WO2013001633A1 - 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
- Publication number
- WO2013001633A1 WO2013001633A1 PCT/JP2011/064986 JP2011064986W WO2013001633A1 WO 2013001633 A1 WO2013001633 A1 WO 2013001633A1 JP 2011064986 W JP2011064986 W JP 2011064986W WO 2013001633 A1 WO2013001633 A1 WO 2013001633A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- power
- operating point
- transmission
- torque
- Prior art date
Links
Images
Classifications
-
- 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
- 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
-
- 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
- B60K6/48—Parallel type
-
- 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
-
- 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
-
- 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
- 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
- B60W10/11—Stepped gearings
- B60W10/115—Stepped gearings with planetary gears
-
- 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
-
- 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
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—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
- 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
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
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 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.
- 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 engine operation is performed by the first motor. It is conceivable to arbitrarily control the points.
- 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 present invention has been made against the background of the above circumstances, and its object is to realize various requirements other than fuel consumption 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 electric motor directly or indirectly connected to the input-side rotating element; and a second electric motor connected directly or indirectly to a drive wheel.
- the electric path by which power transmission will be made electrically by power transfer between the first motor and the second motor, and the power transmission will be made mechanically through the fluid transmission 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 ratio of the power transmitted in the power transmission through the electric path and the power transmission through the mechanical path is changed based on the required amount.
- Various characteristics can be satisfied by effectively extracting the characteristics of the mechanical path and the electrical path. Therefore, various requirements other than fuel consumption can be realized when the engine operating point is controlled by adjusting the torque of the electric motor.
- the second invention is the control device for a vehicle drive device according to the first invention, wherein the fluid transmission device is a pump impeller which is the input side rotating element and the output side rotating element.
- a torque converter having a turbine impeller wherein the requested amount is an acceleration requested amount, and is transmitted via the mechanical path when the acceleration requested amount is large compared to a case where the acceleration requested amount is small.
- the purpose is to increase the proportion of power that is generated. In this way, when the requested acceleration amount is relatively large, the torque amplification effect of the torque converter can be used more effectively, and an acceleration feeling can be easily obtained to improve acceleration performance.
- the required amount is the presence or absence of a warm-up request for the vehicle drive device.
- the ratio of power transmitted through the mechanical path is increased as compared with a case where there is no warm-up request.
- warm-up it is possible to increase the loss due to the mechanical path and to easily raise the operating oil temperature of the vehicle drive device, thereby improving the warm-up performance. That is, when there is a request for warm-up, warm-up can be promoted by increasing power transmitted through the machine path and increasing loss.
- it is possible to improve the fuel efficiency of the vehicle by using the power transmission through the electric path more effectively, for example, by driving the engine at an engine operating point more suitable for improving the fuel efficiency.
- 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 characteristics of the fluid transmission device.
- an operating curve of the engine in which the 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.
- the overall efficiency of the 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. It is a figure which shows an example of the change of the speed ratio at the time of vehicle start.
- FIG. 10 is a diagram illustrating an example of a case where an engine operating point determined by a course of a full accelerator start is moved on an engine minimum fuel consumption rate line by engine operating point control in the same coordinate system as FIG. 9.
- FIG. 9 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. 13 is a diagram illustrating an example of pump torque for each speed ratio in the same coordinate system as FIG. 12. It is an example of a transmission ratio change map A that is obtained and stored in advance for changing each transmission ratio in the electrical path and the mechanical path. 14 is an example of a transmission ratio change map B that is obtained and stored in advance for changing each transmission ratio in the electrical path and the mechanical path, and is an embodiment different from the transmission ratio change map A in FIG.
- 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 realizing various requests other than fuel efficiency when controlling the engine operating point 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. 1, and a skeleton diagram illustrating a configuration of a vehicle drive device that does not include an automatic transmission.
- 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. 19 is a diagram showing steps replaced from SA7 and SA8 in FIG. 10 in the flowchart described in FIG.
- the fuel consumption is a travel distance per unit fuel consumption
- 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 stator impeller 16s. And a one-way clutch F1.
- 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 the one-way clutch F1 is used to rotate the crankshaft 14 in the forward rotation direction (the rotation direction of the crankshaft 14 when the engine 12 is operated). ) And is supported so as not to rotate in the negative rotation direction.
- 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.
- 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).
- the rotational speed N MG1 of the first electric motor MG1 (hereinafter referred to as the first electric motor rotational speed N MG1 ) and the engine rotational speed Ne. Since the turbine impeller 16t, the second motor MG2, and the input shaft 20 of the automatic transmission 18 are connected in series, the rotational speed Nt of the turbine impeller 16t (hereinafter referred to as the turbine rotational speed Nt) is the second.
- the rotational speed N MG2 of the electric motor MG2 (hereinafter referred to as the second electric motor rotational speed N MG2 ) and the rotational speed N ATIN of the input shaft 20 are the same.
- 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. Is called. Further, when the vehicle is suddenly started or suddenly accelerated, the output of both the engine 12 and the second electric motor MG2 is used to appropriately control the vehicle to run.
- 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 *. It is a conceptual diagram for doing.
- 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. Since it is transmitted by the fluid (hydraulic oil) in 16, the power transmission in the said mechanical path is meant.
- fluid hydroaulic oil
- 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. Therefore, as shown in FIG. 6, as the speed ratio e increases toward 1, the power transmission ratio RTO PEL by the electric transmission increases while the power transmission ratio RTO PMC by the fluid transmission decreases. Specifically, 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.
- the electric path and the mechanical path are used together as a transmission path for transmitting the power of the engine 12, and the engine Since the operating point control is executed, the fuel efficiency of the vehicle can be improved.
- engine operating point control is executed with priority given to improving fuel efficiency, the characteristics of the transmission paths of the electric path and the mechanical path cannot be used, and various demands may not be met.
- the operating point of the engine 12 can be controlled without being restricted by the turbine rotational speed Nt.
- the transmission ratios RTO PEL and RTO PMC of the power transmitted in each of the electric path and the mechanical path set with the highest priority on fuel efficiency improvement, the acceleration request, the vehicle drive device 10 (for example, the torque converter 16) It becomes difficult to satisfy various requirements other than fuel efficiency improvement such as warm-up requirement for the automatic transmission 18 or the like through which the hydraulic oil (fluid) circulates, and drivability (for example, acceleration feeling) decreases, or the vehicle drive device 10 warm-ups may be delayed.
- the power transmission ratios RTO PEL and RTO PMC for example, the nominal transmission set by the control operation of FIG. Consider changing the ratios RTO PEL and RTO PMC to meet various requirements other than fuel efficiency improvement.
- FIG. 11 is a diagram showing a change in the speed ratio e when the vehicle starts.
- the turbine rotational speed Nt starts from zero (see time t1)
- the turbine rotational speed Nt increases as the vehicle speed V increases
- FIG. 12 is a diagram showing a case where the operating point of the engine 12 determined by the course when the accelerator is fully opened in the same coordinate system as FIG. 9 is moved on the engine minimum fuel consumption rate line L FL by engine operating point control.
- the engine operating point P06 is the speed ratio when the accelerator is fully opened, that is, when the throttle valve opening ⁇ TH is fully opened (referred to as WOT) (WOT start) when power is not transmitted through the electric path.
- WOT throttle valve opening ⁇ TH is fully opened
- a pump torque Tp corresponding to the engine rotational speed Ne when e is 0.4 (see, for example, ⁇ in FIG. 11)
- the engine torque Te becomes a value on the maximum engine torque line L E max corresponding to WOT This is the operating point of the engine 12 determined by the course of the balance.
- the engine torque Te pump torque Tp is in the engine operating point P05
- the total torque obtained by adding the first electric motor torque T MG1 (> 0) in the power running state to the engine torque Te is the pump torque Tp.
- the second electric motor MG2 generates power and the first electric motor MG1 enters a power circulation state in which electric power is consumed. For example, the electric power exchanged by the electric motors MG1 and MG2 increases. There is a possibility that you cannot cover it. As shown in FIG.
- FIG. 13 is a diagram showing the pump torque Tp for each speed ratio e in the same coordinate system as FIG. 13, when determining the engine operating point is the target engine output Pe * is achieved on the engine minimum fuel consumption rate line L FL to the target engine operating point, the pump torque Tp is higher than the engine minimum fuel consumption rate line L FL When it is on the torque side (low engine rotation side), it enters a power circulation state. Further, when the pump torque Tp is on the lower torque side (high engine rotation side) than the engine minimum fuel consumption rate line LFL , a power split state is established.
- FIG. 14 shows the electric path and the electric path so as to reflect the above-described idea that fluid transmission should be prioritized when the speed ratio e is small and the high power region is set when the engine operating point control is executed.
- a transmission ratio change map A that is obtained and stored in advance for changing the power transmission ratios RTO PEL and RTO PMC in each transmission path with the mechanical path.
- the transmission ratio change map A is used to determine changes in the transmission ratios RTO PEL and RTO PMC set in the two-dimensional coordinates of the vehicle speed axis and the required output torque axis (or the accelerator opening axis or the like). It has each area.
- FIG. 14 shows the electric path and the electric path so as to reflect the above-described idea that fluid transmission should be prioritized when the speed ratio e is small and the high power region is set when the engine operating point control is executed.
- a region indicated as “fluid transmission and electrical transmission” is a region where power transmission is performed by fluid transmission accompanied by electrical transmission, and a nominal transmission ratio set with the highest priority on fuel efficiency improvement. This is an area for executing engine operating point control with RTO PEL and RTO PMC .
- the region indicated as “only fluid transmission” is a low vehicle speed and high acceleration required amount region for performing power transmission by giving priority to fluid transmission because the speed ratio e is small and a high power region.
- the transmission ratio RTO PEL of the nominal electrical path is changed to “0%” and the transmission ratio of the nominal mechanical path This is an area where the RTO PMC is changed to “100%” and the engine operating point control is executed only by fluid transmission.
- each region is divided according to the presence or absence of electrical transmission.
- each area is divided according to whether the highest priority is given to improving fuel consumption or the highest priority is given to acceleration requests.
- an intermediate region that satisfies both to some extent may be provided.
- FIG. 15 is obtained in advance and stored for changing the power transmission ratios RTO PEL and RTO PMC in the transmission paths of the electrical path and the mechanical path, as in the transmission ratio change map A of FIG. It is an example of the transmission ratio change map B. 15, acceptable rate of transmission ratio RTO PEL is against transmission ratio RTO PEL of the nominal electrical path is set the highest priority on fuel efficiency, i.e.
- the ratio of the amount of power that can be transmitted is set. That is, the ratios “0%”, “50%”, “75%”, and “100%” set in each region in FIG. 15 are values multiplied by the transmission ratio RTO PEL of the nominal electrical path.
- the transmission ratio RTO PEL of the nominal electrical path Is a region for executing the engine operating point control by changing the engine so as to be relatively small.
- the transmission ratio RTO PMC of the mechanical path is increased from the nominal value as much as the transmission ratio RTO PEL of the electrical path is decreased from the nominal value.
- the hydraulic oil in the automatic transmission 18 and the lockup clutch L / C has a relatively low oil temperature, considering that the hydraulic oil in the torque converter 16 is likely to generate heat due to energy loss due to fluid transmission.
- the ratio of power transmitted through the mechanical path is increased.
- the nominal transmission ratio RTO PEL set with the highest priority on fuel efficiency improvement , RTO PMC performs engine operating point control, but if there is a warm-up request, the nominal electrical path transmission ratio RTO PEL is changed to “0%” and the nominal mechanical path The transmission ratio RTO PMC is changed to “100%”, and engine operating point control is executed only by fluid transmission.
- the electronic control unit 40 further includes a request amount reading unit 72 as a request amount reading unit, a request amount determination unit 74 as a request amount determination unit, and an electric path amount setting unit. As an electric path amount setting means 76.
- the required amount reading means 72 reads various required amounts other than the improvement in fuel consumption for determining the change of the power transmission ratios RTO PEL and RTO PMC in each transmission path. Specifically, the requested amount reading means 72 reads the value of the accelerator opening Acc when the requested amount is an acceleration requested amount, for example. The requested amount reading means 72 reads the value of the hydraulic oil temperature TH OIL when the requested amount is, for example, whether there is a warm-up request for the vehicle drive device 10.
- the request amount determination unit 74 determines whether or not the request amount read by the request amount reading unit 72 is larger than a predetermined request amount.
- This predetermined required amount is, for example, a request amount determination value that is obtained and set in advance for determining that the required amount other than the improvement in fuel consumption is so large that it is necessary to satisfy other requirements than the improvement in fuel consumption. is there.
- the request amount determination unit 74 determines whether the vehicle state is in a region where the transmission ratio RTO PEL of the nominal electrical path is to be changed. For example, in the transmission ratio change map A (or transmission ratio change map B) as shown in FIG. 14 (or FIG.
- the vehicle state indicated by the vehicle speed V and the accelerator opening Acc is indicated as “fluid transmission only”. (Or any region indicated as “0%”, “50%”, “75%”), whether or not the acceleration request amount is large, that is, the request amount is greater than the predetermined request amount. It is determined whether or not it is larger.
- the requested amount determination unit 74 determines that the requested amount is greater than the predetermined requested amount based on whether or not there is a warm-up request. Determine whether it is larger.
- the required amount determination means 74 determines whether or not there is a warm-up request based on, for example, whether or not the hydraulic oil temperature TH OIL is lower than a predetermined low oil temperature.
- the predetermined low oil temperature is obtained and stored in advance for determining, for example, that the hydraulic oil temperature TH OIL is so low that it is necessary to promote the warm-up of the vehicle drive device 10 rather than the improvement in fuel consumption. Is the low oil temperature judgment value.
- the electric path amount setting means 76 when the required amount determining means 74 determines that the required amount is smaller than the predetermined required amount, uses the power transmission ratios RTO PEL and RTO PMC in each transmission path to maximize fuel efficiency. Prioritized nominal transmission ratios RTO PEL and RTO PMC are set. On the other hand, when the required amount determination unit 74 determines that the required amount is larger than the predetermined required amount, the electrical path amount setting unit 76 determines the nominal transmission ratios RTO PEL and RTO PMC according to the required amount. That is, the amount of electric path that is power transmitted through the electric path and the amount of mechanical path that is power transmitted through the mechanical path are changed.
- the electrical path amount setting means 76 for example, when it is determined by the request amount determination means 74 that the transmission ratio RTO PEL of the nominal electrical path is in the region to be changed, change the transmission ratio RTO PEL route to "0%", or the transfer ratio RTO PEL of its nominal electrical path transmission ratio RTO PEL is set smaller than the transmission ratio RTO PEL of the nominal in that region change.
- the electrical path amount setting means 76 sets the nominal electrical path transmission ratio RTO PEL to “0%” when, for example, the requested amount determination means 74 determines that there is a warm-up request to the vehicle drive device 10.
- FIG. 16 is a diagram for explaining the main part of the control operation of the electronic control unit 40, that is, the control operation for realizing various requirements other than the fuel efficiency when controlling the engine operating point 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. 16 is executed alone or in parallel with other control operations.
- step (hereinafter “step” is omitted) SB 1 corresponds to the request amount reading means 72
- SB 2 corresponds to the request amount determination means 74
- SB 3 and SB 4 correspond to the electric path amount setting means 76.
- SB1 various required amounts other than the improvement in fuel consumption are read.
- the required amount is the acceleration required amount
- the value of the accelerator opening Acc is read.
- the requested amount is the presence or absence of a warm-up request for the vehicle drive device 10
- the value of the hydraulic oil temperature TH OIL is read.
- SB2 it is determined whether or not the request amount read in SB1 is larger than a predetermined request amount. For example, when the required amount is an acceleration required amount, whether or not the acceleration required amount is large is determined based on whether or not the vehicle state is in an area where the transmission ratio RTO PEL of the nominal electrical path is to be changed. The Further, for example, when the requested amount is the presence or absence of a warm-up request for the vehicle drive device 10, whether or not there is a warm-up request based on whether or not the hydraulic oil temperature TH OIL is lower than a predetermined low oil temperature. Is determined. When the determination of SB2 is affirmed, that is, when the requested amount is larger than the predetermined requested amount, the process proceeds to SB3. On the other hand, when the determination of SB2 is denied, that is, when the requested amount is smaller than the predetermined requested amount, the process proceeds to SB4.
- the nominal transmission ratios RTO PEL and RTO PMC are changed in accordance with the request amount read in SB1. For example, when it is determined in SB2 that the requested acceleration amount is large, the transmission ratio RTO PEL of the nominal electrical path is changed to “0%” or the transmission ratio RTO PEL of the nominal electrical path. Is changed to a transmission ratio RTO PEL that is set smaller than the nominal transmission ratio RTO PEL in that region. That is, the electric path amount is reduced and the mechanical path amount is increased. As a result, power transmission through an electrical path that may cause a relatively large amount of electric power to be exchanged is avoided or suppressed, and acceleration performance is improved by the torque amplification action of the torque converter 16.
- the transmission ratio RTO PEL of the nominal electrical path is changed to “0%” or the nominal
- the transmission ratio RTO PEL of the electric path is changed to the transmission ratio RTO PEL set to be smaller than the nominal transmission ratio RTO PEL according to the hydraulic oil temperature TH OIL . That is, the electric path amount is reduced and the mechanical path amount is increased. As a result, power transmission through the mechanical path is increased, and energy loss due to fluid transmission is increased, so that warm-up of the vehicle drive device 10 is promoted.
- the nominal transmission ratios RTO PEL and RTO PMC giving the highest priority to fuel efficiency improvement are set as the power transmission ratios RTO PEL and RTO PMC in each transmission path.
- various requested amounts for example, whether there is an improvement in fuel consumption, an acceleration request amount, a warm-up request
- the ratio of power transmitted in the power transmission via the electric path and the power transmission via the mechanical path is changed based on the Various requirements can be satisfied by effectively extracting the respective characteristics of the route. Therefore, when executing the engine operating point control, various required amounts other than the improvement in fuel consumption can be realized.
- the acceleration request amount when the acceleration request amount is large, the ratio of the power transmitted through the mechanical path is increased compared with the case where the acceleration request amount is small, so the acceleration request amount is compared. If the target is large, the torque amplification effect of the torque converter 16 can be used more effectively, and an acceleration feeling can be easily obtained to improve the acceleration performance. In other words, if the requested acceleration amount is relatively large, if the engine operating point is moved in order to improve the fuel efficiency of the vehicle, the electric power exchanged between the first electric motor MG1 and the second electric motor MG2 increases.
- the ratio of power transmission via the electric path is reduced, and the ratio of power transmission via the mechanical path where the torque amplification action of the torque converter 16 is obtained is increased.
- the power to be exchanged can be suppressed and the acceleration performance can be improved.
- the power transmission by the electric path is used more effectively, for example, the engine 12 is driven at an engine operating point that is more suitable for improving the fuel efficiency to improve the fuel efficiency of the vehicle. it can.
- the ratio of the power transmitted through the mechanical path is increased as compared with the case where there is no warm-up request. Therefore, when there is a request for warm-up, it is possible to increase the energy loss due to the mechanical path and easily raise the hydraulic oil temperature TH OIL to improve the warm-up performance. That is, when there is a request for warm-up, warm-up can be promoted by increasing the power transmitted through the machine path and increasing energy loss.
- the power transmission by the electric path can be used more effectively, and for example, the engine 12 can be driven at an engine operating point that is more suitable for improving the fuel efficiency to improve the fuel efficiency of the vehicle.
- the required load such as the required output torque and the accelerator opening degree Acc is exemplified as the acceleration required amount which is one of various required amounts other than the improvement of the fuel consumption.
- the accelerator opening Acc instead of the accelerator opening Acc, the throttle valve opening ⁇ TH , the intake air amount, or the like may be used, or the change rate of the accelerator opening Acc may be used.
- the presence of the acceleration request amount and the warm-up request is exemplified, but the present invention is not necessarily limited thereto.
- requirement with respect to the vehicle drive device 10 may be sufficient.
- this cooling request is present, for example, by reducing the proportion of power transmitted through the mechanical path, energy loss due to the mechanical path can be reduced, and the heat generation of the hydraulic oil can be suppressed.
- the present invention can be applied as long as it is a request that should be realized with priority on improving fuel efficiency.
- 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 in which automatic shift control is performed.
- an automatic shift is performed like the vehicle drive device 310 shown in FIG. A configuration without the machine 18 is also conceivable.
- 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 , but the engine minimum fuel consumption rate line L It can be considered that the setting is made outside the FL .
- 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 and 310 are provided with the torque converter 16 as a fluid transmission device.
- the fluid is replaced with the torque converter 16 and fluid. Couplings may be provided.
- the vehicle drive devices 10 and 310 are not limited to those used in FR (front engine / rear drive) type vehicles, but may be used in vehicles of other drive types. Good.
- 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. 18 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 aspect in which the requested amount is the acceleration request and the aspect in which the requested amount is the presence / absence of the warm-up request have been described. Can be implemented in combination with each other.
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
MG1:第1電動機
MG2:第2電動機
Claims (6)
- 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、
前記エンジンの動作点を制御する際に、要求量に基づいて、前記電気経路を介した動力伝達と前記機械経路を介した動力伝達とにおいて伝達される動力の割合を変更することを特徴とする車両用駆動装置の制御装置。 - 前記流体伝動装置は、前記入力側回転要素であるポンプ翼車と前記出力側回転要素であるタービン翼車とを有するトルクコンバータであり、
前記要求量は、加速要求量であり、
前記加速要求量が大きい場合は、加速要求量が小さい場合と比較して、前記機械経路を介して伝達される動力の割合を大きく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。 - 前記要求量は、前記車両用駆動装置に対する暖機要求の有無であり、
前記暖機要求が有る場合は、該暖機要求が無い場合と比較して、前記機械経路を介して伝達される動力の割合を大きく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。 - 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4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5の何れか1項に記載の車両用駆動装置の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201180071889.7A CN103619682B (zh) | 2011-06-29 | 2011-06-29 | 车辆用驱动装置的控制装置 |
JP2013522413A JP5700124B2 (ja) | 2011-06-29 | 2011-06-29 | 車両用駆動装置の制御装置 |
US14/129,442 US9132829B2 (en) | 2011-06-29 | 2011-06-29 | Control device for vehicle drive device |
EP11868423.2A EP2727788B1 (en) | 2011-06-29 | 2011-06-29 | Control device for vehicle drive device |
PCT/JP2011/064986 WO2013001633A1 (ja) | 2011-06-29 | 2011-06-29 | 車両用駆動装置の制御装置 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2011/064986 WO2013001633A1 (ja) | 2011-06-29 | 2011-06-29 | 車両用駆動装置の制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013001633A1 true WO2013001633A1 (ja) | 2013-01-03 |
Family
ID=47423575
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2011/064986 WO2013001633A1 (ja) | 2011-06-29 | 2011-06-29 | 車両用駆動装置の制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US9132829B2 (ja) |
EP (1) | EP2727788B1 (ja) |
JP (1) | JP5700124B2 (ja) |
CN (1) | CN103619682B (ja) |
WO (1) | WO2013001633A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7388398B2 (ja) | 2021-06-28 | 2023-11-29 | トヨタ自動車株式会社 | 車両用駆動装置 |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9067580B2 (en) * | 2011-06-01 | 2015-06-30 | Toyota Jidosha Kabushiki Kaisha | Control device for vehicle drive device |
CN104203690A (zh) * | 2012-03-21 | 2014-12-10 | 丰田自动车株式会社 | 混合动力车辆的驱动控制装置 |
DE102013007277B3 (de) * | 2013-04-26 | 2013-10-31 | Audi Ag | Kraftfahrzeug mit generatorlastabhängiger Motorsteuerung |
DE102013208320A1 (de) * | 2013-05-07 | 2014-11-13 | Deere & Company | Verfahren zur Bestimmung eines Kontrollparameters eines Leistungs- oder Drehmomentverteilungsreglers für einen Hybridantrieb einer Arbeitsmaschine |
US9186795B1 (en) * | 2013-06-24 | 2015-11-17 | Redwood Robotics, Inc. | Programming and execution of force-based tasks with torque-controlled robot arms |
US10668801B2 (en) | 2014-11-17 | 2020-06-02 | Alpraaz Ab | Powertrain for a vehicle |
US11161406B2 (en) * | 2018-08-07 | 2021-11-02 | Exedy Corporation | Power transmission device for vehicle |
US10801182B2 (en) * | 2018-10-19 | 2020-10-13 | Cnh Industrial America Llc | System and method for controlling work vehicle operation based on multi-mode identification of operator inputs |
US11059440B2 (en) * | 2019-02-01 | 2021-07-13 | Ford Global Technologies, Llc | System and method for automatically learning and recalling driver preferences |
US11117460B2 (en) * | 2019-02-22 | 2021-09-14 | GM Global Technology Operations LLC | Electro-mechanical drive unit and a powertrain |
JP7439796B2 (ja) | 2021-06-16 | 2024-02-28 | トヨタ自動車株式会社 | 車両用駆動装置 |
CN114248777B (zh) * | 2021-12-13 | 2024-03-19 | 潍柴动力股份有限公司 | 降低油耗的方法、装置、存储介质和电子设备 |
CN114251436A (zh) * | 2021-12-22 | 2022-03-29 | 潍柴动力股份有限公司 | 一种hmcvt的油温控制方法、无级变速器及车辆 |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2000225871A (ja) * | 1999-02-03 | 2000-08-15 | Mazda Motor Corp | ハイブリッド車両 |
JP2007191049A (ja) * | 2006-01-19 | 2007-08-02 | Toyota Motor Corp | 車両およびその制御方法 |
JP2007269256A (ja) * | 2006-03-31 | 2007-10-18 | Fuji Heavy Ind Ltd | ハイブリッド車両の駆動制御装置 |
JP2009220618A (ja) | 2008-03-13 | 2009-10-01 | Toyota Motor Corp | 車両用駆動装置 |
JP2010031966A (ja) * | 2008-07-29 | 2010-02-12 | Toyota Motor Corp | トルクコンバータ、及びこれを備えた車両 |
JP2010111317A (ja) * | 2008-11-07 | 2010-05-20 | Denso Corp | ハイブリッド駆動装置 |
JP2010215190A (ja) * | 2009-03-18 | 2010-09-30 | Toyota Motor Corp | 車両用動力伝達装置の制御装置 |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3186442B2 (ja) * | 1994-07-13 | 2001-07-11 | トヨタ自動車株式会社 | 車両用ロックアップクラッチのスリップ制御装置 |
JP3376262B2 (ja) * | 1997-11-21 | 2003-02-10 | 日産ディーゼル工業株式会社 | ハイブリッド車両の非常駆動装置 |
US6203468B1 (en) * | 1998-11-18 | 2001-03-20 | Fuji Jukogyo Kabushiki Kaisha | Control device for hybrid vehicle and method thereof |
US6600980B1 (en) * | 2002-09-26 | 2003-07-29 | Ford Global Technologies, Llc | Torque reversal reduction strategy for a hybrid vehicle |
US20040155468A1 (en) * | 2003-02-12 | 2004-08-12 | Tai-Her Yang | Series and parallel combined dual power drive system |
JP4438574B2 (ja) * | 2004-09-01 | 2010-03-24 | トヨタ自動車株式会社 | 車両用駆動装置の制御装置 |
DE102005033723A1 (de) * | 2005-07-15 | 2007-02-01 | Daimlerchrysler Ag | Antriebsstrang und Verfahren zur Regelung eines Antriesstranges |
US8534399B2 (en) * | 2007-02-21 | 2013-09-17 | Ford Global Technologies, Llc | Hybrid propulsion system |
US7891450B2 (en) * | 2007-02-21 | 2011-02-22 | Ford Global Technologies, Llc | System and method of torque transmission using an electric energy conversion device |
JP2008239063A (ja) * | 2007-03-28 | 2008-10-09 | Toyota Motor Corp | 車両および動力出力装置並びにこれらの制御方法 |
US7918763B2 (en) * | 2007-04-12 | 2011-04-05 | Ford Global Technologies, Llc | Control strategy for multi-mode vehicle propulsion system |
JP5314906B2 (ja) * | 2008-02-29 | 2013-10-16 | ニチユ三菱フォークリフト株式会社 | 作業用車両の制御方法および作業用車両 |
US8224513B2 (en) * | 2008-06-27 | 2012-07-17 | Ford Global Technologies, Llc | Torque modulation control of a hybrid electric vehicle |
US8727050B2 (en) * | 2009-02-25 | 2014-05-20 | GM Global Technology Operations LLC | System and method for controlling an electrically heated catalyst for a hybrid vehicle |
JP5522266B2 (ja) | 2010-11-26 | 2014-06-18 | トヨタ自動車株式会社 | 車両用駆動装置の制御装置 |
JP5700123B2 (ja) * | 2011-06-28 | 2015-04-15 | トヨタ自動車株式会社 | 車両用駆動装置の制御装置 |
-
2011
- 2011-06-29 CN CN201180071889.7A patent/CN103619682B/zh active Active
- 2011-06-29 EP EP11868423.2A patent/EP2727788B1/en active Active
- 2011-06-29 US US14/129,442 patent/US9132829B2/en active Active
- 2011-06-29 JP JP2013522413A patent/JP5700124B2/ja active Active
- 2011-06-29 WO PCT/JP2011/064986 patent/WO2013001633A1/ja active Application Filing
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2000225871A (ja) * | 1999-02-03 | 2000-08-15 | Mazda Motor Corp | ハイブリッド車両 |
JP2007191049A (ja) * | 2006-01-19 | 2007-08-02 | Toyota Motor Corp | 車両およびその制御方法 |
JP2007269256A (ja) * | 2006-03-31 | 2007-10-18 | Fuji Heavy Ind Ltd | ハイブリッド車両の駆動制御装置 |
JP2009220618A (ja) | 2008-03-13 | 2009-10-01 | Toyota Motor Corp | 車両用駆動装置 |
JP2010031966A (ja) * | 2008-07-29 | 2010-02-12 | Toyota Motor Corp | トルクコンバータ、及びこれを備えた車両 |
JP2010111317A (ja) * | 2008-11-07 | 2010-05-20 | Denso Corp | ハイブリッド駆動装置 |
JP2010215190A (ja) * | 2009-03-18 | 2010-09-30 | Toyota Motor Corp | 車両用動力伝達装置の制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2727788A4 |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7388398B2 (ja) | 2021-06-28 | 2023-11-29 | トヨタ自動車株式会社 | 車両用駆動装置 |
Also Published As
Publication number | Publication date |
---|---|
EP2727788A4 (en) | 2016-12-28 |
EP2727788B1 (en) | 2017-12-27 |
CN103619682A (zh) | 2014-03-05 |
EP2727788A1 (en) | 2014-05-07 |
JP5700124B2 (ja) | 2015-04-15 |
JPWO2013001633A1 (ja) | 2015-02-23 |
US9132829B2 (en) | 2015-09-15 |
CN103619682B (zh) | 2016-03-30 |
US20140156129A1 (en) | 2014-06-05 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5700124B2 (ja) | 車両用駆動装置の制御装置 | |
JP5700123B2 (ja) | 車両用駆動装置の制御装置 | |
JP5522266B2 (ja) | 車両用駆動装置の制御装置 | |
JP5765433B2 (ja) | 車両用駆動装置の制御装置 | |
JP5696729B2 (ja) | 車両の制御装置 | |
JP2014151908A (ja) | ハイブリッド車両の制御装置 | |
JP2010215189A (ja) | 車両用駆動装置 | |
JP5673815B2 (ja) | 車両用駆動装置の制御装置 | |
JP5842661B2 (ja) | 車両用動力伝達装置 | |
JP5842643B2 (ja) | 車両用駆動装置の制御装置 | |
JP5987323B2 (ja) | 車両の制御装置 | |
JP5831277B2 (ja) | 車両用駆動装置の制御装置 | |
JP5783058B2 (ja) | 車両用駆動装置の制御装置 | |
JP2013159326A (ja) | 車両の制御装置 | |
JP2009228779A (ja) | 車両用駆動装置の制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201180071889.7 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 11868423 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2013522413 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14129442 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011868423 Country of ref document: EP |