WO2016084474A1 - 車両用駆動装置の制御装置 - Google Patents
車両用駆動装置の制御装置 Download PDFInfo
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- WO2016084474A1 WO2016084474A1 PCT/JP2015/077867 JP2015077867W WO2016084474A1 WO 2016084474 A1 WO2016084474 A1 WO 2016084474A1 JP 2015077867 W JP2015077867 W JP 2015077867W WO 2016084474 A1 WO2016084474 A1 WO 2016084474A1
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- engagement
- torque
- electrical machine
- rotating electrical
- combustion engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
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- F16D2500/70426—Clutch slip
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Definitions
- the present invention controls a vehicle drive device in which a first engagement device, a rotating electrical machine, and a second engagement device are provided in order from the side of the internal combustion engine on a power transmission path connecting the internal combustion engine and wheels. It relates to a control device.
- Patent Document 1 the technique described in Patent Document 1 below is already known.
- the first engagement device in order to start the internal combustion engine, the first engagement device is controlled to the slip engagement state, and the output torque of the rotating electrical machine is transmitted to the internal combustion engine via the first engagement device. The rotational speed of the internal combustion engine was increased.
- a vehicle drive device in which a first engagement device, a rotating electrical machine, and a second engagement device are provided in order from the side of the internal combustion engine on a power transmission path connecting the internal combustion engine and wheels is controlled.
- Second slip control for controlling the second engagement device to the slip engagement state is executed, and the first engagement device in the released state is controlled to the slip engagement state during execution of the second slip control.
- One slip control is executed, and in the first slip control, the engagement pressure of the first engagement device is controlled so as to reduce the rotation speed of the rotating electrical machine.
- the rotational speed of the rotating electrical machine is reduced by the first slip control.
- the inertia torque as a reaction force with respect to the fall of the rotational speed of such a rotary electric machine is transmitted to the internal combustion engine side via the first engagement device. That is, by converting the rotational energy of the rotating electrical machine into torque and transmitting it to the internal combustion engine side, a torque larger than the output torque of the rotating electrical machine can be transmitted to the internal combustion engine side. Therefore, the torque of the rotating electrical machine that needs to be secured separately from the torque transmitted to the wheels as the torque necessary for starting the internal combustion engine can be reduced by that amount. As a result, a large torque that can be transmitted from the rotating electrical machine to the wheel side during the execution of the electric mode can be secured, and as a result, a torque region in which the electric mode can be executed can be expanded.
- FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle drive device 1 and a control device 30 according to the present embodiment.
- the solid line indicates the driving force transmission path
- the broken line indicates the hydraulic oil supply path
- the alternate long and short dash line indicates the signal transmission path.
- the vehicle drive apparatus 1 according to the present embodiment schematically includes an internal combustion engine ENG and a rotating electrical machine MG as drive force sources, and the drive forces of these drive force sources are transmitted as power. It is the structure which transmits to the wheel W via a mechanism.
- the vehicle drive device 1 includes a first engagement device CL1, a rotating electrical machine MG, and a second engagement device CL2 in order from the internal combustion engine ENG side to a power transmission path 2 that connects the internal combustion engine ENG and the wheels W. Is provided.
- the transmission TM is provided in the power transmission path 2 between the rotating electrical machine MG and the wheels W
- the second engagement device CL2 is provided in the transmission TM.
- the “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator that functions as both a motor and a generator as necessary.
- the hybrid vehicle includes a control device 30 that controls the vehicle drive device 1.
- the control device 30 includes a rotating electrical machine control unit 32 that controls the rotating electrical machine MG, and a power transmission control unit that controls the transmission TM, the first engagement device CL1, and the second engagement device CL2. 33 and a vehicle control unit 34 that integrates these control devices and controls the vehicle drive device 1.
- the hybrid vehicle is also provided with an internal combustion engine control device 31 that controls the internal combustion engine ENG.
- the control device 30 includes functional units such as a start control unit 47 that performs start control of the internal combustion engine ENG.
- the start control unit 47 transmits the output torque of the rotating electrical machine MG to the wheels W and executes the acceleration start control for starting the internal combustion engine ENG by the rotating electrical machine MG.
- the second slip control for controlling the second engagement device CL2 to the slip engagement state is executed.
- the start control unit 47 performs the first slip control for controlling the first engagement device CL1 in the released state to the slip engagement state during the execution of the second slip control.
- the start control unit 47 controls the engagement pressure of the first engagement device CL1 so as to decrease the rotation speed of the rotating electrical machine MG in the first slip control.
- the hybrid vehicle includes an internal combustion engine ENG and a rotating electrical machine MG as drive power sources of the vehicle, and a parallel hybrid vehicle in which the internal combustion engine ENG and the rotating electrical machine MG are connected in series. It has become.
- the hybrid vehicle includes a transmission TM, and the transmission TM shifts the rotational speed of the internal combustion engine ENG and the rotating electrical machine MG transmitted to the input shaft I and converts the torque to transmit to the output shaft O. .
- driving connection refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or It is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members.
- a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like.
- an engagement device that selectively transmits rotation and driving force, for example, a friction engagement device or a meshing engagement device may be included.
- the internal combustion engine ENG is a heat engine that is driven by the combustion of fuel.
- various known internal combustion engines such as a gasoline engine and a diesel engine can be used.
- an internal combustion engine output shaft Eo such as a crankshaft of the internal combustion engine ENG is selectively connected to the input shaft I via the first engagement device CL1.
- Rotating electric machine MG has a stator fixed to a case as a non-rotating member and a rotor supported rotatably at a position corresponding to the stator.
- the rotor of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the input shaft I. That is, in the present embodiment, both the internal combustion engine ENG and the rotating electrical machine MG are drivingly connected to the input shaft I.
- the rotating electrical machine MG is electrically connected to a battery as a power storage device via an inverter that performs direct current to alternating current conversion.
- the rotating electrical machine MG can perform a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply.
- the rotating electrical machine MG is powered by receiving power supply from the battery via the inverter, or generates power by the rotational driving force transmitted from the internal combustion engine ENG or the wheel W, and the generated power is transmitted via the inverter. It is stored in the battery.
- the transmission shaft TM is drivingly connected to the input shaft I.
- the transmission apparatus TM is a stepped automatic transmission apparatus having a plurality of shift stages having different speed ratios.
- the transmission device TM includes a gear mechanism such as a planetary gear mechanism and a plurality of engagement devices in order to form the plurality of gear positions.
- one of the plurality of engagement devices is the second engagement device CL2.
- the second engagement device CL2 is a clutch.
- symbol "R1" of a 1st rotation member is attached
- subjected to the rotation member which rotates integrally with the engagement member by the side of the rotary electric machine MG of 2nd engagement apparatus CL2, and the wheel W of 2nd engagement apparatus CL2 is provided.
- the reference numeral “R2” of the second rotating member is attached to the rotating member that rotates integrally with the engaging member on the side.
- the first rotating member R1 is a rotating member on the rotating electrical machine MG side with respect to the second engaging device CL2, and is a rotating member that does not interpose another engaging device with the second engaging device CL2. Any rotating member may be used.
- the second rotation member R2 is a rotation member on the wheel W side with respect to the second engagement device CL2, and is a rotation member that does not interpose another engagement device with the second engagement device CL2. Any rotating member may be used.
- the transmission TM shifts the rotational speed of the input shaft I at the gear ratio of each gear, converts the torque, and transmits the torque to the output shaft O.
- Torque transmitted from the transmission TM to the output shaft O is distributed and transmitted to the two left and right axles AX via the differential gear unit DF, and is transmitted to the wheels W that are drivingly connected to the respective axles AX.
- the gear ratio is the ratio of the rotational speed of the input shaft I to the rotational speed of the output shaft O when each gear stage is formed in the transmission apparatus TM.
- the rotational speed of the input shaft I is defined as the output shaft. The value divided by the rotation speed of O.
- the rotational speed obtained by dividing the rotational speed of the input shaft I by the gear ratio becomes the rotational speed of the output shaft O. Further, torque obtained by multiplying the torque transmitted from the input shaft I to the transmission device TM by the transmission ratio becomes the torque transmitted from the transmission device TM to the output shaft O.
- the plurality of engagement devices (second engagement device CL2) and the first engagement device CL1 of the transmission apparatus TM each include a friction engagement element such as a clutch or a brake that includes a friction material. It is.
- These frictional engagement elements can control the engagement pressure by controlling the hydraulic pressure supplied to continuously increase or decrease the transmission torque capacity.
- a friction engagement element for example, a wet multi-plate clutch or a wet multi-plate brake is preferably used.
- the friction engagement element transmits torque between the engagement members by friction between the engagement members.
- torque slip torque
- slip torque slip torque
- the friction engagement element acts between the engagement members of the friction engagement element by static friction up to the size of the transmission torque capacity. Torque is transmitted.
- the transmission torque capacity is the maximum torque that the friction engagement element can transmit by friction. The magnitude of the transmission torque capacity changes in proportion to the engagement pressure of the friction engagement element.
- the engagement pressure is a pressure (or force) that presses the input side engagement member (friction plate) and the output side engagement member (friction plate) against each other.
- the engagement pressure changes in proportion to the magnitude of the supplied hydraulic pressure. That is, in the present embodiment, the magnitude of the transmission torque capacity changes in proportion to the magnitude of the hydraulic pressure supplied to the friction engagement element.
- Each friction engagement element is provided with a return spring and is biased to the release side by the reaction force of the spring.
- a transmission torque capacity starts to be generated in each friction engagement element, and each friction engagement element is released from the released state. Change to engaged state.
- the hydraulic pressure at which this transmission torque capacity begins to occur is called the stroke end pressure.
- Each friction engagement element is configured such that, after the supplied hydraulic pressure exceeds the stroke end pressure, the transmission torque capacity increases in proportion to the increase in the hydraulic pressure. Note that the friction engagement element may not be provided with a return spring, and may be configured to be controlled by a differential pressure of the hydraulic pressure applied to both sides of the piston of the hydraulic cylinder.
- the engagement state is a state in which a transmission torque capacity is generated in the friction engagement element, and includes a slip engagement state and a direct engagement state.
- the released state is a state in which no transmission torque capacity is generated in the friction engagement element.
- the slip engagement state is an engagement state in which there is a rotational speed difference (slip) between the engagement members of the friction engagement element, and the direct engagement state is between the engagement members of the friction engagement element.
- the engaged state has no rotational speed difference (slip).
- the non-directly coupled state is an engaged state other than the directly coupled state, and includes a released state and a sliding engaged state.
- the friction engagement element may generate a transmission torque capacity due to dragging between the engagement members (friction members) even when the command for generating the transmission torque capacity is not issued by the control device 30.
- the friction members may be in contact with each other, and the transmission torque capacity may be generated by dragging the friction members. Therefore, the “released state” includes a state in which the transmission torque capacity is generated by dragging between the friction members when the control device 30 does not issue a command to generate the transmission torque capacity to the friction engagement device.
- the hydraulic control system of the vehicle drive device 1 is a hydraulic control device for adjusting the hydraulic pressure of hydraulic fluid supplied from a hydraulic pump driven by a vehicle driving force source or a dedicated motor to a predetermined pressure.
- a PC is provided. Although detailed explanation is omitted here, the hydraulic control device PC adjusts the opening degree of one or two or more adjusting valves based on the signal pressure from the hydraulic control valve such as a linear solenoid valve for adjusting hydraulic pressure. The amount of hydraulic oil drained from the regulating valve is adjusted to adjust the hydraulic pressure of the hydraulic oil to one or more predetermined pressures.
- the hydraulic oil adjusted to a predetermined pressure is supplied to the transmission TM and the friction engagement elements such as the first engagement device CL1 and the second engagement device CL2 at a required hydraulic pressure. .
- the control units 32 to 34 and the internal combustion engine control device 31 of the control device 30 include an arithmetic processing device (computer) such as a CPU as a core member, and a RAM configured to be able to read and write data from the arithmetic processing device. (Random access memory) and a storage device such as a ROM (read-only memory) configured to be able to read data from the arithmetic processing unit.
- arithmetic processing device such as a CPU as a core member
- RAM random access memory
- a storage device such as a ROM (read-only memory) configured to be able to read data from the arithmetic processing unit.
- Each function unit 41 to 47 of the control device 30 is configured by software (program) stored in the ROM of the control device, hardware such as a separately provided arithmetic circuit, or both.
- the control units 32 to 34 and the internal combustion engine control device 31 of the control device 30 are configured to communicate with each other, share various information such as sensor detection information and control parameters, and perform cooperative control.
- the functions of the function units 41 to 47 are realized.
- the vehicle drive device 1 includes sensors such as sensors Se1 to Se5, and electric signals output from the sensors are input to the control device 30 and the internal combustion engine control device 31.
- the control device 30 and the internal combustion engine control device 31 calculate detection information of each sensor based on the input electric signal.
- the input rotation speed sensor Se1 is a sensor for detecting the rotation speed of the input shaft I.
- the control device 30 detects the rotational speed (angular speed) of the input shaft I based on the input signal of the input rotational speed sensor Se1.
- the output rotation speed sensor Se2 is a sensor for detecting the rotation speed of the output shaft O.
- the control device 30 detects the rotational speed (angular speed) of the output shaft O based on the input signal of the output rotational speed sensor Se2.
- the control device 30 calculates the vehicle speed based on the input signal of the output rotation speed sensor Se2.
- the engine rotation speed sensor Se3 is a sensor for detecting the rotation speed of the internal combustion engine output shaft Eo (internal combustion engine ENG).
- the internal combustion engine control device 31 detects the rotational speed (angular speed) of the internal combustion engine ENG based on the input signal of the engine rotational speed sensor Se3.
- the shift position sensor Se4 is a sensor for detecting the selected position (shift position) of the shift lever operated by the driver.
- the control device 30 detects the shift position based on the input signal of the shift position sensor Se4.
- the shift lever can be selected from a parking range (P range), a reverse travel range (R range), a neutral range (N range), a forward travel range (D range), and the like.
- the accelerator opening sensor Se5 is a sensor for detecting the operation amount of the accelerator pedal. The control device 30 detects the accelerator opening based on the input signal of the accelerator opening sensor Se5.
- the internal combustion engine control device 31 includes an internal combustion engine control unit 41 that controls the operation of the internal combustion engine ENG.
- the internal combustion engine control unit 41 performs torque control for controlling the internal combustion engine ENG to output the internal combustion engine required torque when the internal control engine required torque is commanded from the integrated control unit 46.
- the internal combustion engine control unit 41 performs control to start combustion of the internal combustion engine ENG by starting fuel supply and ignition to the internal combustion engine ENG when there is a request to start combustion of the internal combustion engine. Further, when there is a rotation stop command for the internal combustion engine ENG from the integrated control unit 46 or the like, the internal combustion engine control unit 41 stops the fuel supply to the internal combustion engine ENG, ignition, etc., and stops the internal combustion engine ENG from rotating. To.
- Rotating electrical machine control unit 32 The rotating electrical machine control unit 32 includes a rotating electrical machine control unit 42 that controls the operation of the rotating electrical machine MG.
- the rotating electrical machine control unit 42 controls the rotating electrical machine MG to output the rotating electrical machine required torque when the rotating electrical machine required torque is commanded from the integrated control unit 46.
- the rotating electrical machine control unit 42 controls the output torque of the rotating electrical machine MG by performing on / off control of a plurality of switching elements included in the inverter.
- Power transmission control unit 33 The power transmission control unit 33 controls the transmission control unit 43 that controls the transmission device TM, the first engagement device control unit 44 that controls the first engagement device CL1, and the second engagement device CL2. A second engagement device control unit 45.
- Shift control unit 43 The shift control unit 43 performs control for forming a shift stage in the transmission apparatus TM.
- the shift control unit 43 determines a target shift stage in the transmission apparatus TM based on sensor detection information such as the vehicle speed, the accelerator opening, and the shift position. Then, the transmission control unit 43 engages or releases each engagement device by controlling the hydraulic pressure supplied to the plurality of engagement devices provided in the transmission device TM via the hydraulic control device PC.
- the shift stage TM is formed in the transmission apparatus TM.
- the shift control unit 43 instructs the target hydraulic pressure (hydraulic pressure command) of each engagement device to the hydraulic pressure control device PC, and the hydraulic pressure control device PC sets the hydraulic pressure of the commanded target hydraulic pressure (hydraulic pressure command) to each Supply to the engagement device.
- the shift control unit 43 is configured to control the hydraulic pressure supplied to each engagement device by controlling the signal value supplied to each hydraulic control valve provided in the hydraulic control device PC. ing.
- First engagement device controller 44 The first engagement device controller 44 controls the state of engagement of the first engagement device CL1. In the present embodiment, the first engagement device controller 44 causes the hydraulic pressure supplied to the first engagement device CL1 to match the hydraulic pressure command of the first engagement device CL1 commanded from the integrated control unit 46. The signal value supplied to each hydraulic control valve provided in the hydraulic control device PC is controlled.
- Second engagement device controller 45 The second engagement device control unit 45 controls the state of engagement of the second engagement device CL2. In the present embodiment, the second engagement device controller 45 causes the hydraulic pressure supplied to the second engagement device CL2 to match the hydraulic pressure command of the second engagement device CL2 commanded from the integrated control unit 46. The signal value supplied to each hydraulic control valve provided in the hydraulic control device PC is controlled.
- Vehicle control unit 34 The vehicle control unit 34 includes an integrated control unit 46, and the integrated control unit 46 includes a start control unit 47.
- Integrated control unit 46 The integrated control unit 46 performs various torque controls performed on the internal combustion engine ENG, the rotating electrical machine MG, the transmission TM, the first engagement device CL1, the second engagement device CL2, and the like, and the engagement of each engagement device. Control that integrates control and the like as the entire vehicle is performed.
- the integrated control unit 46 is a torque required for driving the wheel W according to the accelerator opening, the vehicle speed, the battery charge amount, and the like, and is transmitted from the driving force source side to the wheel W side. While calculating
- the operation mode includes an electric mode in which the internal combustion engine ENG is separated from the wheels W and travels using the rotating electrical machine MG as a driving force source for the wheels W, and a parallel mode in which at least the internal combustion engine ENG travels as a driving force source.
- the electric mode is determined as the operation mode, and in other cases, that is, when the accelerator opening is large or the battery charge is small.
- the parallel mode is determined as the mode.
- the electric mode is a mode in which only the rotating electrical machine MG is used as a driving force source for the wheels W.
- Such an electric mode is generally called an EV (electric vehicle) mode.
- the integrated control unit 46 requests the internal combustion engine required torque, which is the output torque required for the internal combustion engine ENG, and the rotating electrical machine MG based on the vehicle required torque, the operation mode, the battery charge amount, and the like.
- the internal combustion engine required torque which is the output torque required for the internal combustion engine ENG
- the rotating electrical machine MG based on the vehicle required torque, the operation mode, the battery charge amount, and the like.
- the control units 41 to 45 are instructed to perform integrated control.
- the start control unit 47 calculates the internal combustion engine required torque, the rotating electrical machine required torque, the hydraulic pressure command of the first engagement device CL1, and the hydraulic pressure command of the second engagement device CL2. Then, they are commanded to the other control units 41 to 45.
- the start control unit 47 executes acceleration start control for starting the internal combustion engine ENG by the rotating electrical machine MG while transmitting the output torque of the rotating electrical machine MG to the wheels W from the state in which the internal combustion engine ENG is stopped. In doing so, second slip control for controlling the second engagement device CL2 to the slip engagement state is executed.
- the start control unit 47 controls the rotating electrical machine MG so that torque in a direction for rotating the wheel W in the forward direction is transmitted via the second engagement device CL2 during execution of the second slip control.
- the start control unit 47 performs the first rotation member on the rotating electrical machine MG side with respect to the second engagement device CL2 during execution of the second slip control.
- the rotation speed of R1 and the rotation speed of the second rotation member R2 on the wheel W side with respect to the second engagement device CL2 are converted into the rotation speed of the same rotation member, the rotation of the first rotation member R1
- the rotating electrical machine MG is controlled so that the speed is higher than the rotational speed of the second rotary member R2.
- the start controller 47 determines that the rotational speed of the rotating electrical machine MG is the rotational speed of the rotating electrical machine MG that eliminates the rotational speed difference of the second engagement device CL2 during execution of the second slip control.
- the rotating electrical machine MG is controlled so that the rotational speed becomes high.
- the start controller 47 controls the rotating electrical machine MG so that the rotational speed of the rotating electrical machine MG approaches the target rotational speed higher than the synchronous rotational speed during the execution of the second slip control. Execute control. Further, the start control unit 47 performs the first slip control for controlling the first engagement device CL1 in the released state to the slip engagement state during the execution of the second slip control.
- the “torque in the direction in which the wheel W is rotated in the forward direction” is torque in the same direction as the rotational direction of the wheel W in the forward state of the vehicle.
- “Transmitted via the device CL2” means that when transmitted to the wheel W, the torque in the direction is transmitted via the second engagement device CL2.
- the above “converted to the rotational speed of the same rotational member” means that the rotational speed of each rotational member is determined in consideration of the gear ratio of the power transmission mechanism between the first rotational member R1 and the second rotational member R2. In other words, conversion to a rotational speed at the same position (rotating member) in the power transmission path.
- the first rotation member is obtained by multiplying one rotation speed by the speed ratio of the speed change mechanism.
- the rotation speeds of both R1 and the second rotation member R2 can be converted into the rotation speed of the same rotation member.
- the second engagement device CL2 is controlled to be in the slip engagement state in order to suppress the torque fluctuation due to the start of the internal combustion engine ENG from being transmitted to the wheels W via the second engagement device CL2. Is done. Further, when the vehicle speed is low, the second engagement device CL2 is controlled to be in a sliding engagement state in order to increase the rotation speed of the rotating electrical machine MG to be higher than the rotation speed of the internal combustion engine ENG that can start the internal combustion engine ENG. Is done. In the slip engagement state, torque (slip torque) corresponding to the transmission torque capacity (engagement pressure) of the second engagement device CL2 is transmitted from the rotating electrical machine MG side to the wheel W side via the second engagement device CL2. Is done. That is, the torque transmitted from the rotating electrical machine MG side to the wheel W side is a slip torque corresponding to the transmission torque capacity (engagement pressure) of the second engagement device CL2, regardless of the torque fluctuation generated on the internal combustion engine ENG side. It becomes.
- the first engagement device CL1 in order to increase the rotation speed of the internal combustion engine ENG, the first engagement device CL1 is controlled to be in a sliding engagement state, and torque is transmitted from the rotating electrical machine MG side to the internal combustion engine ENG side.
- torque slip torque
- torque corresponding to the transmission torque capacity (engagement pressure) of the first engagement device CL1
- the first engagement is performed with respect to the maximum torque Tmgmx of the rotating electrical machine MG.
- Tmgmx the maximum torque transmitted to the internal combustion engine ENG via the device CL1.
- the start control unit 47 controls the engagement pressure of the first engagement device CL1 so as to reduce the rotation speed of the rotating electrical machine in the first slip control. For this reason, in the present embodiment, the start control unit 47 uses the maximum torque Tmgmx that can be output from the rotating electrical machine MG in the first slip control via the second engaging device CL2 in the slipping engagement state.
- a torque larger than a torque (hereinafter referred to as margin torque) obtained by subtracting a transmission torque (absolute value) transmitted from the wheel to the wheel W side (hereinafter also referred to as slip torque of the second engagement device CL2) is applied to the first engagement.
- the maximum torque excess control for controlling the engagement pressure of the first engagement device CL1 is executed so that the device CL1 transmits from the rotating electrical machine MG side to the internal combustion engine ENG side.
- the maximum torque Tmgmx of the rotating electrical machine MG is the maximum value of the torque range output under each operation condition in normal operation.
- the total slip torque transmitted from the rotating electrical machine MG side to the internal combustion engine ENG side and the wheel W side via the first and second engaging devices CL1, CL2 exceeds the maximum torque Tmgmx of the rotating electrical machine MG.
- the output torque of the rotating electrical machine MG is insufficient.
- the rotational speed of the rotary electric machine MG falls.
- torque due to the inertia of the rotating electrical machine MG is transmitted to the internal combustion engine ENG side via the first engagement device CL1, and as a result, the transmission torque to the internal combustion engine ENG side can be increased. . That is, the rotational energy of the rotating electrical machine MG can be converted into torque and transmitted to the internal combustion engine ENG side.
- the torque of the rotating electrical machine MG that needs to be secured separately from the torque transmitted to the wheels W as the torque necessary for starting the internal combustion engine ENG can be reduced by that amount.
- the transmission torque to the internal combustion engine ENG side is increased, so that the internal combustion engine ENG is started while maintaining the acceleration of the vehicle.
- torque exceeding the limit of the output performance of the rotating electrical machine MG can be transmitted to the internal combustion engine ENG, and the start of the internal combustion engine ENG can be accelerated.
- the start control unit 47 controls the engagement pressure of the first engagement device CL1 within the range in which the rotation speed of the rotating electrical machine MG can be maintained at a rotation speed larger than the synchronous rotation speed in the first slip control. It is configured.
- the start control unit 47 is configured to increase the engagement pressure of the first engagement device CL1 so that the insufficient torque of the rotating electrical machine MG becomes a preset allowable insufficient torque.
- the allowable insufficient torque is set in advance by experiments or the like to such a value that the rotational speed of the rotating electrical machine MG can be maintained at a rotational speed higher than the synchronous rotational speed.
- the starting control unit 47 has a torque magnitude obtained by adding a preset allowable insufficient torque to a margin torque obtained by subtracting the slip torque (absolute value) of the second engagement device CL2 from the maximum torque Tmgmx of the rotating electrical machine MG.
- the engagement pressure of the first engagement device CL1 is increased so that the transmission torque capacity of the one engagement device CL1 is obtained.
- the start control unit 47 uses the output characteristics of the rotating electrical machine MG and calculates the maximum torque Tmgmx of the rotating electrical machine MG based on operating conditions such as the rotational speed of the rotating electrical machine MG and the charge amount of the battery. Further, the start control unit 47 calculates the slip torque of the second engagement device CL2 according to the engagement pressure of the second engagement device CL2. In this example, the start control unit 47 calculates the vehicle request torque as the slip torque of the second engagement device CL2.
- FIG. 3 shows a time chart of the comparative example.
- the slip torque (absolute value) of the second engagement device CL2 from the maximum torque Tmgmx of the rotating electrical machine MG. ) Is subtracted, and the engagement pressure of the first engagement device CL1 is controlled so that the first engagement device CL1 transmits the torque from the rotating electrical machine MG side to the internal combustion engine ENG side. (From time T03 to time T04).
- the total slip torque (absolute value) of the first and second engagement devices CL1 and CL2 does not exceed the maximum torque Tmgmx of the rotating electrical machine MG, and the output torque of the rotating electrical machine MG is the maximum torque of the rotating electrical machine MG. It is controlled to be less than Tmgmx (from time T03 to time T04).
- the accelerator opening is large, and the output torque of the rotating electrical machine MG (slip torque of the second engagement device CL2) transmitted to the wheel W side via the second engagement device CL2 is large.
- the increase in the engagement pressure of the first engagement device CL1 is restricted within the range of the margin torque, and the increase in the magnitude of the slip torque of the first engagement device CL1 is restricted. Therefore, there is a limit to an increase in the rotational speed of the internal combustion engine ENG, and there is a limit to the early start-up of the internal combustion engine ENG.
- the torque that can be transmitted to the wheels by the rotating electrical machine must be lower than the maximum torque that can be output by the rotating electrical machine by a torque that is necessary for starting the internal combustion engine.
- the torque region where the electric mode can be executed is set to be narrow.
- FIG. 4 shows a time chart of the present embodiment.
- a torque larger than the margin torque obtained by subtracting the slip torque (absolute value) of the second engagement device CL2 from the maximum torque Tmgmx of the rotating electrical machine MG is set to the first slip engagement control.
- the maximum torque excess control for controlling the engagement pressure of the first engagement device CL1 is executed so that one engagement device CL1 transmits from the rotating electrical machine MG side to the internal combustion engine ENG side (time T13). To time T15).
- the total slip torque (absolute value) of the first and second engagement devices CL1, CL2 exceeds the maximum torque Tmgmx of the rotating electrical machine MG, and the output torque of the rotating electrical machine MG is the maximum torque Tmgmx of the rotating electrical machine MG. It is controlled in the vicinity (from time T14 to time T15).
- the accelerator opening is large, and the output torque of the rotating electrical machine MG transmitted to the wheel W side via the second engagement device CL ⁇ b> 2 (of the second engagement device CL ⁇ b> 2).
- This is a case where the magnitude of the slip torque) is large.
- the engagement pressure of the first engagement device CL1 is increased beyond the range of the margin torque, and the magnitude of the slip torque of the first engagement device CL1 is increased compared to the case of the comparative example.
- the torque of the rotating electrical machine MG that needs to be secured separately from the torque transmitted to the wheels W as the torque necessary for starting the internal combustion engine ENG is made smaller than that in the comparative example. Is done. As a result, it is possible to secure a large torque that can be transmitted from the rotating electrical machine MG to the wheel W side during the execution of the electric mode, and as a result, it is possible to expand the torque region in which the electric mode can be executed.
- the start control unit 47 is configured to control the engagement pressure of the first engagement device CL1 within a range in which the rotation speed of the rotating electrical machine MG can be maintained at a rotation speed larger than the synchronous rotation speed. Therefore, the rotational speed of the rotating electrical machine MG is maintained at a rotational speed higher than the synchronous rotational speed, and the first engagement device CL1 is maintained in the sliding engagement state (from time T14 to time T16).
- the first engagement device CL1 shifts to the direct engagement state (time T15), and the decrease in the rotational speed of the rotating electrical machine MG stops.
- the rotational speeds of the internal combustion engine ENG and the rotating electrical machine MG are increased integrally (time T15 to T16).
- the rotation speed of the rotating electrical machine MG is reduced to the rotation speed of the internal combustion engine ENG.
- the acceleration start control will be described in detail with reference to an example of a time chart shown in FIG.
- the start control unit 47 operates in the electric mode when the accelerator opening is increased beyond the determination opening or the battery charge is decreased below the determination charge.
- the mode is changed to the parallel mode, it is determined that the start condition for the acceleration start control is satisfied.
- the internal combustion engine ENG in the initial state up to time T11, the vehicle speed and the rotation speed of the rotating electrical machine MG are zero, the internal combustion engine ENG is stopped rotating, the first engagement device CL1 is in the released state, The two-engagement device CL2 is in a directly coupled state.
- the accelerator opening increases beyond the determination opening, and the operation mode changes from the electric mode to the parallel mode, so the acceleration start control is started.
- the start control unit 47 sets the torque corresponding to the vehicle required torque increased by increasing the accelerator opening to the rotating electrical machine required torque, and sets the torque corresponding to the vehicle required torque to the rotating electrical machine MG (equal to the vehicle required torque in this example). Torque control for outputting torque) is performed (after time T11). Thereafter, the vehicle speed (the rotational speed of the output shaft O, the synchronous rotational speed) starts to increase from zero.
- the start control unit 47 starts the second slip control for controlling the second engagement device CL2 to the slip engagement state after the start of the acceleration start control (after time T11).
- the start control unit 47 sets one of a plurality of engagement devices of the transmission device TM that forms the target gear position as the second engagement device CL2.
- the start control unit 47 controls the engagement devices other than the second engagement device CL2 among the plurality of engagement devices of the transmission apparatus TM that form the target shift speed (not shown).
- the start controller 47 lowers the engagement pressure of the second engagement device CL2 from the complete engagement pressure in order to shift the second engagement device CL2 from the direct engagement state to the slip engagement state.
- the complete engagement pressure is an engagement pressure that can maintain an engagement state without slipping even if the torque transmitted from the driving force source to the engagement device varies.
- the start control unit 47 is configured such that the slip torque transmitted from the rotating electrical machine MG side to the wheel W side via the second engagement device CL2 in the slipping engagement state is a torque corresponding to the vehicle required torque (in this example, the vehicle required torque).
- the hydraulic pressure command of the second engagement device CL2 is set according to the vehicle required torque (time T11 to time T19) so that the torque becomes equal to the torque (time T11 to time T19).
- FIG. 4 shows the torque acting on the inertial system of the rotating electrical machine MG as the rotating electrical machine operating torque so that the behavior of the rotational speed of the rotating electrical machine MG can be easily understood.
- the inertial system of the rotating electrical machine MG is an inertial system of a rotating member that rotates integrally with the rotating electrical machine MG when the first engagement device CL1 and the second engagement device CL2 are in the sliding engagement state.
- the start control unit 47 determines that the rotational speed difference between the rotational speed of the rotating electrical machine MG and the synchronous rotational speed, which corresponds to the rotational speed difference of the second engagement device CL2, exceeds the determination value, and the second engagement device CL2 After determining that the state has shifted to the combined state, the rotational speed control for controlling the rotating electrical machine MG is started so that the rotational speed of the rotating electrical machine MG is higher than the synchronous rotational speed (from time T12 to time T19). In the rotational speed control, the start control unit 47 changes the output torque (rotary electrical machine required torque) of the rotating electrical machine MG so that the rotational speed of the rotating electrical machine MG approaches the target rotational speed set higher than the synchronous rotational speed. The feedback control is performed.
- the synchronous rotational speed is the rotational speed of the rotating electrical machine MG that eliminates the rotational speed difference of the second engagement device CL2.
- the start control unit 47 calculates a synchronous rotation speed by multiplying the rotation speed of the output shaft O by the gear ratio of the gear stage formed in the transmission apparatus TM.
- the start control unit 47 sets the target rotation speed of the rotating electrical machine MG to be equal to or higher than the rotation speed of the internal combustion engine ENG that can start the internal combustion engine ENG.
- the start control unit 47 sets the target rotation speed of the rotating electrical machine MG to be equal to or higher than the rotation speed at which the internal combustion engine ENG can be started and equal to or higher than the rotation speed obtained by adding a preset target rotation speed difference to the synchronous rotation speed.
- the start control unit 47 performs a sweep-up to gradually increase the target rotation speed from the synchronous rotation speed after the start of the rotation speed control (from time T12 to time T13).
- the output torque of the rotating electrical machine MG is increased by an inertia torque corresponding to the moment of inertia of the rotating member that rotates integrally with the rotating electrical machine MG (from time T12 to time T13).
- the start control unit 47 starts the first slip control for controlling the first engagement device CL1 from the released state to the slip engagement state after the start of the acceleration start control (after time T11).
- the start control unit 47 performs preliminary filling to increase the engagement pressure of the first engagement device CL1 to near the stroke end pressure after the start of the first slip control (from time T11 to time T13).
- the start control unit 47 immediately increases the hydraulic pressure command of the first engagement device CL1 more than the stroke end pressure immediately after the start of the preliminary filling, thereby speeding up the rise of the actual pressure.
- the start control unit 47 finishes sweeping up the target rotational speed, and after the rotational speed of the rotating electrical machine MG increases to the target rotational speed, increases the hydraulic pressure command of the first engagement device CL1 from the stroke end pressure, One engagement device CL1 is shifted to the sliding engagement state (after time T13).
- the start control unit 47 causes the first engagement device CL1 to generate a torque larger than a margin torque obtained by subtracting the slip torque (absolute value) of the second engagement device CL2 from the maximum torque Tmgmx of the rotating electrical machine MG by the maximum torque excess control.
- the engagement pressure (hydraulic pressure command) of the first engagement device CL1 is increased so as to transmit from the rotating electrical machine MG side to the internal combustion engine ENG side (from time T13 to time T15). As a result, the start control unit 47 reduces the rotation speed of the rotating electrical machine MG in the first slip control.
- the start control unit 47 sets the allowable insufficient torque that is set in advance to the margin torque obtained by subtracting the slip torque (absolute value) of the second engagement device CL2 from the maximum torque Tmgmx of the rotating electrical machine MG. Is configured to increase the engagement pressure (hydraulic pressure command) of the first engagement device CL1 so that the magnitude of the torque becomes the transmission torque capacity (slip torque) of the first engagement device CL1. Yes.
- the actual engagement pressure (hydraulic pressure) of the first engagement device CL1 increases with a delay, and the first engagement device The slip torque of CL1 increases with a delay (from time T13 to time T15).
- the output torque of the rotating electrical machine MG is increased by the rotational speed control so as to compensate for the increase in the magnitude of the slip torque of the first engagement device CL1 (from time T13 to time T14).
- the output torque of the rotating electrical machine MG reaches the maximum torque Tmgmx at time T14, the increase in the output torque of the rotating electrical machine MG is limited by the maximum torque Tmgmx. Thereafter, since the magnitude of the slip torque of the first engagement device CL1 increases, the output torque of the rotating electrical machine MG is insufficient and insufficient with respect to the total slip torque of the first and second engagement devices CL1, CL2. The amount increases. Therefore, the total torque (specifically, the total torque of the slip torque of the first engagement device CL1, the slip torque of the second engagement device CL2, and the output torque of the rotary electric machine MG) acting on the inertial system of the rotary electric machine MG is obtained. The rotational speed of the rotating electrical machine MG decreases from the target rotational speed (from time T14 to time T15).
- the rotational speed of the internal combustion engine ENG increases from zero (from time T13 to time T15). ). Since the magnitude of the slip torque of the first engagement device CL1 is increased until the output torque of the rotating electrical machine MG is insufficient, the speed of increase in the rotational speed of the internal combustion engine ENG is made higher than in the comparative example of FIG. It is possible to increase the rotational speed of the internal combustion engine ENG. Since the rise of the rotational speed of the internal combustion engine ENG is advanced, the start timing of the combustion start control of the internal combustion engine ENG such as fuel injection can be advanced, and the combustion start of the internal combustion engine ENG can be advanced.
- the start control unit 47 ends the first slip control when the rotational speed difference between the rotational speed of the rotating electrical machine MG and the rotational speed of the internal combustion engine ENG is equal to or less than a determination threshold value, and engages the first engagement device CL1.
- the combined pressure hydroaulic pressure command
- the first engagement device CL1 When the first engagement device CL1 shifts to the direct engagement state, the first engagement device CL1 does not transmit the slip torque having the magnitude of the transmission torque capacity, and transmits the predetermined torque within the range of the transmission torque capacity. As a result, the magnitude of the transmission torque of the first engagement device CL1 decreases. Specifically, the total torque (specifically, the magnitude of the slip torque of the second engagement device CL2 from the output torque of the rotating electrical machine MG) acting on the inertial system of the internal combustion engine ENG that rotates integrally and the inertial system of the rotating electrical machine MG. The torque obtained by subtracting the torque from the inertial system of the internal combustion engine ENG and the inertial system of the rotating electrical machine MG is transmitted via the first engagement device CL1. become.
- the rotational speeds of the internal combustion engine ENG and the rotating electrical machine MG are integrally increased to the target rotational speed (from time T15 to time T16).
- the rotational speed of the rotating electrical machine MG increases to the target rotational speed, so the inertia torque of the internal combustion engine ENG and the rotating electrical machine MG decreases, so the output torque of the rotating electrical machine MG decreases from the maximum torque Tmgmx (from time T16 to time T17).
- the transmission torque of the first engagement device CL1 in the direct engagement state increases in accordance with the increase in the output torque of the internal combustion engine ENG (after time T17).
- the transmission torque of the first engagement device CL1 increases, the rotational speed of the rotating electrical machine MG tends to increase. Therefore, the output torque of the rotating electrical machine MG decreases so as to compensate for the increase in the transmission torque of the first engagement device CL1 by the rotational speed control (from time T17 to time T18).
- the start control unit 47 performs a sweep down that gradually decreases the target rotational speed to the synchronous rotational speed (from time T18 to time T19).
- the start control unit 47 sets the engagement pressure (hydraulic pressure command) of the second engagement device CL2 to the full engagement pressure after the rotation speed difference between the rotation speed of the rotating electrical machine MG and the synchronous rotation speed is equal to or less than the determination threshold value.
- the second engagement device CL2 is shifted to the direct engagement state, and the rotation speed control of the rotating electrical machine MG is finished.
- torque control for causing the rotating electrical machine MG to output the rotating electrical machine required torque calculated based on the vehicle required torque or the like is started (after time T19).
- the start control unit 47 performs torque control for causing the internal combustion engine ENG to output the internal combustion engine required torque calculated based on the vehicle required torque after the combustion of the internal combustion engine ENG is started (after time T17).
- the start control unit 47 ends the acceleration start control after shifting the second engagement device CL2 to the direct engagement state.
- step # 01 the start control unit 47 determines whether or not the acceleration start control start condition is satisfied as described above, and determines that the start condition is satisfied (step # 01: Yes). Then, a series of acceleration start control is started. After starting the acceleration start control, the start control unit 47 starts the second slip control for controlling the second engagement device CL2 to the slip engagement state as described above (step # 02). Further, as described above, the start control unit 47 starts the first slip control for controlling the first engagement device CL1 from the released state to the slip engagement state, and the maximum torque excess control (step # 03).
- start control unit 47 starts the rotational speed control of rotating electrical machine MG as described above (step # 04).
- the start control unit 47 starts the combustion start control of the internal combustion engine ENG after the start of the first slip control (step # 05).
- the start control unit 47 ends the first slip control and shifts the first engagement device CL1 to the direct engagement state.
- Step # 07 When it is determined that the combustion start of the internal combustion engine ENG has been completed (step # 08: Yes), the start control unit 47 shifts the second engagement device CL2 to the direct engagement state, and performs the second slip control and the rotation speed.
- the control is terminated (step # 09), and the acceleration start control is terminated.
- the vehicle drive device 1 further includes an engagement device in the power transmission path 2 between the rotating electrical machine MG and the transmission device TM, and the engagement device is a second engagement device CL2. It may be configured to be set to.
- the vehicle drive device 1 further includes an engagement device in the power transmission path 2 between the transmission device TM and the wheel W, and the engagement device is set to the second engagement device CL2. May be.
- the vehicle drive device 1 shown in FIG. 6 may be configured not to include the transmission device TM.
- FIG. 6 may be configured not to include the transmission device TM.
- the vehicle drive device 1 further includes a torque converter TC in the power transmission path 2 between the rotating electrical machine MG and the transmission device TM, and directly connects the input / output members of the torque converter TC.
- the lock-up clutch to be brought into a state may be configured to be set in the second engagement device CL2.
- first engagement device CL1 and the second engagement device CL2 are engagement devices controlled by hydraulic pressure
- the present invention is not limited to this. That is, one or both of the first engagement device CL1 and the second engagement device CL2 is an engagement device controlled by a driving force other than hydraulic pressure, for example, an electromagnet driving force, a servo motor driving force, or the like. May be.
- the transmission apparatus TM may be configured to be a transmission apparatus other than the stepped automatic transmission apparatus, such as a continuously variable automatic transmission apparatus capable of continuously changing the transmission gear ratio.
- the engagement device provided in the transmission device TM is set to the second engagement device CL2 whose engagement state is controlled during the start control of the internal combustion engine ENG, or provided separately from the transmission device TM.
- the engagement device may be the second engagement device CL2.
- the second engagement device CL2 is a clutch
- the present invention is not limited to this. That is, the second engagement device CL2 may be a brake.
- the first rotating member R1 is a rotating member on the rotating electrical machine MG side relative to the member selectively stopped by the second engaging device CL2, and is between the second engaging device CL2. Any rotating member may be used as long as the rotating member does not pass through another engaging device.
- the second rotating member R2 is a rotating member on the wheel W side with respect to a member that is selectively stopped by the second engaging device CL2, and the second rotating member R2 is another member between the second engaging device CL2 and the other member. Any rotating member may be used as long as it is not a rotating member.
- the control device 30 includes a plurality of control units 32 to 34, and a case where the plurality of control units 32 to 34 share a plurality of function units 41 to 47 will be described as an example. However, it is not limited to this. That is, the control device 30 may be provided as a control device in which the plurality of control units 32 to 34 described above are integrated or separated in any combination, and the assignment of the plurality of functional units 41 to 47 is also arbitrarily set. Can do.
- the start control unit 47 has been described as an example in which the output torque of the rotating electrical machine MG is increased to the maximum torque Tmgmx during execution of the maximum torque excess control, but the present invention is not limited to this. That is, the start control unit 47 may be configured to increase the output torque of the rotating electrical machine MG to a torque smaller than the maximum torque Tmgmx during execution of the maximum torque excess control.
- the initial condition before the start of acceleration start control is the vehicle stop state (rotation stop state of the wheel W) has been described as an example in the example of the time chart of FIG.
- the initial condition before starting the acceleration start control is that the operation mode is set to the electric mode, the first engagement device CL1 is in the released state, the internal combustion engine ENG has stopped rotating, and the second engagement The device CL2 may be in a directly connected state and the vehicle is traveling by the output torque of the rotating electrical machine MG (the state where the wheels W are rotating).
- the first engagement device CL1 is described as an example in which the transmission torque capacity (engagement pressure) is increased by increasing the supply hydraulic pressure (hydraulic pressure command).
- the first engagement device CL1 may be configured to increase the transmission torque capacity (engagement pressure) by reducing the supply oil pressure (hydraulic pressure command).
- the return spring may be biased toward the engagement side, and the supply hydraulic pressure to the first engagement device CL1 may be pressed toward the release side.
- the start controller 47 increases the engagement pressure of the first engagement device CL1 by decreasing the supply hydraulic pressure (hydraulic pressure command) of the first engagement device CL1 in the first slip control. Composed.
- the above-described embodiment includes at least the following configuration.
- the first engagement device (CL1), the rotating electrical machine (MG), and the second engagement A control device (30) whose control target is a vehicle drive device (1) provided with a combined device (CL2), in which the internal combustion engine (ENG) is stopped from rotating.
- the second slip control is performed to control the second engagement device (CL2) to the slip engagement state.
- the first slip control for controlling the disengaged first engagement device (CL1) to the slip engagement state is executed, and in the first slip control, the rotating electrical machine (MG ) To reduce the rotation speed of the first engagement device (CL1). Control to.
- the rotational speed of the rotating electrical machine (MG) is decreased by the first slip control.
- the inertia torque as a reaction force against the decrease in the rotational speed of the rotating electrical machine (MG) is transmitted to the internal combustion engine (ENG) side through the first engagement device (CL1). That is, by converting the rotational energy of the rotating electrical machine (MG) into torque and transmitting it to the internal combustion engine (ENG) side, a torque larger than the output torque of the rotating electrical machine (MG) is transmitted to the internal combustion engine (ENG) side. be able to.
- the control of the engagement pressure of the first engagement device in the first slip control is performed from the maximum torque (Tmgmx) that can be output by the rotating electrical machine (MG) via the second engagement device (CL2).
- Tmgmx maximum torque
- a torque larger than the torque obtained by subtracting the transmission torque transmitted from the rotating electrical machine (MG) side to the wheel (W) side is transferred from the rotating electrical machine (MG) side to the internal combustion engine (ENG) side.
- the engagement pressure of the first engagement device (CL1) is controlled so as to transmit.
- the output torque of the electric machine (MG) is insufficient. Therefore, in the first slip control, the engagement pressure of the first engagement device (CL1) is controlled so as to reduce the rotation speed of the rotating electrical machine (MG). Thereby, the inertia torque as a reaction force with respect to the fall of the rotational speed of a rotary electric machine (MG) can be transmitted to the internal combustion engine (ENG) side.
- the first slip control it is preferable to control the engagement pressure of the first engagement device (CL1) within a range in which the second engagement device (CL2) can be maintained in the slip engagement state.
- the increase in the engagement pressure of the first engagement device (CL1) decreases the rotation speed of the rotating electrical machine (MG), and the second engagement device (CL2) shifts to the direct engagement state. Can be suppressed. Therefore, it can suppress that a torque shock is transmitted to a wheel (W) when a 2nd engagement apparatus (CL2) transfers to a direct connection engagement state.
- the rotational speed of the rotating electrical machine (MG) is set to a synchronous rotational speed that is the rotational speed of the rotating electrical machine (MG) that eliminates the rotational speed difference of the second engagement device (CL2).
- Rotational speed control for controlling the rotating electrical machine (MG) is executed so that the target rotational speed approaches a higher target rotational speed, and the target rotational speed is higher than the rotational speed of the internal combustion engine (ENG) that can start the internal combustion engine (ENG). It is preferable that it is set.
- the rotational speed of the rotating electrical machine (MG) temporarily decreases below the rotational speed at which the internal combustion engine (ENG) can be started.
- the internal combustion engine (ENG) can be started by finally increasing the rotational speed of the rotating electrical machine (MG) to a rotational speed at which the internal combustion engine (ENG) can be started.
- the technology according to the present disclosure provides a vehicle drive device in which a first engagement device, a rotating electrical machine, and a second engagement device are provided in order from the side of the internal combustion engine on a power transmission path that connects the internal combustion engine and wheels.
- a control device that controls the target.
- Vehicle drive device 2 Power transmission path 30: Vehicle drive device control device (control device) 47: Start control unit CL1: First engagement device CL2: Second engagement device ENG: Internal combustion engine MG: Rotating electrical machine O: Output shaft Tmgmx: Maximum torque W of the rotating electrical machine: Wheel
Abstract
Description
車両用駆動装置1の制御装置30(以下、単に制御装置30と称す)の実施形態について、図面を参照して説明する。図1は、本実施形態に係る車両用駆動装置1及び制御装置30の概略構成を示す模式図である。この図において、実線は駆動力の伝達経路を示し、破線は作動油の供給経路を示し、一点鎖線は信号の伝達経路を示している。この図に示すように、本実施形態に係る車両用駆動装置1は、概略的には、内燃機関ENG及び回転電機MGを駆動力源として備え、これらの駆動力源の駆動力を、動力伝達機構を介して車輪Wへ伝達する構成となっている。車両用駆動装置1には、内燃機関ENGと車輪Wとを結ぶ動力伝達経路2に、内燃機関ENGの側から順に、第一係合装置CL1、回転電機MG、及び第二係合装置CL2が設けられている。
本実施形態に係る車両用駆動装置1には、回転電機MGと車輪Wとの間の動力伝達経路2に変速装置TMが備えられており、第二係合装置CL2は、変速装置TMに備えられた複数の係合装置の中の1つとされる。
始動制御部47は、内燃機関ENGが回転停止している状態から、回転電機MGの出力トルクを車輪Wに伝達しつつ、回転電機MGによって内燃機関ENGを始動させる加速始動制御を実行する際に、第二係合装置CL2を滑り係合状態に制御する第二滑り制御を実行する。始動制御部47は、第二滑り制御の実行中に、解放状態である第一係合装置CL1を滑り係合状態に制御する第一滑り制御を実行する。始動制御部47は、第一滑り制御において、回転電機MGの回転速度を低下させるように、第一係合装置CL1の係合圧を制御する。
以下、本実施形態に係る車両用駆動装置1及び制御装置30について、詳細に説明する。
まず、本実施形態に係るハイブリッド車両の車両用駆動装置1の構成について説明する。図1に示すように、ハイブリッド車両は、車両の駆動力源として内燃機関ENG及び回転電機MGを備え、これらの内燃機関ENGと回転電機MGとが直列に駆動連結されるパラレル方式のハイブリッド車両となっている。ハイブリッド車両は、変速装置TMを備えており、当該変速装置TMにより、入力軸Iに伝達された内燃機関ENG及び回転電機MGの回転速度を変速すると共にトルクを変換して出力軸Oに伝達する。
車両用駆動装置1の油圧制御系は、車両の駆動力源や専用のモータによって駆動される油圧ポンプから供給される作動油の油圧を所定圧に調整するための油圧制御装置PCを備えている。ここでは詳しい説明を省略するが、油圧制御装置PCは、油圧調整用のリニアソレノイド弁などの油圧制御弁からの信号圧に基づき一又は二以上の調整弁の開度を調整することにより、当該調整弁からドレインする作動油の量を調整して作動油の油圧を一又は二以上の所定圧に調整する。所定圧に調整された作動油は、それぞれ必要とされるレベルの油圧で、変速装置TM、並びに第一係合装置CL1や第二係合装置CL2等の各摩擦係合要素等に供給される。
次に、車両用駆動装置1の制御を行う制御装置30及び内燃機関制御装置31の構成について、図2を参照して説明する。
制御装置30の制御ユニット32~34及び内燃機関制御装置31は、CPU等の演算処理装置(コンピュータ)を中核部材として備えるとともに、当該演算処理装置からデータを読み出し及び書き込みが可能に構成されたRAM(ランダム・アクセス・メモリ)や、演算処理装置からデータを読み出し可能に構成されたROM(リード・オンリ・メモリ)等の記憶装置等を有して構成されている。そして、制御装置のROM等に記憶されたソフトウェア(プログラム)又は別途設けられた演算回路等のハードウェア、或いはそれらの両方により、制御装置30の各機能部41~47などが構成されている。また、制御装置30の制御ユニット32~34及び内燃機関制御装置31は、互いに通信を行うように構成されており、センサの検出情報及び制御パラメータ等の各種情報を共有するとともに協調制御を行い、各機能部41~47の機能が実現される。
アクセル開度センサSe5は、アクセルペダルの操作量を検出するためのセンサである。制御装置30は、アクセル開度センサSe5の入力信号に基づいてアクセル開度を検出する。
内燃機関制御装置31は、内燃機関ENGの動作制御を行う内燃機関制御部41を備えている。本実施形態では、内燃機関制御部41は、統合制御部46から内燃機関要求トルクが指令されている場合は、内燃機関ENGが内燃機関要求トルクを出力するように制御するトルク制御を行う。
回転電機制御ユニット32は、回転電機MGの動作制御を行う回転電機制御部42を備えている。本実施形態では、回転電機制御部42は、統合制御部46から回転電機要求トルクが指令されている場合は、回転電機MGが回転電機要求トルクを出力するように制御する。具体的には、回転電機制御部42は、インバータが備える複数のスイッチング素子をオンオフ制御することにより、回転電機MGの出力トルクを制御する。
動力伝達制御ユニット33は、変速装置TMの制御を行う変速制御部43と、第一係合装置CL1の制御を行う第一係合装置制御部44と、第二係合装置CL2の制御を行う第二係合装置制御部45と、を備えている。
変速制御部43は、変速装置TMに変速段を形成する制御を行う。変速制御部43は、車速、アクセル開度、及びシフト位置などのセンサ検出情報に基づいて変速装置TMにおける目標変速段を決定する。そして、変速制御部43は、油圧制御装置PCを介して変速装置TMに備えられた複数の係合装置に供給される油圧を制御することにより、各係合装置を係合又は解放して目標とされた変速段を変速装置TMに形成させる。具体的には、変速制御部43は、油圧制御装置PCに各係合装置の目標油圧(油圧指令)を指令し、油圧制御装置PCは、指令された目標油圧(油圧指令)の油圧を各係合装置に供給する。本実施形態では、変速制御部43は、油圧制御装置PCが備えた各油圧制御弁に供給される信号値を制御することにより、各係合装置に供給される油圧を制御するように構成されている。
第一係合装置制御部44は、第一係合装置CL1の係合の状態を制御する。本実施形態では、第一係合装置制御部44は、第一係合装置CL1に供給される油圧が、統合制御部46から指令された第一係合装置CL1の油圧指令に一致するように、油圧制御装置PCに備えられた各油圧制御弁に供給される信号値を制御する。
第二係合装置制御部45は、第二係合装置CL2の係合の状態を制御する。本実施形態では、第二係合装置制御部45は、第二係合装置CL2に供給される油圧が、統合制御部46から指令された第二係合装置CL2の油圧指令に一致するように、油圧制御装置PCに備えられた各油圧制御弁に供給される信号値を制御する。
車両制御ユニット34は統合制御部46を備えており、統合制御部46は始動制御部47を備えている。
統合制御部46は、内燃機関ENG、回転電機MG、変速装置TM、第一係合装置CL1、及び第二係合装置CL2等に対して行われる各種トルク制御、及び各係合装置の係合制御等を車両全体として統合する制御を行う。
統合制御部46は、アクセル開度、車速、及びバッテリの充電量等に応じて、車輪Wの駆動のために要求されているトルクであって、駆動力源側から車輪W側に伝達される目標駆動力である車両要求トルクを算出するとともに、内燃機関ENG及び回転電機MGの運転モードを決定する。運転モードとして、内燃機関ENGを車輪Wから切り離して回転電機MGを車輪Wの駆動力源として走行する電動モードと、少なくとも内燃機関ENGを駆動力源として走行するパラレルモードと、を有する。例えば、アクセル開度が小さく、バッテリの充電量が大きい場合に、運転モードとして電動モードが決定され、それ以外の場合、すなわち、アクセル開度が大きい、もしくはバッテリの充電量が小さい場合に、運転モードとしてパラレルモードが決定される。なお、本実施形態では、電動モードは、回転電機MGのみを車輪Wの駆動力源として走行するモードとなっている。このような電動モードは、一般的にEV(電気自動車)モードとも呼ばれる。
1-3-4-2-1.加速始動制御
始動制御部47は、内燃機関ENGが回転停止している状態から、回転電機MGの出力トルクを車輪Wに伝達しつつ、回転電機MGにより内燃機関ENGを始動させる加速始動制御を実行する際に、第二係合装置CL2を滑り係合状態に制御する第二滑り制御を実行する。始動制御部47は、第二滑り制御の実行中に、車輪Wを前進方向に回転させる向きのトルクが第二係合装置CL2を介して伝達されるように、回転電機MGを制御する。このような第二係合装置CL2によるトルク伝達を実現するため、始動制御部47は、第二滑り制御の実行中に、第二係合装置CL2に対して回転電機MG側の第一回転部材R1の回転速度と、第二係合装置CL2に対して車輪W側の第二回転部材R2の回転速度と、を同じ回転部材での回転速度に換算した場合に、第一回転部材R1の回転速度が第二回転部材R2の回転速度よりも高い回転速度になるように、回転電機MGを制御する。言い換えると、始動制御部47は、第二滑り制御の実行中に、回転電機MGの回転速度が、第二係合装置CL2の回転速度差がなくなる回転電機MGの回転速度である同期回転速度よりも高い回転速度になるように、回転電機MGを制御する。本実施形態では、始動制御部47は、この第二滑り制御の実行中に、回転電機MGの回転速度を同期回転速度よりも高い目標回転速度に近づけるように、回転電機MGを制御する回転速度制御を実行する。また、始動制御部47は、解放状態である第一係合装置CL1を、第二滑り制御の実行中に、滑り係合状態に制御する第一滑り制御を実行する。
回転電機MGの回転速度の変動を抑制するためには、第二係合装置CL2のスリップトルク(絶対値)及び第一係合装置CL1のスリップトルク(絶対値)の合計スリップトルクと、回転電機MGの出力トルクとが釣り合うように、回転電機MGの出力トルクを制御することが考えられる。そのため、回転電機MGの出力トルクを、第一係合装置CL1のスリップトルクの増加分、第二係合装置CL2を介して車輪W側に伝達されているトルクから増加させることが考えられる。しかし、アクセル開度が大きく、第二係合装置CL2を介して車輪W側に伝達される回転電機MGの出力トルクが大きい場合は、回転電機MGの最大トルクTmgmxに対して、第一係合装置CL1を介して内燃機関ENG側に伝達されるスリップトルクのために増加させることができる回転電機MGの出力トルクの余裕が小さい場合がある。しかし、内燃機関ENGの始動を早めるためには、第一係合装置CL1を介して内燃機関ENGに伝達されるスリップトルクをできるだけ増加させることが望ましい。
図3に、比較例のタイムチャートを示す。図3の例では、本実施形態とは異なり、第一係合装置CL1を滑り係合状態に制御する制御において、回転電機MGの最大トルクTmgmxから第二係合装置CL2のスリップトルク(絶対値)を減算した余裕トルクより小さいトルクを、第一係合装置CL1が回転電機MG側から内燃機関ENG側に伝達するように、第一係合装置CL1の係合圧を制御するように構成されている(時刻T03から時刻T04)。そのため、第一及び第二係合装置CL1、CL2の合計スリップトルク(絶対値)は、回転電機MGの最大トルクTmgmxを上回っておらず、回転電機MGの出力トルクは、回転電機MGの最大トルクTmgmx未満に制御されている(時刻T03から時刻T04)。
図4に、本実施形態のタイムチャートを示す。本実施形態では、上記したように、第一滑り係合制御において、回転電機MGの最大トルクTmgmxから第二係合装置CL2のスリップトルク(絶対値)を減算した余裕トルクより大きいトルクを、第一係合装置CL1が回転電機MG側から内燃機関ENG側に伝達するように、第一係合装置CL1の係合圧を制御する最大トルク超過制御を実行するように構成されている(時刻T13から時刻T15)。そのため、第一及び第二係合装置CL1、CL2の合計スリップトルク(絶対値)は、回転電機MGの最大トルクTmgmxを上回っており、回転電機MGの出力トルクは、回転電機MGの最大トルクTmgmx付近に制御されている(時刻T14から時刻T15)。
始動制御部47は、内燃機関ENGが回転停止している状態において、アクセル開度が判定開度以上に増加した、又はバッテリの充電量が判定充電量以下に減少した等により、運転モードが電動モードからパラレルモードに変化した場合に、加速始動制御の開始条件が成立したと判定するように構成されている。図4の例では、時刻T11までの初期状態では、車速及び回転電機MGの回転速度がゼロであり、内燃機関ENGが回転停止しており、第一係合装置CL1が解放状態であり、第二係合装置CL2が直結係合状態である。時刻T11で、アクセル開度が判定開度以上に増加し、運転モードが電動モードからパラレルモードに変化しため、加速始動制御が開始されている。始動制御部47は、アクセル開度の増加により増加した車両要求トルクに応じたトルクを回転電機要求トルクに設定し、回転電機MGに車両要求トルクに応じたトルク(本例では車両要求トルクに等しいトルク)を出力させるトルク制御を行う(時刻T11以降)。その後、車速(出力軸Oの回転速度、同期回転速度)がゼロから増加し始める。
次に、加速始動制御の処理について、図5のフローチャートを参照して説明する。
まず、始動制御部47は、ステップ♯01で、上記のように、加速始動制御の開始条件が成立したか否かを判定し、開始条件が成立したと判定した場合(ステップ♯01:Yes)に、一連の加速始動制御を開始する。始動制御部47は、加速始動制御の開始後、上記したように、第二係合装置CL2を滑り係合状態に制御する第二滑り制御を開始する(ステップ♯02)。また、始動制御部47は、上記したように、第一係合装置CL1を解放状態から滑り係合状態に制御する第一滑り制御、及び最大トルク超過制御を開始する(ステップ♯03)。また、始動制御部47は、第二滑り制御の開始後、上記したように、回転電機MGの回転速度制御を開始する(ステップ♯04)。始動制御部47は、第一滑り制御の開始後、内燃機関ENGの燃焼開始制御を開始する(ステップ♯05)。始動制御部47は、第一係合装置CL1の回転速度差が減少した場合(ステップ♯06:Yes)に、第一滑り制御を終了し、第一係合装置CL1を直結係合状態に移行させる(ステップ♯07)。始動制御部47は、内燃機関ENGの燃焼開始が完了したと判定した場合(ステップ♯08:Yes)に、第二係合装置CL2を直結係合状態に移行させ、第二滑り制御及び回転速度制御を終了し(ステップ♯09)、加速始動制御を終了する。
次に、その他の実施形態について説明する。なお、以下に説明する各実施形態の構成は、それぞれ単独で適用されるものに限られず、矛盾が生じない限り、他の実施形態の構成と組み合わせて適用することも可能である。
或いは、車両用駆動装置1は、図7に示すように、回転電機MGと変速装置TMと間の動力伝達経路2に更にトルクコンバータTCを備え、トルクコンバータTCの入出力部材間を直結係合状態にするロックアップクラッチが、第二係合装置CL2に設定されるように構成されてもよい。
以上で説明した実施形態は、少なくとも以下の構成を備えている。
内燃機関(ENG)と車輪(W)とを結ぶ動力伝達経路(2)に、内燃機関(ENG)の側から順に、第一係合装置(CL1)、回転電機(MG)、及び第二係合装置(CL2)が設けられた車両用駆動装置(1)を制御対象とする制御装置(30)であって、内燃機関(ENG)が回転停止している状態から、回転電機(MG)の出力トルクを車輪(W)に伝達しつつ、回転電機(MG)によって内燃機関(ENG)を始動させる際に、第二係合装置(CL2)を滑り係合状態に制御する第二滑り制御を実行し、第二滑り制御の実行中に、解放状態である第一係合装置(CL1)を滑り係合状態に制御する第一滑り制御を実行し、第一滑り制御において、回転電機(MG)の回転速度を低下させるように、第一係合装置(CL1)の係合圧を制御する。
2 :動力伝達経路
30 :車両用駆動装置の制御装置(制御装置)
47 :始動制御部
CL1 :第一係合装置
CL2 :第二係合装置
ENG :内燃機関
MG :回転電機
O :出力軸
Tmgmx:回転電機の最大トルク
W :車輪
Claims (4)
- 内燃機関と車輪とを結ぶ動力伝達経路に、前記内燃機関の側から順に、第一係合装置、回転電機、及び第二係合装置が設けられた車両用駆動装置を制御対象とする制御装置であって、
前記内燃機関が回転停止している状態から、前記回転電機の出力トルクを前記車輪に伝達しつつ、前記回転電機によって前記内燃機関を始動させる際に、
前記第二係合装置を滑り係合状態に制御する第二滑り制御を実行し、
前記第二滑り制御の実行中に、解放状態である前記第一係合装置を滑り係合状態に制御する第一滑り制御を実行し、
前記第一滑り制御において、前記回転電機の回転速度を低下させるように、前記第一係合装置の係合圧を制御する車両用駆動装置の制御装置。 - 前記第一滑り制御における前記第一係合装置の係合圧の制御は、前記回転電機が出力可能な最大トルクから、前記第二係合装置を介して前記回転電機側から前記車輪側に伝達される伝達トルクを減算したトルクより大きいトルクを、前記第一係合装置が前記回転電機側から前記内燃機関側に伝達するように、前記第一係合装置の係合圧を制御するものである請求項1に記載の車両用駆動装置の制御装置。
- 前記第一滑り制御において、前記第二係合装置を滑り係合状態に維持できる範囲内で、前記第一係合装置の係合圧を制御する請求項1又は2に記載の車両用駆動装置の制御装置。
- 前記第二滑り制御の実行中に、前記回転電機の回転速度を、前記第二係合装置の回転速度差がなくなる前記回転電機の回転速度である同期回転速度よりも高い目標回転速度に近づけるように、前記回転電機を制御する回転速度制御を実行し、
前記目標回転速度が、前記内燃機関が始動可能な前記内燃機関の回転速度以上に設定されている請求項1から3のいずれか一項に記載の車両用駆動装置の制御装置。
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WO2020045217A1 (ja) | 2018-08-31 | 2020-03-05 | アイシン・エィ・ダブリュ株式会社 | 車両用駆動装置の制御装置 |
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US10279687B2 (en) | 2019-05-07 |
CN107107900B (zh) | 2019-08-06 |
CN107107900A (zh) | 2017-08-29 |
DE112015004109T5 (de) | 2017-06-14 |
JP6350676B2 (ja) | 2018-07-04 |
JPWO2016084474A1 (ja) | 2017-08-03 |
US20170305277A1 (en) | 2017-10-26 |
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