Source: https://patents.google.com/patent/JP5092694B2/en
Timestamp: 2019-12-07 03:50:30
Document Index: 737989879

Matched Legal Cases: ['art 11', 'art 20', 'art 11', 'art 11', 'art 60', 'art 11']

JP5092694B2 - Control device for vehicle power transmission device - Google Patents
JP5092694B2
JP5092694B2 JP2007285103A JP2007285103A JP5092694B2 JP 5092694 B2 JP5092694 B2 JP 5092694B2 JP 2007285103 A JP2007285103 A JP 2007285103A JP 2007285103 A JP2007285103 A JP 2007285103A JP 5092694 B2 JP5092694 B2 JP 5092694B2
JP2007285103A
JP2009113508A (en
2007-11-01 Priority to JP2007285103A priority Critical patent/JP5092694B2/en
2009-05-28 Publication of JP2009113508A publication Critical patent/JP2009113508A/en
2012-12-05 Publication of JP5092694B2 publication Critical patent/JP5092694B2/en
A control apparatus for a vehicular power transmitting system including (a) an electrically controlled differential portion operable to distribute an output of a drive power source of a vehicle to a first electric motor and a power transmitting member, (b) a second electric motor connected to a power transmitting path between an output shaft of the drive power source and a drive wheel of the vehicle, (c) a coupling device provided in the electrically controlled differential portion and operable to selectively switch the differential portion between a differential state and a non-differential state, and (d) an electric-energy storage device operable to store and discharge an electric energy supplied from the first or second electric motor, the control apparatus including a torque-receiving-proportion control portion configured to control a proportion of torque values of a reaction torque corresponding to a torque acting on a predetermined member of the electrically controlled differential portion, which torque values are respectively received by the first electric motor and the coupling device, such that a ratio of the torque value received by the coupling device, with respect to the reaction torque, increases with an increase of a difference of an electric energy amount consumed by the second electric motor from an electric energy amount generated by the first electric motor.
The present invention is for a vehicle including an electric differential unit that distributes the output of a drive source to a first motor and a transmission member, and a second motor connected to a power transmission path from the output shaft of the drive source to the drive source. The present invention relates to a control device for a power transmission device, and particularly relates to optimization of a charge / discharge balance of a capacitor charged / discharged by the first electric motor and the second electric motor.
An electric differential section that distributes the output of the drive source to the first electric motor and the transmission member; a second electric motor coupled to a power transmission path from the output shaft of the drive source to the drive wheel; and the electric differential section. And an engagement device for selectively switching the electric differential portion between a differential state and a non-differential state, and a battery capable of charging / discharging electric power supplied from the first or second electric motor A vehicular power transmission device is known. For example, the vehicle drive device described in Patent Document 1 is an example. In such a hybrid type vehicle power transmission device, the electric differential portion is constituted by, for example, a planetary gear device, and mechanically transmits the main portion of the power from the drive source to the drive wheels by the differential action. The remainder of the motive power from the drive source is converted into electric energy by the first electric motor and supplied to the storage battery and the second electric motor via the inverter. Further, in Patent Document 1, when the vehicle is started by the drive source when sufficient reaction force torque cannot be generated from the first electric motor, the vehicle can be started by the drive source by slip-engaging the engagement device. Yes.
JP 2005-331063 A
By the way, in the hybrid type vehicle power transmission device including Patent Document 1, when the charge amount of the capacitor charged and discharged by the first motor and the second motor is small, the electric power generated by the first motor is supplied to the capacitor. Although it can be supplied, when the charge amount of the battery is sufficient, there is a possibility of reaching the overcharge region of the battery. Here, a method of suppressing the charge amount of the battery by limiting the power generation amount of the first motor is conceivable. However, when the power generation amount of the first motor is limited, sufficient reaction force torque cannot be obtained by the first motor. As a result, the output torque transmitted to the drive wheels is limited. On the other hand, for example, a method of mechanically generating reaction force torque by controlling the slippage of the engagement device as in Patent Document 1 is conceivable, but it is performed immediately before the charge amount of the battery reaches the overcharge region. Then, it is necessary to suddenly increase the slip amount, and there is a possibility that a large load is applied to the engagement device.
The present invention has been made against the background of the above circumstances. The object of the present invention is to provide an electric differential unit that distributes the output of the drive source to the first motor and the transmission member, and the output of the drive source. In a control device for a vehicle power transmission device including a second electric motor connected to a power transmission path from a shaft to a drive source, the charge capacity of a capacitor charged and discharged by the first electric motor and the second electric motor is suitably controlled. Another object of the present invention is to provide a control device for a vehicle power transmission device.
In order to achieve the above object, the gist of the invention according to claim 1 is that: (a) an electric differential section that distributes the output of the drive source to the first motor and the transmission member; and the output of the drive source A second electric motor connected to a power transmission path from the shaft to the drive wheel, and the electric differential unit, which is selectively switched between a differential state and a non-differential state. In the control device for a vehicle power transmission device, including: (b) a predetermined value of the electric differential unit, and a power storage device capable of charging and discharging the electric power supplied from the first or second electric motor. A reaction force torque of a torque input from a member can be received by the first electric motor and the engagement device, and a share ratio of the reaction motor torque between the first motor and the engagement device is determined by the first electric motor. From the amount of power generated by one motor to the second motor The larger the difference value of the discharge amount that includes a torque sharing rate control means for increasing the distribution ratio of the engaging device, (c) the torque sharing ratio control means, in accordance with accepted allowance of the capacitor is increased, Control is performed so that the torque sharing ratio of the engagement device is reduced .
In order to achieve the above object, the gist of the invention according to claim 2 is that: (a) an electric differential section that distributes the output of the drive source to the first motor and the transmission member; and the drive source A second electric motor connected to a power transmission path from the output shaft to the drive wheel, and the electric differential unit is selectively provided in a differential state and a non-differential state. In a control device for a vehicle power transmission device, including: an engagement device for switching; and a capacitor capable of charging and discharging electric power supplied from the first or second electric motor. It is possible to receive a reaction force torque of a torque input from a predetermined member by the first electric motor and the engagement device, and a share ratio between the first electric motor and the engagement device of the reaction force torque, The second motor from the amount of power generated by the first motor The torque sharing rate control means for increasing the sharing ratio of the engagement device as the difference value of the discharge amount is increased, and (c) the torque sharing rate control means includes a charge amount per unit time of the battery or When the discharge amount exceeds a predetermined amount, the torque sharing ratio is changed.
According to a third aspect of the present invention, there is provided a control device for a vehicle power transmission device according to the first or second aspect , wherein the engaging element is the electric differential unit to which the first electric motor is connected. The rotation element is limited in rotation.
According to a fourth aspect of the present invention, there is provided a control device for a vehicle power transmission device according to the first or second aspect , wherein the engagement device includes a plurality of rotating elements constituting the electric differential section. At least two of them are connected to each other.
According to a fifth aspect of the present invention, in the control device for a vehicle power transmission device according to the third or fourth aspect , the engagement device is brought into a slip engagement state when the vehicle is started by the drive source. When the slip start control means is included and the slip start by the slip control means is performed, the torque sharing ratio control means is a share ratio between the first electric motor and the engagement device of the reaction torque of the drive source As the difference value of the discharge amount by the second motor from the power generation amount by the first motor is larger, the sharing ratio of the engagement device is increased.
According to a sixth aspect of the present invention, there is provided a control device for a vehicle power transmission device according to the fourth aspect , wherein torque between the drive source, the first electric motor, the second electric motor, and the electric storage device. Including torque circulation control means for bringing the engagement device into a slip engagement state to control the circulation state, and when the torque circulation state is controlled by the torque circulation control means, the torque sharing rate control means is The ratio of the reaction force torque of the drive source between the first motor and the engagement device is larger when the difference value of the discharge amount by the second motor from the power generation amount by the first motor is larger. It is characterized by increasing the share of the apparatus.
The gist of the invention according to claim 7 is that, in the control device for a vehicle power transmission device according to claim 1 or 2 , the torque sharing rate control means is configured such that the lower the acceptance margin of the capacitor, the lower the capacity. It is characterized by increasing the share ratio of the combined device.
According to the control device for a vehicle power transmission device of the first aspect of the present invention, the reaction force torque of the torque input from the predetermined member of the electric differential portion is received by the first motor and the engagement device. The ratio of the reaction force torque between the first motor and the engagement device is larger as the difference value of the discharge amount by the second motor from the power generation amount by the first motor is larger. Since the torque sharing rate control means for increasing the sharing rate of the engagement device is provided, the difference value of the discharge amount by the second motor from the power generation amount by the first motor becomes large, that is, the electric power supplied to the capacitor is increased. As the number increases, the torque sharing ratio of the engagement device is increased. As a result, as the reaction torque of the first electric motor decreases and the amount of power generation decreases, the power supplied to the battery decreases. Thus, by suitably maintaining the charge / discharge balance (charge / discharge balance) of the battery, the charge capacity of the battery can be prevented from reaching the overcharge region in advance, and the life of the battery can be extended. In addition, the torque sharing rate control means controls the torque sharing ratio of the engagement device to be reduced as the acceptance margin amount of the capacitor increases, so that when the acceptance margin amount of the capacitor is large, torque is increased. Since the sharing ratio is reduced, the load on the engagement device is suppressed.
Further, according to the control device for a vehicle power transmission device of the invention according to claim 2, the reaction force torque of the torque input from the predetermined member of the electric differential portion is converted to the first electric motor and the engagement device. And the share of the reaction torque between the first motor and the engagement device is larger as the difference value of the discharge amount by the second motor from the power generation amount by the first motor is larger. Since the torque sharing rate control means for increasing the sharing ratio of the engagement device is provided, the difference value of the discharge amount by the second motor from the power generation amount by the first motor becomes large, that is, supplied to the capacitor. When the electric power increases, the torque sharing ratio of the engagement device is increased. As a result, as the reaction torque of the first electric motor decreases and the amount of power generation decreases, the power supplied to the battery decreases. Thus, by suitably maintaining the charge / discharge balance (charge / discharge balance) of the battery, the charge capacity of the battery can be prevented from reaching the overcharge region in advance, and the life of the battery can be extended. The torque sharing rate control means changes the torque sharing ratio when the charge amount or discharge amount per unit time to the capacitor exceeds a predetermined amount, so that the charge amount or discharge amount per unit time is a predetermined amount. If it is below, torque sharing by the engaging device is not performed. Therefore, it is possible to suppress an excessive burden on the engaging device.
According to a control device for a vehicle power transmission device of a third aspect of the invention, the engaging element limits the rotation of the rotating element of the electric differential unit to which the first electric motor is connected. Therefore, by controlling the slip amount of the engagement device, the torque sharing rate between the first motor and the engagement device of the reaction torque can be changed, and the power generation amount of the first motor can be controlled. In addition, an increase in the number of parts can be avoided by using an engagement device that selectively switches the electric differential portion between a differential state and a non-differential state.
According to a control device for a vehicle power transmission device of a fourth aspect of the present invention, the engagement device connects at least two of the plurality of rotating elements constituting the electric differential section. Therefore, by controlling the slip amount of the engagement device, the torque sharing rate between the first motor and the engagement device of the reaction force torque can be changed, and the power generation amount of the first motor can be controlled. In addition, an increase in the number of parts can be avoided by using an engagement device that selectively switches the electric differential portion between a differential state and a non-differential state.
According to the control device for a vehicle power transmission device of the invention according to claim 5 , when the slip start by the slip control means is performed, the torque sharing rate control means is configured to reduce the reaction force torque of the drive source. In order to increase the sharing ratio between the first motor and the engagement device, the larger the difference value of the discharge amount by the second motor from the power generation amount by the first motor, The charge / discharge balance (charge / discharge balance) of the battery at the time of slip start can be suitably maintained, and the battery can be prevented from reaching the overcharged state in advance.
According to the control device for a vehicle power transmission device of a sixth aspect of the invention, when the torque circulation control means is controlling the torque circulation control means, the torque sharing rate control means The share of the reaction force torque between the first motor and the engagement device is set such that the greater the difference between the amount of discharge by the second motor from the amount of power generated by the first motor, the greater the share of the engagement device. Therefore, the charge / discharge balance (charge / discharge balance) of the battery during control of the torque circulation state can be suitably maintained, and the battery can be prevented from reaching the overcharged state in advance.
Further, according to the control device for a vehicle power transmission device of the invention according to claim 7 , the torque sharing rate control means increases the sharing rate of the engaging device as the acceptance margin of the battery is lower. When the acceptance margin is low, the amount of power generated by the first motor is reduced and the power supplied to the battery is reduced. This avoids overcharging of the battery. On the other hand, when the storage capacity of the battery is large, it is possible to improve fuel efficiency by reducing the sharing ratio of the engaging device and increasing the electric power regenerated (generated) by the first electric motor.
Here, preferably, when the charge amount or discharge amount per unit time exceeds a predetermined amount, the torque sharing ratio between the first electric motor and the engagement device is changed. In this way, for example, when the amount of charge per unit time exceeds a predetermined amount, overcharging of the battery can be avoided by increasing the torque sharing ratio of the engagement device. On the other hand, for example, when the discharge amount per unit time exceeds a predetermined amount, overdischarge of the battery is avoided by increasing the torque sharing ratio of the first motor.
Preferably, when the torque capacity of the engagement device is also limited, the output torque of the drive source is reduced. If it does in this way, it can restrict | limit to the range which can take reaction force torque by reducing the output torque itself of a drive source.
Preferably, the output torque of the electric differential unit is calculated based on the accelerator opening. If it does in this way, reaction force torque can be controlled based on the output torque of a drive source, and the output torque of an electric differential part.
Preferably, the electric differential section functions as an electric continuously variable transmission section. In this way, by controlling the first electric motor or the second electric motor, the gear ratio of the electric differential unit can be changed steplessly, and a wide driving force can be obtained.
FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 constituting a part of a hybrid vehicle power transmission device to which a control device of the present invention is applied. In FIG. 1, a transmission mechanism 10 has an input shaft 14 that functions as an input rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to a vehicle body. And a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 that functions as a stepped transmission unit that is connected in series via a transmission member (output shaft of the differential mechanism) 18 through a power transmission path therebetween, and is connected to the automatic transmission unit 20 An output shaft 22 that functions as an output rotating member is provided in series. The speed change mechanism 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is directly connected to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, a driving power source such as a gasoline engine or a diesel engine is provided between the engine 8 and a pair of driving wheels 38 (see FIG. 6). The differential gear device (final reduction gear) 36 and a pair of axles constituting a part of the power transmission path are sequentially transmitted to the left and right drive wheels 38. The engine 8 of the present embodiment corresponds to the drive source of the present invention, the speed change mechanism 10 corresponds to the vehicle power transmission device of the present invention, and the differential section 11 corresponds to the electric differential of the present invention. Corresponds to the department. Further, since the transmission member 18 of this embodiment connects the output shaft of the differential unit 11 and the input shaft of the automatic transmission unit 20, the output shaft of the differential unit 11 and the input of the automatic transmission unit 20. It also functions as an axis.
The differential unit 11, which can be referred to as an electric differential unit in that the differential state is controlled by controlling the operating state of the first motor M 1, is input to the first motor M 1 and the input shaft 14. And a power distribution mechanism 16 that mechanically distributes the output of the engine 8 and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. Further, the second electric motor M2 is connected so as to rotate integrally with the transmission member 18. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function. The first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 At least a motor (electric motor) function for outputting a driving force as a driving force source for traveling is provided.
In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, Since a part of the output of the distributed engine 8 is stored with electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied. That is, the operating state of the first electric motor M1 and the second electric motor M2 connected to the power distribution mechanism 16 so as to be able to transmit power is controlled to function as the rotational speed and output shaft of the input shaft 14 connected to the engine 8. The differential state with respect to the rotational speed of the transmission member 18 is controlled. The rotational speed N 18 of the power transmitting member 18 is detected by the second electric motor M2 detectable resolver 19 also the direction of rotation which is provided in the vicinity.
The automatic transmission unit 20 constituting a part of the power transmission path of the transmission mechanism 10 includes a single-pinion type first planetary gear unit 26, a single-pinion type second planetary gear unit 28, and a single-pinion type third planetary gear unit 28. A device 30 is provided. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3. Note that the automatic transmission unit 20 corresponds to the transmission unit of the present invention.
In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.
As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 are disposed between the transmission member 18 that functions as the output shaft of the differential unit and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38. It functions as an engagement device that selectively switches the power transmission path between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. ing. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are disengaged. The power transmission path is in a power transmission cutoff state.
In the speed change mechanism 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N IN / output shaft rotational speed N OUT ) that changes substantially in an equal ratio is determined for each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state. The output shaft rotational speed N OUT is detected by a rotational speed sensor 23 provided on the output shaft 22. The rotational speed sensor 23 can detect the rotational speed N OUT of the output shaft 22 and can also detect the rotational direction of the output shaft 22 and can detect the traveling direction of the vehicle.
For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “3” due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, all the clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.
FIG. 3 shows the rotation of each rotary element having a different connection state for each gear stage in a transmission mechanism 10 including a differential section 11 that functions as a continuously variable transmission section and an automatic transmission section 20 that functions as a stepped transmission section. The collinear chart which can represent the relative relationship of speed on a straight line is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. Of the horizontal lines, the lower horizontal line X1 indicates the rotational speed zero, the upper horizontal line X2 indicates the rotational speed "1.0", that is, the rotational speed NE of the engine 8 connected to the input shaft 14, and the horizontal line XG indicates The rotational speed of the transmission member 18 is shown.
For example, when the switching clutch C0 and the switching brake B0 are released to switch to a continuously variable transmission state (differential state), the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is made to coincide with the horizontal line X2, and the transmission member 18 is rotated at the same rotation as the engine rotation speed NE. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. The rotational speed of the differential part ring gear R0, that is, the transmission member 18, indicated by the intersection of the straight line L0 and the vertical line Y3, is input to the automatic transmission unit 20 at a speed increased from the engine rotational speed NE.
In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection point. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. In the first to fourth speeds, the switching clutch C0 is engaged. As a result, the power from the differential unit 11, that is, the power distribution mechanism 16, is supplied to the eighth rotating element RE8 at the same rotational speed as the engine rotational speed NE. Entered. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the differential unit 11 is input at a rotational speed higher than the engine rotational speed NE. Therefore, the first clutch C1, the second clutch The output shaft 22 of the fifth speed at the intersection of C2 and the horizontal straight line L5 determined by engaging the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 The rotation speed is indicated.
FIG. 4 shows a signal input to the electronic control device 40 which is a control device for controlling the speed change mechanism 10 constituting a part of the hybrid vehicle drive device according to the present invention, and the electronic control device 40 outputs the signal. The signal is illustrated. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.
The electronic control unit 40 includes a signal indicating the engine water temperature TEMP W , a signal indicating the shift position SP, a signal indicating the rotational speed N M1 of the first motor M1, and a second motor M2 from the sensors and switches shown in FIG. A signal indicating the engine speed N M2 , a signal indicating the engine speed NE, which is the engine speed of the engine 8, a signal indicating the gear ratio train set value, a signal for instructing the M mode (manual shift travel mode), and the air conditioner An air conditioner signal indicating, a vehicle speed V corresponding to the rotation speed N OUT of the output shaft 22 and a signal indicating the rotation direction, an oil temperature signal indicating the hydraulic oil temperature of the automatic transmission unit 20, a signal indicating a side brake operation, and a foot brake operation. Signal, catalyst temperature signal indicating the catalyst temperature, accelerator opening signal indicating the accelerator pedal operation amount Acc corresponding to the driver's required output amount, cam angle signal, -Snow mode setting signal indicating mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise traveling, vehicle weight signal indicating vehicle weight, wheel speed signal indicating wheel speed of each wheel, engine 8 A signal indicating the air-fuel ratio A / F, a signal indicating the throttle valve opening θTH, and the like are supplied.
Further, the electronic control device 40 sends a control signal to the engine output control device 43 (see FIG. 6) for controlling the engine output, for example, the opening degree θ TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97 to be operated, a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, A supercharging pressure adjustment signal for adjusting the supply pressure, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1 and M2, and a shift position (operation position) for operating the shift indicator Display signal, gear ratio display signal for displaying gear ratio, snow motor for displaying that it is in snow mode Mode display signal, ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, an M mode display signal for indicating that the M mode is selected, the differential unit 11 and the automatic transmission unit 20 In order to control the hydraulic actuator of the hydraulic friction engagement device, a valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 (see FIG. 6), and an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42 are operated. A drive command signal for driving the motor, a signal for driving the electric heater, a signal to the cruise control computer, etc. are output.
FIG. 5 is a diagram showing an example of a shift operation device 48 as a switching device for switching a plurality of types of shift positions SP by an artificial operation. The shift operation device 48 includes a shift lever 49 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions SP.
Each shift stage in the reverse gear stage “R”, neutral “N”, forward gear stage “D” shown in the engagement operation table of FIG. For example, the hydraulic control circuit 42 is electrically switched so as to be established.
In each of the shift positions SP shown in the “P” to “M” positions, the “P” position and the “N” position are non-travel positions selected when the vehicle is not traveled. As shown in the operation table, the first clutch C1 and the first clutch C1 and the first clutch C1 are configured so that the vehicle in which the power transmission path in the automatic transmission 20 is cut off so that both the first clutch C1 and the second clutch C2 are released cannot be driven. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the two clutch C2. The “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels. For example, as shown in the engagement operation table of FIG. And a power transmission path by the first clutch C1 and / or the second clutch C2 capable of driving a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.
Specifically, when the shift lever 49 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. From the power transmission cut-off state to the power transmission enabled state, the shift lever 49 is manually operated from the “N” position to the “D” position by the driver, so that at least the first clutch C1 is engaged from the non-engaged state to the engaged state. The power transmission path in the automatic transmission unit 20 is changed from the power transmission cut-off state to the power transmission enabled state. Further, when the shift lever 49 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the engaged state to the disengaged state when the shift lever 49 is manually operated from the “D” position to the “N” position by the driver. The power transmission path in the automatic transmission unit 20 is changed from the power transmission enabled state to the power transmission cut-off state.
The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the differential unit 11, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the power and the reaction force generated by the first electric motor M1 so as to be optimized. For example, at the current traveling vehicle speed, the vehicle target (request) output is calculated from the accelerator pedal operation amount Acc as the driver's required output amount and the vehicle speed V, and the required total target is calculated from the vehicle target output and the charge request value. The engine speed is calculated by calculating the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. The engine 8 is controlled so as to be NE and the engine torque TE, and the power generation amount of the first electric motor M1 is controlled.
The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such hybrid control, in order to match the engine rotational speed NE determined for operating the engine 8 in an efficient operating range with the vehicle speed V and the rotational speed of the transmission member 18 determined by the gear position of the automatic transmission unit 20. The differential unit 11 is caused to function as an electric continuously variable transmission. In other words, the hybrid control means 52 achieves both drivability and fuel efficiency during continuously variable speed travel in two-dimensional coordinates using, for example, the engine rotational speed NE and the output torque (engine torque) TE of the engine 8 as parameters. An optimal fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 determined experimentally in advance is stored in advance, and for example, a target output (total target) is set so that the engine 8 can be operated along the optimal fuel consumption rate curve. The target value of the total gear ratio γT of the speed change mechanism 10 is determined so that the engine torque TE and the engine speed NE for generating the engine output necessary for satisfying the output and the required driving force) are satisfied. The gear ratio γ0 of the differential unit 11 is controlled so as to be obtained, and the total gear ratio γT is within a changeable range of the gearshift, for example, a range of 13 to 0.5. In control.
At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 58. The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. In addition, the electrical storage apparatus 60 corresponding to the electrical storage device of this invention is comprised so that charging / discharging of the electric power supplied from the 1st electric motor or the 2nd electric motor M2 is possible.
The solid line A in FIG. 7 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, driving the engine 8 for running. Engine running region and motor running for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a power source and so-called motor running for running the vehicle using the second electric motor M2 as a driving power source for running. This is the boundary line with the region. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a two-dimensional parameter using vehicle speed V and output torque T OUT as a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the coordinate. This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.
Then, the hybrid control means 52 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T OUT from the driving force source switching diagram of FIG. Judgment is made and motor running or engine running is executed. As described above, as shown in FIG. 7, the motor running by the hybrid control means 52 is generally performed at a relatively low output torque TOUT , that is, when the engine efficiency is low compared to the high torque range, that is, the low engine torque TE. Or when the vehicle speed V is relatively low, that is, in a low load range.
The hybrid control means 52 uses the electric CVT function (differential action) of the differential unit 11 to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running. The rotational speed N M1 is controlled at a negative rotational speed, for example, idling, and the engine rotational speed NE is maintained at zero or substantially zero by the differential action of the differential section 11.
Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, the engine travel of this embodiment includes engine travel + motor travel.
Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the charging capacity SOC of the power storage device 60 is reduced when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8, and the first motor M1 is generated. pulled rotational speed of the engine rotational speed NE by the differential function of the power distribution mechanism 16 is also the rotational speed N M2 of the second electric motor which is uniquely determined by the vehicle speed V becomes zero (substantially zero) by the vehicle stop state Is maintained at a speed higher than the autonomous rotation speed.
In addition, the hybrid control means 52 uses the electric CVT function of the differential unit 11 regardless of whether the vehicle is stopped or traveling, so that the rotational speed N M1 of the first electric motor M1 and / or the rotational speed N M2 of the second electric motor M2 is used. Is controlled to maintain the engine speed NE at an arbitrary speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed NE, while maintaining the rotational speed N M2 of the second electric motor M2, bound with the vehicle speed V substantially constant The rotation speed NM1 of the first electric motor M1 is increased.
The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the switching control means 50 is a vehicle state indicated by the vehicle speed V and the required output torque T OUT based on the relationship (switching diagram, switching map) shown in FIG. Based on the above, it is determined whether or not the speed change state of the speed change mechanism 10 (differential portion 11) should be switched, that is, the speed change mechanism 10 is in a continuously variable control region where the speed change mechanism 10 is set to a continuously variable speed change state. Is determined to be within the stepped control region in which the stepped gear shift state is set to the stepped shift state, the shift state of the transmission mechanism 10 to be switched is determined, and the transmission mechanism 10 is switched between the stepless shift state and the stepped shift state The shift state is selectively switched to one of them.
Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to vehicle speed V and driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T OUT as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line.
7 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 7 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 7 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T OUT as a parameter. There may be.
The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque T OUT with the judgment output torque T1. May be stored as a determination formula or the like. In this case, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 places the transmission mechanism 10 in the stepped transmission state when the vehicle state, for example, the output torque T OUT of the automatic transmission unit 20 exceeds the determination output torque T1.
The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T OUT of the automatic transmission unit 20, the engine, for example. Actual values such as torque TE, vehicle acceleration, and engine torque TE calculated based on, for example, accelerator opening or throttle valve opening θ TH (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed NE Or a request (target) engine torque TE calculated based on a driver's accelerator pedal operation amount or throttle opening, a request (target) output torque T OUT of the automatic transmission unit 20, an estimated value such as a required driving force. There may be. The driving torque may be calculated from the output torque T OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.
FIG. 8 shows an engine output line as a boundary line for determining whether the stepped control region or the stepless control region by the switching control means 50 using the engine speed NE and the engine torque TE as parameters. FIG. 3 is a switching diagram (switching map, relationship) stored in the storage unit 56 in advance. The switching control means 50 is represented by the engine rotational speed NE and the engine torque TE based on the engine rotational speed NE and the engine torque TE from the switching diagram of FIG. 8 instead of the switching diagram of FIG. It may be determined whether the vehicle state is within the stepless control region or the stepped control region. FIG. 8 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 7 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T OUT as parameters based on the relationship diagram (map) in FIG.
As shown in the relationship of FIG. 7, the stepped control region is a high torque region where the output torque T OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle velocity region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Therefore, the step-variable traveling is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed traveling is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.
Similarly, as shown in the relationship of FIG. 8, a high torque region where the engine torque TE is greater than or equal to a preset predetermined value TE1, a high revolution region where the engine speed NE is greater than or equal to a preset predetermined value NE1, or those A high output region where the engine output calculated from the engine torque TE and the engine rotational speed NE is equal to or greater than a predetermined value is set as a stepped control region. It is executed at a rotational speed or at a relatively high output, and continuously variable speed travel is executed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It has become. The boundary line between the stepped control region and the stepless control region in FIG. 8 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.
As a result, for example, in low-medium speed traveling and low-medium power traveling of the vehicle, the speed change mechanism 10 is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such high speed running, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the fuel consumption is improved. Further, in high-power running such that the driving force-related value such as the output torque T OUT exceeds the determination torque T1, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). As a result, the user can enjoy the change in the engine rotational speed NE accompanying the upshift in the stepped automatic transmission, that is, the rhythmical change in the engine rotational speed NE accompanying the shift.
Returning to FIG. 6, the charging state determination unit 110 detects the charging capacity SOC of the power storage device 60 and determines whether or not the charging capacity SOC is within a predetermined value set in advance. When the charging capacity SOC is within the predetermined value, the power receiving device 60 has a sufficient receiving capacity, and sufficient electric power can be generated by the first electric motor M1, and the reaction torque can be handled only by the first electric motor M1. It becomes possible. On the other hand, when charge capacity SOC exceeds a predetermined value, that is, when the power storage device 60 has a low allowance, charge capacity SOC is considered to be close to the overcharge region, and chargeable capacity (chargeable capacity) is small. The predetermined value is set in advance through experiments or the like, and is set to such a degree that the charge capacity SOC of the power storage device 60 does not reach the overcharge range, that is, a capacity with a relatively large margin for the chargeable capacity.
The engagement element operation restriction determination means 112 determines whether or not the switching clutch C0 or the switching brake B0 is limited. Here, when the switching clutch C0 or the switching brake B0 is limited, for example, when the hydraulic oil in the transmission mechanism 10 is at a low temperature or when the operation of the control valve for controlling the engagement pressure is limited. Correspondingly, the torque capacity is limited in such a case (the upper limit value is set).
The torque sharing ratio control means 114 changes the sharing ratio (sharing ratio) between the first electric motor M1 and the switching brake B0 or the switching clutch C0 with respect to the total reaction force torque that the differential unit 11 is responsible for. 60 is suitably controlled to prevent the power storage device 60 from being overcharged in advance. Specifically, the share ratio of the switching clutch C0 or the switching brake B0 is increased as the difference value between the amount of power generated by the first motor M1 and the amount of discharge by the second motor M2 is larger. Note that the switching clutch C0 of the present embodiment corresponds to an engagement device that connects at least two of the plurality of rotating elements constituting the differential unit 11 (the differential unit sun gear S0 and the differential unit carrier CA0) to each other. The switching brake B0 corresponds to an engagement element that limits the rotation of the rotation element (differential part sun gear S0) of the differential part 11 to which the first electric motor M1 is connected.
Required output torque T OUT of the output shaft 22 of the automatic shifting portion 20 is calculated from the accelerator opening Acc, the required torque T IN is input to the automatic transmission portion 20 is calculated further based on the gear ratio of the automatic transmission portion 20 . The request when torque T IN is calculated, so that the required torque T IN engine rotational speed such as to obtain NE and engine torque TE, the engine 8 is controlled, the power generation amount of the first electric motor M1 That is, the reaction force torque that the first electric motor M1 is responsible for is controlled.
Here, the switching brake B0 and the switching clutch C0 can take a reaction torque of the engine torque TE input to the differential section carrier CA0 of the differential section 11 by slip engagement. When the switching brake B0 is slip-engaged, the rotational speed of the differential section sun gear S0 of the differential section 11 is gradually stopped, and the rotational speed NE (power) of the engine 8 is gradually increased to the transmission member 18 (differential). Part ring gear R0). In other words, when the switching brake B0 is slip-engaged, the switching brake B0 takes part of the reaction torque applied to the differential sun gear S0, so that the power is transmitted to the transmission member 18. Further, when the switching clutch C0 is slip-engaged, the rotating elements of the differential portion 11 are gradually rotated integrally and the rotational speed NE (power) of the engine 8 is gradually transmitted to the transmission member 18. In other words, when the switching clutch C0 is slip-engaged, the switching clutch C0 takes part of the reaction torque applied to the differential sun gear S0, so that power is transmitted to the transmission member 18. Further, as the slip amount of the switching brake B0 and the switching clutch C0 is increased, the reaction force torque that the switching brake B0 and the switching clutch C0 are responsible for increases. Therefore, the torque distribution ratio control means 114 controls the slip amount. The sharing ratio (sharing ratio) between the first electric motor M1 of reaction torque and the switching brake B0 or the switching clutch C0 can be changed.
The torque sharing ratio control means 114 changes the reaction torque sharing ratio between the first electric motor M1 and the switching brake B0 or the switching clutch C0 based on the charging capacity SOC of the power storage device 60 detected by the charging state determination means 110. To do. FIG. 9 is a reaction force sharing characteristic diagram showing the torque sharing rate or the sharing torque amount of the switching clutch C0 or the switching brake B0 with respect to the reaction torque applied to the differential portion sun gear S0 of the differential portion 11. Here, the horizontal axis indicates the remaining battery capacity of the power storage device 60, that is, the chargeable amount (margin) of the power storage device 60, and the vertical axis indicates the switching clutch C0 or the switching brake B0 when the reaction force torque is 1.0. Torque sharing rate (torque sharing ratio) or shared torque amount is shown. As shown in FIG. 9, the torque sharing rate (torque sharing amount) is controlled to decrease as the remaining battery capacity increases. When the remaining battery capacity increases, the chargeable capacity (acceptance allowance) of the power storage device 60 increases, so there is no limitation due to power generation by the first electric motor M1, and therefore the torque sharing rate (shared torque) of the switching brake B0 or the switching clutch C0. The amount of power generated by the first electric motor M1, that is, the reaction torque that the first electric motor M1 takes can be increased. On the other hand, since the chargeable capacity (acceptance capacity) of the power storage device 60 decreases as the remaining battery capacity decreases, the power storage device 60 may enter an overcharged state when the power generation amount of the first electric motor M1 increases. By increasing the torque sharing rate (sharing torque amount) of the switching brake B0 in advance, the reaction torque that the first electric motor M1 is responsible for is reduced to reduce the power generation amount of the first electric motor M1. In other words, the power generation amount by the first electric motor M1 is reduced by increasing the reaction torque sharing ratio (sharing torque amount) with the switching brake B0 or the switching clutch C0 as the acceptance margin of the power storage device 60 is lower.
Further, as shown in FIG. 9, the torque sharing rate control means 114 has a difference value (first motor power generation amount−second motor discharge amount) of the discharge amount by the second motor M2 from the power generation amount by the first motor M1. As the value increases, the torque sharing rate (shared torque amount) of the switching brake B0 or the switching clutch C0 is increased. The discharge amount of the second electric motor M2 is optimally controlled by the hybrid control means 52, and when the difference value increases, the charge amount to the power storage device 60 by the first electric motor M1 becomes the discharge amount by driving the second electric motor M2. Since it increases compared with it, the electric power charged to the electrical storage apparatus 60 increases. In such a case, the torque sharing rate control means 114 increases the torque sharing rate (sharing torque amount) of the switching brake B0 or the switching clutch C0, thereby reducing the amount of power generated by the first electric motor M1, and the power storage device 60. Reduce the amount of charge to the.
Further, the torque sharing rate control means 114 detects a charge amount W IN per unit time or a discharge amount W OUT per unit time to the power storage device 60, and the charge amount W IN or the discharge amount W OUT is determined as the power storage device 60. When the acceptance limit value per unit time is exceeded, the torque sharing rate (slip amount) of the switching brake B0 or the switching clutch C0 can be controlled so as not to exceed this. For example, if the charging amount W IN per unit time exceeds the acceptance limit, torque sharing ratio control means 114 to increase the torque distribution ratio of the switching brake B0 or switching clutch C0 (the amount allotted torque), first by reducing the amount of power generated by the motor M1 decreases the charge amount W iN. Further, when the discharge amount W OUT per unit time exceeds the acceptance limit value, the torque sharing rate control means 114 reduces the torque sharing rate (shared torque amount) of the switching brake B0 or the switching clutch C0, thereby reducing the first. The electric power generation amount of the electric motor M1 is increased and the discharge amount W OUT is decreased.
Here, when the engagement element operation restriction determination means 112 determines that the torque capacity of the switching clutch C0 or the switching brake B0 is limited, the torque sharing ratio control means 114 causes the hybrid control means 52 to send the engine torque of the engine 8. Outputs a command to reduce TE. Note that the amount of reduction in engine torque TE is reduced to a range in which reaction torque against engine torque TE can be received by first electric motor M1 and switching brake B0 or switching clutch C0.
Returning to FIG. 6, the slip start control means 116 sets the switching clutch C <b> 0 or the switching brake B <b> 0 in the slip engagement state at the time of engine start using the engine 8 as a drive source. Specifically, for example, when the outputs of the first and second electric motors M1 and M2 are limited, when it is determined that normal motor start or engine start by the hybrid control means 52 is not possible, appropriate start performance is obtained. As ensured, the slip start control means 116 maintains the operation of the engine 8 in place of the normal motor start and engine start and sets the switching clutch C0 or the switching brake B0 in the slip engagement state. Start the engine.
For example, when the switching brake B0 is in the slip engagement state by the slip start control means 116, if the slip amount of the switching brake B0 is small, the power generation amount of the first motor M1 becomes large, and if the slip amount is large, the first motor M1 The amount of power generation is reduced. By implementing the torque sharing rate control means 114 in such a state, the slip amount is controlled, and the charge / discharge amount of the power storage device 60 can be suitably maintained. The specific control is the same as that of the torque sharing rate control means 114 described above. That is, control is performed based on the charge capacity SOC of power storage device 60 and the difference value of the amount of discharge by second motor M2 from the amount of power generated by first motor M1. Specifically, the torque sharing rate (sharing torque amount) of the switching brake B0 is increased as the difference value is larger or the remaining capacity (margin amount) of the power storage device 60 is smaller. Since the output of the first electric motor M1 and / or the second electric motor M2 may be limited during the execution of the slip start control means 116, the torque sharing rate control is performed taking into account the limit values of these electric motors. The slip amount is controlled by the means 114. For example, when the discharge amount of the second electric motor M2 is limited (decrease), the amount of charge / discharge of the power storage device 60 is reduced by increasing the slip amount of the switching brake B0 and reducing the electric power generation amount by the first electric motor M1. While being maintained appropriately, the required reaction force torque can be generated with respect to the required output torque of the differential portion 11 with respect to the accelerator opening Acc. Further, the slip start control means 116 can also be implemented by the switching clutch C0, and the torque sharing rate control means 114 controls the slip amount of the switching clutch C0, thereby appropriately maintaining the charge / discharge amount of the power storage device 60. be able to. Since the specific control is substantially the same as that of the switching brake B0, the description thereof is omitted.
The torque circulation control means 118 controls the torque circulation state among the engine 8, the first electric motor M1, the second electric motor M2, and the power storage device 60 by slip-engaging the switching clutch C0. When the switching clutch C0 is slip-engaged, the rotation elements of the differential portion 11 are gradually rotated integrally and the ratio of torque transmitted to the transmission member 18 is increased, so that torque circulation is controlled. Even in such a state, by executing the torque sharing rate control means 114, the slip amount is controlled, and the charge / discharge amount of the power storage device 60 can be suitably maintained. The specific control is the same as that of the torque sharing rate control means 114 described above. That is, the control is performed based on the charge capacity SOC of the power storage device 60 and the difference value of the discharge amount by the second electric motor M2 from the power generation amount by the first electric motor M1. Specifically, the torque sharing rate (sharing torque amount) of the switching clutch C0 is increased as the difference value is larger or the remaining capacity (margin amount) of the power storage device 60 is smaller. Thereby, the charge capacity SOC of power storage device 60 can be maintained satisfactorily, and a necessary reaction torque can be generated with respect to the required output torque of differential portion 11 with respect to accelerator opening Acc.
FIG. 10 is a flowchart for explaining a main part of the control operation of the electronic control device 40, that is, a control operation for suitably maintaining the balance between the charge amount and the discharge amount of the power storage device 60. It is executed repeatedly with a short cycle time.
First, in SA1 corresponding to the hybrid control means 52, the required output torque T OUT of the automatic transmission unit 20 is calculated from the accelerator opening Acc, and further, the required output torque of the differential unit 11 from the gear ratio of the automatic transmission unit 20, that is, automatic An input torque input to the transmission unit 20 is calculated. Then, the engine speed NE, the engine torque TE, and the reaction force torque are controlled so that the required output torque of the differential section 11 is obtained. Next, in SA2 corresponding to the charging state determination unit 110, the charging capacity SOC of the power storage device 60 is detected, and it is determined whether or not the chargeable capacity has a margin. When SA2 is affirmed, that is, when there is a sufficient margin for the chargeable amount of power storage device 60, conventional reaction force control using only the first electric motor M1 is performed at SA5 corresponding to hybrid control means 52.
On the other hand, when SA2 is denied, that is, when it is determined that the chargeable amount of power storage device 60 is small, torque of switching brake B0 or switching clutch C0 is determined in SA3 corresponding to engagement element operation restriction determination means 112. It is determined whether or not the capacity is limited. If SA3 is affirmed, in SA6 corresponding to the hybrid control means 52, the engine torque TE of the engine 8 is limited to a range in which the reaction torque can be obtained by the first electric motor and the switching brake B0 or the switching clutch C0.
On the other hand, when SA3 is denied, the torque sharing rate control means 114 determines the difference value of the discharge amount of the second motor M2 from the power generation amount of the first motor M1, and the chargeable capacity (remaining capacity, margin) of the power storage device 60. The slip amount of the switching brake B0 or the switching clutch C0 is controlled based on the amount). Specifically, when the chargeable capacity (margin) of power storage device 60 decreases (when charge capacity SOC is close to the overcharge range), the torque sharing rate of switching brake B0 or switching clutch C0 is increased, that is, slipping. Increase the amount. Further, the larger the difference between the power generation amount of the first motor M1 and the discharge amount of the second motor M2 (the power generation amount of the first motor M1−the discharge amount of the second motor M2) is larger, the switching brake B0 or the switching clutch C0. Is increased, that is, the slip amount is increased. Thereby, since the charge / discharge amount of power storage device 60 by first motor M1 and second motor M2 is adjusted in advance before charge capacity SOC of power storage device 60 is overcharged, charge capacity SOC of power storage device 60 is adjusted. Is suppressed from being suddenly overcharged. Further, a step of detecting the charge amount W IN per unit time or the discharge amount W OUT per unit time and controlling the slip amount so that the charge amount W IN and the discharge amount W OUT do not exceed a predetermined value is added. It doesn't matter. This control may be performed in preference to the control based on the chargeable capacity (margin amount) of the power storage device 60 and the difference value. In this way, the power storage device 60 is overcharged by constantly balancing the power generation amount and the discharge amount between the electric motors, and the power generation amount of the first electric motor M1 is suppressed. Aspects such as increasing the amount are avoided.
As described above, according to the present embodiment, the reaction force torque of the torque input from the differential part carrier CA0 of the differential part 11 can be received by the first electric motor M1 and the switching clutch C0 or the switching brake B0. The share of the reaction torque between the first electric motor M1 and the switching clutch or the switching brake B0 is larger when the difference value of the discharge amount by the second electric motor M2 from the electric power generation amount by the first electric motor M1 is larger. Since the torque sharing rate control means 114 for increasing the sharing rate of the switching brake B0 is provided, the difference value of the discharge amount by the second electric motor M2 from the electric power generation amount by the first electric motor M1 becomes large, that is, supplied to the power storage device 60. As the electric power increases, the torque sharing ratio of the switching clutch C0 or the switching brake B0 is increased. As a result, as the reaction torque that the first electric motor M1 is responsible for decreases and the amount of power generation decreases, the power supplied to the power storage device 60 decreases. Thus, by appropriately maintaining the charge / discharge balance (charge / discharge balance) of the power storage device 60, it is avoided in advance that the charge capacity of the power storage device 60 reaches the overcharge region, thereby extending the life of the power storage device 60. Can do. Further, the required reaction torque can be handled by the first electric motor M1 and the switching clutch C0 or the switching brake B0 with respect to the required output torque of the differential section 11 with respect to the accelerator opening Acc.
Further, according to the present embodiment, the switching brake B0 limits the rotation of the differential sun gear S0 of the differential unit 11 to which the first electric motor M1 is connected, and therefore controls the slip amount of the switching brake B0. Thus, the torque sharing ratio between the first electric motor M1 and the switching brake B0 for the reaction force torque can be changed, and the power generation amount of the first electric motor M1 can be controlled. Further, by using the switching brake B0 that selectively switches the differential portion 11 between the differential state and the non-differential state, an increase in the number of parts is avoided.
Further, according to the present embodiment, the switching clutch C0 connects the differential portion sun gear S0 and the differential portion carrier CA0 constituting the differential portion 11 to each other, so that the slip amount of the switching clutch C0 is controlled. Thus, the torque sharing ratio between the first electric motor M1 and the switching clutch C0 for the reaction force torque can be changed, and the power generation amount of the first electric motor M1 can be controlled. Further, by using the switching clutch C0 that selectively switches the differential portion 11 between the differential state and the non-differential state, an increase in the number of parts is avoided.
Further, according to the present embodiment, when the slip control means 116 performs the slip start, the torque sharing ratio control means 114 is configured such that the first motor M1 and the switching clutch C0 or the switching brake B0 of the reaction torque of the engine 8 are used. In order to increase the sharing ratio of the switching clutch C0 or the switching brake B0 as the difference value of the amount of discharge by the second motor M2 from the amount of power generated by the first motor M1 increases, the power storage device at the time of slip start 60 charge / discharge balance (charge / discharge balance) can be suitably maintained, and arrival of the power storage device 60 in an overcharged state can be avoided in advance.
Further, according to the present embodiment, when the torque circulation control means 118 is controlling the torque circulation state, the torque sharing rate control means 114 is configured such that the first electric motor M1 of the reaction torque of the engine 8 and the switching clutch C0. In order to increase the sharing ratio of the switching clutch C0 as the difference value of the discharge amount by the second motor M2 from the power generation amount by the first motor M1 increases, the power storage device 60 at the time of controlling the torque circulation state The charge / discharge balance (charge / discharge balance) can be suitably maintained, and the power storage device 60 can be prevented from reaching the overcharge state in advance.
Further, according to the present embodiment, the torque sharing rate control means 114 increases the sharing ratio of the switching clutch C0 or the switching brake B0 as the receiving margin of the power storage device 60 is low. The amount of power generated by electric motor M1 is reduced, and the electric power supplied to power storage device 60 is reduced. Thereby, overcharging of the electrical storage device 60 is avoided. On the other hand, when the acceptance margin of the power storage device 60 is large, the share of the switching clutch C0 or the switching brake B0 is decreased, and the electric power regenerated (generated) by the first electric motor M1 can be increased, thereby improving the fuel consumption. it can.
Further, according to the present embodiment, when the charge amount W IN or the discharge amount W OUT per unit time exceeds a predetermined amount, the torque sharing ratio between the first electric motor M1 and the switching clutch C0 or the switching brake B0 is changed. It is. Thus, for example, charge amount W IN per unit time may exceed a predetermined amount, increasing the torque distribution ratio of the switching clutch C0 or switching brake B0, overcharge of the power storage device 60 is avoided. On the other hand, for example, when the discharge amount W OUT per unit time exceeds a predetermined amount, overdischarge of the power storage device 60 is avoided by increasing the torque sharing ratio of the first electric motor M1.
Further, according to this embodiment, when the torque capacity of the switching clutch C0 or the switching brake B0 is also limited, the output torque TE of the engine 8 is reduced. In this way, by reducing the output torque TE itself of the engine 8, it is possible to limit the reaction torque to a range that can be obtained.
Further, according to the present embodiment, the output torque of the differential portion 11 is calculated based on the accelerator opening Acc. In this way, the reaction torque can be controlled based on the output torque TE of the engine 8 and the output torque of the differential portion 11.
Moreover, according to the present Example, the moving part 11 functions as an electric continuously variable transmission part. In this way, by controlling the first electric motor M1 or the second electric motor M2, the speed ratio of the differential unit 11 can be changed steplessly, and a wide driving force can be obtained.
For example, in the above-described embodiment, the first electric motor M1 functions as a generator and the second electric motor M2 functions as a drive motor. However, at the time of deceleration, for example, the second electric motor M2 regenerates (generates electricity). In some cases, the first electric motor M1 may be driven. Even in such a state, for example, the present invention can be applied by detecting the amount of discharge by the first electric motor M1 or the amount of electric power generated by the second electric motor M2.
In the above-described embodiment, the switching clutch C0 selectively connects the differential sun gear S0 and the differential carrier CA0. However, the switching clutch C0 is not limited to this. For example, Any structure in which two rotating elements of the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0 are selectively connected, such as between the differential part sun gear S0 and the differential part ring gear R0. The present invention can be applied.
In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18, but the connecting position of the second electric motor M2 is not limited thereto, and the power between the differential unit 11 and the drive wheels 34 is not limited thereto. The transmission path may be connected directly or indirectly through a transmission or the like.
In the above-described embodiment, the differential unit 11 functions as an electric continuously variable transmission whose gear ratio γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max. The present invention can be applied even if the gear ratio γ0 of the moving portion 11 is not changed continuously but is changed stepwise using a differential action.
In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to either of these.
In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected.
In the above-described embodiment, the hydraulic friction engagement device such as the first clutch C1 and the second clutch C2 is a magnetic type such as a powder (magnetic powder) clutch, an electromagnetic clutch, an engagement type dog clutch, an electromagnetic type, You may be comprised from the mechanical engagement apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 42 is constituted by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, instead of a valve device that switches an oil passage.
In the above-described embodiment, the automatic transmission unit 20 is connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and is concentric on the counter shaft. In addition, the automatic transmission unit 20 may be arranged. In this case, the differential unit 11 and the automatic transmission unit 20 are coupled so as to be able to transmit power, for example, as a transmission member 18 via a pair of transmission members including a counter gear pair, a sprocket and a chain.
Further, the power distribution mechanism 16 as the differential mechanism of the above-described embodiment includes, for example, a pinion that is rotationally driven by an engine and a pair of bevel gears that mesh with the pinion. ) May be a differential gear device that is operatively coupled to.
Further, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device. Further, even when the planetary gear device is composed of two or more planetary gear devices, the engine 8, the first and second electric motors M1, M2, and the transmission member 18 can transmit power to the rotating elements of the planetary gear devices. It may be configured such that the stepped speed change and the stepless speed change are switched by the control of the clutch C and the brake B that are connected and further connected to each rotating element of the planetary gear device.
In the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 and the differential unit 11 are not necessarily connected directly, and are connected via a clutch between the engine 8 and the differential unit 11. May be.
In the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the present invention is not limited to such a configuration, and the transmission mechanism 10 as a whole has an electrical difference. The present invention is applicable and mechanically independent as long as the structure includes a function for performing a movement and a function for performing a shift on a principle different from that based on an electric differential as a whole of the transmission mechanism 10. There is no need. Moreover, these arrangement positions and arrangement orders are not particularly limited, and can be arranged freely. In addition, if the speed change mechanism has a function of performing an electric differential and a function of performing a speed change, the present invention is applied even if the configurations partially overlap or are all common. be able to.
In the above-described embodiment, the automatic transmission unit 20 is a stepped transmission that allows four speeds. However, the speed of the automatic transmission 20 is not limited to four, for example, five speeds. It can be changed freely. The connection relationship of the automatic transmission unit 20 is not particularly limited to the present embodiment, and can be freely changed.
BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a figure which shows an example of the shift operation apparatus as a switching apparatus which switches a multiple types of shift position by artificial operation. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. An example of a pre-stored shift diagram, which is based on the same two-dimensional coordinates using the vehicle speed and output torque as parameters, and which is a base for determining the shift of the automatic transmission unit, and a base for determining the shift state of the transmission mechanism An example of a previously stored switching diagram and an example of a driving force source switching diagram stored in advance having a boundary line between an engine traveling region and a motor traveling region for switching between engine traveling and motor traveling are shown. It is a figure, Comprising: It is also a figure which shows each relationship. FIG. 8 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 7. It is also a conceptual diagram. FIG. 5 is a reaction force sharing characteristic diagram showing a torque sharing rate or torque amount of a switching clutch or a switching brake with respect to a reaction force torque applied to a differential unit sun gear of a differential unit. It is a flowchart explaining the control action which maintains suitably the principal part of the control action of an electronic controller, ie, the balance of the charge amount and discharge amount of an electrical storage apparatus.
8: Engine (drive source) 10: Transmission mechanism (power transmission device) 11: Differential unit (electrical differential unit) 18: Transmission member 38: Drive wheel 60: Power storage device (capacitor) 114: Torque sharing rate control means 116: slip start control means 118: torque circulation control means M1: first electric motor M2: second electric motor B0: switching brake (engaging device) C0: switching clutch (engaging device)
An electric differential section that distributes the output of the drive source to the first electric motor and the transmission member; a second electric motor coupled to a power transmission path from the output shaft of the drive source to the drive wheel; and the electric differential section. And an engagement device for selectively switching the electric differential portion between a differential state and a non-differential state, and a battery capable of charging / discharging electric power supplied from the first or second electric motor A control device for a vehicle power transmission device including:
The reaction torque of the torque input from a predetermined member of the electric differential section can be received by the first motor and the engagement device, and the engagement of the reaction torque with the first motor is performed. Torque sharing ratio control means for increasing the sharing ratio of the engagement device as the difference value of the discharge amount by the second motor from the power generation amount by the first motor is larger .
The control device for a vehicle power transmission device, wherein the torque sharing rate control means controls the torque sharing rate of the engagement device to become smaller as the acceptance margin of the battery increases .
The reaction torque of the torque input from a predetermined member of the electric differential section can be received by the first motor and the engagement device, and the engagement of the reaction torque with the first motor is performed. Torque sharing ratio control means for increasing the sharing ratio of the engagement device as the difference value of the discharge amount by the second motor from the power generation amount by the first motor is larger.
The torque sharing ratio control means changes the torque sharing ratio when a charge amount or a discharge amount per unit time to the battery exceeds a predetermined amount.
A control device for a vehicle power transmission device.
It said engagement element control device for a vehicular power transmitting device according to claim 1 or 2, characterized in that to limit the rotation of the rotating element of the electrically controlled differential portion to which the first electric motor is coupled.
The control device for a vehicle power transmission device according to claim 1 or 2 , wherein the engagement device connects at least two of the plurality of rotating elements constituting the electric differential section. .
A slip start control means for bringing the engagement device into a slip engagement state when the vehicle is started by the drive source, and when the slip start is performed by the slip control means, the torque sharing rate control means The share of the reaction force torque of the source between the first motor and the engagement device is larger as the difference value of the discharge amount by the second motor from the power generation amount by the first motor is larger. 5. The control device for a vehicle power transmission device according to claim 3, wherein the ratio is increased.
A torque circulation control means for bringing the engagement device into a slip engagement state in order to control a torque circulation state between the drive source, the first electric motor, the second electric motor, and the battery; When the torque circulation state is controlled by the means, the torque sharing rate control means determines the sharing ratio of the reaction force torque of the drive source between the first motor and the engagement device by the first motor. 5. The control device for a vehicle power transmission device according to claim 4 , wherein the sharing ratio of the engagement device is increased as the difference value of the discharge amount by the second electric motor from the power generation amount is larger.
The torque sharing rate control means, the lower the accepted margin of the capacitor, the control device of the engaging device according to claim 1 or 2 for a vehicle power transmission device, characterized in that to increase the distribution ratio of.
JP2007285103A 2007-11-01 2007-11-01 Control device for vehicle power transmission device Active JP5092694B2 (en)
JP2007285103A JP5092694B2 (en) 2007-11-01 2007-11-01 Control device for vehicle power transmission device
US12/285,827 US7927250B2 (en) 2007-11-01 2008-10-15 Control apparatus for vehicular power transmitting system
JP2009113508A JP2009113508A (en) 2009-05-28
JP5092694B2 true JP5092694B2 (en) 2012-12-05
ID=40586993
JP2007285103A Active JP5092694B2 (en) 2007-11-01 2007-11-01 Control device for vehicle power transmission device
US (1) US7927250B2 (en)
JP (1) JP5092694B2 (en)
JP5370673B2 (en) * 2009-11-20 2013-12-18 スズキ株式会社 Hybrid vehicle
JP5610369B2 (en) * 2010-05-17 2014-10-22 スズキ株式会社 Vehicle shift control device
JP5892180B2 (en) * 2012-02-01 2016-03-23 トヨタ自動車株式会社 Hybrid vehicle drive device
JP5835272B2 (en) * 2013-05-30 2015-12-24 トヨタ自動車株式会社 Control device for vehicle power unit
JP4182917B2 (en) 2004-05-21 2008-11-19 トヨタ自動車株式会社 Control device for vehicle drive device
JP4251159B2 (en) * 2005-06-24 2009-04-08 トヨタ自動車株式会社 Control device for vehicle drive device
2007-11-01 JP JP2007285103A patent/JP5092694B2/en active Active
2008-10-15 US US12/285,827 patent/US7927250B2/en active Active
US20090114464A1 (en) 2009-05-07
US7927250B2 (en) 2011-04-19
JP2009113508A (en) 2009-05-28
JP2008105475A (en) 2008-05-08 Engine starter for hybrid vehicle
CN101180197B (en) 2011-05-11 Controller of driver for vehicles
JP2009023398A (en) 2009-02-05 Control device for power transmission device for hybrid vehicle
JP4997949B2 (en) 2012-08-15 Control device for vehicle drive device
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