WO2013145094A1 - ハイブリッド車両の駆動制御装置 - Google Patents
ハイブリッド車両の駆動制御装置 Download PDFInfo
- Publication number
- WO2013145094A1 WO2013145094A1 PCT/JP2012/057813 JP2012057813W WO2013145094A1 WO 2013145094 A1 WO2013145094 A1 WO 2013145094A1 JP 2012057813 W JP2012057813 W JP 2012057813W WO 2013145094 A1 WO2013145094 A1 WO 2013145094A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- electric motor
- engine
- brake
- mode
- Prior art date
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
-
- 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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
-
- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
-
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
-
- 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
- B60W2710/02—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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
-
- 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
-
- 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
- B60W2710/18—Braking system
-
- 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
- Y10S903/904—Component specially adapted for hev
- Y10S903/905—Combustion engine
-
- 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
- Y10S903/904—Component specially adapted for hev
- Y10S903/915—Specific drive or transmission adapted for hev
-
- 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 an improvement of a drive control device for a hybrid vehicle.
- a hybrid vehicle including at least one electric motor that functions as a drive source is known.
- this is the vehicle described in Patent Document 1.
- the brake is provided to fix the output shaft of the internal combustion engine to the non-rotating member, and according to the traveling state of the vehicle. By controlling the engagement state of the brake, it is possible to improve the energy efficiency of the vehicle and to travel according to the driver's request.
- JP 2008-265600 A Japanese Patent No. 4038183
- the applicant of the present invention has a clutch and a brake as an embodiment of the driving device of the hybrid vehicle, and a hybrid vehicle that selectively establishes a plurality of driving modes according to a combination of engagement and release of the clutch and the brake.
- the company has developed a drive system for the vehicle and has been conducting intensive research with the intention of further improving performance.
- the present inventors may cause problems such as changes in driving force and over-rotation of the electric motor due to the clutch and brake engagement control at the time of transition between running modes. I found something new.
- the present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a drive control device for a hybrid vehicle that suppresses the occurrence of problems at the time of transition between travel modes. .
- the gist of the first aspect of the present invention is that a first differential mechanism and a second differential mechanism having four rotating elements as a whole, and these four rotating elements are respectively connected.
- An element is selectively connected via a clutch, and the rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch is selected via a brake for a non-rotating member.
- the hybrid vehicle drive control device is characterized in that the engine torque is changed when the clutch and brake are switched.
- the first differential mechanism and the second differential mechanism having four rotation elements as a whole, the engine, the first electric motor, Two electric motors and an output rotating member, and one of the four rotating elements is selected by selecting the rotating element of the first differential mechanism and the rotating element of the second differential mechanism via a clutch.
- the rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch is selectively connected to the non-rotating member via a brake.
- a drive control device that changes the torque (output torque) of the engine when the clutch and the brake are switched, that is, when the clutch and the clutch are controlled to change the clutch and the brake.
- the gist of the second invention which is dependent on the first invention, is that the clutch is engaged and the brake is released from the state where the clutch is released and the brake is engaged. At the time of shifting to, the output torque of the engine is increased. In this way, when switching from the brake to the clutch at the time of switching the travel mode, it is possible to suitably suppress the occurrence of problems such as over-rotation of the motor while suppressing changes in the driving force. .
- the gist of the third invention subordinate to the first to second inventions is that the first differential mechanism includes a first rotating element connected to the first electric motor and a first rotating element connected to the engine.
- a second rotating element coupled to the output rotating member, and the second differential mechanism includes a first rotating element coupled to the second electric motor, a second rotating element, And a third rotating element, and either one of the second rotating element or the third rotating element is connected to the third rotating element in the first differential mechanism, and the clutch has the first difference.
- a second rotating element in the moving mechanism and a rotating element not connected to the third rotating element in the first differential mechanism among the second rotating element and the third rotating element in the second differential mechanism are selected.
- the brake is Of the second rotating element and the third rotating element in the second differential mechanism, the rotating element that is not connected to the third rotating element in the first differential mechanism is selectively selected with respect to the non-rotating member. To be engaged. If it does in this way, in the drive device of a practical hybrid vehicle, generation
- FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device to which the present invention is preferably applied. It is a figure explaining the principal part of the control system provided in order to control the drive of the drive device of FIG.
- FIG. 2 is an engagement table showing clutch and brake engagement states in each of five types of travel modes established in the drive device of FIG. 1.
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, and is a diagram corresponding to modes 1 and 3 of FIG. 3.
- FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device to which the present invention is preferably applied. It is a figure explaining the principal part of the control system provided in order to control the drive of the drive device of FIG.
- FIG. 2 is an engagement table showing clutch and brake engagement states in each of five types of travel modes established in the drive device of FIG. 1.
- FIG. 4 is a collinear diagram
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotation speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 2 of FIG. 3.
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 4 of FIG. 3.
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 5 of FIG. 3. It is a figure explaining the transmission efficiency in the drive device of FIG. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 2 was equipped.
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotation speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 2 of FIG. 3.
- FIG. 4 is a collinear diagram illustrating engine torque increase control in a mode in which clutch engagement control is performed first at the time of transition from mode 3 to mode 4 in FIG. 3.
- FIG. 4 is a collinear diagram illustrating brake release control after engine torque increase control is performed at the time of transition from mode 3 to mode 4 in FIG. 3.
- FIG. 4 is a collinear diagram illustrating motor torque reduction control in a mode in which brake release control is performed first at the time of transition from mode 3 to mode 4 in FIG. 3.
- FIG. 4 is a collinear diagram illustrating control for engaging the clutch after setting the differential rotation of the clutch to substantially zero at the time of transition from mode 3 to mode 4 in FIG. 3. It is a flowchart explaining the principal part of an example of the driving mode switching control by the electronic controller of FIG.
- FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied.
- FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied.
- FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied.
- the first differential mechanism and the second differential mechanism have four rotation elements as a whole when the clutch is engaged.
- the first differential mechanism and the second differential mechanism are: In the state in which the plurality of clutches are engaged, there are four rotating elements as a whole.
- the present invention relates to a first differential mechanism and a second differential mechanism that are represented as four rotating elements on the nomographic chart, an engine connected to each of the four rotating elements, a first electric motor, A second electric motor, and an output rotating member, wherein one of the four rotating elements includes a rotating element of the first differential mechanism and a rotating element of the second differential mechanism via a clutch.
- a hybrid vehicle that is selectively connected and a rotating element of the first differential mechanism or the second differential mechanism that is to be engaged by the clutch is selectively connected to a non-rotating member via a brake. It is suitably applied to the drive control apparatus.
- the clutch and the brake are preferably hydraulic engagement devices whose engagement state is controlled (engaged or released) according to the hydraulic pressure, for example, a wet multi-plate friction engagement device.
- a meshing engagement device that is, a so-called dog clutch (meshing clutch) may be used.
- the engagement state may be controlled (engaged or released) according to an electrical command, such as an electromagnetic clutch or a magnetic powder clutch.
- one of a plurality of travel modes is selectively established according to the engagement state of the clutch and the brake.
- the operation of the engine is stopped and the brake is engaged and the clutch is released in an EV traveling mode in which at least one of the first electric motor and the second electric motor is used as a driving source for traveling.
- mode 1 is established
- mode 2 is established by engaging both the brake and the clutch.
- the mode is set when the brake is engaged and the clutch is released.
- Mode 4 is established when the brake is released and the clutch is engaged
- mode 5 is established when both the brake and the clutch are released.
- each rotating element in each of the first differential mechanism and the second differential mechanism when the clutch is engaged and the brake is released.
- the arrangement order indicates the first rotation in the first differential mechanism when the rotation speeds corresponding to the second rotation element and the third rotation element in each of the first differential mechanism and the second differential mechanism are superimposed.
- the clutch when the clutch is disengaged and the brake is engaged, when the clutch is engaged and the brake is disengaged, the clutch engages with slip.
- control is performed to compensate for the torque decrease of the engine caused by slip engagement of the clutch. That is, when the total torque of the engine decreases due to slip engagement of the clutch, the engine drive is controlled so as to increase (compensate) the reduced torque.
- the output torque of the engine at the time of transition from a state where the clutch is released and the brake is engaged to a state where the clutch is engaged and the brake is released.
- the control for increasing the brake is performed
- the control for decreasing the torque of the second electric motor is performed when the brake release control increases the direct torque from the engine to the output rotating member.
- control is performed to release the brake after the torque of the second electric motor becomes substantially zero.
- the differential rotation of the clutch is performed. That is, after the rotational speed difference between the pair of rotating elements related to the engagement of the clutch becomes substantially zero, control for engaging the clutch is performed.
- the vehicle driving force that is, the driving force output from the output rotating member is maintained from the start to the end of clutch-to-clutch control for changing the clutch and brake. That is, in the clutch-to-clutch control, the engine torque increase control, the second motor torque decrease control, the clutch and brake engagement control, etc., the driving force output from the output rotating member does not change.
- the driving of the engine, the operation of the second electric motor, the control of the engagement state of the clutch and the brake, and the like are executed.
- FIG. 1 is a skeleton diagram illustrating the configuration of a hybrid vehicle drive device 10 (hereinafter simply referred to as drive device 10) to which the present invention is preferably applied.
- the drive device 10 of the present embodiment is a device for horizontal use that is preferably used in, for example, an FF (front engine front wheel drive) type vehicle and the like, and an engine 12, which is a main power source,
- the first electric motor MG1, the second electric motor MG2, the first planetary gear device 14 as a first differential mechanism, and the second planetary gear device 16 as a second differential mechanism are provided on a common central axis CE.
- the driving device 10 is configured substantially symmetrically with respect to the central axis CE, and the lower half of the central line is omitted in FIG. The same applies to each of the following embodiments.
- the engine 12 is, for example, an internal combustion engine such as a gasoline engine that generates driving force by combustion of fuel such as gasoline injected in a cylinder.
- the first electric motor MG1 and the second electric motor MG2 are preferably so-called motor generators each having a function as a motor (engine) for generating driving force and a generator (generator) for generating reaction force.
- Each stator (stator) 18, 22 is fixed to a housing (case) 26 that is a non-rotating member, and the rotor (rotor) 20, 24 is provided on the inner peripheral side of each stator 18, 22. Has been.
- the first planetary gear unit 14 is a single pinion type planetary gear unit having a gear ratio of ⁇ 1, and serves as a second rotating element that supports the sun gear S1 and the pinion gear P1 as the first rotating element so as to be capable of rotating and revolving.
- a ring gear R1 as a third rotating element that meshes with the sun gear S1 via the carrier C1 and the pinion gear P1 is provided as a rotating element (element).
- the second planetary gear device 16 is a single pinion type planetary gear device having a gear ratio of ⁇ 2, and serves as a second rotating element that supports the sun gear S2 and the pinion gear P2 as the first rotating element so as to be capable of rotating and revolving.
- a ring gear R2 as a third rotating element that meshes with the sun gear S2 via the carrier C2 and the pinion gear P2 is provided as a rotating element (element).
- the sun gear S1 of the first planetary gear unit 14 is connected to the rotor 20 of the first electric motor MG1.
- the carrier C1 of the first planetary gear unit 14 is connected to an input shaft 28 that is rotated integrally with the crankshaft of the engine 12.
- the input shaft 28 is centered on the central axis CE.
- the direction of the central axis of the central axis CE is referred to as an axial direction (axial direction) unless otherwise distinguished.
- the ring gear R1 of the first planetary gear device 14 is connected to an output gear 30 that is an output rotating member, and is also connected to the ring gear R2 of the second planetary gear device 16.
- the sun gear S2 of the second planetary gear device 16 is connected to the rotor 24 of the second electric motor MG2.
- the driving force output from the output gear 30 is transmitted to a pair of left and right driving wheels (not shown) via a differential gear device and an axle (not shown).
- torque input to the drive wheels from the road surface of the vehicle is transmitted (input) from the output gear 30 to the drive device 10 via the differential gear device and the axle.
- a mechanical oil pump 32 such as a vane pump is connected to an end portion of the input shaft 28 opposite to the engine 12, and an original pressure of a hydraulic control circuit 60 or the like to be described later when the engine 12 is driven.
- the hydraulic pressure is output.
- an electric oil pump driven by electric energy may be provided.
- the carrier C1 of the first planetary gear device 14 and the carrier C2 of the second planetary gear device 16 are selectively engaged between the carriers C1 and C2 (between the carriers C1 and C2).
- a clutch CL is provided.
- a brake BK for selectively engaging (fixing) the carrier C2 with respect to the housing 26 is provided between the carrier C2 of the second planetary gear device 16 and the housing 26 which is a non-rotating member.
- the clutch CL and the brake BK are preferably hydraulic engagement devices whose engagement states are controlled (engaged or released) according to the hydraulic pressure supplied from the hydraulic control circuit 60.
- a wet multi-plate friction engagement device or the like is preferably used, but a meshing engagement device, that is, a so-called dog clutch (meshing clutch) may be used.
- an engagement state may be controlled (engaged or released) according to an electrical command supplied from the electronic control device 40, such as an electromagnetic clutch or a magnetic powder clutch.
- the first planetary gear device 14 and the second planetary gear device 16 are arranged coaxially with the input shaft 28 (on the central axis CE), and , Are arranged at positions facing each other in the axial direction of the central axis CE. That is, with respect to the axial direction of the central axis CE, the first planetary gear device 14 is disposed on the engine 12 side with respect to the second planetary gear device 16. With respect to the axial direction of the central axis CE, the first electric motor MG1 is disposed on the engine 12 side with respect to the first planetary gear unit 14.
- the second electric motor MG1 is disposed on the opposite side of the engine 12 with respect to the second planetary gear device 16. That is, the first electric motor MG1 and the second electric motor MG2 are arranged at positions facing each other with the first planetary gear device 14 and the second planetary gear device 16 interposed therebetween with respect to the axial direction of the central axis CE. . That is, in the drive device 10, in the axial direction of the central axis CE, the first electric motor MG1, the first planetary gear device 14, the clutch CL, the second planetary gear device 16, the brake BK, Those components are arranged on the same axis in the order of the two electric motors MG2.
- FIG. 2 is a diagram for explaining a main part of a control system provided in the driving device 10 in order to control the driving of the driving device 10.
- the electronic control unit 40 shown in FIG. 2 includes a CPU, a ROM, a RAM, an input / output interface, and the like, and executes signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM.
- the microcomputer is a so-called microcomputer, and executes various controls related to driving of the drive device 10 including drive control of the engine 12 and hybrid drive control related to the first electric motor MG1 and the second electric motor MG2. That is, in this embodiment, the electronic control device 40 corresponds to a drive control device for a hybrid vehicle to which the drive device 10 is applied.
- the electronic control device 40 is configured as an individual control device for each control as required, such as for output control of the engine 12 and for operation control of the first electric motor MG1 and the second electric motor MG2.
- the electronic control device 40 is configured to be supplied with various signals from sensors, switches, and the like provided in each part of the driving device 10. That is, a signal representing an accelerator opening degree A CC which is an operation amount of an accelerator pedal (not shown) corresponding to a driver's output request amount by the accelerator opening sensor 42, and an engine which is the rotation speed of the engine 12 by the engine rotation speed sensor 44.
- a signal representing an accelerator opening degree A CC which is an operation amount of an accelerator pedal (not shown) corresponding to a driver's output request amount by the accelerator opening sensor 42
- an engine which is the rotation speed of the engine 12 by the engine rotation speed sensor 44.
- the electronic control device 40 is configured to output an operation command to each part of the driving device 10. That is, as an engine output control command for controlling the output of the engine 12, a fuel injection amount signal for controlling a fuel supply amount to an intake pipe or the like by the fuel injection device, and an ignition timing (ignition timing) of the engine 12 by the ignition device.
- An ignition signal to be commanded, an electronic throttle valve drive signal supplied to the throttle actuator for operating the throttle valve opening ⁇ TH of the electronic throttle valve, and the like are output to an engine control device 56 that controls the output of the engine 12.
- the A command signal for commanding the operation of the first motor MG1 and the second motor MG2 is output to the inverter 58, and electric energy corresponding to the command signal is transmitted from the battery via the inverter 58 to the first motor MG1 and the second motor.
- the output (torque) of the first electric motor MG1 and the second electric motor MG2 is controlled by being supplied to MG2.
- Electric energy generated by the first electric motor MG1 and the second electric motor MG2 is supplied to the battery via the inverter 58 and stored in the battery.
- a command signal for controlling the engagement state of the clutch CL and the brake BK is supplied to an electromagnetic control valve such as a linear solenoid valve provided in the hydraulic control circuit 60, and the hydraulic pressure output from the electromagnetic control valve is controlled.
- an electromagnetic control valve such as a linear solenoid valve provided in the hydraulic control circuit 60
- the drive device 10 functions as an electric differential unit that controls the differential state between the input rotation speed and the output rotation speed by controlling the operation state via the first electric motor MG1 and the second electric motor MG2.
- the electric energy generated by the first electric motor MG1 is supplied to the battery and the second electric motor MG2 via the inverter 58.
- the main part of the power of the engine 12 is mechanically transmitted to the output gear 30, while a part of the power is consumed for power generation of the first electric motor MG 1 and is converted into electric energy there.
- the electric energy is supplied to the second electric motor MG2 through the inverter 58.
- the second electric motor MG2 is driven, and the power output from the second electric motor MG2 is transmitted to the output gear 30.
- Electrical path from conversion of part of the power of the engine 12 into electrical energy and conversion of the electrical energy into mechanical energy by related equipment from the generation of the electrical energy to consumption by the second electric motor MG2. Is configured.
- FIG. 3 is an engagement table showing the engagement states of the clutch CL and the brake BK in each of the five types of travel modes established in the drive device 10, wherein the engagement is “ ⁇ ” and the release is blank. Show. In each of the travel modes “EV-1” and “EV-2” shown in FIG. 3, the operation of the engine 12 is stopped, and at least one of the first electric motor MG1 and the second electric motor MG2 is used for traveling. This is an EV travel mode used as a drive source.
- HV-1”, “HV-2”, and “HV-3” all drive the engine 12 as a driving source for traveling, for example, and the first motor MG1 and the second motor MG2 as required.
- This is a hybrid travel mode for driving or generating power.
- a reaction force may be generated by at least one of the first electric motor MG1 and the second electric motor MG2, or may be idled in an unloaded state.
- the operation of the engine 12 is stopped, and in the EV traveling mode in which at least one of the first electric motor MG ⁇ b> 1 and the second electric motor MG ⁇ b> 2 is used as a driving source for traveling.
- mode 1 travel mode 1
- 2 travel mode 2
- the brake BK is engaged.
- HV-1 which is mode 3 (travel mode 3) by releasing the clutch CL
- mode 4 travel mode 4
- HV-2 is established
- HV-3 which is mode 5 (travel mode 5) is established by releasing both the brake BK and the clutch CL.
- FIGS. 4 to 7 show the rotation elements of the driving device 10 (the first planetary gear device 14 and the second planetary gear device 16) that have different coupling states depending on the engagement states of the clutch CL and the brake BK.
- FIG. 2 shows a collinear chart that can represent the relative relationship of rotational speed on a straight line, showing the relative relationship of the gear ratio ⁇ of the first planetary gear device 14 and the second planetary gear device 16 in the horizontal axis direction, It is a two-dimensional coordinate which shows a relative rotational speed in an axial direction.
- the rotational speeds of the output gears 30 when the vehicle moves forward are represented as positive directions (positive rotations).
- a horizontal line X1 indicates zero rotation speed.
- the solid line Y1 indicates the sun gear S1 (first electric motor MG1) of the first planetary gear unit 14, the broken line Y2 indicates the sun gear S2 (second electric motor MG2) of the second planetary gear unit 16,
- the solid line Y3 is the carrier C1 (engine 12) of the first planetary gear unit 14, the broken line Y3 'is the carrier C2 of the second planetary gear unit 16, and the solid line Y4 is the ring gear R1 (output gear 30) of the first planetary gear unit 14.
- the broken line Y4 ′ indicates the relative rotational speed of each ring gear R2 of the second planetary gear unit 16.
- the relative rotational speeds of the three rotating elements in the first planetary gear device 14 are indicated by a solid line L1
- the relative rotational speeds of the three rotating elements in the second planetary gear device 16 are indicated by solid lines L1.
- Each is indicated by a broken line L2.
- the intervals between the vertical lines Y1 to Y4 (Y2 to Y4 ′) are determined according to the gear ratios ⁇ 1 and ⁇ 2 of the first planetary gear device 14 and the second planetary gear device 16. That is, regarding the vertical lines Y1, Y3, Y4 corresponding to the three rotating elements in the first planetary gear device 14, the space between the sun gear S1 and the carrier C1 corresponds to 1, and the carrier C1 and the ring gear R1 The interval corresponds to ⁇ 1.
- the gear ratio ⁇ 2 of the second planetary gear device 16 is preferably larger than the gear ratio ⁇ 1 of the first planetary gear device 14 ( ⁇ 2> ⁇ 1).
- EV-1 shown in FIG. 3 corresponds to mode 1 (travel mode 1) in the drive device 10, and preferably the operation of the engine 12 is stopped and the second electric motor MG2 is stopped. Is an EV traveling mode used as a driving source for traveling.
- FIG. 4 is a collinear diagram corresponding to this mode 1, and will be described using this collinear diagram.
- the clutch CL is released, the carrier C1 and the second planetary gear device 14 of the first planetary gear unit 14 are disengaged.
- the planetary gear device 16 can rotate relative to the carrier C2.
- Engagement of the brake BK causes the carrier C2 of the second planetary gear device 16 to be connected (fixed) to the housing 26, which is a non-rotating member, so that its rotational speed is zero.
- the rotation direction of the sun gear S2 and the rotation direction of the ring gear R2 are opposite to each other, and negative torque (torque in the negative direction) is generated by the second electric motor MG2.
- the torque causes the ring gear R2, that is, the output gear 30, to rotate in the positive direction. That is, by outputting negative torque by the second electric motor MG2, the hybrid vehicle to which the drive device 10 is applied can be caused to travel forward.
- the first electric motor MG1 is idled.
- the relative rotation of the carriers C1 and C2 is allowed, and EV travel control similar to EV travel in a vehicle equipped with a so-called THS (Toyota Hybrid System) in which the carrier C2 is connected to a non-rotating member. It can be performed.
- THS Toyota Hybrid System
- FIG. 3 corresponds to mode 2 (traveling mode 2) in the driving apparatus 10, and preferably the operation of the engine 12 is stopped and the first electric motor MG1 is stopped.
- this is an EV traveling mode in which at least one of the second electric motor MG2 is used as a driving source for traveling.
- FIG. 5 is a collinear diagram corresponding to this mode 2. If the collinear diagram is used to explain, the carrier C1 of the first planetary gear device 14 and the first planetary gear device 14 are engaged by engaging the clutch CL. The relative rotation of the two planetary gear unit 16 with the carrier C2 is disabled.
- the carrier C2 of the second planetary gear device 16 and the carrier C1 of the first planetary gear device 14 engaged with the carrier C2 are non-rotating members. Are connected (fixed) to each other and their rotational speed is zero.
- the rotation direction of the sun gear S1 is opposite to the rotation direction of the ring gear R1 in the first planetary gear device 14, and the rotation of the sun gear S2 is reversed in the second planetary gear device 16.
- the direction and the rotation direction of the ring gear R2 are opposite to each other.
- the hybrid vehicle to which the drive device 10 is applied can be caused to travel forward by outputting negative torque by at least one of the first electric motor MG1 and the second electric motor MG2.
- the mode 2 it is possible to establish a mode in which power generation is performed by at least one of the first electric motor MG1 and the second electric motor MG2.
- HV-1 shown in FIG. 3 corresponds to mode 3 (traveling mode 3) in the driving device 10, and is preferably used as a driving source for traveling when the engine 12 is driven. This is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary.
- the collinear diagram of FIG. 4 also corresponds to this mode 3. If described using this collinear diagram, the carrier C1 of the first planetary gear device 14 and the carrier C1 are released by releasing the clutch CL. The second planetary gear device 16 can rotate relative to the carrier C2.
- “HV-2” shown in FIG. 3 corresponds to mode 4 (travel mode 4) in the drive device 10, and is preferably used as a drive source for travel when the engine 12 is driven.
- This is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary.
- FIG. 6 is a collinear diagram corresponding to the mode 4, and will be described using this collinear diagram.
- the ring gears R1 and R2 Since the ring gears R1 and R2 are connected to each other, the ring gears R1 and R2 operate as one rotating element that is rotated integrally. That is, in the mode 4, the rotating elements in the first planetary gear device 14 and the second planetary gear device 16 in the driving device 10 function as a differential mechanism including four rotating elements as a whole. That is, four gears in order from the left in FIG. 6 are the sun gear S1 (first electric motor MG1), the sun gear S2 (second electric motor MG2), the carriers C1 and C2 (engine 12) connected to each other, A composite split mode is obtained in which ring gears R1 and R2 (output gear 30) connected to each other are connected in this order.
- the arrangement order of the rotating elements in the first planetary gear device 14 and the second planetary gear device 16 in the alignment chart is a sun gear S1 indicated by a vertical line Y1.
- the sun gear S2 indicated by the vertical line Y2, the carriers C1 and C2 indicated by the vertical line Y3 (Y3 ′), and the ring gears R1 and R2 indicated by the vertical line Y4 (Y4 ′) are arranged in this order.
- the gear ratios ⁇ 1 and ⁇ 2 of the first planetary gear device 14 and the second planetary gear device 16 are respectively shown in FIG.
- the line Y2 is arranged in the above-described order, that is, the interval between the vertical line Y1 and the vertical line Y3 is wider than the interval between the vertical line Y2 and the vertical line Y3 ′.
- the sun gears S1 and S2 and the carriers C1 and C2 correspond to 1
- the carriers C1 and C2 and the ring gears R1 and R2 correspond to ⁇ 1 and ⁇ 2.
- the gear ratio ⁇ 2 of the second planetary gear device 16 is larger than the gear ratio ⁇ 1 of the first planetary gear device 14.
- the carrier C1 of the first planetary gear device 14 and the carrier C2 of the second planetary gear device 16 are connected, and the carriers C1 and C2 are connected to each other. It can be rotated integrally.
- the reaction force can be applied to the output of the engine 12 by either the first electric motor MG1 or the second electric motor MG2. That is, when the engine 12 is driven, the reaction force can be shared by one or both of the first electric motor MG1 and the second electric motor MG2, and the engine 12 can be operated at an efficient operating point, or the torque caused by heat. It is possible to run to ease restrictions such as restrictions.
- the efficiency can be improved by controlling the first motor MG1 and the second motor MG2 so as to receive the reaction force preferentially by the motor that can operate efficiently.
- relatively vehicle speed V is high high-speed drive and at the time of relatively engine rotational speed N E is lower low rotation, there is a case where the rotational speed N MG1 of the first electric motor MG1 is a negative value or negative rotation.
- the reaction force of the engine 12 is received by the first electric motor MG1
- the first electric motor MG1 is in a reverse power running state in which power is consumed and negative torque is generated, leading to a reduction in efficiency. There is a fear.
- the rotational speed of the second electric motor MG2 indicated by the vertical line Y2 is negative compared to the rotational speed of the first electric motor MG1 indicated by the vertical line Y1. It is often difficult to take the value of and the reaction force of the engine 12 can be received in the forward rotation state. Therefore, when the rotational speed of the first electric motor MG1 is a negative value, the fuel efficiency is improved by improving the efficiency by controlling the second electric motor MG2 to receive the reaction force of the engine 12 preferentially. Can be achieved. Further, when torque is limited by heat in either the first electric motor MG1 or the second electric motor MG2, the driving force is assisted by regeneration or output of an electric motor that is not torque limited, so that the engine 12 It is possible to ensure a reaction force necessary for driving.
- FIG. 8 is a diagram for explaining the transmission efficiency in the drive device 10, wherein the horizontal axis represents the transmission ratio and the vertical axis represents the theoretical transmission efficiency.
- the gear ratio shown in FIG. 8 is the ratio of the input side rotational speed to the output side rotational speed, that is, the reduction ratio in the first planetary gear device 14 and the second planetary gear device 16, for example, the rotation of the output gear 30. This corresponds to the ratio of the rotational speed of the input rotary member such as the carrier C1 to the speed (rotational speed of the ring gears R1 and R2).
- the left side of the drawing is the high gear side with a small gear ratio
- the right side is the low gear side with a large gear ratio.
- the theoretical transmission efficiency shown in FIG. 8 is a theoretical value of the transmission efficiency in the drive device 10, and the power input to the first planetary gear device 14 and the second planetary gear device 16 is mechanical without passing through an electrical path.
- the maximum efficiency is 1.0 when all of the signals are transmitted to the output gear 30 by simple transmission.
- the transmission efficiency in the mode 3 (HV-1) in the driving device 10 is indicated by a one-dot chain line, and the transmission efficiency in the mode 4 (HV-2) is indicated by a solid line.
- the transmission efficiency in the mode 3 (HV-1) in the driving device 10 is the maximum efficiency at the speed ratio ⁇ 1.
- the rotational speed of the first electric motor MG1 (sun gear S1) becomes zero, and the electric path caused by receiving the reaction force in the first electric motor MG1 becomes zero, and only mechanical power transmission is performed.
- an operating point at which power can be transmitted from the engine 12 to the second electric motor MG2 to the output gear 30 is obtained.
- the gear ratio ⁇ 1 is a gear ratio on the overdrive side, that is, a gear ratio smaller than 1.
- the gear ratio ⁇ 1 is referred to as a first mechanical transmission gear ratio ⁇ 1.
- the transmission efficiency in the mode 3 gradually decreases as the gear ratio becomes a value on the low gear side with respect to the first machine transmission gear ratio ⁇ 1, while the gear ratio becomes the first machine transmission. As it becomes a value on the high gear side with respect to the gear ratio ⁇ 1, it decreases more rapidly than on the low gear side.
- the first electric motor MG1 according to the collinear diagram of FIG. 6 is used for the four rotating elements formed by the engagement of the clutch CL.
- the gear ratios ⁇ 1, ⁇ 2 of the first planetary gear device 14 and the second planetary gear device 16 are determined so that the rotational speeds of the second motor MG2 are different positions on the horizontal axis,
- the transmission efficiency in mode 4 has a mechanical point in the speed ratio ⁇ 2 in addition to the speed ratio ⁇ 1. That is, at the time of the mode 4, the rotational speed of the first electric motor MG1 becomes zero at the first mechanical transmission speed ratio ⁇ 1, and the electric path due to receiving the reaction force at the first electric motor MG1 becomes zero.
- a mechanical point is realized as well as a mechanical point where the rotational speed of the second electric motor MG2 becomes zero at the gear ratio ⁇ 2 and the electric path by the reaction force is zero in the second electric motor MG2.
- the speed ratio ⁇ 2 is referred to as a second mechanical transmission speed ratio ⁇ 2.
- the second machine transmission speed ratio ⁇ 2 corresponds to a speed ratio smaller than the first machine transmission speed ratio ⁇ 1. That is, in the mode 4 in the driving device 10, the system has a mechanical point on the high gear side with respect to the mode 3 time.
- the transmission efficiency at the time of the mode 4 is sharper than the transmission efficiency at the time of the mode 3 in the region on the low gear side from the first mechanical transmission speed ratio ⁇ 1 as the speed ratio increases. descend.
- the region of the gear ratio between the first machine transmission speed ratio ⁇ 1 and the second machine transmission speed ratio ⁇ 2 is curved toward the low efficiency side. In this region, the transmission efficiency in the mode 4 is equal to or higher than the transmission efficiency in the mode 3.
- the transmission efficiency at the time of the mode 4 is relatively higher than the transmission efficiency at the time of the mode 3 although the transmission efficiency decreases in the region on the high gear side from the second mechanical transmission speed ratio ⁇ 2 as the shift ratio decreases. .
- the engine 12 is driven as a driving source for traveling, for example, and is driven as necessary by the first electric motor MG ⁇ b> 1 and the second electric motor MG ⁇ b> 2.
- transmission efficiency can be improved by appropriately switching between mode 3 (HV-1) and mode 4 (HV-2).
- HV-1 mode 3
- HV-2 mode 4
- the mode 3 is established in the region of the gear ratio on the low gear side from the first machine low speed gear ratio ⁇ 1
- the mode 4 is established in the region of the gear ratio on the high gear side from the first machine transmission gear ratio ⁇ 1.
- “HV-3” shown in FIG. 3 corresponds to mode 5 (traveling mode 5) in the driving device 10, and is preferably used as a driving source for traveling when the engine 12 is driven.
- This is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 as necessary.
- FIG. 7 is a collinear diagram corresponding to this mode 5. If described with reference to this collinear diagram, the carrier C1 of the first planetary gear unit 14 and the second planetary gear device 14 are released by releasing the clutch CL.
- the planetary gear device 16 can rotate relative to the carrier C2.
- the carrier C2 of the second planetary gear device 16 can be rotated relative to the housing 26, which is a non-rotating member.
- the second electric motor MG2 can be disconnected from the drive system (power transmission path) and stopped.
- the second electric motor MG2 is always rotated with the rotation of the output gear 30 (ring gear R2) when the vehicle is traveling.
- the rotation speed of the second electric motor MG2 reaches a limit value (upper limit value), or the rotation speed of the ring gear R2 is increased and transmitted to the sun gear S2. Therefore, from the viewpoint of improving efficiency, it is not always preferable to always rotate the second electric motor MG2 at a relatively high vehicle speed.
- the second motor MG2 is driven by the engine 12 and the first motor MG1 by separating the second motor MG2 from the drive system at a relatively high vehicle speed, thereby driving the second motor MG2.
- the clutch CL and the brake BK are engaged or released in combination.
- Three modes of HV-1 (mode 3), HV-2 (mode 4), and HV-3 (mode 5) can be selectively established. Thereby, for example, by selectively establishing the mode with the highest transmission efficiency among these three modes according to the vehicle speed, the gear ratio, etc. of the vehicle, it is possible to improve the transmission efficiency and thus improve the fuel efficiency. it can.
- FIG. 9 is a functional block diagram for explaining a main part of the control function provided in the electronic control unit 40.
- the traveling mode determination unit 70 shown in FIG. 9 determines a traveling mode that is established in the drive device 10. Basically, from a predetermined relationship, the accelerator opening A CC detected by the accelerator opening sensor 42, the vehicle speed V corresponding to the output rotation speed N OUT detected by the output rotation speed sensor 50, and Based on the battery SOC or the like detected by the battery SOC sensor 54, it is determined whether any one of the modes 1 to 5 described above with reference to FIG.
- the travel mode determination unit 70 is preferably an EV travel mode in which the engine 12 is stopped when the battery SOC detected by the battery SOC sensor 54 is equal to or greater than the threshold value. 2 is determined. For example, when the battery SOC detected by the battery SOC sensor 54 is greater than or equal to the threshold value, the vehicle speed V corresponding to the output rotational speed N OUT detected by the output rotational speed sensor 50 when the vehicle starts is zero. When an unillustrated brake pedal off operation (an operation to release the brake pedal depression) is performed from the state, the engine 12 is stopped and the first electric motor MG1 or the like is exclusively used as a driving source for traveling. It is determined whether the mode 1 or the like that is the traveling mode is established.
- the travel mode determination unit 70 is preferably used as a drive source for travel when the engine 12 is driven when the battery SOC detected by the battery SOC sensor 54 is less than a predetermined threshold. It is determined whether any one of the modes 3 to 5 which are hybrid driving modes is established. For example, when the battery SOC detected by the battery SOC sensor 54 is less than a predetermined threshold value, the drive device 10 has a lower gear side than the first mechanical low speed gear ratio ⁇ 1 described above with reference to FIG. When it is determined that the gear ratio on the low speed side and the high gear ratio side should be taken, it is determined that the mode 3 (HV-1) is established.
- the electric motor operation control unit 72 controls the operation of the first electric motor MG1 and the second electric motor MG2 via the inverter 58. Specifically, by controlling the electric energy supplied from the battery (not shown) to the first electric motor MG1 and the second electric motor MG2 via the inverter 58, the necessary output by the first electric motor MG1 and the second electric motor MG2 That is, control is performed so that a target torque (target motor output) is obtained.
- a target torque target motor output
- the clutch engagement control unit 74 controls the engagement state of the clutch CL via the hydraulic control circuit 60. For example, by controlling the output pressure from the electromagnetic control valve corresponding to the clutch CL provided in the hydraulic pressure control circuit 60, control is performed to switch the engagement state of the clutch CL between engagement and release. .
- the brake engagement control unit 76 controls the engagement state of the brake BK via the hydraulic control circuit 60. For example, by controlling the output pressure from the electromagnetic control valve corresponding to the brake BK provided in the hydraulic control circuit 60, control is performed to switch the engagement state of the brake BK between engagement and release. .
- the clutch engagement control unit 74 and the brake engagement control unit 76 basically change the engagement state of the clutch CL and the brake BK so that the travel mode determined by the travel mode determination unit 70 is established. Control. That is, for each of the modes 1 to 5, the engagement state is controlled so that the clutch CL and the brake BK are engaged or released in the combination shown in FIG.
- the engine drive control unit 78 controls the drive of the engine 12 via the engine control device 56.
- the fuel supply amount to the intake pipe or the like by the fuel injection device of the engine 12 via the engine control device 56, the ignition timing (ignition timing) of the engine 12 by the ignition device, and the throttle valve opening of the electronic throttle valve By controlling ⁇ TH and the like, the engine 12 is controlled so as to obtain a necessary output, that is, a target torque (target engine output).
- a target torque target engine output
- the accelerator opening degree A CC detected by the accelerator opening degree sensor 42 and the output rotation speed are detected.
- the required driving force to be output from the driving device 10 (output gear 30) is calculated, and the output torque of the engine 12 and the
- the operations of the first motor MG1 and the second motor MG2 are controlled via the motor operation control unit 72 so that the required driving force is realized by the output torque of the first motor MG1 and the second motor MG2.
- the drive of the engine 12 is controlled via the engine drive control unit 78.
- the engine drive control unit 78 changes the output torque of the engine 12 when clutch-to-clutch control of the clutch CL and the brake BK is performed, for example, when the driving device 10 is switched between travel modes.
- This clutch-to-clutch control is a grip change control that releases an engaged element (clutch CL or brake BK, the same in the following description) and engages a released engagement element.
- Yes specifically, a control for switching from a state in which the clutch CL is released and the brake BK is engaged to a state in which the clutch CL is engaged and the brake BK is released, or the clutch In this control, the clutch CL is released and the brake BK is engaged while the CL is engaged and the brake BK is released.
- such clutch-to-clutch control is executed in switching from mode 3 (HV-1) to mode 4 (HV-2), switching from mode 4 to mode 3, and the like.
- the engine drive control unit 78 preferably shifts from the state where the clutch CL is released and the brake BK is engaged to the state where the clutch CL is engaged and the brake BK is released.
- control for increasing the output torque of the engine 12 is performed.
- the engine 12 Control to increase output torque. That is, when the clutch-to-clutch control related to the switching from the mode 3 to the mode 4 is performed, the engine control device 56 is set so that the torque (engine torque T E ) output from the engine 12 temporarily increases.
- the driving of the engine 12 is controlled via
- the clutch engagement control unit 74 and the brake engagement control unit 76 are preferably configured so that the clutch CL is first engaged in the switching from the mode 3 (HV-1) to the mode 4 (HV-2). After the engagement control has progressed to a predetermined stage, the brake BK is released.
- the engine drive control unit 78 is preferably configured so that the clutch CL is in a transitional period from a released state to an engaged state at the time of transition in which the clutch CL is engaged (semi-engaged). ) To compensate for the torque decrease of the engine 12 caused by the slip engagement of the clutch CL.
- FIG. 10 is a collinear diagram illustrating engine torque increase control in a mode in which the engagement control of the clutch CL is performed first at the time of transition from the mode 3 to the mode 4. This is indicated by a white arrow (the same applies to the description of FIGS. 11 to 13).
- the clutch-to-clutch control relating to the switching from the mode 3 to the mode 4
- the clutch CL Torque is generated in the deceleration direction of the engine 12 due to slip engagement (increase in torque capacity), and the total torque of the engine 12 is reduced.
- the engine drive control unit 78 increases the torque of the engine 12 by the amount that the total torque of the engine 12 is reduced by the slip engagement of the clutch CL, so that the total torque of the engine 12 is substantially constant.
- the vehicle driving force that is, the driving force output from the output gear 30 is maintained constant (the vehicle driving force does not change), as indicated by the open dashed arrow in FIG.
- the torque increase (increase amount, increase speed) of the engine 12 is controlled so that the vehicle driving force is kept constant.
- the motor operation control unit 72 changes from a state where the clutch CL is released and the brake BK is engaged to a state where the clutch CL is engaged and the brake BK is released.
- the engine drive control unit 78 performs control to increase the output torque of the engine 12 at the time of transition, the amount of direct torque from the engine 12 to the output gear 30 increased during the release control of the brake BK. Then, control is performed to reduce the torque of the second electric motor MG2.
- FIG. 11 is a collinear diagram illustrating release control of the brake BK after engine torque increase control is performed at the time of transition from the mode 3 to the mode 4. As shown in FIG.
- the second electric motor MG2 may be over-rotated (increased in the negative direction).
- the motor operation control unit 72 decreases the torque (negative torque) of the second electric motor MG2 by the amount that the direct torque with respect to the output gear 30 has increased due to the increase in torque of the engine 12. More preferably, the torque of the second electric motor MG2 is reduced to substantially zero before the release of the brake BK is started.
- the brake engagement control unit 76 starts releasing the brake BK (substantial release control) after the torque of the second electric motor MG2 becomes substantially zero by the control.
- the vehicle driving force that is, the driving force output from the output gear 30, is maintained constant (the vehicle driving force does not change), as indicated by the open dashed arrow in FIG.
- the torque reduction (reduction amount, reduction speed) of the second electric motor MG2 is controlled so that the vehicle driving force is maintained constant.
- the clutch engagement control unit 74 and the brake engagement control unit 76 first release the brake BL when switching from the mode 3 (HV-1) to the mode 4 (HV-2). After the start and the release control proceeds to a predetermined stage, the clutch CL is engaged.
- the motor operation control unit 72 is preferably configured so that the brake BL is in a transition period from the engaged state to the released state at the time of transition in which the brake BL is slip-engaged (half-engaged). ) Is performed to reduce the torque of the second electric motor MG2.
- FIG. 12 is a collinear diagram illustrating MG2 torque reduction control in a mode in which the brake BL release control is performed first at the time of transition from mode 3 to mode 4. As shown in FIG.
- the electric motor operation control unit 72 preferably decreases the torque (negative torque) of the second electric motor MG2 when the brake BL is released. Before or after such control, the engine drive control unit 78 performs control to increase the output torque of the engine 12.
- the vehicle driving force that is, the driving force output from the output gear 30 is maintained constant (the vehicle driving force does not change), as indicated by the open dashed arrow in FIG.
- the torque increase (increase and increase speed) of the engine 12 and the torque decrease (decrease and decrease speed) of the second electric motor MG2 are controlled so that the vehicle driving force is maintained constant.
- the clutch engagement control unit 74 is configured to release the brake BL first when switching from the mode 3 (HV-1) to the mode 4 (HV-2).
- the clutch CL is engaged (substantial engagement control). That is, as shown in FIG. 13, the rotational speed N C1 of the carrier C1 of the first planetary gear unit 14 indicated by the vertical line Y3 and the carrier C2 of the second planetary gear unit 16 indicated by the vertical line Y3 ′.
- the speed difference ⁇ N (
- ) with respect to the rotational speed N C2 is less than a predetermined minute threshold value (substantially zero)
- the engagement of the clutch CL is started.
- the rotation speed N C1 of the carrier C1 of the first planetary gear unit 14 is calculated from the engine rotation speed N E , the MG1 rotation speed N MG1 , the output rotation speed N OUT, and the like.
- the rotation speed N C2 of the carrier C2 of the second planetary gear device 16 is calculated from the MG2 rotation speed N MG2 and the output rotation speed N OUT .
- the vehicle driving force that is, the driving force output from the output gear 30 is maintained constant (the vehicle driving force does not change), as indicated by the open dashed arrow in FIG.
- FIG. 14 is a flowchart for explaining a main part of an example of the traveling mode switching control by the electronic control device 40, which is repeatedly executed at a predetermined cycle.
- step (hereinafter, step is omitted) SA1 it is determined whether or not switching from mode 3 (HV-1) to mode 4 (HV-2) is determined. If the determination at SA1 is negative, the routine is terminated. If the determination at SA1 is affirmative, the engagement control of the clutch CL is executed at SA2.
- SA3 control for increasing the output torque of the engine 12 is executed. For example, the output torque of the engine 12 is increased by the amount of torque reduction of the engine 12 caused by the slip engagement of the clutch CL.
- SA4 control for reducing the torque of the second electric motor MG2 is executed. For example, the torque of the second electric motor MG2 is decreased by the amount of increase in the direct torque from the engine 12 to the output gear 30 under the control of SA3.
- SA5 it is determined whether or not the torque of the second electric motor MG2 has become substantially zero.
- the processing after SA2 is executed again.
- the release control of the brake BK is executed at SA6.
- SA7 it is determined whether or not the transition from the mode 3 (HV-1) to the mode 4 (HV-2) is completed.
- HV-1 the mode 3
- HV-2 the mode 4
- FIG. 15 is a flowchart for explaining a main part of another example of the traveling mode switching control by the electronic control unit 40, which is repeatedly executed at a predetermined cycle.
- SB1 it is determined whether or not switching from the mode 3 (HV-1) to the mode 4 (HV-2) is determined. If the determination at SB1 is negative, the routine is terminated accordingly. If the determination at SB1 is affirmative, the release control of the brake BK is executed at SB2. Next, in SB3, control for increasing the output torque of the engine 12 is executed. Next, in SB4, control for reducing the torque of the second electric motor MG2 is executed. Next, at SB5, the differential rotation of the clutch CL, that is, the speed difference ⁇ N between the rotational speed N C1 of the carrier C1 of the first planetary gear unit 14 and the rotational speed N C2 of the carrier C2 of the second planetary gear unit 16 is obtained. It is determined whether or not it has become substantially zero.
- SA1 and SB1 are the operations of the travel mode determination unit 70
- SA4 and SB4 are the operations of the motor operation control unit 72
- SA2 and SB6 are the operations of the clutch engagement control unit 74
- SA6, SB2 corresponds to the operation of the brake engagement control unit 76
- SA3 and SB3 correspond to the operation of the engine drive control unit 78, respectively.
- 16 to 21 are skeleton diagrams illustrating the configurations of other hybrid vehicle drive devices 100, 110, 120, 130, 140, 150 to which the present invention is preferably applied.
- the drive control device for a hybrid vehicle according to the present invention like the drive device 100 shown in FIG. 16 and the drive device 110 shown in FIG.
- the present invention is also preferably applied to a configuration in which the arrangement (arrangement) of the electric motor MG2, the second planetary gear device 16, the clutch CL, and the brake BK is changed.
- the carrier C2 is allowed to rotate in one direction with respect to the housing 26 between the carrier C2 of the second planetary gear device 16 and the housing 26 which is a non-rotating member.
- the present invention is also preferably applied to a configuration in which a one-way clutch (one-way clutch) OWC that prevents reverse rotation is provided in parallel with the brake BK.
- a one-way clutch one-way clutch
- the present invention is also preferably applied to a configuration including a pinion type second planetary gear device 16 '.
- the second planetary gear device 16 ' includes a sun gear S2' as a first rotation element, a carrier C2 'as a second rotation element that supports a plurality of pinion gears P2' meshed with each other so as to rotate and revolve, and a pinion gear.
- a ring gear R2 ′ as a third rotating element meshing with the sun gear S2 ′ via P2 ′ is provided as a rotating element (element).
- FIG. 22 to 24 are collinear diagrams illustrating the configuration and operation of other hybrid vehicle drive devices 160, 170, and 180 to which the present invention is preferably applied as an alternative to the drive device 10.
- FIG. 22 to 24 similarly to the collinear charts of FIGS. 4 to 7 and the like described above, the relative rotational speeds of the sun gear S1, the carrier C1, and the ring gear R1 in the first planetary gear device 14 are indicated by the solid line L1.
- the relative rotational speeds of the sun gear S2, the carrier C2, and the ring gear R2 in the second planetary gear device 16 are indicated by broken lines L2.
- the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the engine 12, and the second electric motor MG2, respectively.
- the sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 via the second electric motor MG2, the output gear 30, and the brake BK, respectively.
- the sun gear S1 and the ring gear R2 are selectively connected via the clutch CL.
- the ring gear R1 and the sun gear S2 are connected to each other.
- the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the output gear 30, and the engine 12, respectively.
- the sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 via the second electric motor MG2, the output gear 30, and the brake BK, respectively.
- the sun gear S1 and the ring gear R2 are selectively connected via the clutch CL.
- the clutches C1 and C2 are connected to each other.
- the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the output gear 30, and the engine 12, respectively.
- the sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 and the output gear 30 through the second electric motor MG2 and the brake BK, respectively.
- the ring gear R1 and the carrier C2 are selectively connected via a clutch CL.
- the carrier C1 and the ring gear R2 are connected to each other.
- the first difference having four rotating elements (represented as four rotating elements) on the collinear chart is the same as the embodiment shown in FIGS.
- a rotating element is selectively connected via a clutch CL, and the rotating element of the second planetary gear devices 16 and 16 'to be engaged by the clutch CL is braked against the housing 26 which is a non-rotating member.
- a BK In that it is a drive control apparatus for a hybrid vehicle which is selectively connected Te, it is common. That is, the hybrid vehicle drive control apparatus of the present invention described above with reference to FIG. 9 and the like is also preferably applied to the configurations shown in FIGS.
- the clutch CL there are four rotating elements as a whole in a state in which the clutch CL is engaged (represented as four rotating elements on the collinear chart shown in FIGS. 4 to 7 and the like).
- the first planetary gear unit 14 that is the first differential mechanism and the second planetary gear units 16 and 16 'that are the second differential mechanism, and the engine 12 and the first electric motor MG1 that are respectively connected to these four rotating elements.
- a second electric motor MG2, and an output gear 30 that is an output rotation member, and one of the four rotation elements is a rotation element of the first differential mechanism and a rotation of the second differential mechanism.
- a hybrid vehicle drive control device that is selectively connected, and at the time of clutch-to-clutch control for changing the clutch CL and brake BK, the output torque of the engine 12 is changed.
- the clutch CL and the brake BK are changed when the travel mode is switched, it is preferable to control the output torque of the engine 12 to suppress the change of the driving force and to generate the trouble such as over-rotation of the electric motor. Can be suppressed. That is, it is possible to provide the electronic control device 40 as a drive control device for a hybrid vehicle that suppresses the occurrence of problems at the time of transition between running modes.
- the first planetary gear unit 14 is connected to a sun gear S1 as a first rotating element connected to the first electric motor MG1, a carrier C1 as a second rotating element connected to the engine 12, and the output gear 30.
- the second planetary gear unit 16 (16 ′) includes a sun gear S2 (S2 ′), a second rotation element connected to the second electric motor MG2, and a second gear R1.
- a carrier C2 (C2 ′) as a rotating element and a ring gear R2 (R2 ′) as a third rotating element are provided, and any one of the carrier C2 (C2 ′) and the ring gear R2 (R2 ′) is the first planet.
- the clutch CL is connected to the ring gear R1 of the gear device 14, and the clutch CL includes the carrier C1 in the first planetary gear device 14 and the carrier C2 ( 2 ′) and the ring gear R2 (R2 ′), which is selectively engaged with the rotating element not connected to the ring gear R1, the brake BK includes the carrier C2 (C2 ′) and the ring gear.
- R2 (R2 ′), which is not connected to the ring gear R1, is selectively engaged with the housing 26, which is a non-rotating member. In the apparatus 10 or the like, it is possible to suppress the occurrence of problems at the time of transition between running modes.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Claims (3)
- 全体として4つの回転要素を有する第1差動機構及び第2差動機構と、該4つの回転要素にそれぞれ連結されたエンジン、第1電動機、第2電動機、及び出力回転部材とを、備え、
前記4つの回転要素のうちの1つは、前記第1差動機構の回転要素と前記第2差動機構の回転要素とがクラッチを介して選択的に連結され、
該クラッチによる係合対象となる前記第1差動機構又は前記第2差動機構の回転要素が、非回転部材に対してブレーキを介して選択的に連結される
ハイブリッド車両の駆動制御装置であって、
前記クラッチ及びブレーキのつなぎ代え時には、前記エンジンのトルクを変化させることを特徴とするハイブリッド車両の駆動制御装置。 - 前記クラッチが解放されると共に前記ブレーキが係合された状態から、前記クラッチが係合されると共に前記ブレーキが解放された状態への移行時には、前記エンジンの出力トルクを増加させるものである請求項1に記載のハイブリッド車両の駆動制御装置。
- 前記第1差動機構は、前記第1電動機に連結された第1回転要素、前記エンジンに連結された第2回転要素、及び前記出力回転部材に連結された第3回転要素を備えたものであり、
前記第2差動機構は、前記第2電動機に連結された第1回転要素、第2回転要素、及び第3回転要素を備え、それら第2回転要素及び第3回転要素の何れか一方が前記第1差動機構における第3回転要素に連結されたものであり、
前記クラッチは、前記第1差動機構における第2回転要素と、前記第2差動機構における第2回転要素及び第3回転要素のうち前記第1差動機構における第3回転要素に連結されていない方の回転要素とを選択的に係合させるものであり、
前記ブレーキは、前記第2差動機構における第2回転要素及び第3回転要素のうち前記第1差動機構における第3回転要素に連結されていない方の回転要素を、前記非回転部材に対して選択的に係合させるものである
請求項1又は2に記載のハイブリッド車両の駆動制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201280071715.5A CN104203687A (zh) | 2012-03-26 | 2012-03-26 | 混合动力车辆的驱动控制装置 |
JP2014507065A JP5924402B2 (ja) | 2012-03-26 | 2012-03-26 | ハイブリッド車両の駆動制御装置 |
PCT/JP2012/057813 WO2013145094A1 (ja) | 2012-03-26 | 2012-03-26 | ハイブリッド車両の駆動制御装置 |
EP12872332.7A EP2832605A1 (en) | 2012-03-26 | 2012-03-26 | Hybrid vehicle drive controller |
US14/387,625 US9211887B2 (en) | 2012-03-26 | 2012-03-26 | Hybrid vehicle drive controller |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2012/057813 WO2013145094A1 (ja) | 2012-03-26 | 2012-03-26 | ハイブリッド車両の駆動制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013145094A1 true WO2013145094A1 (ja) | 2013-10-03 |
Family
ID=49258464
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/057813 WO2013145094A1 (ja) | 2012-03-26 | 2012-03-26 | ハイブリッド車両の駆動制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US9211887B2 (ja) |
EP (1) | EP2832605A1 (ja) |
JP (1) | JP5924402B2 (ja) |
CN (1) | CN104203687A (ja) |
WO (1) | WO2013145094A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016020202A (ja) * | 2014-06-19 | 2016-02-04 | トヨタ自動車株式会社 | ハイブリッド車両用駆動システム |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101714521B1 (ko) * | 2015-11-06 | 2017-03-22 | 현대자동차주식회사 | 하이브리드 자동차 및 그를 위한 효율적인 변속 제어 방법 |
JP6885368B2 (ja) * | 2018-04-02 | 2021-06-16 | トヨタ自動車株式会社 | 車両の制御装置 |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH038183B2 (ja) | 1985-06-21 | 1991-02-05 | Kokichi Tanno | |
JP2005081932A (ja) * | 2003-09-05 | 2005-03-31 | Toyota Motor Corp | 動力出力装置およびこれを搭載する自動車 |
JP2005199942A (ja) * | 2004-01-19 | 2005-07-28 | Toyota Motor Corp | 動力出力装置およびこれを搭載する自動車並びに動力伝達装置 |
JP2005329904A (ja) * | 2004-05-21 | 2005-12-02 | Toyota Motor Corp | 動力出力装置およびこれを搭載する自動車並びに動力伝達装置 |
JP2008265600A (ja) | 2007-04-23 | 2008-11-06 | Toyota Motor Corp | 車両およびその制御方法 |
WO2010052768A1 (ja) * | 2008-11-05 | 2010-05-14 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP2011098712A (ja) * | 2009-11-09 | 2011-05-19 | Hyundai Motor Co Ltd | ハイブリッド車両の変速機 |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3458795B2 (ja) * | 1999-10-08 | 2003-10-20 | トヨタ自動車株式会社 | ハイブリッド駆動装置 |
JP4134981B2 (ja) * | 2004-12-16 | 2008-08-20 | 日産自動車株式会社 | ハイブリッド変速機のモード切り替え制御装置 |
JP4462170B2 (ja) * | 2005-11-07 | 2010-05-12 | 日産自動車株式会社 | ハイブリッド車両のエンジン始動制御装置 |
JP2010036866A (ja) | 2008-08-08 | 2010-02-18 | Toyota Motor Corp | 車両用動力伝達装置の制御装置 |
KR101000172B1 (ko) | 2008-12-03 | 2010-12-10 | 현대자동차주식회사 | 하이브리드 차량의 파워트레인 |
US8414436B2 (en) * | 2009-04-30 | 2013-04-09 | GM Global Technology Operations LLC | Hybrid powertrain and method of operating same |
RU2014102260A (ru) | 2011-07-27 | 2015-09-10 | Тойота Дзидося Кабусики Кайся | Приводной механизм гибридного транспортного средства |
-
2012
- 2012-03-26 CN CN201280071715.5A patent/CN104203687A/zh active Pending
- 2012-03-26 EP EP12872332.7A patent/EP2832605A1/en not_active Withdrawn
- 2012-03-26 US US14/387,625 patent/US9211887B2/en not_active Expired - Fee Related
- 2012-03-26 JP JP2014507065A patent/JP5924402B2/ja not_active Expired - Fee Related
- 2012-03-26 WO PCT/JP2012/057813 patent/WO2013145094A1/ja active Application Filing
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH038183B2 (ja) | 1985-06-21 | 1991-02-05 | Kokichi Tanno | |
JP2005081932A (ja) * | 2003-09-05 | 2005-03-31 | Toyota Motor Corp | 動力出力装置およびこれを搭載する自動車 |
JP2005199942A (ja) * | 2004-01-19 | 2005-07-28 | Toyota Motor Corp | 動力出力装置およびこれを搭載する自動車並びに動力伝達装置 |
JP2005329904A (ja) * | 2004-05-21 | 2005-12-02 | Toyota Motor Corp | 動力出力装置およびこれを搭載する自動車並びに動力伝達装置 |
JP2008265600A (ja) | 2007-04-23 | 2008-11-06 | Toyota Motor Corp | 車両およびその制御方法 |
WO2010052768A1 (ja) * | 2008-11-05 | 2010-05-14 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP2011098712A (ja) * | 2009-11-09 | 2011-05-19 | Hyundai Motor Co Ltd | ハイブリッド車両の変速機 |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016020202A (ja) * | 2014-06-19 | 2016-02-04 | トヨタ自動車株式会社 | ハイブリッド車両用駆動システム |
Also Published As
Publication number | Publication date |
---|---|
US9211887B2 (en) | 2015-12-15 |
EP2832605A1 (en) | 2015-02-04 |
CN104203687A (zh) | 2014-12-10 |
JP5924402B2 (ja) | 2016-05-25 |
JPWO2013145094A1 (ja) | 2015-08-03 |
US20150051772A1 (en) | 2015-02-19 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6114255B2 (ja) | ハイブリッド車両の駆動制御装置 | |
WO2013140537A1 (ja) | ハイブリッド車両の駆動制御装置 | |
JP5967105B2 (ja) | ハイブリッド車両の駆動制御装置 | |
JP2019055717A (ja) | 車両の制御装置 | |
JP5874814B2 (ja) | ハイブリッド車両の駆動制御装置 | |
JP5874812B2 (ja) | ハイブリッド車両の駆動制御装置 | |
JP5884897B2 (ja) | ハイブリッド車両の駆動制御装置 | |
JP5846219B2 (ja) | ハイブリッド車両の駆動制御装置 | |
WO2013145100A1 (ja) | ハイブリッド車両の駆動制御装置 | |
JP5884896B2 (ja) | ハイブリッド車両の駆動制御装置 | |
WO2013145099A1 (ja) | ハイブリッド車両の駆動制御装置 | |
JP6024740B2 (ja) | ハイブリッド車両の駆動制御装置 | |
JP5971330B2 (ja) | ハイブリッド車両の駆動制御装置 | |
JP5954408B2 (ja) | ハイブリッド車両の駆動制御装置 | |
JPWO2013140544A1 (ja) | ハイブリッド車両の駆動制御装置 | |
JP2013203388A (ja) | ハイブリッド車両の駆動制御装置 | |
WO2013140539A1 (ja) | ハイブリッド車両の駆動制御装置 | |
JP2013203386A (ja) | ハイブリッド車両の駆動制御装置 | |
JP5924402B2 (ja) | ハイブリッド車両の駆動制御装置 | |
WO2013145091A1 (ja) | ハイブリッド車両の駆動制御装置 | |
WO2013145098A1 (ja) | ハイブリッド車両の駆動制御装置 | |
JP2013203385A (ja) | ハイブリッド車両の駆動制御装置 | |
JP2013203382A (ja) | ハイブリッド車両の駆動制御装置 | |
JPWO2013140539A1 (ja) | ハイブリッド車両の駆動制御装置 | |
JPWO2013140537A1 (ja) | ハイブリッド車両の駆動制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12872332 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2014507065 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14387625 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: 2012872332 Country of ref document: EP |