WO2010070750A1 - 車両用動力伝達装置の制御装置 - Google Patents
車両用動力伝達装置の制御装置 Download PDFInfo
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- WO2010070750A1 WO2010070750A1 PCT/JP2008/072995 JP2008072995W WO2010070750A1 WO 2010070750 A1 WO2010070750 A1 WO 2010070750A1 JP 2008072995 W JP2008072995 W JP 2008072995W WO 2010070750 A1 WO2010070750 A1 WO 2010070750A1
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- electric motor
- electric
- differential
- engine
- vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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Definitions
- the present invention relates to a control device for a vehicle power transmission device, and more particularly to a control device for a vehicle power transmission device that can generate a sufficient driving force when a large driving force is required. .
- a differential mechanism coupled to a power transmission path between the engine and the drive wheels, and a first motor coupled to the differential mechanism so as to be capable of transmitting power, the operating state of the first motor being controlled.
- An electric differential unit that controls the differential state of the differential mechanism, a second electric motor coupled to the drive wheel so as to be able to transmit power, and a transmission that forms part of the power transmission path;
- a vehicle power transmission device including In this vehicle power transmission device, the operating state of the differential mechanism is controlled by switching the operating state of the first motor, that is, the power generation state, the power running state, the idling state, and the like.
- the electric energy generated by the first motor is used for driving the second motor and is charged into a power storage device capable of storing electric energy.
- the electric energy input to the power storage device is controlled so that overcharge and overdischarge are prevented and a predetermined state of charge (SOC) is obtained. . Therefore, as the state of charge of the power storage device approaches a predetermined upper limit, the electric energy that can be input to the power storage device is limited.
- the electric power generated by the first electric motor may not be sufficiently consumed depending on the driving of the second electric motor or the charging of the power storage device.
- the electric power generated by the first motor is reduced, the operating state of the differential mechanism changes, and there is a possibility that sufficient driving force cannot be obtained.
- Patent Document 1 when a large driving force is required compared to normal traveling, such as when traveling on an uphill, an auxiliary machine is driven to avoid overcharging the power storage device when a charge amount restriction occurs.
- a technique for consuming electric power in the auxiliary machine is disclosed.
- the rotational speed of the second motor connected to the drive wheel so as to be able to transmit power is zero or low corresponding to the vehicle speed, so that the power consumption of the second motor is small. It will be a thing. Therefore, when input to the power storage device is restricted, there is still a possibility that the power generated by the first electric motor is not sufficiently consumed and start performance cannot be ensured. In addition, when driving uphill, more driving force is required than on flat roads, and as a result, the driving force torque generated from the engine and the second electric motor is increased, resulting in the electric power generated by the first electric motor. May be larger.
- the present invention has been made in the background of the above circumstances, and its object is to provide a vehicle power transmission device that can obtain a sufficient driving force even when the input of the power storage device is restricted. It is to provide a control device.
- the invention according to claim 1 is: (a) a differential mechanism coupled to a power transmission path between the engine and the drive wheels; and a first mechanism coupled to the differential mechanism so as to transmit power. And an electric differential unit that controls a differential state of the differential mechanism by controlling an operation state of the first motor, and a first motor that is coupled to the drive wheel so as to transmit power.
- 2 is a control device for a vehicle power transmission device comprising a motor and a transmission that forms part of the power transmission path, wherein (b) a driving force is generated by the engine, and the first motor and Lowering the electrical efficiency of at least one of the first motor and the second motor when the input to the power storage device capable of storing the electrical energy generated by at least one of the second motor is restricted;
- the first aspect of the present invention when driving force is generated by the engine and input to the power storage device capable of storing electric energy generated by at least one of the first electric motor and the second electric motor is restricted. Since the electric efficiency of at least one of the first electric motor and the second electric motor is reduced, at least one of a decrease in electric power generated by the first electric motor and an increase in electric power consumed by the second electric motor Even when the input of the power storage device is limited, sufficient driving force can be obtained.
- the decrease in the electric efficiency is characterized in that the amount of decrease is increased as the vehicle load is increased.
- the electric efficiency is greatly reduced as the vehicle weight increases or the vehicle load such as the load pulled by the vehicle increases, even when the vehicle load is large and the driving force is required. Sufficient driving force can be obtained.
- the deterioration of fuel consumption due to the reduction in electrical efficiency can be minimized.
- the decrease in the electric efficiency is characterized in that the decrease amount is increased as the allowable input amount to the power storage device is smaller.
- the smaller the allowable input to the power storage device is the more the electrical efficiency is lowered. Therefore, there is a large limitation on the input to the power storage device, which is sufficient even in a situation where the generated power is not easily consumed. A driving force can be obtained.
- the deterioration of fuel consumption due to the reduction in electrical efficiency can be minimized.
- the reduction of the electric efficiency is performed between the time of starting and a predetermined end determination vehicle speed. In this way, a sufficient driving force can be obtained even when the vehicle speed is low and the power consumed by the motor is small. In this way, since the decrease in the electric efficiency is terminated by reaching a predetermined vehicle speed, heat generation due to the decrease in the electric efficiency can be suppressed.
- the reduction in electric efficiency is performed in a predetermined engine torque range that is determined in advance.
- the predetermined engine torque is required, that is, when a predetermined predetermined driving force is required, the electric efficiency is reduced, so that the necessary driving force can be obtained.
- the deterioration of fuel consumption due to the reduction in electrical efficiency can be minimized.
- the reduction of the electric efficiency is performed by changing a current driving method for driving at least one of the first electric motor and the second electric motor. In this way, it is possible to reduce the electrical efficiency of at least one of the first motor and the second motor by changing the current driving method for driving at least one of the first motor and the second motor. Even when the input of the apparatus is limited, a sufficient driving force can be obtained.
- the reduction in electric efficiency is performed by changing an operating point of at least one of the first electric motor and the second electric motor.
- the electrical efficiency of at least one of the first motor and the second motor can be reduced by changing the operating point of at least one of the first motor and the second motor, and the input of the power storage device Even if this is limited, a sufficient driving force can be obtained.
- the reduction of the electric efficiency is performed when the temperature of at least one of the first electric motor and the second electric motor is within a predetermined allowable range. In this way, in addition to the effect that a sufficient driving force can be obtained even when the input of the power storage device is restricted by reducing the electric efficiency, the first electric motor and the second electric motor can be obtained. It is possible to prevent deterioration of durability and performance due to the high temperature of the electric motor.
- the control device for the vehicle power transmission device uses the electric load provided outside the vehicle power transmission device in a case where sufficient driving force cannot be obtained due to a decrease in the electrical efficiency. It is characterized by consuming electric power generated by one electric motor. In this way, in addition to the effect that at least one of the reduction of the electric power generated by the first electric motor and the increase of the electric power consumed by the second electric motor is achieved by reducing the electric efficiency described above, Since electric power is consumed by the electric load provided outside the vehicle power transmission device, a sufficient driving force can be obtained even when the input of the power storage device is restricted.
- the electric differential unit has a stepwise change in the gear ratio of the vehicle drive device by disabling the differential action of the differential mechanism or enabling the differential action.
- a differential limiting device capable of switching to a continuously variable transmission state or a continuously variable transmission state in which the gear ratio continuously changes is provided, and the control device for the vehicle power transmission device reduces the electrical efficiency.
- the differential limiting device is caused to slip when a sufficient driving force cannot be obtained. In this way, in addition to the effect that at least one of the reduction of the electric power generated by the first electric motor and the increase of the electric power consumed by the second electric motor is achieved by reducing the electric efficiency described above, Since energy is consumed by the slip of the differential limiting device, a sufficient driving force can be obtained even when the input of the power storage device is limited.
- the electric differential unit has a stepwise change in the gear ratio of the vehicle drive device by disabling the differential action of the differential mechanism or enabling the differential action.
- a differential limiting device capable of switching to a continuously variable transmission state or a continuously variable transmission state in which the gear ratio continuously changes is provided, and the transmission unit is capable of switching a plurality of predetermined gear ratios to each other. It is a step transmission.
- the differential mechanism is switched to the differential state by the differential limiting device, that is, the continuously variable transmission state, the input shaft rotational speed of the electric differential unit and the output shaft rotation of the transmission unit
- a continuously variable transmission state in which the speed ratio of the vehicle power transmission device, which is a ratio to the speed, can be continuously changed is obtained. Therefore, in the hybrid vehicle that is switched to the stepped speed change state or the stepless speed change state by the operation of the differential limiting device, it is possible to achieve both reduction of the shift shock and suppression of deterioration of fuel consumption.
- FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device of the present invention is applied.
- 2 is an operation chart for explaining a relationship between a speed change operation and an operation of a hydraulic friction engagement device used therefor when the vehicle power transmission device of FIG.
- FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the vehicle power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 4 was equipped.
- FIG. 3 is a diagram illustrating control for changing the operating point of the first electric motor by changing the operating point of the engine when the vehicular power transmission device of FIG. 1 is in a continuously variable transmission state, using an alignment chart. It is an efficiency map explaining the relationship between the driving
- FIG. 5 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. FIG.
- FIG. 2 is a time chart for explaining a control for executing a reduction in electric efficiency when the vehicle starts when the vehicle power transmission device of FIG. 1 is in a continuously variable transmission state.
- FIG. FIG. 4 is a skeleton diagram illustrating another configuration example of a vehicle power transmission device to which the present invention is preferably applied, and is a skeleton diagram of a second embodiment corresponding to FIG. 1.
- FIG. 14 is an operation chart for explaining the relationship between the gear position in the stepped speed change state of the vehicle power transmission device of FIG. 13 and the operation combination of the hydraulic friction engagement device for achieving the same, corresponding to FIG. 2. It is an action
- FIG. 14 is a collinear diagram illustrating a relative rotational speed of each gear stage when the vehicular power transmission device of FIG. 13 is operated in a stepped speed change operation, and is a collinear chart of the second embodiment corresponding to FIG. 3. .
- Engine 10 Vehicle power transmission device 11: Electric differential unit 16: Differential mechanism (power distribution mechanism) 20: Transmission unit (automatic transmission unit) 38: Driving wheel 40: Control device for vehicle power transmission device (electronic control device) 68: Charging restriction determination means 72: Vehicle weight sensor 80: Electric efficiency lowering means 82: Current phase changing means 84: Engine operating point changing means (first motor operating point changing means) 90: Second motor operating point changing means M1: First motor M2: Second motor
- FIG. 1 is a skeleton diagram illustrating a vehicle power transmission device 10 (hereinafter, referred to as “power transmission device 10”) to which a control device of the present invention is applied.
- a power transmission device 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to a vehicle body.
- a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6).
- An automatic transmission unit (transmission unit) 20 that is connected in series via a transmission member (transmission shaft) 18 in the power transmission path between, and an output shaft 22 as an output rotation member that is connected to the automatic transmission unit 20 are provided in series.
- the power transmission device 10 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown).
- a driving power source for traveling for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine, and a pair of driving wheels 38 (see FIG. 6) are provided to drive the power from the engine 8.
- the transmission is transmitted to the left and right drive wheels 38 sequentially through a differential gear device (final reduction gear) 36 and a pair of axles that constitute a part of the transmission path.
- the engine 8 and the differential unit 11 are directly connected.
- This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling.
- the connection through the pulsation absorbing damper is included in this direct connection. Since the power transmission device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.
- the differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14, and serves as a differential mechanism that distributes the output of the engine 8 to the first electric motor M ⁇ b> 1 and the transmission member 18.
- the power distribution mechanism 16 includes a first electric motor M1 connected to the power distribution mechanism 16 so as to be able to transmit power, and a second electric motor M2 provided so as to rotate integrally with the transmission member 18.
- the first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function, but the first motor M1 that functions as a differential motor for controlling the differential state of the power distribution mechanism 16 is: At least a generator (power generation) function for generating a reaction force is provided.
- the second electric motor M2 connected to the drive wheel 38 so as to be able to transmit power is provided with at least a motor (electric motor) function in order to function as a traveling motor that outputs driving force as a driving force source for traveling.
- the first electric motor M ⁇ b> 1 and the second electric motor M ⁇ b> 2 are provided in a case 12 that is a casing of the power transmission device 10, and are cooled by hydraulic oil of the automatic transmission unit 20 that is a working fluid of the power transmission device 10.
- the power distribution mechanism 16 is a differential mechanism connected between the engine 8 and the drive wheel 38, and is a single pinion type differential unit planetary gear having a predetermined gear ratio ⁇ 0 of, for example, about “0.418”.
- the device 24 is mainly provided with a switching clutch C0 and a switching brake B0.
- the differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0.
- the differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element).
- the gear ratio ⁇ 0 is ZS0 / ZR0.
- the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing.
- the switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0.
- the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively.
- the differential unit 11 power distribution mechanism 16
- the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied.
- the differential unit 11 when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio ⁇ 0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18).
- a continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value ⁇ 0min to the maximum value ⁇ 0max is obtained.
- the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is not possible.
- the switching clutch C0 is engaged and the differential sun gear S0 and the differential carrier CA0 are integrally engaged, the power distribution mechanism 16 is connected to the differential planetary gear unit 24. Since the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0, which are the three elements, are all in a locked state where they are rotated, that is, integrally rotated, the differential action is disabled.
- the differential unit 11 is also in a non-differential state.
- the differential unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio ⁇ 0 is fixed to “1”.
- a shift state that is, a stepped shift state is set.
- the switching brake B0 is engaged instead of the switching clutch C0 and the differential sun gear S0 is connected to the case 12
- the power distribution mechanism 16 locks the differential sun gear S0 in a non-rotating state. Since the differential action is impossible because the differential action is impossible, the differential unit 11 is also in the non-differential state.
- a constant speed change state that is, a stepped speed change state in which ⁇ 0 functions as a speed increasing transmission with a value smaller than “1”, for example, about 0.7, is set.
- the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electric differential device, for example, an electric continuously variable transmission operation that operates as a continuously variable transmission whose speed ratio can be continuously changed is possible.
- a continuously variable transmission state and a gearless state in which an electric continuously variable transmission does not operate for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked.
- a constant speed state in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed operation is not possible.
- the fixed-speed-ratio shifting state to operate as a transmission of one-stage or multi-stage constant-selectively switch functions as a differential state switching device.
- the automatic transmission unit 20 includes a single pinion type first planetary gear device 26, a single pinion type second planetary gear device 28, and a single pinion type third planetary gear device 30.
- the first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1.
- the first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ⁇ 1 of about “0.562”, for example.
- the second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2.
- the second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ⁇ 2 of about “0.425”, for example.
- the third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3.
- a third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ⁇ 3 of about “0.421”, for example.
- the number of teeth of the first sun gear S1 is ZS1
- the number of teeth of the first ring gear R1 is ZR1
- the number of teeth of the second sun gear S2 is ZS2
- the number of teeth of the second ring gear R2 is ZR2
- the number of teeth of the third sun gear S3 is ZS3
- the gear ratio ⁇ 1 is ZS1 / ZR1
- the gear ratio ⁇ 2 is ZS2 / ZR2
- the gear ratio ⁇ 3 is ZS3 / ZR3.
- the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1.
- the first carrier CA1 is selectively connected to the case 12 via the second brake B2
- the third ring gear R3 is selectively connected to the case 12 via the third brake B3,
- the first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.
- the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20.
- the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are released to release the power.
- the power transmission path is in a power transmission cutoff state.
- a hydraulic friction engagement device (hereinafter, also simply referred to as “engagement device”), a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic piston, and the outer periphery of a rotating drum
- Engagement device a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic piston, and the outer periphery of a rotating drum
- One end of one or two bands wound around the surface is constituted by a band brake or the like that is tightened by a hydraulic piston, and is for selectively connecting members on both sides on which the band brake is interposed.
- the engagement device is provided with a hydraulic pressure sensor as close to the hydraulic piston as possible on the hydraulic path in order to accurately detect the hydraulic pressure value P CX applied to the hydraulic piston.
- the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 of the automatic transmission unit 20 are hydraulically operated for shifting the automatic transmission unit 20. Corresponds to the variable speed actuator.
- the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, second brake B2, and third brake B3 are selectively engaged and operated, so that any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is selected.
- the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged.
- the continuously variable transmission state that operates as a continuously variable transmission
- a stepped speed change state is configured, and the differential part 11 and the automatic speed changer 20 that are brought into a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0 are operated as an electric continuously variable transmission.
- a continuously variable transmission state is configured.
- the power transmission device 10 is switched to the stepped shift state by engaging any of the switching clutch C0 and the switching brake B0, and does not engage any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state.
- the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.
- the gear ratio ⁇ 1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3.
- a first gear that is approximately “3.357” is established, and the gear ratio ⁇ 2 is smaller than the first gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the second brake B2.
- a second gear that is about "2.180” is established, and the gear ratio ⁇ 3 is smaller than the second gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the first brake B1.
- the fourth speed gear stage which is about “1.000” is established, and the gear ratio ⁇ 5 is smaller than the fourth speed gear stage due to the engagement of the first clutch C1, the second clutch C2, and the switching brake B0.
- a fifth speed gear stage having a value, for example, about “0.705” is established.
- the reverse gear stage in which the speed ratio ⁇ R is a value between the first speed gear stage and the second speed gear stage for example, about “3.209” is established. Be made.
- the neutral “N” state for example, all clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.
- the differential unit 11 functions as a continuously variable transmission
- the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved.
- the rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio (total gear ratio) ⁇ T of the power transmission device 10 as a whole can be obtained continuously.
- FIG. 3 illustrates a gear stage in a power transmission device 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit.
- the collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every is shown.
- the collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ⁇ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed.
- three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side.
- These intervals are determined according to the gear ratio ⁇ 0 of the differential planetary gear unit 24.
- the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left.
- the second sun gear S2 the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element)
- the first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other.
- the two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ⁇ 1, ⁇ 2, and ⁇ 3 of the first, second, and third planetary gear devices 26, 28, and 30, respectively.
- the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ⁇ of the planetary gear device. That is, in the differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ⁇ 0.
- the space between the sun gear and the carrier is set at an interval corresponding to "1" for each of the first, second, and third planetary gear devices 26, 28, and 30, so that the carrier and the ring gear
- the interval is set to an interval corresponding to ⁇ .
- the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential portion 11) has a first rotating element RE 1 (
- the differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the second rotating element RE2.
- 1 is connected to the electric motor M1 and selectively connected to the case 12 via the switching brake B0
- the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2 to be input.
- the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally.
- the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N E.
- the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, for the fifth rotation.
- the element RE5 is selectively connected to the case 12 via the second brake B2
- the sixth rotating element RE6 is selectively connected to the case 12 via the third brake B3, and the seventh rotating element RE7 is connected to the output shaft 22.
- the eighth rotary element RE8 is selectively connected to the transmission member 18 via the first clutch C1.
- FIG. 4 illustrates a signal input to the electronic control device 40 that is a control device for controlling the power transmission device 10 according to the present invention and a signal output from the electronic control device 40.
- the electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM.
- drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.
- the electronic control unit 40 includes a signal indicating the engine water temperature TEMP W , a signal indicating the shift position P SH , and each hydraulic friction engagement of the differential unit 11 and the automatic transmission unit 20 from the sensors and switches shown in FIG.
- Hydraulic pressure (engagement pressure) applied to the hydraulic piston of the device for example, a signal representing the first brake hydraulic pressure Pb1, the second brake hydraulic pressure Pb2, the second clutch hydraulic pressure Pc2, etc., the rotational speed N of the first electric motor M1 M1 (hereinafter referred to as “first motor rotation speed N M1 ”), a signal indicating rotation speed N M2 of the second motor M2 (hereinafter referred to as “second motor rotation speed N M2 ”), and rotation of the engine 8
- a signal indicative of the engine rotation speed N E is a speed
- a shifting state manual selection device for a continuously-variable shifting state and the step-variable shifting state of the power transmission device 10 switches selectively the driver's seat
- a drive signal to the throttle actuator 97 for operating the opening ⁇ TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8 and each of the engine 8 by the fuel injection device 98 for example, a drive signal to the throttle actuator 97 for operating the opening ⁇ TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8 and each of the engine 8 by the fuel injection device 98.
- Hydraulic control circuit for controlling the hydraulic piston of the hydraulic friction engagement device of the differential unit 11 and the automatic transmission unit 20. 42 (see FIG. 6), a valve command signal for operating an electromagnetic valve, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, a signal for driving an electric heater, cruise Signals to the control computer are output.
- FIG. 5 is a diagram showing an example of a shift operation device 48 as a switching device for switching a plurality of types of shift positions PSH by an artificial operation.
- the shift operation device 48 includes, for example, a shift lever 49 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions PSH .
- the shift lever 49 is in a neutral position where the power transmission path in the power transmission device 10, that is, in the automatic transmission unit 20 is interrupted, that is, in a neutral state, and the parking position “P (” for locking the output shaft 22 of the automatic transmission unit 20. Parking) ”, reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”for achieving a neutral state in which the power transmission path in the power transmission device 10 is interrupted, power transmission device
- a forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of 10 shiftable total speed ratio ⁇ T or a manual shift travel mode (manual mode) is established.
- Forward manual shift travel position “M (manual) for setting a so-called shift range for limiting the high speed side gear position. ) "It is provided so as to be manually operated to.
- the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling.
- the first clutch C1 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 in which both the first clutch C1 and the second clutch C2 are released is interrupted. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the second clutch C2.
- the “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels. For example, as shown in the engagement operation table of FIG.
- a power transmission path by the first clutch C1 and / or the second clutch C2 capable of driving a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.
- the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed.
- the power transmission is cut off from the power transmission cut-off state and the shift lever 49 is manually operated from the “N” position to the “D” position
- at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased.
- the transmission path is changed from a power transmission cutoff state to a power transmission enabled state.
- the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the "D" position to the "N” position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed.
- the path is changed from the power transmission enabled state to the power transmission cut-off state.
- FIG. 6 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 40.
- the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20.
- the stepped shift control means 54 determines the vehicle speed V and the required output torque T OUT of the automatic transmission unit 20 from the relationship (shift diagram, shift map) shown in FIG. Based on the vehicle state indicated by the above, it is determined whether or not the shift of the automatic transmission unit 20 should be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. Shifting of the automatic transmission unit 20 is executed.
- the stepped shift control means 54 issues a shift instruction, that is, a shift output, to the automatic transmission unit 20 that executes the shift.
- a shift instruction that is, a shift output
- the gear shift instruction in which the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 is engaged and / or released so that the gear position is achieved according to the engagement table shown in FIG. (Shift output) is output to the hydraulic control circuit 42.
- the accelerator opening Acc and the required output torque T OUT (vertical axis in FIG. 7) of the automatic transmission unit 20 have a correspondence relationship in which the required output torque T OUT increases correspondingly as the accelerator opening Acc increases. Therefore, the vertical axis of the shift diagram in FIG. 7 may be the accelerator opening Acc.
- the hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the power transmission device 10, that is, the differential state of the differential portion 11, while
- the transmission ratio ⁇ 0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the driving force with the two motors M2 and the reaction force generated by the power generation of the first motor M1 so as to be optimized.
- the vehicle target (request) output is calculated from the accelerator pedal operation amount (accelerator opening) Acc and the vehicle speed V as the driver output request amount, and the vehicle target output and the charge request value are calculated.
- the hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption.
- a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52, for example, drivability when continuously-variable shifting control in the output torque in the two-dimensional coordinates to the (engine torque) T E parameters of the engine rotational speed N E and the engine 8 as shown in FIG.
- An optimum fuel consumption rate curve L EF (fuel consumption map, relationship), which is a kind of operation curve of the engine 8 that has been experimentally determined in advance so as to achieve both fuel efficiency and fuel efficiency, is stored in advance, and the optimum fuel consumption rate curve L Necessary for satisfying a target output (total target output, required driving force), for example, so that the engine 8 can be operated while the operating point of the engine 8 (hereinafter referred to as “engine operating point”) is aligned with the EF.
- a target output total target output, required driving force
- the eyes Controls the speed ratio ⁇ 0 of the differential portion 11 so that the value can be obtained, controlled within the range of the overall speed ratio ⁇ T that shiftable change range, for example, between 13 and 0.5 a.
- the engine operating point and indicates the operating state of the engine 8 in a two-dimensional coordinates and state quantity coordinate axes indicating the operating state of the engine 8 is exemplified such as the engine rotational speed N E and engine torque T E operation Is a point.
- the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted.
- a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 58.
- the second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18.
- the power storage device 60 is an electrical energy source capable of supplying power to the first motor M1 and the second motor M2 and receiving power from the motors M1 and M2, for example, a lead storage battery. A battery or a capacitor.
- the hybrid control means 52 controls opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device 98 for fuel injection control, and controls the ignition timing control. Therefore, an engine output control for executing the output control of the engine 8 so as to generate a necessary engine output by outputting to the engine output control device 43 a command for controlling the ignition timing by the ignition device 99 such as an igniter alone or in combination. Means are provided functionally.
- the hybrid control means 52 basically drives the throttle actuator 97 based on the accelerator opening signal Acc based on a previously stored relationship (not shown) in which the throttle valve opening ⁇ TH increases as the accelerator opening Acc increases. executes throttle control to increase the throttle valve opening theta TH as the accelerator opening Acc is increased.
- the accelerator opening Acc and the throttle valve opening theta TH Such throttle control one-to-one correspondence relationship.
- the solid line A in FIG. 7 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, driving the engine 8 for running.
- Engine running region and motor running for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a power source and so-called motor running for running the vehicle using the second electric motor M2 as a driving power source for running.
- This is the boundary line with the region.
- the pre-stored relationship having a boundary line (solid line A) for switching between engine travel and motor travel shown in FIG. 7 is a two-dimensional parameter using vehicle speed V and output torque T OUT as a driving force related value as parameters.
- driving force source switching diagram driving force source map
- This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.
- the hybrid control means 52 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T OUT from the driving force source switching diagram of FIG. Judgment is made and motor running or engine running is executed. As described above, as shown in FIG. 7, the motor running by the hybrid control means 52 is generally performed at a relatively low output torque T OUT , that is, when the engine efficiency is low compared to the high torque range, that is, the low engine torque T. It is executed at E or when the vehicle speed V is relatively low, that is, in a low load range.
- the hybrid control means 52 rotates the first electric motor by the electric CVT function (differential action) of the differential section 11 in order to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running.
- the speed N M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N E at zero or substantially zero by the differential action of the differential portion 11.
- the hybrid control means 52 switches the operating state of the engine 8 between the operating state and the stopped state, that is, starts and stops the engine 8 in order to switch between engine traveling and motor traveling.
- the hybrid controller 52 starts or stops the engine 8 when, for example, switching between motor travel and engine travel is determined based on the vehicle state from the driving force source switching diagram of FIG.
- the hybrid control unit 52 operates the accelerator pedal 41 to increase the required output torque T OUT and changes the vehicle state from the motor travel region to the engine travel region. to when changed, by raising the first electric motor speed N M1 is energized to the first electric motor M1, i.e. it to function first electric motor M1 as a starter, raising the engine rotational speed N E, a predetermined in performing starting of the engine 8 so as to ignite the engine rotational speed N E 'for example autonomous rotatable engine speed N E at the ignition device 99, switching from the motor running by the hybrid control means 52 to the engine running.
- the hybrid control means 52 may be pulled until the engine rotational speed N E promptly predetermined engine rotational speed N E 'by raising the first electric motor speed N M1 quickly. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed N EIDL can be quickly avoided, and the vibration at the start is suppressed.
- the hybrid control means 52 returns the accelerator pedal 41 to reduce the required output torque T OUT and changes the vehicle state from the engine travel region to the motor travel region. If changed, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the hybrid control means 52 switches from engine running to motor running. At this time, the hybrid control means 52 may lower the engine rotational speed N E to promptly zeroed or nearly zeroed by lowering the first electric motor speed N M1 quickly. As a result, the resonance region can be quickly avoided, and vibration at the time of stopping is suppressed. Alternatively, the hybrid control means 52, before the fuel cut lower the engine rotational speed N E by pulling down the first electric motor speed N M1, stopping of the engine 8 so as to fuel cut at a predetermined engine speed N E ' May be performed.
- the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above.
- 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor M2 as a driving force source for traveling is included in the engine traveling instead of the motor traveling.
- the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the remaining charge SOC of the power storage device 60 decreases when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8 and the first motor is generated. Even if the rotation speed of M1 is increased and the second motor rotation speed N M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) when the vehicle is stopped, the engine rotation speed N is caused by the differential action of the power distribution mechanism 16. E is maintained above the rotational speed at which autonomous rotation is possible.
- the hybrid control means 52 controls the first motor rotation speed N M1 and / or the second motor rotation speed N M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling.
- the engine rotational speed N E is caused to maintain the arbitrary rotation speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed N E, while maintaining the second-motor rotation speed N M2, bound with the vehicle speed V substantially constant first 1 Increase the motor rotation speed NM1 .
- the switching control means 50 switches between the continuously variable transmission state and the stepped transmission state, that is, the differential state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0). And the lock state are selectively switched.
- the switching control means 50 sets the power transmission device 10 to the continuously variable transmission state if the stepped / continuous mode switch 46 is switched to the continuously variable position, while the stepped / continuous mode switch 46 is present. If switched to the step position, the power transmission device 10 is set to the stepped speed change state.
- the switching control means 50 releases the switching brake B0 and the switching clutch C0 when the power transmission device 10 is set to the continuously variable transmission state.
- the switching control unit 50 basically sets the power transmission device 10 to the stepped transmission state by engaging the switching clutch C0.
- the switching clutch C0 For example, in the high vehicle speed region (not shown) that is set in advance at a higher vehicle speed side than the vehicle speed V indicated by the upshift line to the fourth speed gear stage in the shift diagram of FIG. 7, not the switching clutch C0 but the switching brake B0. Is engaged to bring the power transmission device 10 into a stepped speed change state.
- the case where the switching brake B0 is applied at the fourth speed of the automatic transmission unit 20 corresponds to “5th” shown in the engagement operation table of FIG.
- the switching control means 50 outputs a signal permitting hybrid control to the hybrid control means 52 when the power transmission device 10 is set to the continuously variable transmission state.
- a signal for disabling, that is, prohibiting the hybrid control is output to the hybrid control means 52.
- FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. It is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T OUT as a parameter.
- the solid line in FIG. 7 is a shift line (upshift line) for determining an upshift, and the alternate long and short dash line is a shift line (downshift line) for determining a downshift.
- the 7 is, for example, whether or not the actual vehicle speed V has crossed the line on the horizontal line indicating the required output torque T OUT of the automatic transmission unit 20, and automatically on the vertical line indicating the vehicle speed V, for example. This is for determining whether or not the required output torque T OUT of the transmission unit 20 has crossed the line, that is, whether or not it has crossed the value (shift point) at which the shift on the shift line is to be executed. Are stored in advance.
- the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electrical path until it is converted into dynamic energy, that is, failure (failure) of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc.
- the switching control means 50 is powered to ensure vehicle travel even if the stepped / continuous mode switch 46 is switched to the continuously variable position.
- the transmission device 10 may be preferentially in the stepped speed change state.
- the driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38, but also the output torque T OUT of the automatic transmission unit 20, the engine torque T E, and the vehicle acceleration, for example, the accelerator opening or the throttle valve opening theta TH (or intake air quantity, air-fuel ratio, fuel injection amount) and the engine torque T E which is calculated based on the engine rotational speed N E, etc.
- Required (target) engine torque T E calculated based on the actual value of the driver, the accelerator pedal operation amount or the throttle opening, etc., the required (target) output torque T OUT of the automatic transmission unit 20, the required driving force, etc. May be an estimated value.
- the drive torque may be calculated from the output torque T OUT and the like in consideration of the differential ratio, the radius of the drive wheel 38, and the like.
- the differential section 11 (power transmission device 10) of this embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and is controlled by the switching control means 50.
- the differential unit 11 is selectively switched between a continuously variable transmission state and a stepped transmission state.
- the hybrid control means 52 executes motor travel or engine travel based on the vehicle state.
- the engine 8 is started or stopped in order to switch between the engine travel and the motor travel.
- the power storage device 60 is for storing the power generated by the first motor M1 and the second motor M2 and supplying the power to the first motor M1 and the second motor M2, as described above.
- a secondary battery capable of discharging may be used.
- a range in which the value of the remaining charge SOC can be set is set so that the power storage device 60 is not overcharged or overdischarged. This range is stored in advance in the electronic control unit 40 based on the specifications of the power storage device 60, for example. When the value that the remaining charge SOC can take is set in this way, the power charged in the power storage device 60 may be limited.
- chargeable power Win electrical energy (hereinafter referred to as “chargeable power”) Win that can be charged to the power storage device 60 is, for example, an upper limit value SOCmax of a range that the remaining charge SOC can take and a current remaining charge SOCcurrent.
- SOCmax an upper limit value of a range that the remaining charge SOC can take
- SOCcurrent a current remaining charge SOCcurrent.
- the electric energy generated by the first electric motor M1 is consumed by driving the second electric motor M2 or charging the power storage device 60.
- the rechargeable power Win is limited, The energy consumed in the entire transmission device 10 is reduced. In such a case, if the power generation amount of the first electric motor M1 is reduced, the reaction force generated by the first electric motor M1 may be reduced.
- the electric power generation system in the power transmission device 10 that is, the first electric motor M1
- the electric efficiency lowering means 80 which will be described later
- Energy consumption in the power transmission device 10 is increased by reducing the electric efficiency in at least one of the power charging system, that is, the second electric motor M2.
- the high load start determination means 62 is configured to start the vehicle with a high load based on the accelerator opening Acc of the accelerator pedal 41 detected by the accelerator opening sensor and the value of the vehicle speed V calculated by the vehicle speed calculation means 64 described later. It is determined whether or not it is in a state.
- the high-load start state determined by the high-load start determination means 62 is a travel state that requires a larger driving force than when the vehicle starts on a flat road, for example, when starting up a steep slope In this way, the driving state is such that a large engine torque is required and the vehicle speed is low.
- the high load start determination means 62 is, for example, a value in which the vehicle speed V is lower than a predetermined threshold value V1, for example, several km / h, and the accelerator opening degree Acc is predetermined, for example, 80%. If the value exceeds the threshold value Acc1, it is determined that the vehicle is in a starting state, which is a traveling state that requires a certain level of engine torque. As described above, when the high load start determination unit 62 determines that the vehicle is in the high load start state, the engine 8 generates driving force, that is, engine torque. In such a case, the first electric motor M1 connected to the engine 8 through the differential unit 11 needs to generate a reaction force, and power generation is performed in the first electric motor M1.
- the vehicle speed calculation means 64 calculates a vehicle speed V that is the traveling speed of the vehicle on which the vehicle power transmission device 10 is mounted.
- the vehicle speed calculation means 64 is, for example, the rotation speed N OUT of the output shaft 22 of the vehicle power transmission device 10 detected by the output shaft rotation speed sensor 66 provided in the vehicle power transmission device 10, the reduction ratio of the final reduction gear 36. And the diameter of the drive wheel 38 and the like.
- the charging restriction determination unit 68 determines whether or not there is a restriction on the rechargeable power Win in the power storage device 60. Specifically, for example, the value of the rechargeable power Win represented by the difference between the upper limit SOCmax of the range that the remaining charge SOC of the power storage device 60 can take and the current remaining charge SOCcurrent is a predetermined threshold. When it is smaller than the value Winth, it is determined that there is a restriction on the rechargeable power Win in the power storage device 60. This threshold value Winth is generated by the first electric motor M1 until the high load start state ends when, for example, the high load start determination means 62 determines that the vehicle is in the high load start state.
- the control start / end determination means 76 determines the start and end of the execution of the control by the electric efficiency lowering means 80. That is, when the control start / end determining unit 76 determines that the control is started, the electric efficiency reducing unit 80 starts executing the control. When the control start / end determining unit 76 determines that the control is ended, the electric efficiency decreasing unit 80 is started. Execution of control by is terminated. Specifically, for example, the control start / end determination unit 76 determines that the vehicle is in a high load start state by the high load start determination unit 62, and the charge restriction determination unit 68 charges the chargeable power in the power storage device 60. When it is determined that there is a restriction on Win, the start of control by the electric efficiency lowering unit 80 is determined.
- control start / end determination means 76 determines that the vehicle is in a high load start state by the high load start determination means 62, and the charge constraint determination means 68 determines the chargeable power Win in the power storage device 60.
- the control by the electric efficiency reducing means 80 is started based on the fact that the vehicle load exceeds a predetermined threshold value.
- This vehicle load is, for example, a vehicle weight value detected by the vehicle weight sensor 72.
- the passenger is requested to request a greater driving force than the vehicle driving device 10 when not towing. The determination may be made based on the fact that the towing switch operated by is turned on.
- control start / end determination means 76 determines that the vehicle is in a starting state by the high load start determination means 62 as described above, and restricts the chargeable power Win in the power storage device 60 by the charge restriction determination means 68.
- the temperature of the first electric motor M1 detected by the temperature sensor 70 and the temperature of the second electric motor M2 detected by the temperature sensor 71 have an upper limit of a predetermined allowable range. When it is lower, the start of control by the electric efficiency lowering means 80 may be determined. Since the control by the electric efficiency reducing means 80 is to reduce the electric efficiency of the first electric motor M1 or the second electric motor M2, the amount of heat generated by the first electric motor M1 or the second electric motor M2 increases.
- control start / end determination means 76 determines that the vehicle is no longer in a starting state by the high load start determination means 62, or the charge restriction determination means 68 has no restriction on the rechargeable power Win in the power storage device 60.
- the end of control by the electric efficiency lowering means 80 is determined.
- the control by the electric efficiency lowering means 80 lowers the electric efficiency and lowers the fuel consumption. Therefore, it is desirable that the execution is minimized. Further, since the heat generation amount of the first electric motor M1 or the second electric motor M2 increases due to the reduction of the electric efficiency by the electric efficiency lowering means 80, from the viewpoint of durability and performance of the first electric motor M1 or the second electric motor M2.
- the case where the high load start determination means 62 determines that the vehicle is no longer in the high load start state corresponds to the case where the value of the vehicle speed V increases, for example.
- the end determination vehicle speed V2 at which the driving force required by the vehicle can be generated without lowering the electric efficiency by the electric efficiency lowering means 80 the high load start state is reached. It is judged that it is no longer.
- This end determination vehicle speed V2 is, for example, sequentially online based on the value of the electric energy PM2 consumed by the second electric motor M2 that changes according to the vehicle speed, the driving force required by the vehicle, the magnitude of the rechargeable power Win, and the like.
- the electrical efficiency reduction amount calculation means 78 calculates the electrical efficiency to be reduced by the electrical efficiency reduction means 80 when the control start / end determination means 76 determines the start of control by the electrical efficiency reduction means 80 described later. For example, the electric efficiency reduction amount calculating means 78 calculates the power generation amount PM1 when the first electric motor M1 generates the reaction force required in the differential section 11 with respect to the driving force generated by the engine 8. Subsequently, the electric energy PM2 consumed by the second electric motor M2 and the electric energy P60 stored in the power storage device 60 are calculated.
- the sum of the electric energy PM2 consumed by the second electric motor M2, the energy P60 stored in the power storage device, and the reduction in electric efficiency caused by the control by the electric efficiency lowering means 80, that is, the generated loss Ploss is The loss Ploss is calculated so as to exceed the power generation amount PM1 generated by the first electric motor M1.
- the greater the vehicle load the greater the engine torque required.
- the electric efficiency decrease amount calculating means 78 calculates the magnitude of the loss Ploss as the vehicle load increases, and the electric energy PM2 consumed by the second electric motor M2 and the energy P60 stored in the power storage device.
- FIG. 9 is a diagram for explaining an example of the operation of the electric efficiency decrease amount calculating unit 78.
- the decrease in the electric efficiency calculated by the electric efficiency decrease amount calculating unit 78 with respect to the magnitude of the chargeable power Win is shown in FIG. It is a figure shown about the state of a different vehicle load.
- the horizontal axis indicates the magnitude of the chargeable power Win, and the limit to the chargeable power increases as it goes to the left.
- the vertical axis indicates the decrease in the electric efficiency calculated by the electric efficiency decrease amount calculation means 78, and indicates that the electric efficiency decreases, that is, the efficiency Ploss increases as it goes downward.
- the electrical efficiency reduction amount calculation means 78 calculates the reduction amount so that the electrical efficiency decreases as the value of the rechargeable power Win decreases and as the vehicle load increases.
- the electric efficiency decreasing means 80 reduces the electric efficiency in the vehicle power transmission device 10.
- the electric efficiency is lowered by the electric efficiency lowering means 80 by the amount of reduction calculated by the electric efficiency reduction amount calculating means 78.
- the electric efficiency lowering means 80 is configured to functionally include a current phase changing means 82, an engine operating point changing means 84, a differential control means 88, and a second motor operating point changing means 90.
- the engine operating point changing means 84 and the differential control means 88 also constitute the hybrid control means 52 from the functions thereof.
- the reduction in the electric efficiency by the electric efficiency lowering means 80 is the sum of the lowering of the efficiency by each of the current phase changing means 82, the engine operating point changing means 84, the differential control means 88, and the second motor operating point changing means 90.
- the reduction is calculated so as to be the amount of reduction calculated by the efficiency reduction amount calculation means 78.
- the current phase changing means 82 changes the current driving method of the driving current supplied to the second electric motor M2, and reduces the electric efficiency in the operation of the second electric motor M2. Specifically, the current phase changing means 82 changes the phase of the drive current supplied to the second electric motor M2 for the electric motor drive circuit such as the inverter 58. If it does in this way, in the 2nd electric motor M2, since the magnitude
- FIG. 10 is a diagram illustrating the torque with respect to the phase when the amplitude of the drive current is constant in a general motor including the second motor M2, for each current amplitude of a different magnitude.
- the line connecting the points where the torque of each current amplitude becomes maximum is the optimal operation line of the motor where the current is minimum, and when the motor is operated on this line, the torque is efficiently obtained. Can be generated.
- the current phase changing means 82 changes the phase of the drive current so that the electric efficiency of the second electric motor M2 is lowered, that is, away from the optimum operation line.
- the current phase changing unit 82 sets the phase of the driving current to ⁇ a ′. Change.
- the value of the current amplitude is set to Ia ′ indicated by a one-dot chain line in FIG. 10 based on the relationship of FIG. 10 so that the output torque Ta does not change.
- Ia ′> Ia as shown in FIG. 10 a larger current is required to obtain the same output torque Ta, so that the electric efficiency of the second electric motor M2 is lowered.
- the engine operating point changing means 84 changes the operating point of the engine 8 and changes the operating point of the first electric motor M ⁇ b> 1 connected via the differential unit 11. Specifically, for example, the engine operating point changing means 84 instructs the throttle actuator 97 to increase the engine rotational speed by increasing the throttle opening ⁇ TH .
- FIG. 11 is an example of a collinear diagram that represents, on a straight line, the relative relationship between the rotational speeds of the rotating elements of the differential section 11 when the engine operating point is changed by the engine operating point changing means 84. In FIG.
- the solid line represents the rotational speed of each rotating element before the engine operating point is changed by the engine operating point changing means 84
- the alternate long and short dash line represents the rotational speed after the change, and when the vehicle starts, that is, the vehicle speed is zero or substantially zero.
- rotation speed N18 of the transmission member 18 is also zero or substantially zero.
- the engine 8 that has been operating at the operating point indicated by the point c is changed by the engine operating point changing means 84 so as to operate at the operating point indicated by the point d in FIG. 11.
- the first electric motor M1 that has been operating at the operating point indicated by the point e until then is changed to the operation indicated by the point f as the operating point of the engine 8 is changed by the engine operating point changing means 84.
- FIG. 12 represents an efficiency map of the first electric motor M1, and includes an efficiency curve indicated by contour lines by a plurality of solid lines in the two-dimensional coordinates of the rotation speed axis and the output torque axis. Each point on the efficiency curve has the same efficiency, and the center of the efficiency line indicated by the contour line indicates that the efficiency is higher.
- the points e and f in FIG. 12 respectively correspond to points c and d representing the operating point of the first electric motor M1 before and after the operating point of the engine 8 is changed by the engine operating point changing means 84 in FIG. Correspond.
- the operating point of the electric motor is a point indicating the operating state of the electric motor in, for example, two-dimensional coordinates shown in FIG. 12 with the state quantity indicating the operating state exemplified by the rotational speed and output of the electric motor as coordinate axes.
- the operating point of the first electric motor M1 is changed so that the direct torque transmitted to the transmission member 18 that is the output shaft of the differential section 11 out of the engine torque generated by the engine 8 is increased.
- the operating point is changed so that the reaction torque in the first electric motor M1 does not change. In this way, an increase in engine torque contributes to an increase in direct torque.
- the change of the operating point of the first electric motor M1 is performed so that the electric efficiency of the first electric motor M1 is lowered. Therefore, the input when the first electric motor M1 generates the same electric energy.
- the shaft rotation speed can be higher than before the operating point is changed.
- the engine operating point changing means 84 is also the first electric motor M1 operating point changing means.
- the differential control means 88 performs slip control on at least one of the switching clutch C0 and the switching brake B0 as the differential limiting device in the differential section 11. This slip control causes at least one of the switching clutch C0 and the switching brake B0 to slip. More specifically, the hydraulic pressure control circuit 42 is instructed to apply an engagement hydraulic pressure so that at least one of the switching clutch C0 and the switching brake B0 slips, that is, does not completely engage or disengage. When at least one of the switching clutch C0 and the switching brake B0 is slipped by the differential control means 88, energy is consumed by friction by at least one of the slipping switching clutch C0 and the switching brake B0, so that the first electric motor The operating point of M1 can be changed.
- reaction torque against the driving force of the engine 8 in the differential portion 11 can be handled by the frictional energy by at least one of the switching clutch C0 and the switching brake B0 slipped by the first electric motor M1.
- the reaction force generated by the first electric motor M1 can be reduced, and the power generation energy generated by the first electric motor M1 can be reduced.
- the second motor operating point changing means 90 slips at least one friction engagement element that is engaged in the power transmission path from the second motor M2 to the output shaft 22 in the automatic transmission unit 20, thereby 2. Change the operating point of the electric motor M2. Specifically, among the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3, which are friction engagement elements in the automatic transmission unit 20, the second motor operating point changing means 90 is provided. Slips at least one of the frictional engagement elements that are in an engaged state in order to establish a gear position in the automatic transmission unit 20 when changing the operating point of the second electric motor M2. . For example, when the first gear (1st) is established as the gear position of the automatic transmission unit 20, as shown in FIG.
- the first clutch C1 and the third brake B3 in the engaged state are engaged.
- a command is issued to the hydraulic control circuit 42 so that at least one of them, for example, the first clutch C1 is slipped.
- the frictional engagement element that has been transmitting power by being engaged so far slips. State. Therefore, in order to output the same output torque to the output shaft 22 as before the slip, the second electric motor M2 needs to output the frictional energy of the slip in the friction engagement element in the slip state, and the second electric motor M2. The operating point is changed.
- the external load control means 92 operates an auxiliary machine 94 having an electric load provided in a vehicle such as a defogger. In this way, since the electric energy charged in the power storage device 60 is consumed by the auxiliary device 94, the remaining charge SOC of the power storage device 60 is reduced, and the restriction on the rechargeable power Win can be relaxed. .
- the electric efficiency lowering means 80 is one of the reductions in electric efficiency caused by each of the current phase changing means 82, the engine operating point changing means 84, the differential control means 88, and the second motor operating point changing means 90. While the electric efficiency can be lowered by the means, the electric efficiency can be lowered by using a plurality of means in combination. In addition, a rank for giving priority to execution of these means may be set in advance, and the electric efficiency may be reduced based on this rank. Specifically, for example, the current phase changing unit 82, the engine operating point changing unit 84, and the second motor operating point changing unit 90 are preferentially executed, and the differential control is performed when the reduction in the electric efficiency due to these is insufficient.
- the means 88 is additionally executed, and when the electric efficiency is not sufficiently lowered, the external load control means 92 may be additionally executed or a part of them may be executed in combination.
- the ranking is set so that, for example, the one having the greater effect of lowering the electric efficiency is executed first.
- FIG. 13 is a flowchart for explaining a main part of the control operation of the electronic control device 40, that is, a control operation for lowering the electric efficiency in the vehicle power transmission device 10, for example, an extremely high level of about several milliseconds to several tens of milliseconds. It is executed repeatedly with a short cycle time.
- Step (hereinafter, “step” will be omitted) SA1 corresponds to the charge restriction determination means 68 and the control start / end determination means 76.
- SA1 rechargeable power Win calculated based on remaining charge SOCcurrent indicating the current state of charge of power storage device 60 and upper limit SOCmax of a predetermined SOC can be determined in advance. It is determined whether or not the threshold value Winth is below. When the rechargeable power Win is lower than the threshold value Winth, it is determined that charging of the power storage device 60 is restricted, and the determination in this step is affirmed. On the other hand, if the rechargeable power Win is equal to or exceeds a predetermined threshold value Winth, it is determined that there is no restriction on the charging of the power storage device 60, the determination of this step is denied, and SA7 is executed. .
- the subsequent SA2 corresponds to the high load start determination means 62, the control start / end determination means 76, and the like.
- SA2 it is determined whether or not the vehicle is in a high load start state.
- This high load start state is determined in advance such that the vehicle speed V is below a predetermined threshold value V1 such as several km / h, and the accelerator opening Acc is set to 80%, for example.
- V1 such as several km / h
- the accelerator opening Acc1 is set to 80%, for example.
- the threshold value Acc1 Based on the fact that it exceeds the threshold value Acc1, it is determined that the vehicle is in a high load start state, which is a start state that requires a high driving force.
- SA3 the determination in this step is denied and SA7 is executed.
- SA3 corresponding to the electric efficiency decrease amount calculation means 78, an operation for changing the driving conditions of the first electric motor M1 and the second electric motor M2 is performed. Specifically, as to how much the electric efficiency is reduced, the electric energy PM2 consumed by the second electric motor M2, the energy P60 stored in the power storage device, and the electric efficiency generated by executing the control by the electric efficiency reducing means 80
- the loss Ploss is calculated so that the sum of the decrease and the generated loss Ploss exceeds the power generation amount PM1 by the first electric motor M1.
- the loss Ploss calculated by the electric efficiency reduction amount calculation means 78 is increased as the vehicle load such as the weight pulled by the vehicle or the vehicle mounted weight increases.
- the electric efficiency is reduced so as to cause the loss Ploss calculated in SA3.
- the electric efficiency in at least one of the first electric motor M1 and the second electric motor M2 is reduced by changing the phase of the drive current that drives at least one of the first electric motor M1 and the second electric motor M2.
- the operating point of the engine 8 is changed, the operating point of the first electric motor M1 connected to the engine 8 via the differential unit 11 is changed, whereby the first electric motor M1. Is operated at an operating point with lower electrical efficiency than before.
- the operating point of the second electric motor M2 is changed by causing the friction engagement device in the engaged state, that is, the power transmission state, to be in the slip state between the second electric motor M2 and the output shaft 22.
- the second electric motor M2 is operated at an operating point with lower electrical efficiency than before.
- the electric efficiency is improved by changing the phase of the drive current of at least one of the first electric motor M1 and the second electric motor M2, changing the operating point of the first electric motor M1, and changing the operating point of the second electric motor M2. If the loss caused by the reduction is not sufficient for the loss Ploss calculated in SA3, at least one of the switching clutch C0 and the switching brake B0 for controlling the operating state of the differential section 11 is brought into the slip state, and the engine Part of the reaction force of the engine torque generated by the engine 8 is handled by frictional energy in at least one of the switching clutch C0 and the switching brake B0 in the slip state, and the power generation amount of the first electric motor M1 is reduced.
- the auxiliary load 94 is driven by the external load control means 92, and electric power is consumed by the auxiliary load 94.
- a cancellation condition for canceling the decrease in electrical efficiency is satisfied.
- This release condition is determined based on, for example, whether or not the vehicle has reached an end determination vehicle speed V2 that can generate the driving force required by the vehicle without reducing the electric efficiency by the electric efficiency lowering means 80.
- the end determination vehicle speed V2 is based on, for example, the value of the electric energy PM2 consumed by the second electric motor M2 that changes according to the vehicle speed, the driving force required by the vehicle, the magnitude of the rechargeable power Win, and the like. Is calculated sequentially. This is because the driving force required by the vehicle varies depending on traveling conditions such as vehicle load and road surface gradient, and the magnitude of the rechargeable power Win also changes.
- release control is performed to set the operating point of the first electric motor M1 and the second electric motor M2 performed in SA4 or the operating point of the engine 8 as the operating point when the electric efficiency is not reduced.
- this release control is the operating point of the first electric motor M1, the second electric motor M2, and the engine 8 for outputting the driving force required for the vehicle, and the electric efficiency is not reduced.
- the operating point is calculated, and the operating point is changed so that the operating point is calculated at a predetermined time.
- the operating point when the reduction in electric efficiency is not performed is, for example, an operating point corresponding to an operating state with the best efficiency, and the first electric motor M1 and the second electric motor M2 are expressed as shown in FIG. 9, for example.
- the engine 8 is one of the points on the optimum efficiency line L1
- the engine 8 is one of the points on the optimum fuel consumption rate curve LEF shown in FIG.
- SA7 that is executed when the determination of SA1 is denied, or when the determination of SA2 is denied, that is, when there is no limit to the rechargeable power Win, or when the vehicle is not in a high load start state.
- the electric efficiency is not reduced, and the operations of the engine 8, the first electric motor M1, and the second electric motor M2 are controlled so as to be operating points when the preset electric efficiency is not reduced. Specifically, for example, as described above, the operating point corresponding to the driving state with the highest efficiency that can generate the driving torque necessary for the vehicle is set.
- FIG. 14 is a time chart for explaining an example of electric efficiency reduction control by the control device for a vehicle power transmission device according to the present invention.
- FIG. 6 is a diagram showing changes over time in the rotational speed NM2, the electric efficiency of the first electric motor M1, the electric efficiency of the second electric motor M2, and the vehicle speed V.
- the vehicle speed V 0, that is, the vehicle is stationary before time t1. Then, the start operation is performed by the driver at time t1. At this time, since the accelerator opening Acc is larger than the predetermined threshold value Acc1, the high load start determination means 62 determines that the start is a high load. In addition, when the charge restriction determination unit 68 determines that the rechargeable power Win of the power storage device 60 is smaller than the predetermined value Winth, the control start / end determination unit 76 determines the start of electric efficiency reduction control (SA1). , SA2 is affirmed).
- the electric efficiency lowering control by the electric efficiency lowering means 80 is executed. Specifically, when the operating point of the engine 8 is the same accelerator opening Acc, the engine operating point changing unit 84 changes the engine operating point changing unit 84 compared to when the electric efficiency reduction control is not executed. This change is performed such that the efficiency of the first electric motor M1 connected to the engine 8 via the differential unit 11 is lowered. For example, when the electric efficiency reduction control is not executed, the above-described FIG. The operating point of the engine, which was point c, is changed to be point d in FIG. Therefore, the increase of the engine rotation speed NE at time t1 is performed up to the rotation speed corresponding to the changed operating point.
- the rotational speed NM1 of the first electric motor M1 is rotated by the rotation of the engine 8 via the differential unit 11 at time t1. Accordingly, the increase in the rotational speed NM1 of the first electric motor M1 at time t1 is determined by the value of the engine rotational speed NE, the gear ratio in the differential unit 11, and the like. At this time, power generation is performed as the rotational speed of the first electric motor M1 increases, and reaction force torque is generated in the differential portion 11 to take charge of engine torque. Since the electric efficiency is lowered by the current phase changing means 82, lower electric energy is generated even at the same rotational speed than before the electric efficiency is lowered.
- the differential control means 88 when at least one of the switching clutch C0 and the switching brake B0 is brought into the slip state by the differential control means 88, the engine torque is changed to the slipping switching clutch C0 and the switching brake B0, It is made to take charge by the sum total with the reaction force torque of 1 electric motor M1.
- the rotational speed NM2 of the second electric motor M2 is determined according to the vehicle speed V and the gear ratio of the automatic transmission unit 20. That is, as a result of the direct torque that is directly applied to the transmission member 18 via the differential portion 11 among the engine torque generated from the engine 8 at time t1, and the output torque of the second electric motor M2 are transmitted to the drive wheels 38, The vehicle starts and the vehicle speed V increases. As the vehicle speed V increases, the rotational speed NM2 of the second electric motor M2 also increases.
- the electric efficiency is lowered by the electric efficiency lowering means 80 at time t1, the efficiency of the first electric motor M1 and the efficiency of the second electric motor M2 are lowered at the time t1 from the previous values.
- the vehicle speed V exceeds the end determination vehicle speed V2, and it is determined by the control start / end determination means 76 (SA5) that the reduction of the electric efficiency by the electric efficiency reduction means 80 has ended.
- SA5 control start / end determination means 76
- This release control is performed so that the engine 8, the first electric motor M1, and the second electric motor M2 are in the most efficient driving state, for example, in order to realize the traveling state required by the accelerator operation by the driver.
- the point is changed from the state in which the reduction of the electric efficiency was performed. For example, the time chart of FIG.
- the driver's acceleration request is terminated at time t2 and traveling at a constant speed is performed.
- the efficiency of the second electric motor M2 is changed at the time t2, that is, at a very short time immediately after the start of the release control.
- a shock such as vibration is given to the passenger. If not, a momentary change can be made. In this way, the release control can be executed more quickly.
- the electric efficiency reducing means 80 reduces the electric efficiency of at least one of the first electric motor M1 and the second electric motor M2, so that the electric power generated by the first electric motor M1 is reduced and consumed by the second electric motor M2. Even when at least one of the increase of electric power is made and the input of the power storage device 60 is restricted, a sufficient driving force can be obtained.
- the decrease in the electric efficiency by the electric efficiency decreasing means 80 is characterized in that the amount of decrease is increased as the vehicle load is increased.
- the electric efficiency is greatly reduced as the vehicle weight increases or the vehicle load such as the load pulled by the vehicle increases, even when the vehicle load is large and the driving force is required. Sufficient driving force can be obtained.
- the deterioration of fuel consumption due to the reduction in electrical efficiency can be minimized.
- the decrease in the electric efficiency by the electric efficiency decreasing unit 80 is larger as the allowable input amount to the power storage device 60, that is, the rechargeable power Win is smaller. A sufficient driving force can be obtained even in a situation where the rechargeable power Win is large and the generated power is not easily consumed. In addition, the deterioration of fuel consumption due to the reduction in electrical efficiency can be minimized.
- the reduction of the electric efficiency by the electric efficiency reduction means 80 is executed from the time of starting to the predetermined end determination vehicle speed V2, so that the vehicle speed V is particularly low and consumed by the motor. Even when the power is small, a sufficient driving force can be obtained. Moreover, since the decrease in the electric efficiency by the electric efficiency lowering means 80 is terminated by the control start / end determining means 76 when the end determination vehicle speed V2 is reached, heat generation due to the decrease in the electric efficiency can be suppressed.
- the decrease in the electric efficiency by the electric efficiency lowering means 80 is caused when the value of the accelerator opening Acc is larger than the predetermined value Acc1, that is, in a predetermined engine torque range. Since it is executed, the electric efficiency is reduced when a predetermined driving force determined in advance is required, and the required driving force can be obtained, and the fuel efficiency must be deteriorated by reducing the electric efficiency. Can be minimal.
- the decrease in the electric efficiency by the electric efficiency decreasing unit 80 is caused by the current phase changing unit 82 changing the current driving method for driving at least one of the first electric motor M1 and the second electric motor M2. Therefore, the electric efficiency of at least one of the first electric motor M1 and the second electric motor M2 can be reduced by changing the current driving method for driving at least one of the first electric motor M1 and the second electric motor M2. Even when the input of the power storage device 60 is restricted, a sufficient driving force can be obtained.
- the reduction of the electric efficiency by the electric efficiency reduction means 80 is caused by changing the operating point of the first electric motor M1 by the engine operating point changing means 84 and changing the second electric motor M2 operating point.
- Changing the operating point of the second electric motor by means 90 is executed by at least one of the first electric motor M1 and the second electric motor M1 by changing the operating point of at least one of the first electric motor M1 and the second electric motor M2.
- the electric efficiency of at least one of the electric motor M2 can be reduced, and a sufficient driving force can be obtained even when the input of the power storage device 60 is limited.
- the reduction of the electric efficiency by the electric efficiency reduction means 80 is executed when the temperature of at least one of the first electric motor M1 and the second electric motor M2 is within a predetermined allowable range.
- the first electric motor M1 and the second electric motor M2 can be obtained by reducing the electric efficiency. It is possible to prevent deterioration of durability and performance due to the high temperature of the electric motor M2.
- the control start / end determination unit 76 reduces the electric efficiency by the electric efficiency lowering unit 80, that is, decreases the electric efficiency of the first electric motor M1 and the second electric motor M2 by the current phase changing unit 82.
- the electric efficiency lowering unit 80 decreases the electric efficiency of the first electric motor M1 and the second electric motor M2 by the current phase changing unit 82.
- the electric load 94 provided outside the vehicle power transmission device 10 consumes the electric power generated by the first electric motor M1
- the electric power generated by the first electric motor M1 is reduced by reducing the electric efficiency described above.
- the vehicle power transmission device Since power is consumed by the electric load provided in the outer 10 can be even if the input of the power storage device is restricted to obtain a sufficient driving force.
- the electric differential unit 11 has the gear ratio of the vehicle drive device 10 by disabling the differential action of the differential mechanism or enabling the differential action.
- a switching clutch C0 and a switching brake B0 are provided as differential limiting devices that can be switched to a stepped variable state that changes stepwise or a continuously variable state that continuously changes the gear ratio.
- the electronic control unit 40 which is a control unit of the transmission device 10, includes a reduction in electrical efficiency by the electrical efficiency reduction unit 80, that is, a reduction in electrical efficiency of the first motor M1 and the second motor M2 by the current phase change unit 82, and an engine operating point.
- the electric differential unit 11 has the gear ratio of the vehicle drive device 10 by disabling the differential action of the differential mechanism or enabling the differential action.
- a switching clutch C0 and a switching brake B0 are provided as differential limiting devices that can be switched to a stepped variable speed state that changes stepwise or a continuously variable speed state in which the speed ratio changes continuously. This is a stepped transmission capable of switching a plurality of predetermined gear ratios.
- the ratio is the ratio of the input shaft rotational speed of the electric differential section and the output shaft rotational speed of the transmission section.
- a continuously variable transmission state in which the speed ratio of the vehicle power transmission device can be continuously changed is obtained. Therefore, in the hybrid vehicle that is switched to the stepped speed change state or the stepless speed change state by the operation of the differential limiting device, it is possible to achieve both reduction of the shift shock and suppression of deterioration of fuel consumption.
- FIG. 15 is a skeleton diagram illustrating the configuration of a vehicle power transmission device 110 (hereinafter referred to as “power transmission device 110”) according to another embodiment of the present invention
- FIG. 16 is a shift stage of the power transmission device 110
- FIG. 17 is a collinear diagram illustrating the speed change operation of the power transmission device 110.
- a power transmission device 110 of FIG. 15 to which the control device of the present invention is applied includes a differential unit 11 including a first motor M1, a power distribution mechanism 16, and a second motor M2, and the differential unit 11 and an output thereof.
- a forward three-stage automatic transmission unit 112 connected in series with the shaft 22 via the transmission member 18 is provided.
- the power distribution mechanism 16 includes, for example, a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ⁇ 0 of about “0.418”, a switching clutch C0, and a switching brake B0.
- the automatic transmission unit 112 includes a single pinion type first planetary gear device 26 having a predetermined gear ratio ⁇ 1 of about “0.532”, for example, and a single pinion having a predetermined gear ratio ⁇ 2 of about “0.418”, for example. And a second planetary gear device 28 of the type.
- the first sun gear S1 of the first planetary gear device 26 and the second sun gear S2 of the second planetary gear device 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2.
- the first carrier CA1 of the first planetary gear device 26 and the second ring gear R2 of the second planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1.
- the first ring gear R1 is selectively connected to the transmission member 18 via the first clutch C1
- the second carrier CA2 is selectively connected to the case 12 via the second brake B2.
- the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged.
- the continuously variable transmission state that operates as a continuously variable transmission
- a stepped speed change state is configured, and the differential part 11 and the automatic speed changer 112, which are set to a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0, operate as an electric continuously variable transmission.
- a continuously variable transmission state is configured.
- the power transmission device 110 is switched to the stepped shift state by engaging and operating either the switching clutch C0 or the switching brake B0, and does not operate any of the switching clutch C0 or the switching brake B0. It is switched to the continuously variable transmission state.
- the gear ratio ⁇ 1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2.
- a first speed gear stage that is approximately “2.804” is established, and the gear ratio ⁇ 2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the first brake B1, for example.
- the second speed gear stage which is about “1.531” is established, and the gear ratio ⁇ 3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example.
- the third speed gear stage which is about “1.000” is established, and the gear ratio ⁇ 4 is smaller than the third speed gear stage due to the engagement of the first clutch C1, the second clutch C2 and the switching brake B0.
- Fourth gear is a value such as "0.705” approximately, is established.
- a reverse gear stage in which the speed ratio ⁇ R is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made.
- the neutral “N” state for example, all clutches and brakes C0, C1, C2, B0, B1, and B2 are released.
- FIG. 17 shows a power transmission device 110 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission unit 112 that functions as a transmission unit (stepped transmission unit) or a second transmission unit.
- FIG. 2 shows a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage.
- the four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 112 in FIG. 17 correspond to the fourth rotating element (fourth element) RE4 and are connected to each other in order from the left.
- a two-ring gear R2 represents a first ring gear R1 corresponding to a seventh rotating element (seventh element) RE7.
- the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, for the fifth rotation.
- the element RE5 is selectively connected to the case 12 via the second brake B2
- the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission unit 112
- the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.
- the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotation element RE7 (R1).
- the rotational speed of the output shaft 22 of the first speed is shown at the intersection with the vertical line Y6 indicating the rotational speed of R2).
- the high load start determination means 62 determines whether or not the vehicle is in a high load start state based on the accelerator opening Acc and the vehicle speed V.
- SA2 determines whether or not the vehicle is in a high load start state based on the accelerator opening Acc and the vehicle speed V.
- the present invention is not limited to this. Absent.
- the opening degree of the throttle valve 96 may be used instead of the accelerator opening degree Acc.
- a case where the vehicle is about to start on a slope with a steep slope of a certain level or more may be determined as a high load start state, or may be determined by a combination thereof. Good.
- the first electric motor M ⁇ b> 1 and the second electric motor M ⁇ b> 2 are cooled in addition to the automatic transmission unit 20 and the differential unit 11 by circulating lubricating oil.
- the temperature of the first electric motor M1 detected by the temperature sensor 70 and the second detected by the temperature sensor 71 with the start of the electric efficiency lowering control by the electric efficiency lowering means 80 or by the temperature sensor 70.
- the amount of cooling fluid can be increased, for example, by increasing the amount of hydraulic oil supplied, and the temperature rise of the first electric motor M1 and the second electric motor M2 can be delayed. In this way, the heat generation of the first electric motor M1 or the second electric motor M2 due to the electric efficiency lowering control by the electric efficiency lowering means 80 can be reduced.
- the vehicle speed calculation means 64 calculates the vehicle speed V based on the output shaft rotational speed NOUT of the output shaft 22 detected by the rotational speed sensor 66, the gear ratio of the automatic transmission unit 20, and the like. Not limited to this, the rotational speed of the drive wheel 38, the rotational speed of the transmission member 18, and the like may be detected, and the vehicle speed V may be detected based on these.
- the amount of loss Ploss calculated by the electric efficiency decrease amount calculation unit 78 is calculated according to the value of the chargeable power Win and the size of the vehicle load.
- the present invention is not limited to this. For example, a certain effect can be obtained even if the electric efficiency is decreased by a certain amount of loss Ploss.
- the time chart of FIG. 14 for explaining the electric efficiency lowering control executed by the electric efficiency lowering means 80 is a case where the vehicle starts from a state where the vehicle speed V is 0, that is, the vehicle is stopped.
- the electric efficiency lowering control may be executed by the electric efficiency lowering means 80 when the vehicle speed V is not zero.
- the differential unit 11 by controlling the operating state of the first electric motor M1, the differential unit 11 (power distribution mechanism 16) continuously changes its speed ratio ⁇ 0 from the minimum value ⁇ 0min to the maximum value ⁇ 0max.
- the gear ratio ⁇ 0 of the differential unit 11 may be changed stepwise by using a differential action instead of continuously. Good.
- the engine 8 and the differential unit 11 are directly connected, but the engine 8 is connected to the differential unit 11 via an engagement device such as a clutch. Also good.
- the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected.
- the first electric motor M1 may be connected to the second rotating element RE2 via an engaging device such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engaging device such as a clutch.
- the automatic transmission units 20 and 112 are connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheels 38.
- the order in which the moving part 11 is connected may be sufficient.
- the automatic transmission units 20 and 112 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 38.
- the differential unit 11 and the automatic transmission units 20 and 112 are connected in series.
- the power transmission devices 10 and 110 as a whole change the differential state electrically. If the electric differential function to be obtained and the function of shifting by a principle different from the shift by the electric differential function are provided, the differential unit 11 and the automatic transmission units 20 and 112 are not mechanically independent. There is no problem.
- the power distribution mechanism 16 is a single planetary, but it may be a double planetary.
- the engine 8 is connected to the first rotating element RE1 constituting the differential planetary gear unit 24 so that power can be transmitted, and the first motor M1 can transmit power to the second rotating element RE2.
- the third rotation element RE3 is connected to the power transmission path to the drive wheel 38.
- two planetary gear devices are connected to each other by a part of the rotation elements constituting the planetary gear device.
- the engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so that power can be transmitted, and the stepped speed change and the continuously variable are controlled by the clutch or brake connected to the rotating element of the planetary gear device. There is no problem even if it is a configuration that can be switched to a shift.
- the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 in the above-described embodiment are magnetic powder, electromagnetic, and mechanical engagement devices such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing dog clutch. You may be comprised from.
- the second electric motor M2 is directly connected to the transmission member 18.
- the connection position of the second electric motor M2 is not limited to this, and the interval between the engine 8 or the transmission member 18 and the drive wheels 38 is not limited thereto. May be directly or indirectly connected to the power transmission path via a transmission, a planetary gear device, an engagement device, or the like.
- the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18.
- the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to either of these.
- the engine 8 is directly connected to the input shaft 14.
- the engine 8 only needs to be operatively connected, for example, via a gear, a belt, or the like, and does not need to be disposed on a common axis. .
- first motor M1 and the second motor M2 of the above-described embodiment are disposed concentrically with the input shaft 14, the first motor M1 is connected to the differential sun gear S0, and the second motor M2 is connected to the transmission member 18.
- first motor M1 is operatively connected to the differential sun gear S0 and the second motor M2 is transmitted through, for example, a gear, a belt, and a speed reducer. It may be connected to the member 18.
- the automatic transmission units 20 and 112 are connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and is on the counter shaft.
- the automatic transmission units 20 and 112 may be arranged concentrically.
- the differential unit 11 and the automatic transmission units 20 and 112 are coupled so as to be able to transmit power, for example, as a transmission member 18 through a pair of transmission members including a counter gear pair, a sprocket and a chain.
- the power distribution mechanism 16 of the above-described embodiment is composed of a pair of differential planetary gear devices 24, but is composed of two or more planetary gear devices in a non-differential state (constant shift state). It may function as a transmission having three or more stages.
- the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheel 38, but the second electric motor M2 is connected to the power transmission path.
- the power distribution mechanism 16 can be connected via an engagement device such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1.
- the power transmission devices 10 and 110 that can be controlled may be used.
- the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0.
- the switching clutch C0 and the switching brake B0 are included in the power transmission device 10 separately from the power distribution mechanism 16. Also good.
- a configuration in which either one or both of the switching clutch C0 and the switching brake B0 is not conceivable is also conceivable.
- the slip control of the switching clutch C0 and the switching brake B0 by the differential control means 88 is not performed, but by other means constituting the electric efficiency lowering means 80 The aforementioned effects can be obtained.
- the differential unit 11 includes the first electric motor M1 and the second electric motor M2.
- the first electric motor M1 and the second electric motor M2 are different from the differential unit 11 in the power transmission device 10. , 110 may be provided.
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Abstract
Description
10:車両用動力伝達装置
11:電気式差動部
16:差動機構(動力分配機構)
20:変速部(自動変速部)
38:駆動輪
40:車両用動力伝達装置の制御装置(電子制御装置)
68:充電制約判定手段
72:車重センサ
80:電気効率低下手段
82:電流位相変更手段
84:エンジン動作点変更手段(第1電動機動作点変更手段)
90:第2電動機動作点変更手段
M1:第1電動機
M2:第2電動機
変速を実行すべき値(変速点)を横切ったか否かを判断するためのものであり、この変速点の連なりとして予め記憶されている。
Claims (7)
- エンジンと駆動輪との間の動力伝達経路に連結された差動機構と該差動機構に動力伝達可能に連結された第1電動機とを有し該第1電動機の運転状態が制御されることにより該差動機構の差動状態が制御される電気式差動部と、前記駆動輪に動力伝達可能に連結された第2電動機と、前記動力伝達経路の一部を構成する変速部とを、備えた車両用動力伝達装置の制御装置であって、
前記エンジンにより駆動力が発生され、前記第1電動機および第2電動機の少なくとも一方により発電される電気エネルギーを蓄電可能な蓄電装置への入力が制限される場合には、前記第1電動機および前記第2電動機の少なくとも一方の電気効率を低下させること、
を特徴とする車両用動力伝達装置の制御装置。 - 前記電気効率の低下は、車両負荷が大きいほど、低下量が大きくされること、
を特徴とする請求項1に記載の車両用動力伝達装置の制御装置。 - 前記電気効率の低下は、前記蓄電装置への入力許容量が小さいほど、低下量が大きくされること、
を特徴とする請求項1または2に記載の車両用動力伝達装置の制御装置。 - 前記電気効率の低下は、発進時から所定の終了判定車速までの間に実行されること、
を特徴とする請求項1乃至3のいずれか1に記載の車両用動力伝達装置の制御装置。 - 前記電気効率の低下は、予め定められた所定エンジントルク域において実行されること、
を特徴とする請求項1乃至4のいずれか1に記載の車両用動力伝達装置の制御装置。 - 前記電気効率の低下は、前記第1電動機および第2電動機の少なくとも一方を駆動する電流駆動方式の変更により実行されること、
を特徴とする請求項1乃至5のいずれか1に記載の車両用動力伝達装置の制御装置。 - 前記電気効率の低下は、前記第1電動機および第2電動機の少なくとも一方の動作点を変更することにより実行されること、
を特徴とする請求項1乃至6のいずれか1に記載の車両用動力伝達装置の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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US13/140,373 US8311694B2 (en) | 2008-12-17 | 2008-12-17 | Control apparatus for vehicular power transmitting system |
JP2010542785A JP4888602B2 (ja) | 2008-12-17 | 2008-12-17 | 車両用動力伝達装置の制御装置 |
PCT/JP2008/072995 WO2010070750A1 (ja) | 2008-12-17 | 2008-12-17 | 車両用動力伝達装置の制御装置 |
DE112008004157.1T DE112008004157B4 (de) | 2008-12-17 | 2008-12-17 | Steuervorrichtung für ein Kraftübertragungssystem eines Fahrzeugs |
CN2008801323898A CN102256853A (zh) | 2008-12-17 | 2008-12-17 | 车辆用动力传递装置的控制装置 |
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PCT/JP2008/072995 WO2010070750A1 (ja) | 2008-12-17 | 2008-12-17 | 車両用動力伝達装置の制御装置 |
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PCT/JP2008/072995 WO2010070750A1 (ja) | 2008-12-17 | 2008-12-17 | 車両用動力伝達装置の制御装置 |
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US (1) | US8311694B2 (ja) |
JP (1) | JP4888602B2 (ja) |
CN (1) | CN102256853A (ja) |
DE (1) | DE112008004157B4 (ja) |
WO (1) | WO2010070750A1 (ja) |
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- 2008-12-17 DE DE112008004157.1T patent/DE112008004157B4/de not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
---|---|
US20110251747A1 (en) | 2011-10-13 |
DE112008004157T8 (de) | 2012-09-27 |
DE112008004157T5 (de) | 2012-07-12 |
DE112008004157B4 (de) | 2014-05-15 |
US8311694B2 (en) | 2012-11-13 |
JPWO2010070750A1 (ja) | 2012-05-24 |
CN102256853A (zh) | 2011-11-23 |
JP4888602B2 (ja) | 2012-02-29 |
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