engaged and the drive torque is output from each of the motors 2 and 3 to travel. Specifically, as shown in FIGS. 2 and 3, in the EV-Lo mode, the brake mechanism B and the first clutch mechanism CL1 are engaged, and drive torque is output from each of the motors 2 and 3 to drive the vehicle. That is, the brake mechanism B exerts a reaction torque for limiting the rotation of the carrier 8. In that case, the rotation direction of the first motor 2 is in the positive direction, and the direction of the output torque is the direction in which the rotation speed is increased. Further, as shown in FIGS. 2 and 4, in the EV-Hi mode, the brake mechanism B and the second clutch mechanism CL2 are engaged, and drive torque is output from each of the motors 2 and 3 to travel. That is, the brake mechanism B exerts a reaction torque for limiting the rotation of the carrier 8. In that case, the rotation direction of the first motor 2 is opposite to the rotation direction (positive direction) of the engine 1 (negative direction), and the direction of the output torque is the direction of increasing the rotation speed.

Further, the rotation speed ratio between the rotation speed of the ring gear 11 of the transmission unit and the rotation speed of the first motor 2 is larger in the EV-Lo mode than in the EV-Hi mode. That is, when traveling at the same vehicle speed, the rotation speed of the first motor 2 is higher when the EV-Lo mode is set than when the EV-Hi mode is set. That is, the EV-Lo mode has a larger reduction ratio than the EV-Hi mode. Therefore, a large driving force can be obtained by setting the EV-Lo mode. The rotation speed of the ring gear 11 is the rotation speed of the output member (or the output side), and in the gear train of FIG. 1, the gear ratio of each member from the ring gear 11 to the drive wheel is set to 1 for convenience. Then, in the single mode, as shown in FIG. 5, the drive torque is output only from the second motor 3, and the clutch mechanisms CL1 and CL2 are released, so that each rotating element of the compound planetary gear mechanism is released. It will be in a stopped state. Therefore, it is possible to reduce the power loss due to the rotation of the engine 1 and the first motor 2.

The EV-Lo mode corresponds to the "first EV driving mode" in the embodiment of the present invention, and the EV-Hi mode corresponds to the "second EV driving mode" in the embodiment of the present invention. Further, the above-mentioned rotation speed ratio when the EV-Lo mode is set corresponds to the "first predetermined value" in the embodiment of the present invention, and the above-mentioned rotation speed ratio when the EV-Hi mode is set is this. It corresponds to the "second predetermined value" in the embodiment of the invention.

As described above, the vehicle Ve configured in this way is configured to determine each traveling mode based on the vehicle speed, the accelerator opening degree, the required driving force, and the like. For example, when shifting from the EV-Hi mode to the EV-Lo mode, the second clutch mechanism CL2 is released and the first clutch mechanism CL1 is engaged. That is, the two clutch mechanisms are reconnected to perform shifting. In such general control in which the clutch is reconnected during EV running while the engine is stopped, both clutch mechanisms are released (that is, the first clutch mechanism CL1) in order to prevent the engine 1 from rotating. And the second clutch mechanism CL2 is released). However, when the control of releasing both the clutch mechanisms CL1 and CL2 to switch the traveling mode is executed, for example, on an uphill road requiring a relatively driving force, the first clutch mechanism CL1 and the second clutch mechanism CL2 are used. The torque that can be output when the clutch is released (in other words, the drive torque that can be output in the transitional period of shifting) is the torque of only the second motor 3 connected to the output shaft. Therefore, the driving force of the second motor 3 alone may be insufficient, and the vehicle Ve may move backward (that is, the vehicle Ve may slide down). Therefore, in the embodiment of the present invention, when a relatively large driving force as described above is required, the vehicle Ve is configured to suppress or avoid retreating. An example of control executed by the ECU 24 will be described below.

FIG. 6 is a block diagram showing an example of the control, from the EV-Hi mode to the EV-Lo mode when starting from a stopped vehicle in the EV driving mode (for example, when kicking down when starting on an uphill road). This is an example of control when switching. It should be noted that this control example is repeatedly executed at predetermined short time intervals. Further, in the example of FIG. 6, the control of the first clutch mechanism CL1 is shown by a solid line, and the control of the second clutch mechanism CL2 is shown by a broken line.

First, the target gear stage is selected from the accelerator opening degree, the vehicle speed, or the required driving force (block B1). As described above, the switching of the traveling mode is set based on the required driving force, the vehicle speed, and the like. In the example of FIG. 6, since the start kickdown is performed on the uphill road, the required driving force is relatively large, such as a predetermined value or more. Therefore, EV-Lo mode is selected as the target gear stage.

After selecting (or setting) the target gear stage in this way, the engagement instruction of the first clutch mechanism CL1 is then given (block B2). As described above, since this control example is an example of suppressing a shortage of driving force when switching from the EV-Hi mode to the EV-Lo mode to prevent the vehicle Ve from sliding down, the first clutch mechanism CL1 is engaged. Instruct the case. That is, by engaging the first clutch mechanism CL1, both the clutch mechanisms of the first clutch mechanism CL1 and the currently engaged second clutch mechanism CL2 are engaged, and the direct connection mode (fixed stage) To set. In other words, when switching from EV-Hi mode to EV-Lo mode, it is configured to shift to EV-Lo mode via the direct connection mode.

Therefore, after executing the engagement instruction of the first clutch mechanism CL1 in this way, the operation of the dog clutch (dog clutch ACT) is instructed (block B3). That is, when a signal for switching the first clutch mechanism CL1 from the released state to the engaged state is input, it is instructed to output the hydraulic pressure and the electric power of the control amount corresponding to the signal from the actuator. Then, after executing the instruction to control the output of the actuator, the first clutch mechanism CL1 is actually engaged. That is, the instruction of the first clutch mechanism CL1 is turned ON.

Then, the current gear stage is detected (block B4). That is, it detects whether or not the gear stage has actually been switched. For example, in the above-mentioned routine, the stroke sensor or the like detects whether or not the first clutch mechanism CL1 has been engaged, and determines whether or not the direct connection mode is set. Then, the information of the current gear stage is input to the engagement / disengagement instruction unit of the clutch mechanism (block B2).

As described above, in the embodiment of the present invention, the EV-Lo mode is set as the target gear stage in the block B1, and the block B1 is configured to go through the direct connection mode in order to suppress the sliding down of the vehicle Ve. Therefore, for example, when the direct connection mode is detected because the engagement of the first clutch mechanism CL1 is completed in the block B4, the release of the second clutch mechanism CL2 is instructed. That is, the above-mentioned control of blocks B2 to B4 is executed again in order to shift to the EV-Lo mode via the direct connection mode. That is, the first routine is a control for shifting from the EV-Hi mode to the direct connection mode, and the second routine is a control for shifting from the direct connection mode to the EV-Lo mode. In the control for shifting from the direct connection mode to the EV-Lo mode, the same control as the control for shifting from the EV-Hi mode to the direct connection mode described above will be omitted or simplified.

Specifically, the control for setting the EV-Lo mode via the direct connection mode will be described. First, as shown by the broken line from the block B2, the release instruction of the second clutch mechanism CL2 is given. Then, the operation of the dog clutch (dog clutch ACT) is instructed based on the release instruction (block B3). That is, by inputting a signal for switching the second clutch mechanism CL2 from the engaged state to the released state, the actuator is instructed to apply a thrust for releasing the second clutch mechanism CL2. Then, when the instruction to control the output of the actuator is executed in this way, the second clutch mechanism CL2 is actually released. That is, the instruction of the second clutch mechanism CL2 is turned off.

Then, the current gear stage is detected (block B4). That is, it detects whether or not the gear stage has actually switched to the EV-Lo mode. That is, the stroke sensor or the like detects whether or not the second clutch mechanism CL2 has been released, and determines whether or not the EV-Lo mode is set. The example shown in FIG. 6 is a shift on an uphill road or the like in which the required driving force is equal to or more than a predetermined value, but the control is conventionally known on a flat road or the like when the required driving force is less than the predetermined value. Similarly, the clutch mechanisms CL1 and CL2 are neutrally controlled to shift gears in order to prevent the engine 1 from rotating.

Next, the operation in the embodiment of the present invention will be described. As described above, in the embodiment of the present invention, in the case where a driving force of a predetermined value or more is required, for example, at the time of starting kickdown on an uphill road, the speed change is performed via the direct connection mode. It is configured as follows. Therefore, when switching from the EV-Hi mode to the EV-Lo mode and starting, both the clutch mechanisms of the first clutch mechanism CL1 and the second clutch mechanism CL2 are engaged in the transitional period of the clutch mechanism switching. Therefore, the torque of the first motor 2 is output in addition to the torque of the second motor 3.

FIG. 7 is a collinear diagram illustrating an operating state when shifting is performed via a direct connection mode when switching from the EV-Hi mode to the EV-Lo mode and starting. As can be seen from FIG. 7, when starting from a stopped state in EV-Hi mode by kicking down on an uphill road, by shifting to EV-Lo mode via the direct connection mode, not only the second motor but also the second motor The drive torque is output from the first motor. Further, the brake mechanism B is configured to prevent the engine 1 from rotating in the negative direction (the direction opposite to the rotation direction of the engine 1). Therefore, it is possible to maintain the stopped state of the vehicle Ve during the shift (in the transitional period of the shift), in other words, it is possible to suppress or avoid the vehicle Ve from sliding down due to the lack of driving force.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-mentioned examples, and may be appropriately modified as long as the object of the present invention is achieved. In the above-mentioned example, although an example of shifting when starting from a stopped vehicle has been described, the above-mentioned control may be applied to shifting while traveling. In the block diagram of FIG. 6, when the EV-Hi mode is detected because the engagement of the first clutch mechanism CL1 is not completed in the block B4, the control described above is performed until the direct connection mode is detected. Is repeated. Similarly, when the direct connection mode is detected because the release of the second clutch mechanism CL2 is not completed, the above-mentioned control is repeatedly executed until the EV-Lo mode is detected.

Further, in the above-mentioned example, although the gear train of FIG. 1 has been described as an example, the gear train targeted by the present invention may be applied to, for example, various gear trains described in Patent Document 1 described above.

1 ... engine, 2 ... 1st motor, 3 ... 2nd motor, 4 ... power split mechanism, 5 ... sun gear, 6 ... ring gear, 7 ... pinion gear, 8 ... carrier, 9 ... second planetary gear mechanism (transmission), 10 ... Sun gear, 11 ... Ring gear, 12 ... Pinion gear, 13 ... Carrier, 14 ... Output gear, CL1 ... 1st clutch mechanism, CL2 ... 2nd clutch mechanism, 15 ... Counter shaft, 16 ... Driven gear, 17 ... Drive gear, 18 ... differential gear, 19 ... differential gear, 20 ... rotor shaft, 21 ... drive gear, 22 ... drive shaft, 23 ... power supply unit, 24 ... electronic control device (ECU), B ... brake mechanism, Ve ... vehicle.

Claims (1)

With the engine
The first motor with power generation function and
A first differential mechanism having a first rotating element to which the engine is connected, a second rotating element to which the first motor is connected, and a third rotating element.
A second differential mechanism having a fourth rotating element connected to the output member so as to be able to transmit torque, a fifth rotating element connected to the third rotating element, and a sixth rotating element .
A second motor connected to the output member so that torque can be transmitted,
The brake mechanism that prohibits the rotation of the engine in a predetermined direction, the first engaging mechanism that connects the first rotating element and the sixth rotating element, the fourth rotating element, the fifth rotating element, and the above. A second engaging mechanism for connecting at least any two rotating elements with the sixth rotating element is provided.
The rotation speed of the first motor relative to the rotation speed of the output member when the brake mechanism and the first engagement mechanism are engaged with each other and the drive torque is output from the first motor to travel. The first EV driving mode in which the rotation speed ratio is the first predetermined value, and
A second EV traveling mode that is set by engaging the brake mechanism and the second engaging mechanism and has a second predetermined value whose rotation speed ratio is smaller than the first predetermined value.
It is set by engaging the first engaging mechanism and the second engaging mechanism, and the first rotating element , the second rotating element , and the fourth rotating element are integrally integrated. A direct connection mode that outputs torque from the first motor and the second motor while rotating,
In a hybrid vehicle control device that can be set by releasing the first engaging mechanism and the second engaging mechanism, and can set a disconnection mode in which the engine and the first motor are stopped .
A controller for selecting the first EV driving mode, the second EV driving mode, the direct connection mode, and the disconnection mode is provided.
The controller
The first EV traveling mode, the second EV traveling mode, the direct connection mode, and the disconnection mode are configured to be switched according to a required driving force.
When the required driving force at the time of starting the hybrid vehicle is equal to or higher than a predetermined value and the transition from the second EV driving mode to the first EV driving mode is performed, the direct connection mode is set. Then, it is configured to shift from the second EV driving mode to the first EV driving mode .
When the required driving force at the time of starting the hybrid vehicle is less than the predetermined value and the transition from the second EV traveling mode to the first EV traveling mode is performed, the second EV traveling is performed via the setting of the disconnection mode. A control device for a hybrid vehicle, which is configured to shift from the mode to the first EV traveling mode .

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