WO2013001616A1 - 車両用駆動装置の制御装置 - Google Patents
車両用駆動装置の制御装置 Download PDFInfo
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- WO2013001616A1 WO2013001616A1 PCT/JP2011/064844 JP2011064844W WO2013001616A1 WO 2013001616 A1 WO2013001616 A1 WO 2013001616A1 JP 2011064844 W JP2011064844 W JP 2011064844W WO 2013001616 A1 WO2013001616 A1 WO 2013001616A1
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- engine
- operating point
- torque
- electric motor
- transmission
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
- B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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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
- B60K6/42—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 the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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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
- B60K6/50—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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/023—Fluid clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
Definitions
- the present invention relates to a control device for a vehicle drive device that includes an engine, an electric motor, and a fluid transmission device, and that can transmit engine power through a plurality of transmission paths.
- a vehicle drive device including a fluid transmission device having an input side rotation element that receives power from an engine and an output side rotation element that outputs power to drive wheels is well known.
- the vehicle drive device described in Patent Document 1 is that.
- the engine rotation speed (corresponding to the rotation speed of the input side rotation element of the fluid transmission device) is the vehicle speed (corresponding to the rotation speed of the output side rotation element of the fluid transmission device) or the fluid transmission device. It is decided by the course of events according to the fluid characteristics and engine output. Further, the power transmission efficiency in the mechanical path for fluid transmission of the engine output via the fluid transmission device is also determined accordingly.
- the engine operating point an engine operating point at which the fuel consumption rate becomes as low as possible. It is also desirable to improve power transmission efficiency when power from the engine is transmitted.
- the first electric motor it is conceivable to arbitrarily control the engine operating point.
- a transmission path for transmitting the engine output to the drive wheel side a mechanical path through the fluid transmission device and an electric path by power transmission between the first motor and the second motor are used in combination.
- the fluid characteristics of the fluid transmission device are uniquely determined by the hardware configuration such as the input side rotating element.
- the torque transmitted to the machine path side for example, torque generated in the input side rotating element
- the transmitted torque is also uniquely determined.
- the present invention has been made against the background of the above circumstances, and the object of the present invention is to further improve the fuel efficiency of the vehicle when controlling the engine operating point by adjusting the torque of the electric motor.
- An object of the present invention is to provide a control device for a vehicle drive device that can perform the above-described operation.
- the gist of the first invention for achieving the above object is that: (a) a fluid transmission having an input side rotating element to which power from an engine is input and an output side rotating element that outputs power to a drive wheel; A vehicle drive device control device comprising: a device; a first motor directly or indirectly connected to the input-side rotating element; and a second motor directly or indirectly connected to drive wheels. (B) An electrical path through which power is transmitted electrically by power transfer between the first motor and the second motor, and a mechanical path through which power is mechanically transmitted via the fluid transmission device And the operating point of the engine can be controlled by adjusting the torque of the first electric motor. (C) The vehicle drive device has a capacity for changing the capacity of the fluid transmission device. The object is to further include a variable device.
- the engine operating point can be controlled without being constrained by the rotational speed of the output side rotating element by adjusting the torque of the first electric motor. It is possible to drive the vehicle at an operating point that is optimal for improving the fuel efficiency, and to improve the fuel efficiency of the vehicle.
- the vehicle drive device is further provided with a capacity variable device that changes the capacity of the fluid transmission device, the operating point of the engine when arbitrarily controlled by adjusting the torque of the first electric motor. , The torque generated in the input side rotating element that is uniquely determined based on the capacity of the fluid transmission device can be changed.
- the ratio of the torque transmitted to the mechanical path side and the torque transmitted to the electrical path side can be changed at the operating point of the engine at that time, and the transmission efficiency is good in the mechanical path and the electrical path.
- the ratio of power transmission through the other path can be increased. Therefore, when the engine operating point is controlled by adjusting the torque of the first electric motor, it is possible to further improve the fuel consumption of the vehicle.
- the control device for a vehicle drive device when the operating point of the engine is controlled to the same target operating point, the electrical path, the mechanical path, When the power transmission efficiency when the power from the engine is transmitted is improved, the capacity of the fluid transmission device is changed by the capacity variable device. In this way, when the engine operating point is controlled by adjusting the torque of the electric motor, it is possible to appropriately improve the fuel efficiency of the vehicle.
- the required load is preset as a range that can be covered by power transmission via the electric path.
- the change in the capacity of the fluid transmission device by the capacity variable device is permitted.
- the torque generated in the input side rotating element is reduced and the torque of the first electric motor is increased by changing the capacity of the fluid transmission device to a smaller side.
- the possibility that the increased torque cannot be output at the rated output of the first motor is avoided.
- the transmission efficiency when the electric path is passed is the mechanical path.
- the capacity of the fluid transmission device is reduced by the variable capacity device when the transmission efficiency is better than that of the fluid transmission device. If it does in this way, the torque which arises in an input side rotation element will be reduced, the torque of the 1st electric motor will be increased, and the rate of power transmission through the electric path with the better transmission efficiency can be increased. Therefore, when the engine operating point is controlled by adjusting the torque of the first electric motor, it is possible to further improve the fuel consumption of the vehicle.
- the transmission efficiency when passing through the mechanical path is the electric path.
- the capacity of the fluid transmission device is increased by the capacity variable device when the transmission efficiency is better than that when the fluid is transmitted. If it does in this way, the torque which arises in an input side rotation element will increase, the torque of the 1st electric motor will be reduced, and the rate of power transmission through the machine path with the better transmission efficiency can be increased. Therefore, when the engine operating point is controlled by adjusting the torque of the first electric motor, it is possible to further improve the fuel consumption of the vehicle.
- the sum of the engine torque and the torque of the first electric motor is The torque of the first electric motor is adjusted so as to balance the input side load torque generated in the input side rotation element in accordance with the speed ratio of the fluid transmission device. In this way, the torque of the first electric motor can be easily adjusted based on the fluid characteristics of the fluid transmission device.
- an operating curve of the engine in which an operating point of the engine is predetermined is controlled by adjusting the torque of the first electric motor so that the target value of the engine output is achieved.
- the engine can be operated at an engine operating point where the engine efficiency is as high as possible, that is, an engine operating point where the fuel consumption rate is as low as possible.
- the power from the engine is transmitted in the electric path and the mechanical path.
- the operation point of the engine is shifted to the side where the total efficiency represented by the product of the power transmission efficiency at the time of transmission and the engine efficiency at the operation point of the engine is increased. In this way, as compared with the case where the engine operating point is not changed according to the overall efficiency, the efficiency of the entire vehicle drive device can be improved, and the fuel efficiency of the vehicle can be improved.
- FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device according to an embodiment of the present invention.
- FIG. 2 is an operation table of each hydraulic friction engagement device for establishing each gear position in the automatic transmission shown in FIG. 1.
- FIG. It is a figure for demonstrating the input signal input from each sensor etc. to the electronic controller for controlling the vehicle drive device of FIG. 1, and demonstrates the principal part of the control function with which the electronic controller was equipped.
- It is a functional block diagram for FIG. 2 is a diagram for explaining how the engine operating point is determined in a state where the first electric motor and the second electric motor are not operated in the vehicle drive device of FIG. 1.
- FIG. 2 is a diagram for explaining that an engine operating point can be arbitrarily changed by controlling a first electric motor in the vehicle drive device of FIG.
- FIG. 6 is a diagram illustrating a first motor torque and a pump torque when an operating point on the engine minimum fuel consumption rate line is set as a target engine operating point under a certain turbine rotation speed in the same coordinate system as FIG. 5.
- FIG. 4 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 3, that is, a control operation for determining an engine operating point using a continuously variable transmission operation of a continuously variable transmission.
- the engine operating point moved to the target engine operating point on the engine minimum fuel consumption rate line by the engine operating point control by the point corresponding to the engine operating point determined from the fluid characteristics of the torque converter It is a figure showing the point corresponding to.
- FIG. 4 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 3, that is, a control operation for determining an engine operating point using a continuously variable transmission operation of a continuously variable transmission.
- the engine operating point moved to the target engine operating point on the engine minimum fuel consumption rate line by
- FIG. 12 is a diagram showing each engine operating point corresponding to each point in FIG. 11 and the first motor torque and pump torque at the engine operating point moved to the target engine operating point in the same coordinate system as FIG. 9. It is a figure which shows the fluid characteristic (positive drive capacity coefficient) of the torque converter changed by controlling the engagement operation of a brake.
- FIG. 12 is a diagram for comparing a difference in combined transmission efficiency caused by a difference in capacity coefficient of a torque converter when moving to the same target engine operating point by engine operating point control in the same coordinate system as in FIG. 11.
- FIG. 15 is a diagram showing each engine operating point corresponding to each point in FIG. 14 and each first motor torque and pump torque at the engine operating point moved to the target engine operating point in the same coordinate system as FIG. is there.
- FIG. 12 is a diagram showing each engine operating point corresponding to each point in FIG. 11 and the first motor torque and pump torque at the engine operating point moved to the target engine operating point in the same coordinate system as FIG. is there.
- FIG. 16 is a diagram for explaining a change in the ratio of each transmission ratio caused by a difference in capacity coefficient of the torque converter corresponding to FIGS. 14 and 15 in the same coordinate system as FIG. It is a figure which shows the reduction rate of the capacity
- FIG. 4 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 3, that is, a control operation for further improving the fuel efficiency of the vehicle when the engine operating point is controlled by adjusting the first motor torque. .
- FIG. 2 is a skeleton diagram illustrating a configuration of a vehicle drive device different from that of FIG.
- FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device that does not include an automatic transmission.
- FIG. 2 is a skeleton diagram illustrating a configuration of a vehicle drive device different from that of FIG. 1, and illustrates a configuration of a vehicle drive device further including a third electric motor as a capacity variable device in addition to a brake.
- FIG. 11 is a diagram showing steps replaced from SA3 in FIG. 10 in order to explain a flowchart different from the flowchart in FIG. 10;
- FIG. 23 is a diagram showing steps replaced from SA7 and SA8 in FIG. 10 in the flowchart described in FIG.
- the fluid transmission device includes a stator impeller that is rotatably disposed between a pump impeller that is the input-side rotating element and a turbine impeller that is the output-side rotating element. It is a torque converter which has.
- the capacity variable device controls the rotation operation of the stator impeller, or opens and closes a part of the fluid flow generated by the pump impeller being driven to rotate.
- the capacity of the torque converter is changed by discharging it to the outside of the turbine impeller by a mechanism.
- the fuel consumption is a mileage per unit fuel consumption
- the improvement in fuel consumption is a longer mileage per unit fuel consumption, or fuel consumption as a whole vehicle.
- the operating point of the engine is an operating point indicating the operating state of the engine indicated by the rotational speed and output torque of the engine.
- this is the operating state of the engine indicated by one point in the two-dimensional coordinates of the axis indicating the rotational speed of the engine and the axis indicating the output torque of the engine.
- the vehicle drive device includes a power storage device connected to each of the first electric motor and the second electric motor so as to be able to transmit and receive electric power, and the electric power storage from the electric power generated by the first electric motor.
- the remainder obtained by subtracting the electric power charged in the apparatus is supplied to the second electric motor to drive the second electric motor.
- adjusting the torque of the first electric motor means adjusting the power (electric power) transmitted in the electric path, in other words, the power transmission ratio of the electric path or the mechanical path. Is to adjust. That is, the operating point of the engine is controlled by adjusting the power transmitted in the electric path.
- the electrical path is a power transmission path in which power transmission is made electrically by supplying all or part of the power generated by the first motor to the second motor.
- FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device 10 according to an embodiment of the present invention.
- a vehicle drive device 10 is preferably used in an FR (front engine / rear drive) type vehicle, and includes an engine 12 constituted by an internal combustion engine and a crankshaft 14 of the engine 12.
- the connected torque converter (fluid transmission device) 16, the automatic transmission 18 disposed between the torque converter 16 and the drive wheel 58 and connected to the output side of the torque converter 16, the engine 12, and the torque converter 16 and the first electric motor MG1 connected to the crankshaft 14 and the torque converter 16 and the automatic transmission 18 and connected to the input shaft 20 of the automatic transmission 18.
- the torque converter 16, the automatic transmission 18, the first electric motor MG1, the second electric motor MG2, and the like are configured symmetrically with respect to their common axis, and in FIG. Is omitted in the figure.
- the torque converter 16 includes a pump impeller 16p that is an input-side rotating element to which power from the engine 12 is input, a turbine impeller 16t that is an output-side rotating element that outputs power to the drive wheels 58, and a pump impeller 16p. And a stator impeller 16s rotatably disposed between the turbine impeller 16t and a turbine impeller 16t, which is a fluid transmission device that transmits power via hydraulic oil.
- the pump impeller 16p that is, the pump impeller, is connected to the crankshaft 14 of the engine 12 and the first electric motor MG1, and is driven to rotate by the engine 12 so that the fluid flow caused by the flow of hydraulic oil in the torque converter 16 is achieved. Is generated.
- the turbine impeller 16t that is, the turbine runner is connected to the input shaft 20 of the automatic transmission 18, and is rotated by receiving the fluid flow from the pump impeller 16p.
- the stator impeller 16s is disposed in a fluid flow from the pump impeller 16p to the turbine impeller 16t, and is connected to a transmission case 24 as a non-rotating member via a brake Bs.
- the brake Bs is a hydraulic friction engagement device that includes a hydraulic cylinder and a multi-plate brake that frictionally engages according to the hydraulic pressure supplied to the hydraulic cylinder.
- the input shaft 20 of the automatic transmission 18 also functions as an output shaft of the torque converter 16, that is, a turbine shaft. As can be seen from FIG.
- the engine 12, the first electric motor MG1, and the pump impeller 16p are connected in series, so that the rotational speed Np of the pump impeller 16p (hereinafter referred to as pump rotational speed Np).
- pump rotational speed Np the rotational speed of the pump impeller 16p
- N MG1 the rotational speed of the first electric motor MG1
- N MG2 the rotational speed of the turbine impeller 16t
- N ATIN the input shaft 20
- the torque converter 16 includes a lock-up clutch L / C that can directly connect the pump impeller 16p and the turbine impeller 16t.
- the lockup clutch L / C is controlled to any one of a fully engaged state, a slip state, and a released state.
- torque transmission between the crankshaft 14 and the input shaft 20 is performed via the hydraulic oil in the torque converter 16 as described above.
- the lockup clutch L / C is completely engaged, the crankshaft 14 of the engine 12 and the input shaft 20 of the automatic transmission 18 are integrally connected to each other, and the crankshaft 14 Torque transmission between the input shaft 20 and the input shaft 20 is performed directly without hydraulic oil in the torque converter 16.
- the first electric motor MG1 is connected in series to the crankshaft 14 of the engine 12 via, for example, a damper that absorbs pulsation, and is directly connected to the pump impeller 16p of the torque converter 16.
- the second electric motor MG2 is indirectly connected to the drive wheels 58 via the automatic transmission 18 or the like.
- the first electric motor MG1 and the second electric motor MG2 are rotating machines configured to selectively obtain a function as an electric motor that generates drive torque and a function as a generator that generates regenerative torque, For example, it is constituted by an AC synchronous motor generator.
- a power storage device 36 that is a battery and an inverter 38 for controlling the electric motors MG1, MG2 are provided in the vehicle drive device 10 (see FIG.
- the first electric motor MG1 and the second electric motor MG2 can apply a driving torque in the forward rotation direction to the crankshaft 14 and the input shaft 20 by the drive, respectively, and the crankshaft 14 and the input by the power generation (regeneration).
- a load torque in the negative rotation direction that is, a braking torque can be applied to the shaft 20, and the power storage device 36 provided in the vehicle can be charged via the inverter 38.
- the positive rotation direction of the crankshaft 14 and the input shaft 20 is the rotation direction of the crankshaft 14 when the engine 12 is driven, and the negative rotation direction is a rotation direction opposite to the positive rotation direction. is there.
- the automatic transmission 18 is interposed between the torque converter 16 and the drive wheel 58, and in a transmission case 24, which is a non-rotating member, a first transmission unit 26 mainly composed of a first planetary gear unit 30, And it is a well-known planetary gear type multi-stage transmission provided with the 2nd transmission part 28 which has the 2nd planetary gear apparatus 32 and the 3rd planetary gear apparatus 34 as a main body.
- a transmission case 24 which is a non-rotating member
- a first transmission unit 26 mainly composed of a first planetary gear unit 30
- it is a well-known planetary gear type multi-stage transmission provided with the 2nd transmission part 28 which has the 2nd planetary gear apparatus 32 and the 3rd planetary gear apparatus 34 as a main body.
- each of the known hydraulic friction engagement devices (clutch C1 to C4, brakes B1 and B2) is engaged or released according to a predetermined operation table shown in FIG.
- ⁇ AT rotational speed N ATIN of the input shaft 20 / rotational speed Nout of the output shaft 22
- the automatic transmission control of the automatic transmission 18 is executed according to a known relationship (shift diagram, shift map) having pre-stored upshift lines and downshift lines.
- the vehicle drive device 10 configured as described above, there are an engine travel that causes the vehicle to travel with the power of the engine 12 and a motor travel that causes the vehicle to travel with the power of the second electric motor MG2 in accordance with the travel state of the vehicle. It can be switched and activated. The switching between the engine traveling and the motor traveling is performed based on whether the traveling state of the vehicle belongs to the engine traveling region or the motor traveling region set in the two-dimensional coordinates similar to the shift diagram.
- the engine traveling is performed when the remaining charge SOC (state of charge) of the power storage device 36 is equal to or less than a predetermined value.
- the output of both the engine 12 and the second electric motor MG2 is used to control the vehicle to run appropriately.
- FIG. 3 is a diagram for explaining an input signal input from each sensor or the like to the electronic control unit 40 for controlling the vehicle drive device 10, and the control functions provided in the electronic control unit 40 are important. It is a functional block diagram for demonstrating a part.
- an electronic control device 40 functions as a control device for the vehicle drive device 10 and includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like.
- the CPU performs signal processing according to a program stored in advance in the ROM while using the temporary storage function of the RAM, so that the output control of the engine 12, the shift control of the automatic transmission 18, the output control of the electric motors MG1 and MG2, etc. Execute.
- the electronic control unit 40 is detected by each sensor (for example, each rotation speed sensor 42, 44, 46, 48, 50, accelerator opening sensor 52, oil temperature sensor 54) provided in the vehicle.
- Various input signals for example, rotational speeds Ne, NMG1 , Nt, NMG2 , Nout (vehicle speed V), accelerator opening degree Acc, hydraulic oil temperature TH OIL ) are supplied.
- the electronic control device 40 supplies various output signals (for example, an engine output control signal, a motor output control signal, and a hydraulic control signal) to each device provided in the vehicle.
- FIG. 4 is a diagram for explaining how the operating point of the engine 12 is determined in a state where the first electric motor MG1 and the second electric motor MG2 are not operated.
- Nt for example, a relationship with the engine rotation speed Ne as indicated by a broken line L01 is obtained.
- the output torque Te of the engine 12 (hereinafter referred to as the engine torque Te) has a relationship with the engine rotational speed Ne under a certain throttle valve opening ⁇ TH of the electronic throttle valve of the engine 12, for example, a solid line L02.
- the solid line L02 intersects the broken line L01.
- An intersection point P01 between the broken line L01 and the solid line L02 indicates a point where the engine torque Te and the pump torque Tp are balanced, and the intersection point P01 is an operating point of the engine 12. That is, the operating point of the engine 12 is that determined by the consequences on the basis of the turbine rotation speed Nt and the throttle valve opening theta TH.
- the present embodiment by controlling the output of the first electric motor MG1, it is possible to arbitrarily change the operating point of the engine 12 without being restricted by the turbine rotational speed Nt. This can be explained with reference to FIG.
- FIG. 5 is a diagram for explaining that the operating point of the engine 12 can be arbitrarily changed by controlling the first electric motor MG1.
- the same reference numerals as those in FIG. 4 denote the same components, and the same turbine rotational speed Nt as in FIG. 4 is assumed.
- a solid line L03 in FIG. 5 sets the target engine output Pe *, which is the target value of the required engine power Pe *, that is, the engine output Pe (unit: kW, for example) as a certain constant value, and the engine output Pe converges to the target engine output Pe *.
- 6 is an equal power curve showing the relationship between the engine rotation speed Ne and the engine torque Te when controlled in this manner.
- FIG. 5 shows an example in which the operating point of the engine 12 is arbitrarily set on its equal power curve (solid line L03).
- solid line L03 shows an example in which the operating point of the engine 12 is arbitrarily set on its equal power curve (solid line L03).
- the relationship between the pump torque Tp and the engine rotational speed Ne is indicated by the broken line L01 and the engine output Pe is set to the target engine output Pe * indicated by the solid line L03
- the first motor torque TMG1 (hereinafter referred to as the first motor torque TMG1 ) cannot be generated, the operating point of the engine 12 is the point P02, and the first motor MG1 is caused to perform a power generation operation so that the first motor torque TMG1 is in the negative rotation direction.
- the electric power generated by the first electric motor MG1 may be charged in the power storage device 36, but is basically supplied to the second electric motor MG2 and supplied to the second electric motor MG2. 2
- the electric motor MG2 is driven. That is, in the vehicle drive device 10, power (unit: kW, for example) is electrically transmitted between the engine 12 and the drive wheels 58 by power exchange between the first electric motor MG1 and the second electric motor MG2. Two power transmission paths that are parallel to each other, that is, an electrical path that is mechanically transmitted through the torque converter 16.
- FIG. 6 illustrates a ratio (transmission ratio) of power transmitted in each of the electric path and the mechanical path when the operating point of the engine 12 is changed under a certain target engine output Pe *.
- electric transmission means that power from the engine 12 is electrically transmitted, and thus means power transmission in the above-described electric path
- fluid transmission means that power from the engine 12 is a torque converter. This means that power is transmitted in the above-mentioned machine path.
- the output control of the first electric motor MG1 is performed such that the lower the engine speed Ne, that is, the higher the speed ratio e of the torque converter 16 is, the larger the first electric motor torque TMG1 becomes as an absolute value in the negative rotation direction.
- the power transmission ratio RTO PEL by the electric transmission increases while the power transmission ratio RTO PMC by the fluid transmission decreases.
- the power transmission ratio RTO PEL by the electric transmission approaches 100% as the speed ratio e approaches 1.
- the changing tendency of the transmission ratios RTO PEL and RTO PMC with respect to the speed ratio e is the same regardless of the target engine output Pe * or the turbine rotational speed Nt.
- the power transmission efficiency ( output power / input power; simply the transmission efficiency throughout the specification) in the continuously variable transmission 60 composed of the first motor MG1, the second motor MG2, and the torque converter 16 Say).
- the transmission efficiency eta MC of the torque converter 16 single transmission efficiency eta MC i.e. the machine path.
- the transmission efficiency ⁇ MC of the torque converter 16 takes a maximum value at a predetermined speed ratio e, and when the speed ratio e is zero, the transmission efficiency ⁇ MC is also It becomes zero.
- the transmission efficiency ⁇ MC increases as the speed ratio e increases. From the overall view of the torque converter region and the coupling region, the transmission efficiency ⁇ MC is equal to the speed ratio e. Is the highest when it is close to 1.
- the transmission efficiency ⁇ EL of the electric path and the transmission ratios RTO PEL and RTO PMC shown in FIG. 6 are added to the transmission efficiency ⁇ MC of the torque converter 16, the electric path and the mechanical path from the engine 12 power can be obtained composite transfer efficiency eta CVT i.e. transmission efficiency eta CVT of the entire continuously variable transmission 60 when it is transmitted.
- FIG. 8 is a diagram showing the relationship between the combined transmission efficiency ⁇ CVT and the speed ratio e of the torque converter 16 when the transmission efficiency ⁇ EL of the electrical path is assumed to be constant.
- the alternate long and short dash line indicating the transmission efficiency ⁇ MC of the mechanical path (fluid transmission) is the same as that in FIG.
- the transmission efficiency ⁇ EL of the electric path (electric transmission) is different from the transmission efficiency ⁇ MC of the mechanical path (fluid transmission), and the speed ratio e of the torque converter 16 is changed. Is almost unchanged.
- the combined transmission efficiency ⁇ CVT changes with respect to the speed ratio e as indicated by a broken line.
- the points P02, P03, and P04 in FIG. 8 represent the points P02, P03, and P04 in FIG. 5 in the coordinate system of FIG. 8, respectively. According to FIG. 8, the three points P02, P03, and P04 are synthesized.
- the transmission efficiency ⁇ CVT becomes maximum at the speed ratio e indicated by the point P04.
- the electric power transmission state between the first electric motor MG1 and the second electric motor MG2 is a power circulation state in which the first electric motor MG1 consumes electric power and the second electric motor MG2 generates electric power, in other words, from the second electric motor MG2 to the first electric motor MG2. This is because a power circulation state in which power is electrically transmitted to the electric motor MG1 is established.
- the operating point of the engine 12 can be continuously changed without being constrained by the turbine rotational speed Nt by adjusting the first electric motor torque T MG1.
- the function that is, the continuously variable transmission function of the continuously variable transmission 60
- the engine 12 is efficiently operated, and further, control is performed so that the vehicle driving apparatus 10 including the engine 12 can be efficiently operated.
- the main part of the control function will be described below.
- the electronic control unit 40 includes an operation mode determination unit 68 as an operation mode determination unit and an engine operation point control unit 70 as an engine operation point control unit.
- the operation mode determination means 68 determines whether or not a predetermined system optimum operation mode is selected. For example, when the operation mode switch that is turned on when the driver selects the system optimum operation mode is on, the operation mode determination unit 68 determines that the system optimum operation mode is selected.
- the system optimum operation mode is an operation mode in which not only the engine 12 is operated efficiently but the efficiency of the engine 12 and the continuously variable transmission 60 is improved as a whole. Selected.
- the system optimum operation mode may be automatically selected when the accelerator opening degree Acc hardly fluctuates, for example, instead of switching the operation mode switch.
- the engine operating point control means 70 performs engine operating point control for controlling the operating point of the engine 12 by adjusting the first electric motor torque TMG1 during the engine running.
- the pump sum of the engine torque Te and the first electric motor torque T MG1 is an input-side load torque of the torque converter 16
- the first motor torque TMG1 is adjusted so as to balance with the torque Tp.
- the engine operating point control means 70 basically causes the first electric motor MG1 to generate electricity, so the first electric motor torque T MG1 is a negative value except for the power circulation state.
- the engine operating point control means 70 first achieves the target engine output Pe * on a predetermined engine minimum fuel consumption rate line L FL as shown in FIG.
- the operating point P05 of the engine 12 to be performed is sequentially determined as the target engine operating point.
- FIG. 9 shows the first motor torque when the operating point on the engine minimum fuel consumption rate line LFL is set as the target engine operating point in the same coordinate system as FIG. 5 under a certain turbine rotational speed Nt. It is a figure showing TMG1 and pump torque Tp, and the broken line L01 and the solid line L03 in FIG. 9 are the same as those of FIG.
- the engine minimum fuel consumption rate line L FL is an operation curve of the engine 12 that represents the relationship between the engine rotational speed Ne and the engine torque Te determined experimentally in advance so that the fuel consumption rate of the engine 12 is minimized. In other words, it is a series of optimum fuel consumption points, which are the optimum operating points for improving the fuel consumption of the engine 12.
- the target engine output (necessary engine power) Pe * is an output requested by the driver to the vehicle, and the accelerator opening Acc is determined from a relationship experimentally determined in advance so as to be able to respond to the driver's output request.
- the vehicle speed V are sequentially determined by the engine operating point control means 70. For example, the target engine output Pe * is determined to be larger as the accelerator opening Acc is larger.
- a charge request to be charged to the power storage device 36 is made, and the target engine output Pe * is the power based on the charge request (required charge).
- Electric power is preferably added to a calculated value based on the accelerator opening Acc and the vehicle speed V.
- Engine operating point control means 70 when determining the target engine operating point (point P05) on the engine minimum fuel consumption rate line L FL as described above, as shown in FIG. 9, the engine rotational speed Ne indicated by the point P05 pump torque Tp, and calculates the first electric motor torque T MG1 based on the engine torque Te indicated by the pump torque Tp and the point P05 on the basis of. Then, the speed ratio e of the torque converter 16 is calculated from the engine speed Ne indicated by the point P05 and the turbine speed Nt.
- Engine operating point control means 70 calculating the said engine pump torque Tp and the first electric motor torque T MG1 minimum fuel consumption rate line L FL on the target engine operating point of which is based on (point P05), it is transmitted to the machine path Since the mechanical path transmission ratio RTO PMC and the electrical path transmission ratio RTO PEL are obtained from the mechanical path output and the electrical path output transmitted to the electrical path, respectively, as shown in FIG. From the relationship between the speed ratio e determined and set and the transmission efficiency ⁇ MC of the mechanical path, and the relationship between the speed ratio e determined and set in advance experimentally and the transmission efficiency ⁇ EL of the electric path, Based on the speed ratio e and the transmission ratios RTO PEL and RTO PMC , the combined transmission efficiency ⁇ CVT can be calculated. That is, the engine operating point control means 70 sequentially calculates the combined transmission efficiency ⁇ CVT .
- the engine operating point control means 70 is experimentally obtained and determined in advance between the operating point of the engine 12 indicated by the engine speed Ne and the engine torque Te and the engine efficiency ⁇ ENG. from obtained relationship (engine efficiency map), sequentially calculates the engine efficiency eta ENG based on said target engine operating point on the engine minimum fuel consumption rate line L FL (point P05) engine rotational speed indicated by Ne and engine torque Te To do. Further, the engine operating point control means 70 sequentially calculates a combined efficiency ⁇ TOTAL obtained as a product of the calculated combined transmission efficiency ⁇ CVT and the engine efficiency ⁇ ENG , that is, the total efficiency ⁇ TOTAL .
- the engine efficiency ⁇ ENG is the ratio of the amount of heat converted to work in the lower heating value when the fuel supplied to the engine 12 is completely burned.
- the engine operating point control means 70 switches the control content in the engine operating point control in accordance with the determination of the operation mode determination means 68.
- the engine operating point control means 70 is the product of the combined transmission efficiency ⁇ CVT and the engine efficiency ⁇ ENG when the operation mode determining means 68 determines that the system optimum operation mode is selected.
- the operating point of the engine 12 is shifted to the side where the overall efficiency ⁇ TOTAL is increased.
- the engine operating point control means 70 shifts the target engine operating point to the side where the total efficiency ⁇ TOTAL is increased as described above, an equal power curve indicating the target engine output Pe * (for example, a solid line L03 in FIG. 9).
- the first motor torque T MG1 and further the overall efficiency ⁇ TOTAL are sequentially calculated based on the target engine operating point each time the target engine operating point is shifted. Then, the target engine operating point at which the total efficiency ⁇ TOTAL is maximized (preferably maximum) is determined as the final target engine operating point.
- the engine operation point control unit 70 sets the target engine operation point to the side where the overall efficiency ⁇ TOTAL becomes larger as described above. the not is that shifting from the engine minimum fuel consumption rate line on L FL, to determine the target engine operating point on the engine minimum fuel consumption rate line L FL (point in Fig. 9 P05) as the final target engine operating point .
- the engine operating point control means 70 determines whether the system optimum operation mode is selected or not when the operation mode judgment means 68 determines that the system optimum operation mode is selected.
- the engine rotational speed Ne and the engine torque Te indicated by the final target engine operating point are sequentially set as the target engine rotational speed Ne * and the target engine torque Te *, which are target values, respectively.
- the engine operating point control means 70 controls the output of the engine 12 by adjusting the throttle valve opening ⁇ TH so that the actual engine torque Te follows the target engine torque Te *, for example, so as to follow. At the same time, the actual first motor torque T MG1 matches (follows) the target first motor torque T MG1 * and the actual first motor rotation speed N MG1 becomes the target first motor rotation speed N MG1 *. The first electric motor MG1 is controlled so as to match (follow). As described above, the engine operating point control means 70 executes the engine operating point control.
- the engine operating point control means 70 transmits the output torque T MG2 of the second electric motor MG2 (hereinafter referred to as the second electric motor torque T MG2 ) to the drive wheels 58 in the engine operating point control.
- the engine operating point control means 70 basically supplies the electric power generated by the first electric motor MG1 to the second electric motor MG2 as it is to drive the second electric motor MG2, but when the charging request is made Is calculated by largely calculating the target engine output Pe * by the required charging power charged in the power storage device 36 according to the charging request, and the remainder obtained by subtracting the power charged in the power storage device 36 from the power generated by the first motor MG1. Is supplied to the second electric motor MG2 to drive the second electric motor MG2.
- adjusting the first electric motor torque TMG1 means adjusting the power transmitted in the electric path, and adjusting the second electric motor torque TMG2. I can say that.
- FIG. 10 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the control operation for determining the operating point of the engine 12 using the continuously variable transmission operation of the continuously variable transmission 60. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds.
- the control operation shown in FIG. 10 is executed alone or in parallel with other control operations. Steps (hereinafter, “step” is omitted) SA1 to SA3 and SA5 to SA11 correspond to the engine operating point control means 70, and SA4 corresponds to the operation mode determining means 68.
- the target engine output (required engine power) Pe * is calculated based on the accelerator opening Acc and the vehicle speed V from a predetermined relationship.
- the target engine output Pe * may be calculated to be larger by the charged power when the power storage device 36 is charged, or smaller by the discharge power when the power storage device 36 is discharged. May be.
- the operating point of the engine 12 for example, the point P05 in FIG. 9) at which the calculated target engine output Pe * is achieved on the engine minimum fuel consumption rate line L FL as shown in FIG. Determined as operating point. After SA1, the process proceeds to SA2.
- the electric path output unit: kW, for example
- N MG1 engine rotation speed Ne
- the combined transmission efficiency ⁇ CVT based on the target engine operating point determined in SA1 is the speed and speed of each of the transmission efficiency ⁇ MC of the mechanical path and the transmission efficiency ⁇ EL of the electrical path as shown in FIG. From the relationship with the ratio e, the turbine rotational speed Nt detected by the turbine rotational speed sensor 52, the engine rotational speed Ne indicated by the target engine operating point, and the electrical path output and the mechanical path output calculated by SA2. Calculated based on At the same time, an engine efficiency ⁇ ENG based on the target engine operating point determined in SA1 is calculated. Then, the product of the combined transmission efficiency ⁇ CVT and the engine efficiency ⁇ ENG is calculated as a total efficiency (composite efficiency) ⁇ TOTAL . After SA3, the process proceeds to SA4.
- SA4 it is determined whether or not the system optimum operation mode is selected. If the determination in SA4 is affirmative, that is, if the system optimum operation mode is selected, the process proceeds to SA5. On the other hand, if the determination at SA4 is negative, the operation goes to SA11.
- the engine rotational speed Ne indicated by the target engine operating point is increased by a predetermined change amount ⁇ Ne to determine a new target engine operating point.
- the stepwise change of the target engine operating point is performed so that the target engine output Pe * calculated as SA1 does not change. Accordingly, the engine torque Te indicated by the target engine operating point is also changed along with the change of the engine speed Ne indicated by the target engine operating point.
- the target engine operating point before the change in SA5 is referred to as the previous target engine operating point, and the target engine operating point after the change is referred to as the current target engine operating point. After SA5, the process proceeds to SA6.
- the first electric motor torque T MG1 is calculated based on the current target engine operating point, and the electric path output and the mechanical path output corresponding to the current target engine operating point are calculated. Calculated. After SA6, the process proceeds to SA7.
- the combined transmission efficiency ⁇ CVT based on the current target engine operating point is calculated, and the engine efficiency ⁇ ENG based on the current target engine operating point is calculated.
- the product of the combined transmission efficiency ⁇ CVT and the engine efficiency ⁇ ENG is calculated as a total efficiency (composite efficiency) ⁇ TOTAL (referred to as a combined efficiency this time).
- the previous combined efficiency which is the overall efficiency (composite efficiency) ⁇ TOTAL based on the previous target engine operating point, is stored in advance for determination in SA8. After SA7, the process proceeds to SA8.
- SA8 it is determined whether or not the previous synthesis efficiency is greater than the current synthesis efficiency. If the determination of SA8 is affirmative, that is, if the previous combining efficiency is greater than the current combining efficiency, the process proceeds to SA9. On the other hand, if the determination at SA8 is negative, the operation goes to SA5.
- the target engine operating point is returned to the previous target engine operating point. That is, the engine speed Ne indicated by the current target engine operating point determined in SA5 is decreased by the predetermined change amount ⁇ Ne, and a new target engine operating point is determined. At this time, similarly to SA5, the engine torque Te indicated by the target engine operating point is also changed, that is, returned to the previous one so that the target engine output Pe * does not change. After SA9, the process proceeds to SA10.
- the first motor torque TMG1 is calculated based on the target engine operating point newly determined in SA9, and the target engine operating point newly determined in SA9.
- the electrical path output and the mechanical path output corresponding to are calculated. After SA10, the process proceeds to SA11.
- the actual operating point of the engine 12 indicated by the actual engine rotational speed Ne and the engine torque Te follows, for example, the engine 12 and the second engine so as to follow the target engine operating point finally determined.
- Output control of 1 electric motor MG1 is performed.
- the second electric motor torque T MG2 is transmitted to the drive wheels 58.
- the electric power generated by the first electric motor MG1 is supplied to the second electric motor MG2 as it is to drive the second electric motor MG2, but when the power storage device 36 is charged, the first electric motor MG1 generates electric power.
- the remainder obtained by subtracting the electric power charged in the power storage device 36 from the electric power is supplied to the second electric motor MG2 to drive the second electric motor MG2.
- the first electric motor MG1, the second electric motor MG2, and the torque converter 16 constitute the continuously variable transmission 60 as a whole, and the engine operating point control means 70
- the engine operating point control for controlling the operating point of the engine 12 by adjusting the first electric motor torque TMG1 is executed.
- the second electric motor torque T MG2 is transmitted to the drive wheels 58. Therefore, the continuously variable transmission operation of the continuously variable transmission 60 can be performed by adjusting the first electric motor torque T MG1 (basically, the regenerative torque). Since the 12 operating points can be controlled without being constrained by the turbine rotational speed Nt, for example, the engine 12 can be driven at the optimal operating point (fuel economy optimal point) for improving the fuel efficiency. It is possible to improve fuel consumption.
- the engine operating point control means 70 is configured such that the sum of the engine torque Te and the first motor torque TMG1 is the input side load torque of the torque converter 16, as shown in FIG.
- the first electric motor torque T MG1 is adjusted so as to balance with the pump torque Tp. Therefore, the first motor torque T MG1 can be easily adjusted based on the characteristics of the torque converter 16.
- the engine operating point control means 70 determines that the combined transmission efficiency ⁇ CVT and the engine when the system optimal operation mode is determined by the operation mode determination means 68.
- the operating point of the engine 12 is shifted to the side where the overall efficiency ⁇ TOTAL, which is the product of the efficiency ⁇ ENG , increases. Therefore, compared with the case where the operating point of the engine 12 is not changed according to the total efficiency ⁇ TOTAL , the overall efficiency of the vehicle drive device 10 can be improved, and the fuel consumption of the vehicle can be improved.
- the engine operating point control means 70 determines that the operating point of the engine 12 is the engine when the operating mode determining means 68 determines that the system optimum operating mode is not selected. controlling the operating point of the engine 12 as and achieve the target engine output Pe * to follow the minimum fuel consumption rate line L FL. Accordingly, the continuously variable transmission operation of the continuously variable transmission 60 can suppress an increase in the fuel consumption rate of the engine 12.
- FIG. 11 shows a point P01 corresponding to the engine operating point determined from the fluid characteristics of the torque converter 16 when the transmission efficiency ⁇ EL of the electric path is assumed to be constant in the same coordinate system as FIG. is a diagram representing the P05 point corresponding to the engine operating point is moved to the target engine operating point on the engine minimum fuel consumption rate line L FL by point control. Further, FIG.
- FIG. 12 shows the engine operating points P01 and P05 corresponding to the points P01 and P05 in FIG. 11 and the first engine operating point P05 moved to the target engine operating point in the same coordinate system as FIG. It is a figure showing motor torque TMG1 and pump torque Tp. 11 and 12, in the speed ratio e region of the torque converter 16 at the engine operating point P05 here, the electric path transmission efficiency ⁇ EL is higher than the mechanical path transmission efficiency ⁇ MC. It is considered that the composite transmission efficiency ⁇ CVT is improved by increasing the transmission ratio RTO PEL .
- the pump torque Tp in the engine operating point P05 is would uniquely determined from the fluid characteristics of the torque converter 16, resulting in first-motor torque T MG1 also result in uniquely determined in the engine operating point P05. For this reason, there is a possibility that the electric path having the better transmission efficiency is not fully used.
- the vehicle drive device 10 of this embodiment includes a brake Bs, and the electronic control unit 40 controls the engagement operation of the brake Bs to rotate the stator impeller 16s (that is, the rotation speed). Can be controlled.
- the capacity coefficient ⁇ (consent with capacity) as the fluid characteristic of the torque converter 16 can be changed.
- FIG. 13 shows the fluid characteristics (positive drive capacity coefficient ⁇ ) of the torque converter 16 that is changed by controlling the engagement operation of the brake Bs (that is, by controlling the rotational speed of the stator impeller 16 s).
- the solid line indicates the capacity coefficient ⁇ when the brake Bs is released
- the broken line indicates the capacity coefficient ⁇ when the brake Bs is engaged
- the two-dot chain line indicates the capacity when the brake Bs is slip-engaged.
- Each coefficient ⁇ is shown.
- the stator impeller 16s is freely rotated, and the capacity coefficient ⁇ is increased as shown by the solid line at the same speed ratio e.
- the stator impeller 16s is brought into a stator fixed state in which the rotation is stopped, and the capacity coefficient ⁇ is reduced as indicated by a broken line at the same speed ratio e.
- the brake Bs when the brake Bs is slip-engaged, the stator impeller 16s is allowed to rotate to some extent according to the torque capacity of the brake Bs, and the capacity coefficient ⁇ becomes a two-dot chain line at the same speed ratio e. As shown, it is variable between the stator free state and the stator fixed state.
- the brake Bs functions as a variable capacity device that changes the capacity coefficient ⁇ of the torque converter 16 by controlling the rotational operation of the stator impeller 16s.
- FIG. 14 shows movement to the same target engine operating point on the engine minimum fuel consumption rate line L FL by engine operating point control, assuming that the transmission efficiency ⁇ EL of the electric path is constant in the same coordinate system as FIG. 6 is a diagram for comparing the difference in combined transmission efficiency ⁇ CVT caused by the difference in capacity coefficient ⁇ of torque converter 16. 15 is moved to each engine operating point P01, P05, P02, P06 corresponding to each point P01, P05, P02, P06 in FIG.
- FIG. 16 is a diagram for explaining changes in the ratios of the transmission ratios RTO PEL and RTO PMC caused by the difference in capacity coefficient ⁇ of the torque converter 16 corresponding to FIGS. 14 and 15 in the same coordinate system as FIG. is there.
- the long broken line L01 corresponds to the time when the brake Bs is released
- the short broken line L02 corresponds to the time when the brake Bs is engaged.
- the electronic control unit 40 controls the engagement operation of the brake Bs to control the torque converter.
- the capacity coefficient ⁇ of 16 is changed. Specifically, as apparent from FIG. 14, in the region where the speed ratio e is relatively small, the transmission efficiency ⁇ EL of the electric path tends to be higher than the transmission efficiency ⁇ MC of the mechanical path. In the region where the speed ratio e is relatively large, the transmission efficiency ⁇ MC of the mechanical path tends to be higher than the transmission efficiency ⁇ EL of the electrical path.
- the electronic control unit 40 engages the brake Bs to increase the capacity coefficient ⁇ of the torque converter 16. Make it smaller.
- the transmission efficiency ⁇ MC of the mechanical path is higher (better) than the transmission efficiency ⁇ EL of the electrical path
- the electronic control unit 40 increases the capacity coefficient ⁇ of the torque converter 16 by releasing the brake Bs. Enlarge.
- the brake Bs can be slip-engaged, and the capacity coefficient ⁇ of the torque converter 16 can be set to a value between when the brake Bs is engaged and when it is released. Therefore, as the transmission efficiency ⁇ EL of the electrical path is higher than the transmission efficiency ⁇ MC of the mechanical path, the capacity coefficient ⁇ of the torque converter 16 is reduced by increasing the torque capacity of the brake Bs, and the electrical path
- the transmission ratio RTO PEL may be increased. That is, the greater the effect of improving the combined transmission efficiency ⁇ CVT by increasing the transmission ratio RTO PEL of the electrical path, the more power transmission from the mechanical path to the electrical path may be replaced.
- the output of the first electric motor MG1 is correspondingly increased. Then, there is a possibility that the rated output of the first electric motor MG1 cannot cover the increased output of the first electric motor MG1.
- the brake Bs is engaged when the required load (that is, the required output torque, the accelerator opening degree Acc, etc.) is high and the first electric motor MG1 is originally in the high output state, the increased first electric motor. There is a high possibility that the output of MG1 cannot be covered.
- the electronic control unit 40 generates torque generated by engaging the brake Bs (or slip engagement) when the required load is equal to or less than a predetermined value set as a range that can be covered by power transmission via the electrical path. You may make it permit the change to the side which makes the capacity
- the traveling state determination unit determines whether or not the required load is equal to or less than the predetermined value.
- the accelerator opening Acc is equal to or less than the predetermined opening Acc ′. Judgment is made based on whether or not there is.
- the predetermined opening degree Acc ′ is a low opening degree determination value that is obtained in advance and stored as the accelerator opening degree Acc within a range that can be covered by the first electric motor MG1 even if power transmission through the electric path increases.
- the traveling state determination means 72 determines, for example, that the requested load is not in a high load state exceeding a predetermined value or not before the transition to the high load state based on the fact that the vehicle is not traveling on the uphill road. As described above, the traveling state determination unit 72 determines whether or not the vehicle is traveling at a low load.
- the traveling state determination unit 72 determines whether, for example, the transmission efficiency ⁇ EL of the electrical path is higher than the transmission efficiency ⁇ MC of the mechanical path.
- the region where the transmission efficiency ⁇ EL of the electrical path is higher than the transmission efficiency ⁇ MC of the mechanical path is a region where the speed ratio e of the torque converter 16 is relatively small.
- the region where the speed ratio e is relatively small is a region where the engine rotational speed Ne (which also agrees with the pump rotational speed Np) is relatively high with respect to the turbine rotational speed Nt (for example, a region where air is blown up). Time is assumed.
- the traveling state determination unit 72 determines whether or not the electric path transmission efficiency ⁇ EL is higher than the mechanical path transmission efficiency ⁇ MC based on, for example, whether the vehicle is starting. To do. Further, the traveling state determination unit 72 may determine, for example, whether or not the speed ratio e of the torque converter 16 is smaller than a predetermined speed ratio e ′. This predetermined speed ratio e ′ is, for example, a low speed ratio upper limit obtained and stored in advance for determining a low speed ratio range in which the transmission efficiency ⁇ EL of the electric path is higher than the transmission efficiency ⁇ MC of the mechanical path. Value.
- the capacity variable control unit that is, the capacity variable control means 74 is determined, for example, by the traveling state determination means 72 that the required load is less than the predetermined value, and the electric path transmission efficiency ⁇ EL is more than the mechanical path transmission efficiency ⁇ MC . Is determined to be a high region, a command signal for engaging the brake Bs (or slip engagement) is output to reduce the capacity coefficient ⁇ of the torque converter 16.
- the capacity variable control means 74 determines, for example, that the required load exceeds the predetermined value by the traveling state determination means 72 or the electrical path transmission efficiency ⁇ EL is the mechanical path transmission efficiency ⁇ MC. If it is determined that the region is lower than the range, a command signal for releasing the brake Bs is output, and the capacity coefficient ⁇ of the torque converter 16 is increased.
- FIG. 18 is a diagram for explaining the main part of the control operation of the electronic control unit 40, that is, the control operation for further improving the fuel efficiency of the vehicle when the engine operating point is controlled by adjusting the first motor torque TMG1.
- This flowchart is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example.
- the control operation shown in FIG. 18 is executed alone or in parallel with other control operations. Steps (hereinafter, “step” is omitted) SB1 and SB2 correspond to the traveling state determination means 72, and SB3 and SB4 correspond to the variable capacity control means 74.
- SB1 it is determined whether the required load is equal to or less than the predetermined value. For example, it is determined whether or not the accelerator opening Acc is equal to or less than a predetermined opening Acc ′. Alternatively, it is determined whether or not the vehicle is traveling on an uphill road. That is, it is determined whether or not it is not a high load state or before the transition to the high load state.
- SB1 the determination of SB1 is affirmed, that is, when the load is low, the process proceeds to SB2.
- SB1 is negative, that is, if it is in a high load state or before transitioning to the high load state, the process proceeds to SB4.
- SB2 it is determined whether or not the transmission efficiency ⁇ EL of the electric path is higher than the transmission efficiency ⁇ MC of the mechanical path. For example, it is determined whether or not the vehicle is starting. Alternatively, it is determined whether or not the speed ratio e of the torque converter 16 is smaller than the predetermined speed ratio e ′. If the determination of SB2 is affirmed, for example, when the vehicle is starting, the process proceeds to SB3. On the other hand, when the determination of SB2 is negative, for example, when the vehicle is not starting, the process proceeds to SB4.
- a command signal for releasing the brake Bs is output, and the capacity coefficient ⁇ of the torque converter 16 is increased.
- the capacity coefficient ⁇ of the torque converter 16 is a normal value.
- the vehicle drive device 10 includes the brake Bs that changes the capacity coefficient ⁇ of the torque converter 16 by controlling the rotation operation of the stator impeller 16s.
- the brake Bs that changes the capacity coefficient ⁇ of the torque converter 16 by controlling the rotation operation of the stator impeller 16s.
- the pump torque Tp which is determined uniquely based on the ⁇ capacity coefficient of the torque converter 16.
- the operating point of the engine 12 at that time it is possible to change the ratio of the transmission ratio RTO PEL transmission ratio RTO PMC and electrical path of the machine path, transmission ratio RTO PEL among mechanical path and electrical path, RTO PMC can increase the rate of power transmission through the better route. Therefore, when the engine operating point is controlled by adjusting the first electric motor torque TMG1 , it is possible to further improve the fuel efficiency of the vehicle.
- the torque is controlled by controlling the engagement operation of the brake Bs. Since the capacity coefficient ⁇ of the converter 16 is changed, when the engine operating point is controlled by adjusting the first electric motor torque TMG1 , it is possible to appropriately improve the fuel efficiency of the vehicle.
- the torque converter 16 when the transmission efficiency ⁇ EL of the electric path is higher than the transmission efficiency ⁇ MC of the mechanical path, the torque converter 16 is engaged by engaging (or slip-engaging) the brake Bs. Since the capacity coefficient ⁇ is reduced, the pump torque Tp is reduced, the first electric motor torque TMG1 is increased, and the ratio of power transmission through the electric path with the better transmission efficiency ⁇ EL can be increased. Therefore, when the engine operating point is controlled by adjusting the first electric motor torque TMG1 , it is possible to further improve the fuel efficiency of the vehicle.
- the capacity coefficient ⁇ of the torque converter 16 is increased by releasing the brake Bs.
- the pump torque Tp is increased, the first electric motor torque TMG1 is reduced, and the ratio of power transmission through the mechanical path with the better transmission efficiency ⁇ MC can be increased. Therefore, when the engine operating point is controlled by adjusting the first electric motor torque TMG1 , it is possible to further improve the fuel efficiency of the vehicle.
- the automatic transmission 18 is a stepped transmission may be a gear ratio gamma AT to be able to continuously change a continuously variable transmission (CVT).
- CVT continuously variable transmission
- the vehicle drive device 10 is provided with the automatic transmission 18 that performs automatic shift control.
- an automatic shift is performed like the vehicle drive device 310 shown in FIG. A configuration without the machine 18 is also conceivable.
- the vehicle drive device 10 includes the brake Bs as a variable capacity device that changes the capacity coefficient ⁇ of the torque converter 16 by controlling the rotational operation of the stator impeller 16 s of the torque converter 16.
- the vehicle drive device 10 may include a third electric motor MG3 for rotationally driving the stator impeller 16s as a variable capacity device instead of or in addition to the brake Bs.
- FIG. 20 is a skeleton diagram illustrating a configuration of a vehicle drive device 320 provided with a third electric motor MG3 as a capacity variable device in addition to the brake Bs.
- the third electric motor MG3 is connected to the stator impeller 16s of the torque converter 16 via the clutch Cs.
- the third electric motor MG3 is configured by a motor generator and is connected to the power storage device 36 so as to be able to exchange power with each other.
- the electronic control unit 40 can control the rotation speed of the stator impeller 16s by controlling the operation of the third electric motor MG3 in a state where the clutch Cs is engaged. Thereby, the capacity coefficient ⁇ of the torque converter 16 can be changed.
- FIG. 20 is a skeleton diagram illustrating a configuration of a vehicle drive device 320 provided with a third electric motor MG3 as a capacity variable device in addition to the brake Bs.
- the third electric motor MG3 is connected to the stator impeller 16s of the torque converter 16 via the clutch Cs
- FIG. 21 is a diagram illustrating the positive drive capacity coefficient ⁇ of the torque converter 16 that is changed by controlling the operation of the third electric motor MG3 in the same coordinate system as FIG.
- the solid line indicates the capacity coefficient ⁇ when the brake Bs and the clutch Cs are released
- the broken line indicates the capacity coefficient ⁇ when the clutch Cs is released and the brake Bs is engaged
- the alternate long and short dash line indicates the clutch Cs.
- the capacity coefficient ⁇ when the stator impeller 16s is rotated in the same rotational direction as the pump impeller 16p by the positive drive of the third electric motor MG3 with the brake Bs released and the stator impeller 16p rotated in the same rotational direction.
- the two-dot chain line indicates the capacity coefficient ⁇ when the clutch Cs is released and the brake Bs is slip-engaged. Further, in a state where the clutch Cs is engaged and the brake Bs is released, the stator impeller 16s is rotated in the negative rotation direction opposite to the pump impeller 16p by the negative drive of the third electric motor MG3. Thus, a state equivalent to the two-dot chain line can be created.
- the capacity coefficient ⁇ of the torque converter 16 can be further reduced as compared with the vehicle drive device 10, and the range of variable capacity is expanded.
- the electric path transmission efficiency ⁇ EL is more
- the third motor MG3 is positively driven to reduce the capacity coefficient ⁇ of the torque converter 16 in the stator normal rotation state, while the transmission efficiency ⁇ MC of the mechanical path is reduced.
- the torque converter is brought into the stator reverse state or the stator free state by slip-engaging or releasing the brake Bs (or by negatively driving the third electric motor MG3).
- the capacity coefficient ⁇ of 16 may be increased.
- the fuel efficiency of the vehicle can be further improved.
- the brake Bs may not be provided, and the third electric motor MG3 may be directly connected to the stator impeller 16s.
- the torque converter 16 is used as the fluid transmission device.
- a fluid coupling that does not include the stator impeller 16s responsible for the torque amplification function is used. Also good.
- the configuration of the capacity variable device that changes the capacity by controlling the rotation operation of the stator impeller cannot be applied.
- the capacity of the ring can be changed.
- the variable capacity device includes a fluid-coupled pump impeller, an outer peripheral pump half that surrounds the inner peripheral pump half and the inner peripheral pump half and is relatively rotatable with the inner peripheral pump half.
- the capacity variable device has a configuration in which an opening that communicates the inside and outside of the turbine impeller is formed in the outer peripheral portion of the turbine impeller, and further includes an opening / closing mechanism that opens and closes the opening, and the opening is opened by the opening / closing mechanism.
- the fluid coupling is reduced by opening a part and discharging a part of the fluid flow from the pump impeller to the outside of the turbine impeller, while the opening is closed by an open / close mechanism to allow the fluid flow to flow to the turbine impeller.
- Increase the capacity of the fluid coupling by not letting it drain outside the car.
- the configuration of the variable capacity device applicable to such fluid coupling can also be applied to the torque converter 16.
- the first electric motor MG1 in the engine operating point control, the first electric motor MG1 is regeneratively operated and the first electric motor torque TMG1 is generated in the negative rotation direction, but the first electric motor MG1 consumes electric power.
- the power circulation state in which the second electric motor MG2 generates electric power is allowed, that is, the first electric motor torque TMG1 may be generated in the forward rotation direction.
- the second electric motor MG2 is connected to the input shaft 20 of the automatic transmission 18, so that the second electric motor MG2 is connected to the drive wheels 58 via the automatic transmission 18. Although it is indirectly connected, it may be connected to the output shaft 22 instead of the input shaft 20. Assuming that the second electric motor MG2 is connected to the output shaft 22 as described above, the second electric motor MG2 and the drive wheels 58 rotate in a one-to-one relationship without interrupting power transmission. It can be said that MG2 is directly connected to the drive wheel 58. Further, the second electric motor MG2 may be a wheel-in motor incorporated in the drive wheel 58. In that case, a total of two second electric motors MG2 including the left and right drive wheels 58 are provided.
- the second electric motor MG2 is connected to the drive wheel 58, which is a rear wheel to which the engine 12 is indirectly connected, but the engine 12 and the first electric motor MG1. 1 is connected to the rear wheel as shown in FIG. 1, while the second electric motor MG2 may be connected directly or indirectly to the front wheel instead of the rear wheel. If the second electric motor MG2 is thus connected to the front wheels, the front wheels are also included in the drive wheels. In short, the drive wheels driven by the power from the engine 12 and the drive wheels driven by the power from the second electric motor MG2 may be separate wheels.
- the first motor torque TMG1 is adjusted.
- the first motor torque TMG1 is directly adjusted.
- the second motor torque TMG2 may be adjusted, that is, the output of the second motor MG2 may be adjusted.
- power is transmitted electrically by power exchange between the first motor MG1 and the second motor MG2, but for example, power generated by the first motor MG1 May be supplied directly to the second electric motor MG2 without going through the electric storage device 36, or the electric power generated by the first electric motor MG1 is once charged in the electric storage device 36 and supplied from the electric storage device 36 to the second electric motor MG2.
- the electric power generated by the first electric motor MG1 may be indirectly supplied to the second electric motor MG2. The same applies to the power circulation.
- power transmission is electrically performed by power exchange between the first electric motor MG1 and the second electric motor MG2 in the electric path.
- the two-motor MG2 may be driven by receiving power supply from the power storage device 36 or receiving power supplied from the power storage device 36 and power generated by the first motor MG1. The same applies to power supply to the first motor MG1 when the first motor MG1 is powered during the power circulation.
- the first electric motor MG1 is directly connected to the pump impeller 16p of the torque converter 16, but the pump impeller is connected via a transmission, a clutch, an electric belt or the like. It may be indirectly connected to the car 16p.
- the vehicle drive device 10 includes the power storage device 36.
- the power storage device 36 may be omitted.
- the process proceeds to SA4 after SA3.
- the execution order of these steps may be any first.
- the flowchart proceeds to SA4 after SA2. If the determination at SA4 is affirmative, the process proceeds to SA3, and then the process proceeds to SA5 after SA3.
- the engine rotational speed Ne indicated by the target engine operating point is increased by a predetermined change amount ⁇ Ne to determine a new target engine operating point.
- the rotational speed Ne may be decreased by a predetermined change amount ⁇ Ne to determine a new target engine operating point.
- the engine speed Ne indicated by the current target engine operating point determined in SA5 is increased by the predetermined change amount ⁇ Ne, and a new target engine operating point is set. It is determined.
- the target engine operating point is set on the engine minimum fuel consumption rate line L FL, deviates from the engine minimum fuel consumption rate line L FL It is also possible to set it.
- the vehicle can perform the motor traveling, but the vehicle traveling may always be performed by the engine traveling.
- the torque converter 16 includes the lockup clutch L / C.
- the lockup clutch L / C is released in the continuously variable transmission operation of the continuously variable transmission 60, the lockup clutch L / C is locked. There may be no up-clutch L / C.
- the automatic transmission 18 when the vehicle is moved backward, the automatic transmission 18 is shifted to Rev1 or Rev2 shown in FIG. 2 and the input shaft 20 of the automatic transmission 18 is rotated in the forward rotation direction.
- the vehicle 18 may be moved backward by shifting the machine 18 to any one of 1st to 8th shown in FIG. 2 and driving the second electric motor MG2 in the negative rotation direction.
- the vehicle drive devices 10, 310, and 320 are not limited to those used in FR (front engine / rear drive) type vehicles, but are used in vehicles of other drive types. May be.
- the transmission ratios RTO PEL and RTO PMC of the electrical path and the mechanical path are not changed in stages as shown in FIG.
- the transmission efficiency ⁇ EL of the electric path is higher than the transmission efficiency ⁇ MC of the mechanical path in the low speed ratio area with the speed ratio indicated by the intersection of the alternate long and short dash line and the solid line as a boundary.
- the transmission efficiency ⁇ MC of the mechanical path is higher than the transmission efficiency ⁇ EL of the electric path.
- the low speed ratio area power is transmitted only by the electric path, In the speed ratio range, power transmission may be performed only by the machine path.
- the engine operating point control means 70 determines that the engine efficiency is increased to the side where the total efficiency ⁇ TOTAL is increased when the operation mode determination means 68 determines that the system optimum operation mode is selected.
- the power transmission loss LSS CVT when the power from the engine 12 is transmitted through the electrical path and the mechanical path and the loss LSS ENG of the engine 12 (hereinafter referred to as the engine power loss LSS ENG ) , Engine loss LSS ENG ), and the operating point of engine 12 may be shifted based on the total loss LSS TOTAL .
- the operating point of the engine 12 may be shifted to the side where the total loss LSS TOTAL becomes smaller.
- the power transmission loss LSS CVT can be calculated based on the power input to the continuously variable transmission 60, that is, the engine output Pe and the combined transmission efficiency ⁇ CVT .
- the engine loss LSS ENG is calculated based on the fuel supplied to the engine 12. It can be calculated based on the complete combustion engine output Pe CMP , which is the lower calorific value per unit time in the case of complete combustion, and the engine efficiency ⁇ ENG .
- SA3 is replaced with SD3 in FIG. 22 in the flowchart of FIG. 10, and SA7 and SA8 are replaced with those in FIG. It is replaced with SD7 and SD8, respectively.
- SD3, SD7, and SD8 correspond to the engine operating point control means 70.
- the process proceeds to SD7 in FIG.
- the total loss LSS TOTAL based on the current target engine operating point (referred to as the current total loss) is calculated in the same manner as in SD3.
- the previous total loss which is the total loss LSS TOTAL based on the previous target engine operating point, is stored in advance for determination in SD8 of FIG. After SD7, the process proceeds to SD8.
- the target engine output Pe on the engine minimum fuel consumption rate line L FL is changed.
- the target engine operating point is determined so that * is achieved, the target engine operating point may be determined when the system optimum operation mode is selected.
- Vehicle drive device 12 Engine 16: Torque converter (fluid transmission device) 16p: Pump impeller (input side rotating element) 16t: Turbine wheel (output side rotating element) 40: Electronic control device (control device) 58: Drive wheel Bs: Brake (variable capacity device) MG1: first electric motor MG2: second electric motor MG3: third electric motor (capacity variable device)
Abstract
Description
12:エンジン
16:トルクコンバータ(流体伝動装置)
16p:ポンプ翼車(入力側回転要素)
16t:タービン翼車(出力側回転要素)
40:電子制御装置(制御装置)
58:駆動輪
Bs:ブレーキ(容量可変装置)
MG1:第1電動機
MG2:第2電動機
MG3:第3電動機(容量可変装置)
Claims (8)
- エンジンからの動力が入力される入力側回転要素と駆動輪へ動力を出力する出力側回転要素とを有する流体伝動装置と、前記入力側回転要素に直接又は間接的に連結された第1電動機と、駆動輪に直接又は間接的に連結された第2電動機とを備えた車両用駆動装置の制御装置であって、
前記第1電動機と前記第2電動機との間での電力授受により動力伝達が電気的になされる電気経路と、動力伝達が前記流体伝動装置を介して機械的になされる機械経路とを有し、前記第1電動機のトルクを調節することで前記エンジンの動作点を制御することが可能であり、
前記車両用駆動装置は、前記流体伝動装置の容量を変更する容量可変装置を更に備えることを特徴とする車両用駆動装置の制御装置。 - 同じ目標動作点へ前記エンジンの動作点を制御する際に、前記電気経路と前記機械経路とにおいて前記エンジンからの動力が伝達されるときの動力伝達効率が向上する場合には、前記容量可変装置により前記流体伝動装置の容量を変更することを特徴とする請求項1に記載の車両用駆動装置の制御装置。
- 要求負荷が前記電気経路を介した動力伝達にて賄える範囲として予め設定された所定値以下である場合に、前記容量可変装置による前記流体伝動装置の容量を小さくする側への変更を許容することを特徴とする請求項1又は2に記載の車両用駆動装置の制御装置。
- 前記電気経路を介したときの伝達効率が、前記機械経路を介したときの伝達効率よりも良い場合に、前記容量可変装置により前記流体伝動装置の容量を小さくすることを特徴とする請求項1乃至3の何れか1項に記載の車両用駆動装置の制御装置。
- 前記機械経路を介したときの伝達効率が、前記電気経路を介したときの伝達効率よりも良い場合に、前記容量可変装置により前記流体伝動装置の容量を大きくすることを特徴とする請求項1乃至4の何れか1項に記載の車両用駆動装置の制御装置。
- エンジントルクと前記第1電動機のトルクとの和が、前記流体伝動装置の速度比に応じて前記入力側回転要素に生じる入力側負荷トルクと釣り合うように、前記第1電動機のトルクを調節することを特徴とする請求項1乃至5の何れか1項に記載の車両用駆動装置の制御装置。
- 前記エンジンの動作点が予め定められた該エンジンの動作曲線に沿うように且つエンジン出力の目標値が達成されるように、前記第1電動機のトルクを調節することで該エンジンの動作点を制御することを特徴とする請求項1乃至6の何れか1項に記載の車両用駆動装置の制御装置。
- 前記電気経路と前記機械経路とにおいて前記エンジンからの動力が伝達されるときの動力伝達効率と、該エンジンの動作点におけるエンジン効率との積で表される総合効率が大きくなる側に、該エンジンの動作点をずらすことを特徴とする請求項1乃至7の何れか1項に記載の車両用駆動装置の制御装置。
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EP11868439.8A EP2727789B1 (en) | 2011-06-28 | 2011-06-28 | Control device for vehicle drive device |
CN201180071890.XA CN103619681B (zh) | 2011-06-28 | 2011-06-28 | 车辆用驱动装置的控制装置 |
PCT/JP2011/064844 WO2013001616A1 (ja) | 2011-06-28 | 2011-06-28 | 車両用駆動装置の制御装置 |
US14/129,450 US8795132B2 (en) | 2011-06-28 | 2011-06-28 | Control device for vehicle drive device |
JP2013522400A JP5700123B2 (ja) | 2011-06-28 | 2011-06-28 | 車両用駆動装置の制御装置 |
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Also Published As
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US8795132B2 (en) | 2014-08-05 |
CN103619681B (zh) | 2016-02-17 |
CN103619681A (zh) | 2014-03-05 |
JP5700123B2 (ja) | 2015-04-15 |
JPWO2013001616A1 (ja) | 2015-02-23 |
EP2727789A1 (en) | 2014-05-07 |
EP2727789A4 (en) | 2016-12-28 |
US20140128217A1 (en) | 2014-05-08 |
EP2727789B1 (en) | 2017-12-27 |
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