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WO2014080529A1 - Dispositif d'entraînement pour véhicule hybride - Google Patents

Dispositif d'entraînement pour véhicule hybride Download PDF

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Publication number
WO2014080529A1
WO2014080529A1 PCT/JP2012/080506 JP2012080506W WO2014080529A1 WO 2014080529 A1 WO2014080529 A1 WO 2014080529A1 JP 2012080506 W JP2012080506 W JP 2012080506W WO 2014080529 A1 WO2014080529 A1 WO 2014080529A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
change
torque
speed
shift
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2012/080506
Other languages
English (en)
Japanese (ja)
Inventor
健太 熊▲崎▼
松原　亨
田端　淳
達也 今村
北畑　剛
康博 日浅
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to PCT/JP2012/080506 priority Critical patent/WO2014080529A1/fr
Publication of WO2014080529A1 publication Critical patent/WO2014080529A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/105—Infinitely variable gearings of electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B60W2710/082—Speed change rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching means, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid vehicle drive device.
  • Patent Document 1 discloses a transmission mechanism that shifts the rotation of an internal combustion engine and transmits it to a power distribution mechanism, a first transmission shaft that transmits power from the internal combustion engine to the transmission mechanism, and power output from the transmission mechanism.
  • the technology of the drive device of the hybrid vehicle provided with the 2nd transmission shaft which transmits to a power distribution mechanism is disclosed.
  • An object of the present invention is to provide a drive device for a hybrid vehicle that can improve the controllability of shift control.
  • a drive device for a hybrid vehicle of the present invention includes an engine, a first rotating machine, a second rotating machine, a transmission unit that transmits rotation of the engine, and a first rotating element connected to an output element of the shifting unit. And a differential part having a second rotating element connected to the first rotating machine and a third rotating element connected to the second rotating machine and a drive wheel, and changing the rotational speed of the engine When a shift request requiring the above is made by the driver, the engine speed change is restricted at the start of the shift.
  • the change in the rotational speed of the engine is completed before the end of the inertia phase of the shift.
  • the engine speed change starts at the start of the inertia phase of the shift.
  • the change in the rotation speed of the first rotating machine is restricted at the start of the shift when a shift request requiring a change in the rotation speed of the engine is made by the driver.
  • the hybrid vehicle drive device it is preferable to regulate a change in the rotational speed of the first rotating machine during the inertia phase of the shift.
  • the hybrid vehicle drive device regulates a change in the engine speed at the start of a gear shift when a shift request requiring a change in the engine speed is made by the driver. According to the hybrid vehicle driving device of the present invention, the output torque at the start of the inertia phase is stabilized, and the controllability of the shift control can be improved.
  • FIG. 1 is a flowchart according to the shift control of the embodiment.
  • FIG. 2 is a skeleton diagram of the vehicle according to the embodiment.
  • FIG. 3 is an input / output relationship diagram of the vehicle according to the embodiment.
  • FIG. 4 is a diagram illustrating an operation engagement table of the hybrid vehicle drive device according to the embodiment.
  • FIG. 5 is a collinear diagram related to the single motor EV mode.
  • FIG. 6 is a collinear diagram related to the both-motor EV mode.
  • FIG. 7 is a collinear diagram related to the HV low mode.
  • FIG. 8 is a collinear diagram related to the HV high mode.
  • FIG. 9 is a collinear diagram illustrating an example of a downshift operation before the start of the inertia phase.
  • FIG. 9 is a collinear diagram illustrating an example of a downshift operation before the start of the inertia phase.
  • FIG. 10 is an alignment chart showing an example of a downshift operation during the inertia phase.
  • FIG. 11 is an alignment chart showing an example of the downshift operation at the end of the inertia phase.
  • FIG. 12 is a time chart showing an example of the downshift operation.
  • FIG. 13 is a collinear diagram illustrating an operation before the start of the inertia phase according to the downshift control of the embodiment.
  • FIG. 14 is a collinear diagram illustrating the operation during the inertia phase according to the downshift control of the embodiment.
  • FIG. 15 is a collinear diagram illustrating an operation at the end of the inertia phase according to the downshift control of the embodiment.
  • FIG. 16 is a time chart according to the downshift control of the embodiment.
  • FIG. 17 is a time chart of the speed change operation according to the first modification of the embodiment.
  • FIG. 18 is a time chart of the speed change operation according to the second modification of the embodiment.
  • FIG. 1 is a flowchart according to the shift control of the embodiment of the present invention
  • FIG. 2 is a skeleton diagram of the vehicle according to the embodiment
  • FIG. 3 is an input / output relation diagram of the vehicle according to the embodiment.
  • the vehicle 100 is a hybrid vehicle having an engine 1, a first rotating machine MG1, and a second rotating machine MG2 as power sources.
  • Vehicle 100 may be a plug-in hybrid vehicle that can be charged by an external power source.
  • the vehicle 100 includes an engine 1, a first planetary gear mechanism 10, a second planetary gear mechanism 20, a first rotating machine MG1, a second rotating machine MG2, a clutch CL1, a brake BK1, and an HV_ECU 50.
  • MG_ECU 60 engine ECU 70, and transmission ECU 80.
  • the hybrid vehicle drive device 1-1 includes the engine 1, the first rotating machine MG1, the second rotating machine MG2, the first planetary gear mechanism 10, and the second planetary gear mechanism 20. ing.
  • the hybrid vehicle drive device 1-1 may further include a clutch CL1 and a brake BK1 as engagement devices, and control devices such as the ECUs 50, 60, 70, and 80.
  • the hybrid vehicle drive device 1-1 can be applied to an FF (front engine front wheel drive) vehicle, an RR (rear engine rear wheel drive) vehicle, or the like.
  • the hybrid vehicle drive device 1-1 is mounted on the vehicle 100 such that the axial direction is the vehicle width direction, for example.
  • a transmission unit that includes the first planetary gear mechanism 10 and transmits the rotation of the engine 1 is configured. Further, a differential unit is configured including the second planetary gear mechanism 20. The clutch CL1 and the brake BK1 are engaging devices that change the speed of the first planetary gear mechanism 10.
  • Engine 1 which is an engine converts the combustion energy of the fuel into a rotary motion of the output shaft and outputs it.
  • the output shaft of the engine 1 is connected to the input shaft 2.
  • the input shaft 2 is an input shaft of the power transmission device.
  • the power transmission device includes a first rotating machine MG1, a second rotating machine MG2, a clutch CL1, a brake BK1, a differential device 30 and the like.
  • the input shaft 2 is arranged coaxially with the output shaft of the engine 1 and on an extension line of the output shaft.
  • the input shaft 2 is connected to the first carrier 14 of the first planetary gear mechanism 10.
  • the first planetary gear mechanism 10 of the present embodiment is connected to the engine 1 and corresponds to a first differential mechanism that transmits the rotation of the engine 1.
  • the first planetary gear mechanism 10 is an input-side differential mechanism that is disposed closer to the engine 1 than the second planetary gear mechanism 20.
  • the first planetary gear mechanism 10 can change the rotation of the engine 1 and output it.
  • the first planetary gear mechanism 10 is a single pinion type and includes a first sun gear 11, a first pinion gear 12, a first ring gear 13, and a first carrier 14.
  • the first ring gear 13 is coaxial with the first sun gear 11 and is disposed on the radially outer side of the first sun gear 11.
  • the first pinion gear 12 is disposed between the first sun gear 11 and the first ring gear 13 and meshes with the first sun gear 11 and the first ring gear 13, respectively.
  • the first pinion gear 12 is rotatably supported by the first carrier 14.
  • the first carrier 14 is connected to the input shaft 2 and rotates integrally with the input shaft 2. Therefore, the first pinion gear 12 can rotate (revolve) together with the input shaft 2 around the central axis of the input shaft 2 and is supported by the first carrier 14 and rotated around the central axis of the first pinion gear 12 ( Rotation) is possible.
  • the clutch CL1 is a clutch device capable of connecting the first sun gear 11 and the first carrier 14.
  • the clutch CL1 can be, for example, a friction engagement clutch, but is not limited thereto, and a clutch device such as a meshing clutch may be used as the clutch CL1.
  • the clutch CL1 is driven by hydraulic pressure to be engaged or released.
  • the fully engaged clutch CL1 can connect the first sun gear 11 and the first carrier 14 and rotate the first sun gear 11 and the first carrier 14 together.
  • the fully engaged clutch CL ⁇ b> 1 regulates the differential of the first planetary gear mechanism 10.
  • the released clutch CL1 separates the first sun gear 11 and the first carrier 14 and allows relative rotation between the first sun gear 11 and the first carrier 14. That is, the released clutch CL1 allows the first planetary gear mechanism 10 to be differentially operated.
  • the clutch CL1 can be controlled to a half-engaged state.
  • the brake BK1 is a brake device that can regulate the rotation of the first sun gear 11.
  • the brake BK1 has an engagement element connected to the first sun gear 11, and an engagement element connected to the vehicle body side, for example, a case of the power transmission device.
  • the brake BK1 may be a friction engagement type clutch device similar to the clutch CL1, but is not limited thereto, and a clutch device such as a meshing type clutch may be used as the brake BK1.
  • the brake BK1 is driven by, for example, hydraulic pressure to be engaged or released.
  • the fully engaged brake BK1 connects the first sun gear 11 and the vehicle body side and can regulate the rotation of the first sun gear 11.
  • the brake BK1 in the released state separates the first sun gear 11 and the vehicle body side and allows the first sun gear 11 to rotate.
  • the brake BK1 can be controlled to be in a half-engaged state.
  • the second planetary gear mechanism 20 of the present embodiment corresponds to a second differential mechanism that connects the first planetary gear mechanism 10 and the drive wheel 32.
  • the second planetary gear mechanism 20 is an output-side differential mechanism that is disposed closer to the drive wheel 32 than the first planetary gear mechanism 10.
  • the second planetary gear mechanism 20 is a single pinion type and includes a second sun gear 21, a second pinion gear 22, a second ring gear 23, and a second carrier 24.
  • the second planetary gear mechanism 20 is disposed coaxially with the first planetary gear mechanism 10 and faces the engine 1 with the first planetary gear mechanism 10 interposed therebetween.
  • the second ring gear 23 is coaxial with the second sun gear 21 and is disposed on the radially outer side of the second sun gear 21.
  • the second pinion gear 22 is disposed between the second sun gear 21 and the second ring gear 23 and meshes with the second sun gear 21 and the second ring gear 23, respectively.
  • the second pinion gear 22 is rotatably supported by the second carrier 24.
  • the second carrier 24 is connected to the first ring gear 13 and rotates integrally with the first ring gear 13.
  • the second pinion gear 22 can rotate (revolve) around the central axis of the input shaft 2 together with the second carrier 24, and is supported by the second carrier 24 to rotate (rotate) around the central axis of the second pinion gear 22. It is possible.
  • the first ring gear 13 is an output element of the first planetary gear mechanism 10, and can output the rotation input from the engine 1 to the first planetary gear mechanism 10 to the second carrier 24.
  • the second carrier 24 corresponds to the first rotating element connected to the output element of the first planetary gear mechanism 10.
  • the second sun gear 21 is connected to the rotary shaft 33 of the first rotary machine MG1.
  • the rotating shaft 33 of the first rotating machine MG1 is disposed coaxially with the input shaft 2 and rotates integrally with the second sun gear 21.
  • the second sun gear 21 corresponds to the second rotating element connected to the first rotating machine MG1.
  • a counter drive gear 25 is connected to the second ring gear 23.
  • the counter drive gear 25 is an output gear that rotates integrally with the second ring gear 23.
  • the second ring gear 23 corresponds to the third rotating element connected to the second rotating machine MG ⁇ b> 2 and the drive wheel 32.
  • the second ring gear 23 is an output element that can output the rotation input from the first rotating machine MG ⁇ b> 1 or the first planetary gear mechanism 10 to the drive wheels 32.
  • the counter drive gear 25 is meshed with the counter driven gear 26.
  • the counter driven gear 26 is connected to a drive pinion gear 28 via a counter shaft 27.
  • the counter driven gear 26 and the drive pinion gear 28 rotate integrally.
  • the counter driven gear 26 is engaged with a reduction gear 35.
  • the reduction gear 35 is connected to the rotation shaft 34 of the second rotary machine MG2. That is, the rotation of the second rotating machine MG2 is transmitted to the counter driven gear 26 via the reduction gear 35.
  • the reduction gear 35 has a smaller diameter than that of the counter driven gear 26, and reduces the rotation of the second rotary machine MG ⁇ b> 2 and transmits it to the counter driven gear 26.
  • the drive pinion gear 28 meshes with the diff ring gear 29 of the differential device 30.
  • the differential device 30 is connected to drive wheels 32 via left and right drive shafts 31.
  • the second ring gear 23 is connected to the drive wheel 32 via a counter drive gear 25, a counter driven gear 26, a drive pinion gear 28, a differential device 30 and a drive shaft 31.
  • the second rotating machine MG2 is connected to a power transmission path between the second ring gear 23 and the drive wheels 32, and can transmit power to the second ring gear 23 and the drive wheels 32, respectively. .
  • the first rotating machine MG1 and the second rotating machine MG2 each have a function as a motor (electric motor) and a function as a generator.
  • the first rotary machine MG1 and the second rotary machine MG2 are connected to a battery via an inverter.
  • the first rotating machine MG1 and the second rotating machine MG2 can convert the electric power supplied from the battery into mechanical power and output it, and are driven by the input power to convert the mechanical power into electric power. Can be converted.
  • the electric power generated by the rotating machines MG1 and MG2 can be stored in the battery.
  • an AC synchronous motor generator can be used as the first rotating machine MG1 and the second rotating machine MG2, for example.
  • a rotating machine MG1 is arranged.
  • the hybrid vehicle drive device 1-1 of the present embodiment is a multi-shaft type in which the input shaft 2 and the rotation shaft 34 of the second rotary machine MG2 are arranged on different axes.
  • the vehicle 100 includes an HV_ECU 50, an MG_ECU 60, an engine ECU 70, and a transmission ECU 80.
  • Each ECU 50, 60, 70, 80 is an electronic control unit having a computer.
  • the HV_ECU 50 has a function of integrally controlling the entire vehicle 100.
  • MG_ECU 60, engine ECU 70, and transmission ECU 80 are electrically connected to HV_ECU 50.
  • MG_ECU 60 can control the first rotary machine MG1 and the second rotary machine MG2. For example, the MG_ECU 60 adjusts the current value supplied to the first rotary machine MG1 and the power generation amount of the first rotary machine MG1, controls the output torque of the first rotary machine MG1, and controls the second rotary machine MG2. On the other hand, it is possible to control the output torque of the second rotary machine MG2 by adjusting the current value to be supplied and the power generation amount of the second rotary machine MG2.
  • the engine ECU 70 can control the engine 1.
  • the engine ECU 70 can, for example, control the opening of the electronic throttle valve of the engine 1, perform ignition control of the engine by outputting an ignition signal, and perform fuel injection control on the engine 1.
  • the engine ECU 70 can control the output torque of the engine 1 by opening control of the electronic throttle valve, injection control, ignition control, and the like.
  • the transmission ECU 80 can control the transmission unit.
  • the transmission ECU 80 controls the transmission unit by controlling the clutch hydraulic pressure supplied to the clutch CL1 and the brake hydraulic pressure supplied to the brake BK1.
  • the transmission ECU 80 shifts the first planetary gear mechanism 10 by engaging or releasing the clutch CL1 and the brake BK1 based on the gear ratio command output from the HV_ECU 50.
  • the HV_ECU 50 is connected to a vehicle speed sensor, an accelerator opening sensor, an MG1 rotational speed sensor, an MG2 rotational speed sensor, an output shaft rotational speed sensor, and the like.
  • the HV_ECU 50 causes the vehicle speed, the accelerator opening, the rotational speed of the first rotating machine MG1 (hereinafter also simply referred to as “MG1 rotating speed”), and the rotating speed of the second rotating machine MG2. (Hereinafter simply referred to as “MG2 rotational speed”), the output shaft rotational speed of the power transmission device and the like can be acquired.
  • the HV_ECU 50 receives a climbing signal, a signal indicating the battery state SOC, and the like.
  • the HV_ECU 50 can calculate the required driving force, required power, required torque, and the like for the vehicle 100 based on the acquired information.
  • the HV_ECU 50 also describes the output torque of the first rotating machine MG1 (hereinafter also referred to as “MG1 torque”) and the output torque of the second rotating machine MG2 (hereinafter referred to as “MG2 torque”) based on the calculated request value.
  • MG1 torque the output torque of the second rotating machine MG2
  • engine torque the output torque of the engine 1
  • the HV_ECU 50 outputs the MG1 torque command value and the MG2 torque command value to the MG_ECU 60. Further, HV_ECU 50 outputs an engine torque command value to engine ECU 70.
  • the HV_ECU 50 controls the clutch CL1 and the brake BK1 via the transmission ECU 80, respectively, based on a travel mode described later.
  • the HV_ECU 50 outputs a command value for supply hydraulic pressure (engagement hydraulic pressure) for the clutch CL1 and a command value for supply hydraulic pressure (engagement hydraulic pressure) for the brake BK1.
  • a hydraulic control device (not shown) controls the hydraulic pressure supplied to the clutch CL1 and the brake BK1 according to each command value.
  • FIG. 4 is a view showing an operation engagement table of the hybrid vehicle drive device 1-1 according to the present embodiment.
  • the vehicle 100 can selectively execute hybrid (HV) traveling or EV traveling.
  • the HV travel is a travel mode in which the vehicle 100 travels using the engine 1 as a power source.
  • the second rotary machine MG2 may be used as a power source.
  • EV traveling is a traveling mode in which traveling is performed using at least one of the first rotating machine MG1 and the second rotating machine MG2 as a power source. In EV traveling, it is possible to travel with the engine 1 stopped.
  • the hybrid vehicle drive device 1-1 includes, as an EV travel mode, a single motor (single drive) EV mode that causes the vehicle 100 to travel using the second rotary machine MG2 as a single power source, and a first rotary machine. Both motors (both driving) EV mode for running vehicle 100 using MG1 and second rotating machine MG2 as a power source are provided.
  • FIG. 5 is a collinear diagram related to the single motor EV mode.
  • reference numerals S1, C1, and R1 indicate the first sun gear 11, the first carrier 14, and the first ring gear 13, respectively.
  • Reference numerals S2, C2, and R2 indicate the second sun gear 21 and the second carrier 24, respectively.
  • the 2nd ring gear 23 is shown.
  • the clutch CL1 and the brake BK1 are released.
  • the brake BK1 is released, the rotation of the first sun gear 11 is allowed, and when the clutch CL1 is released, the first planetary gear mechanism 10 can be differentiated.
  • the HV_ECU 50 causes the second rotary machine MG2 to output a positive torque via the MG_ECU 60 to cause the vehicle 100 to generate a driving force in the forward direction.
  • the second ring gear 23 rotates forward in conjunction with the rotation of the drive wheel 32.
  • the normal rotation is the rotation direction of the second ring gear 23 when the vehicle 100 moves forward.
  • the HV_ECU 50 operates the first rotary machine MG1 as a generator to reduce drag loss.
  • the HV_ECU 50 generates a power by applying a slight torque to the first rotating machine MG1, and sets the rotation speed of the first rotating machine MG1 to zero. Thereby, the drag loss of the first rotary machine MG1 can be reduced. Further, even when the MG1 torque is set to 0, the MG1 torque may not be applied if the MG1 rotation speed can be maintained at 0 using the cogging torque. Alternatively, the MG1 rotation speed may be set to 0 by the d-axis lock of the first rotating machine MG1.
  • the first ring gear 13 rotates along with the second carrier 24 and rotates forward.
  • the first planetary gear mechanism 10 since the clutch CL1 and the brake BK1 are in a neutral state, the engine 1 is not rotated and the first carrier 14 stops rotating. Therefore, it is possible to increase the amount of regeneration.
  • the first sun gear 11 idles and rotates negatively.
  • the neutral state of the first planetary gear mechanism 10 is a state in which no power is transmitted between the first ring gear 13 and the first carrier 14, that is, the engine 1 and the second planetary gear mechanism 20 are disconnected. In this state, power transmission is interrupted.
  • the first planetary gear mechanism 10 is connected to connect the engine 1 and the second planetary gear mechanism 20 when at least one of the clutch CL1 and the brake BK1 is engaged.
  • the battery When running in the single motor EV mode, the battery may be fully charged and regenerative energy may not be obtained. In this case, it is conceivable to use an engine brake together.
  • the clutch CL ⁇ b> 1 or the brake BK ⁇ b> 1 By engaging the clutch CL ⁇ b> 1 or the brake BK ⁇ b> 1, the engine 1 can be connected to the drive wheel 32 and the engine brake can be applied to the drive wheel 32.
  • the clutch CL1 or the brake BK1 when the clutch CL1 or the brake BK1 is engaged in the single motor EV mode, the engine 1 is brought into a rotating state, and the engine speed is increased by the first rotating machine MG1 to be in an engine braking state. be able to.
  • FIG. 6 is a collinear diagram related to the both-motor EV mode.
  • the clutch CL1 When the clutch CL1 is engaged, the differential of the first planetary gear mechanism 10 is restricted, and when the brake BK1 is engaged, the rotation of the first sun gear 11 is restricted. Accordingly, the rotation of all the rotating elements of the first planetary gear mechanism 10 is stopped. By restricting the rotation of the first ring gear 13 that is the output element, the second carrier 24 connected thereto is locked to zero rotation.
  • the HV_ECU 50 causes the first rotating machine MG1 and the second rotating machine MG2 to output driving driving torque, respectively. Since the rotation of the second carrier 24 is restricted, the second carrier 24 can take a reaction force against the torque of the first rotating machine MG ⁇ b> 1 and output the torque of the first rotating machine MG ⁇ b> 1 from the second ring gear 23.
  • the first rotating machine MG1 can output a positive torque from the second ring gear 23 by outputting a negative torque and rotating negatively when moving forward. On the other hand, at the time of reverse travel, the first rotary machine MG1 can output negative torque from the second ring gear 23 by outputting positive torque and rotating forward.
  • FIG. 7 is a collinear diagram related to the HV driving mode in the low state (hereinafter also referred to as “HV low mode”), and FIG. 8 is also referred to as the HV driving mode in the high state (hereinafter referred to as “HV high mode”).
  • HV low mode the HV driving mode in the low state
  • HV high mode the HV driving mode in the high state
  • the HV_ECU 50 engages the clutch CL1 and releases the brake BK1.
  • the clutch CL1 is engaged, the differential of the first planetary gear mechanism 10 is restricted, and the rotating elements 11, 13, and 14 rotate integrally. Accordingly, the rotation of the engine 1 is not accelerated or decelerated and is transmitted from the first ring gear 13 to the second carrier 24 at a constant speed.
  • the HV_ECU 50 releases the clutch CL1 and engages the brake BK1.
  • the engagement of the brake BK1 restricts the rotation of the first sun gear 11. Therefore, the first planetary gear mechanism 10 enters an overdrive (OD) state in which the rotation of the engine 1 input to the first carrier 14 is increased and output from the first ring gear 13.
  • the first planetary gear mechanism 10 can increase the rotation speed of the engine 1 and output it.
  • the gear ratio of the first planetary gear mechanism 10 during overdrive can be set to 0.7, for example.
  • the switching device including the clutch CL1 and the brake BK1 switches between a state in which the differential of the first planetary gear mechanism 10 is regulated and a state in which the differential of the first planetary gear mechanism 10 is allowed to switch.
  • the gear mechanism 10 is shifted.
  • the hybrid vehicle driving device 1-1 can be switched between the HV high mode and the HV low mode by the transmission unit including the first planetary gear mechanism 10, and the transmission efficiency of the vehicle 100 can be improved.
  • a second planetary gear mechanism 20 as a differential unit is connected in series with the subsequent stage of the transmission unit. Since the first planetary gear mechanism 10 is overdriven, there is an advantage that the first rotating machine MG1 does not have to be greatly increased in torque.
  • the HV_ECU 50 selects EV traveling in a low-load motor traveling region where the vehicle speed is low and the required driving force is small.
  • the motor travel range for example, the single motor EV mode is selected when the load is low, and the dual motor EV mode is selected when the load is high.
  • the region of higher vehicle speed and higher load than the motor travel region is the engine travel region.
  • the HV_ECU 50 selects the HV low mode in the middle and low vehicle speed and high load regions of the engine travel area, and selects the HV high mode in the high vehicle speed and low load region.
  • the fuel consumption can be improved by overdriving the transmission at high vehicle speed and low load.
  • the number of mechanical points becomes two, and the fuel consumption can be improved.
  • the mechanical point is a highly efficient operating point in which all the power input to the planetary gear mechanisms 10 and 20 is transmitted to the counter drive gear 25 by mechanical transmission without passing through an electrical path.
  • the first planetary gear mechanism 10 can increase the rotation of the engine 1 and output it from the first ring gear 13. Therefore, the hybrid vehicle drive device 1-1 is further provided on the high gear side with respect to the mechanical point when the engine 1 is directly connected to the second carrier 24 without the first planetary gear mechanism 10. Has one mechanical point. That is, the hybrid vehicle drive device 1-1 has two mechanical points on the high gear side. Therefore, the hybrid vehicle drive device 1-1 can realize a hybrid system that can improve fuel efficiency by improving transmission efficiency during high-speed traveling.
  • the hybrid vehicle drive device 1-1 also regulates the rotation of the output element of the first planetary gear mechanism 10 and the input element of the second planetary gear mechanism 20 by engaging the clutch CL1 and the brake BK1 of the transmission unit. It is possible to travel in the both-motor EV mode. For this reason, it is not necessary to provide a separate clutch or the like in order to realize the both-motor EV mode, and the configuration is simplified. In the layout of the present embodiment, the reduction ratio of the second rotary machine MG2 can be increased. Further, a compact arrangement can be realized by the FF or RR layout.
  • reverse drive In the case of reverse travel, during engine travel, the first rotary machine MG1 generates power as a generator, the second rotary machine MG2 powers as a motor, travels negatively, outputs negative torque, and travels. When the state of charge of the battery is sufficient, the second rotary machine MG2 may independently rotate in the single motor EV mode to run on the motor. Further, the second carrier 24 can be fixed and the vehicle can travel backward in the both-motor EV mode.
  • the HV_ECU 50 executes coordinated shift control for simultaneously shifting the first planetary gear mechanism 10 and the second planetary gear mechanism 20.
  • the HV_ECU 50 increases one gear ratio of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 and decreases the other gear ratio.
  • HV_ECU 50 changes the gear ratio of second planetary gear mechanism 20 to the high gear side in synchronization with the mode switching when switching from the HV high mode to the HV low mode.
  • the discontinuous change of the gear ratio in the whole from the engine 1 of the vehicle 100 to the drive wheel 32 can be suppressed or reduced, and the degree of the change of the gear ratio can be reduced.
  • the HV_ECU 50 shifts the first planetary gear mechanism 10 and the second planetary gear mechanism 20 in a coordinated manner so as to continuously change the gear ratio of the entire vehicle 100 to the low side.
  • the HV_ECU 50 when switching from the HV low mode to the HV high mode, changes the gear ratio of the second planetary gear mechanism 20 to the low gear side in synchronization with the mode switching. Thereby, the discontinuous change of the gear ratio in the entire vehicle 100 can be suppressed or reduced, and the degree of change of the gear ratio can be reduced.
  • the HV_ECU 50 shifts the first planetary gear mechanism 10 and the second planetary gear mechanism 20 in a coordinated manner so as to continuously change the gear ratio of the entire vehicle 100 to the high side.
  • the adjustment of the gear ratio of the second planetary gear mechanism 20 is performed, for example, by controlling the rotational speed of the first rotating machine MG1.
  • the HV_ECU 50 controls the first rotary machine MG1 so as to change the speed ratio between the input shaft 2 and the counter drive gear 25 steplessly.
  • the entire transmission including the planetary gear mechanisms 10, 20, the first rotating machine MG1, the clutch CL1, and the brake BK1, that is, the transmission including the differential unit and the transmission unit operates as an electric continuously variable transmission.
  • FIGS. 9 is a collinear diagram illustrating an example of a downshift transmission operation before the start of the inertia phase
  • FIG. 10 is a collinear diagram illustrating an example of a downshift transmission operation during the inertia phase
  • FIG. 11 is a diagram at the end of the inertia phase.
  • FIG. 12 is a time chart showing an example of the downshift transmission operation.
  • FIG. 12 shows the shift operation during the power-on downshift.
  • (a) is the engagement torque of the brake BK1 and the clutch CL1
  • (b) is each torque
  • (c) is the front and rear G of the vehicle 100
  • (d) is each rotation speed
  • (e) is the input of the battery. Indicates the output power.
  • FIG. 12 shows a time chart when the power-on downshift is executed by depressing the accelerator pedal from the deceleration of the negative torque of the engine torque and the MG2 torque or the coasting.
  • the power-on downshift is a downshift that is made by a shift request that is generated, for example, when the accelerator opening is greatly increased by the driver's accelerator operation.
  • a shift request for downshift is generated due to an increase in required driving force and required power corresponding to an increase in accelerator opening. Further, in cruise control such as auto-cruise, a required driving force and a required power increase due to a change in traveling environment or the like, and a downshift speed change request is generated.
  • Such a shift request for the power-on downshift is a shift request for which a change in the rotational speed of the engine 1 is required.
  • the engine speed starts increasing from time t2 when the engine torque changes to positive torque.
  • the MG1 torque reaction torque
  • the MG1 torque (see symbol R12) from the start of the shift to the start of the inertia phase is a torque on the positive side with respect to the torque indicated by the broken line R13, that is, the torque corresponding to the engine torque.
  • the torque corresponding to the engine torque is, for example, torque that can regulate the change in the engine speed by balancing the torque transmitted from the second carrier 24 to the first ring gear 13 and the engine torque. It is.
  • the MG1 rotational speed increases as the engine rotational speed increases as indicated by reference numeral R14, and the input / output power of the battery changes due to fluctuations in the MG1 rotational speed as indicated by reference numeral R15.
  • the inertia phase starts at time t3 due to a decrease in the engagement torque of the brake BK1, a change in the rotational speed of the first sun gear 11 is allowed as shown in FIG. Therefore, it is possible to reduce the MG1 rotational speed while increasing the engine rotational speed in the inertia phase.
  • the MG1 torque in the inertia phase is set to a negative torque relative to the torque R13 corresponding to the reaction force with respect to the engine torque, and the MG1 rotational speed decreases as indicated by reference numeral R17.
  • the input / output power of the battery fluctuates in the direction opposite to that before the start of the inertia phase, as indicated by reference numeral R18.
  • the inertia phase ends at time t4.
  • the input torque of the transmission unit fluctuates before the start of the inertia phase, and it is difficult to accurately grasp the input torque. Thereby, there is a possibility that the controllability of the shift control is lowered, for example, the accuracy of the hydraulic control or hydraulic learning control of the brake BK1 and the clutch CL1 is lowered. Further, if the MG1 rotational speed changes with the engine rotational speed change, the battery input / output power balance greatly fluctuates.
  • the hybrid vehicle drive device 1-1 of the present embodiment changes the rotational speed of the engine 1 at the start of the shift when a shift request for changing the rotational speed of the engine 1 is made by the driver. To regulate. Thereby, the controllability of the shift control can be improved. For example, the start timing of the inertia phase can be accurately controlled. Further, according to the shift control of the hybrid vehicle drive device 1-1, fluctuations in the power balance of the input / output power of the battery can be suppressed.
  • FIG. 13 is a collinear diagram showing the operation before the start of the inertia phase according to the downshift control of the present embodiment.
  • FIG. 14 is a collinear diagram showing the operation during the inertia phase according to the downshift control of the present embodiment.
  • 15 is a collinear diagram showing the operation at the end of the inertia phase according to the downshift control of the present embodiment, and
  • FIG. 16 is a time chart according to the downshift control of the present embodiment.
  • the HV_ECU 50 regulates the change in the rotational speed of the engine 1 at the start of the shift.
  • the engine rotation speed is not changed, the change speed of the engine rotation speed is reduced, and the engine rotation speed is not increased even if the engine torque is positive.
  • the engine speed and the change speed of the engine speed are not changed even when the engine torque is switched from negative torque to positive torque.
  • the change speed of the engine speed is reduced, the change speed of the engine speed during a predetermined period from the start of the shift may be made lower than the change speed of the engine speed after the predetermined period has elapsed.
  • the hybrid vehicle drive device 1-1 of the present embodiment delays the increase in the engine speed with respect to the start of the shift at time t12, and regulates the change in the engine speed for a predetermined period.
  • the predetermined period is a predetermined period from the start of the shift, and in this embodiment, is a period from the start of the shift to the start of the inertia phase, and is a period from time t12 to time t13 in FIG.
  • Accelerator is depressed at time t11 and a downshift is requested.
  • the engine torque and the MG2 torque start to increase from time t11, and switch from negative torque to positive torque at time t12.
  • the engagement torque of the brake BK1 starts to be reduced as indicated by reference numeral R21, and the inertia phase starts at time t13.
  • the MG1 torque from the start of the shift to the start of the inertia phase is a torque corresponding to the reaction force with respect to the engine torque, as indicated by reference numeral R22.
  • the MG1 torque R22 is a torque that balances the torques of the three rotating elements in the second planetary gear mechanism 20 and restricts a change in the rotational speed of the AT output shaft (second carrier 24).
  • Rotational speed change of the engine 1 starts at the start of the inertia phase (time t13).
  • the start of the change in the rotational speed of the engine 1 may be simultaneously with the start of the inertia phase or after a predetermined time has elapsed from the start of the inertia phase.
  • the HV_ECU 50 reduces the MG1 torque to be less than the torque corresponding to the engine torque indicated by the broken line R27, as indicated by reference numeral R26. Thereby, the engine speed starts to rise.
  • the MG1 torque R26 at this time is a value that allows an increase in the engine speed and suppresses a change in the MG1 speed.
  • the MG1 torque R26 in the inertia phase is a differential torque between the torque R27 corresponding to the reaction force against the engine torque and the inertia torque Ti of the first rotating machine MG1. Accordingly, it is possible to increase the engine speed in accordance with the shift progress due to the reduction of the engagement torque of the brake BK1, and to suppress the change in the MG1 speed during the inertia phase.
  • MG1 torque R26 may be determined so as to keep the MG1 rotation speed during the inertia phase constant. In other words, the rotation speed change of the first rotating machine MG1 in the inertia phase may be regulated.
  • step S10 the HV_ECU 50 determines whether a shift output has been made.
  • the shift output is output, for example, when a shift determination is made based on the required driving force, the vehicle speed, and the shift line.
  • step S10-Y it is determined that a shift output has been made at time t11.
  • step S10-N the process proceeds to step S60.
  • step S20 the HV_ECU 50 determines whether or not a change in engine speed is requested. For example, the HV_ECU 50 performs the determination in step S20 based on the target engine speed based on the accelerator opening, the vehicle speed, and the like, and the current engine speed. As an example, when the difference between the target engine speed and the current engine speed is greater than or equal to a predetermined speed, an affirmative determination may be made in step S20. As a result of the determination in step S20, if it is determined that a change in engine speed is required (step S20-Y), the process proceeds to step S30, and if not (step S20-N), the process proceeds to step S60. In FIG. 16, an affirmative determination is made in step S20 at time t11.
  • step S30 the HV_ECU 50 holds the engine speed.
  • the HV_ECU 50 outputs an MG1 torque command value to the MG_ECU 60.
  • the MG1 torque command value is preferably a torque corresponding to the engine torque, or may be a torque in the vicinity of the torque corresponding to the engine torque. As a result, as indicated by reference numeral R23 in FIG. 16, fluctuations in the engine speed are restricted.
  • step S40 the HV_ECU 50 determines whether the inertia phase has started. For example, the HV_ECU 50 performs the determination in step S40 based on the detected MG1 rotation speed. When the inertia phase starts, the MG1 rotation speed changes. In FIG. 16, the engagement torque of the brake BK1 decreases after the start of shifting, and a decrease in the MG1 rotation speed is detected at time t13. For example, the HV_ECU 50 determines that the inertia phase has started when the MG1 rotational speed decreases by a predetermined rotational speed after the start of shifting. The predetermined number of rotations can be set to 50 rpm, for example.
  • step S40 if it is determined that the inertia phase has started (step S40-Y), the process proceeds to step S50. If not (step S40-N), the process proceeds to step S30.
  • step S50 the HV_ECU 50 executes shift progress and engine speed change.
  • the HV_ECU 50 causes the transmission ECU 80 to reduce the engagement hydraulic pressure for the brake BK1.
  • the decreasing speed of the engagement hydraulic pressure with respect to the brake BK1 in the inertia phase is lower than the decreasing speed of the engagement hydraulic pressure with respect to the brake BK1 before the start of the inertia phase.
  • the progress of the shift and the change in the engine speed are controlled by the engagement torque of the brake BK1.
  • the HV_ECU 50 finishes increasing the engine speed when the inertia phase ends.
  • the HV_ECU 50 commands the transmission ECU 80 to engage the clutch CL1.
  • the HV_ECU 50 changes the MG1 torque to the torque R27 corresponding to the reaction force with respect to the engine torque when the clutch CL1 is engaged.
  • the increase in the engine speed ends.
  • step S60 the HV_ECU 50 performs normal control.
  • the HV_ECU 50 performs travel control when no shift output is being performed, and shift control when no engine speed change is required.
  • the downshift when the engine speed change is not required can be based on a clutch-to-clutch shift that releases the brake BK1 and engages the clutch CL1.
  • the hybrid vehicle drive device 1-1 when a shift request that requires a change in the rotation speed of the engine 1 is made, the change in the rotation speed of the engine 1 occurs at the start of the shift. Be regulated. Therefore, the AT output shaft torque at the start of the inertia phase is stabilized, and the inertia phase start timing can be controlled as intended. That is, the hybrid vehicle drive device 1-1 can improve the controllability of the shift control. Further, according to the hybrid vehicle drive device 1-1 according to the present embodiment, the change in the MG1 rotation speed during the inertia phase is suppressed, and the fluctuation in the input / output power balance of the battery can be reduced.
  • the “shift request for which the engine speed change is required” in the present embodiment is not limited to a power-on downshift.
  • a sequential downshift shift request is a cruise control shift request.
  • the shift request for sequential downshift is a shift request generated by a driver's operation input (shift operation) to the operator.
  • FIG. 17 is a time chart of the speed change operation according to the first modification of the embodiment. As shown in FIG. 17, the change in the engine speed is restricted for a predetermined period from the start of shifting, that is, from time t22 to time t23. Time t23 is a timing before time t24 when the inertia phase starts.
  • the AT output shaft torque at the start of the inertia phase is stabilized by restricting the change in the engine speed at the start of the shift and after the start of the shift.
  • the change of the engine speed is started before the start of the inertia phase, the no-response time can be reduced and the response of the shift can be improved.
  • the HV_ECU 50 uses the MG1 torque as a torque corresponding to the engine torque as a torque corresponding to the engine torque, and changes in the engine speed at the time t22 when the speed change starts and the speed change Regulates changes in engine speed after starting.
  • the HV_ECU 50 reduces (changes to the positive torque side) the MG1 torque from the torque R32 corresponding to the reaction force against the engine torque, as indicated by reference numeral R31.
  • the engine speed and the MG1 rotational speed start increasing from time t23.
  • the battery input / output power fluctuates as the MG1 rotation speed increases.
  • the HV_ECU 50 sets the MG1 torque to a negative torque relative to the torque R32 corresponding to the reaction force with respect to the engine torque, as indicated by reference numeral R33. Thereby, in the inertia phase, MG1 rotation speed falls. The engine speed increases as the shift progresses due to a decrease in the engagement torque of the brake BK1. At time t25 when the inertia phase ends, the clutch CL1 is engaged, and the MG1 torque changes to a torque R32 corresponding to the reaction force with respect to the engine torque.
  • the downshift control for starting the change in the rotational speed of the engine 1 before the start of the inertia phase as shown in FIG. 17 is executed, for example, when there is a margin in the input / output limit of the battery.
  • Battery input / output may be limited based on, for example, battery temperature, state of charge SOC, and the like.
  • the change in the engine speed may be started before the start of the inertia phase as in this modification. .
  • the engine speed starts to change more than when the charge / discharge amount limit is small with respect to the battery charge / discharge amount limit. Timing may be made earlier. When battery power can be used, responsiveness can be improved by actively using battery power.
  • FIG. 18 is a time chart of the speed change operation according to the second modification of the embodiment. As shown in FIG. 18, the change in the engine speed ends at time t34 before the inertia phase ends. Since the change in the engine speed ends before the end of the inertia phase, the responsiveness of the shift can be improved.
  • the HV_ECU 50 uses the MG1 torque as a torque corresponding to the engine torque as a torque corresponding to the engine torque, and changes in the engine speed at the time t32 when the speed change starts and Regulates changes in engine speed after starting.
  • the HV_ECU 50 restricts the change in the engine speed until time t33 when the inertia phase starts, and starts the change in the engine speed at time t33.
  • the MG1 torque after the start of the inertia phase is set to a torque on the positive side of the torque R42 corresponding to the reaction force with respect to the engine torque, as indicated by reference numeral R41. Thereby, an increase in engine speed is promoted.
  • the MG1 torque when increasing the engine speed is, for example, a torque that allows the MG1 speed to increase.
  • the engine speed change ends before the inertia phase ends.
  • the HV_ECU 50 ends the rotation speed change of the engine 1.
  • the target engine speed is determined based on, for example, the target engine torque and a predetermined optimum fuel consumption line. In FIG. 18, the engine speed increases to the target engine speed at time t34 before time t35 when the inertia phase ends, and the change in engine speed ends.
  • the rotation synchronization control of the clutch CL1 is performed by the first rotating machine MG1.
  • the MG1 torque after the end of the increase in the engine speed is, for example, a negative torque relative to the torque R42 corresponding to the reaction force against the engine torque, as indicated by reference numeral R43.
  • the MG1 rotation speed decreases from time t34 to time t35 when the inertia phase ends, and the rotation of the clutch CL1 is synchronized.
  • the clutch CL1 is engaged and the downshift is completed.
  • the downshift control for ending the engine speed change before the end of the inertia phase as shown in FIG. 18 is executed, for example, when there is a margin in the input / output limit of the battery.
  • the charge / discharge amount of the battery for example, the charge / discharge amount per unit time
  • the change in the engine speed may be terminated before the inertia phase is terminated as in the present modification.
  • the charge / discharge amount margin is large with respect to the battery charge / discharge amount limit
  • the change in the engine speed is finished more than when the charge / discharge amount margin is small with respect to the battery charge / discharge amount limit. Timing may be made earlier.
  • the following power transmission devices are disclosed in the embodiment and the modification. “An engine, a transmission unit, and a differential unit consisting of three axes, the output shaft of the engine is connected to the input shaft of the transmission unit, the output shaft of the transmission unit is connected to the first shaft of the differential unit, In the case where the first rotating machine is connected to the second shaft of the moving part and the second rotating machine is connected to the third shaft, the engine speed changes at the start of the speed change when the speed change unit is required to change the engine speed. Power transmission device that suppresses
  • the first planetary gear mechanism 10 and the second planetary gear mechanism 20 are single-pinion type planetary gear mechanisms.
  • the present invention is not limited to this, and for example, a double-pinion type planetary gear mechanism is used. It may be a mechanism or the like.
  • the structure of a transmission part and a differential part is not limited to what was illustrated to the said embodiment.
  • Hybrid Vehicle Drive Device 1 Engine 10 First Planetary Gear Mechanism 13 First Ring Gear 20 Second Planetary Gear Mechanism 21 Second Sun Gear 23 Second Ring Gear 24 Second Carrier 32 Drive Wheel 50 HV_ECU 60 MG_ECU 70 Engine ECU 80 Transmission ECU 100 vehicle BK1 brake CL1 clutch MG1 first rotating machine MG2 second rotating machine

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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  • Automation & Control Theory (AREA)
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Abstract

La présente invention concerne un dispositif d'entraînement pour véhicule hybride comprenant : un moteur ; une première machine rotative ; une seconde machine rotative ; une unité de transmission qui transmet la rotation du moteur ; et une unité différentielle qui comprend un premier élément rotatif relié à un élément de sortie de l'unité de transmission, et un deuxième élément rotatif relié à la première machine rotative, et un troisième élément rotatif relié à la seconde machine rotative et des roues motrices. Si le conducteur envoie une requête de changement de vitesse qui nécessite un changement dans la vitesse de rotation du moteur (S20-Y), alors le changement de la vitesse de rotation du moteur est restreint au moment du début de changement de vitesse (S30). Il est préférable que le changement de vitesse de rotation du moteur soit terminé avant la fin de la phase d'inertie.
PCT/JP2012/080506 2012-11-26 2012-11-26 Dispositif d'entraînement pour véhicule hybride Ceased WO2014080529A1 (fr)

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PCT/JP2012/080506 WO2014080529A1 (fr) 2012-11-26 2012-11-26 Dispositif d'entraînement pour véhicule hybride

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CN109941090A (zh) * 2017-12-20 2019-06-28 丰田自动车株式会社 车辆及车辆的控制方法

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