WO2014178117A1 - ハイブリッド車両用駆動装置 - Google Patents
ハイブリッド車両用駆動装置 Download PDFInfo
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- WO2014178117A1 WO2014178117A1 PCT/JP2013/062638 JP2013062638W WO2014178117A1 WO 2014178117 A1 WO2014178117 A1 WO 2014178117A1 JP 2013062638 W JP2013062638 W JP 2013062638W WO 2014178117 A1 WO2014178117 A1 WO 2014178117A1
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- torque
- clutch
- command value
- torque command
- control
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Classifications
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
- B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
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- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/027—Clutch torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/912—Drive line clutch
- Y10S903/914—Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a hybrid vehicle drive device.
- Patent Document 1 when starting the internal combustion engine E from a state in which the friction engagement device CL is in the released state, the rotation for making the rotation speed of the first rotating electrical machine MG1 coincide with the start target value Ni.
- a rotational speed control unit that performs speed control, and asynchronous engagement control that engages the frictional engagement device CL in an asynchronous state on the condition that the rotational speed control is performed, the frictional engagement device CL is set in a direct engagement state.
- a start command unit for commanding the internal combustion engine E to start on the condition that the direct engagement state is established, and the rotational speed control unit is in the direct engagement state.
- the power consumption of the rotating machine may increase more than expected due to the influence of variations in the friction coefficient of the clutch.
- An object of the present invention is to provide a hybrid vehicle drive device that can suppress excessive power consumption when starting an engine.
- the hybrid vehicle drive device of the present invention is connected to a differential mechanism, a first rotating machine and a second rotating machine connected to the differential mechanism, and a predetermined rotating element of the differential mechanism via a clutch.
- torque control of the first rotating machine and the clutch is executed until the rotation speed of the predetermined rotation element reaches the target rotation speed.
- the torque command value for each of the first rotating machine and the clutch changes correspondingly between the torque command value for one and the torque command value for the other, and the torque command value for the other is The differential torque from the torque commensurate with the torque command value for the one is within a predetermined range.
- the differential torque in the torque control includes a target rotational speed of the predetermined rotational element when the clutch is completely engaged and a rotation of the predetermined rotational element when the torque control is started.
- the differential torque is preferably a value on the side that brings the rotational speed of the predetermined rotational element closer to the target rotational speed based on the magnitude relationship with the number.
- the magnitude of the torque command value until the engine speed passes through the resonance band is greater than the magnitude of the torque command value after passing through the resonance band. If the rotational speed of the predetermined rotational element when starting the torque control is lower than the target rotational speed, the differential torque is calculated after the rotational speed of the engine passes through the resonance band. When the rotational speed of the predetermined rotational element when starting the torque control is higher than the target rotational speed, the differential torque is set before the rotational speed of the engine passes through the resonance band. It is preferable to provide it.
- torque that suppresses fluctuations in output torque caused by engaging the clutch is output by the second rotating machine, and before the clutch is fully engaged, a torque command value for the clutch is set. It is preferable to determine the torque to be suppressed based on a torque command value for the first rotating machine after the clutch is completely engaged based on the torque.
- the differential torque is provided by increasing or decreasing a torque command value for the first rotating machine with respect to a torque commensurate with a torque command value for the clutch.
- the torque command value for the first rotating machine is preferably set to a torque that balances the torque command value for the clutch.
- the hybrid vehicle drive device executes torque control of the first rotating machine and the clutch until the rotational speed of the predetermined rotational element reaches the target rotational speed.
- the torque command value for each of the first rotating machine and the clutch is such that the differential torque between the torque commensurate with the torque command value for one and the torque command value for the other is within a predetermined range. According to the hybrid vehicle drive device of the present invention, there is an effect that it is possible to suppress excessive power consumption when starting the engine.
- FIG. 1 is a skeleton diagram of a vehicle according to the first embodiment.
- FIG. 2 is an alignment chart according to the EV travel mode of the first embodiment.
- FIG. 3 is a flowchart according to the control of the first embodiment.
- FIG. 4 is a flowchart according to the first control of the first embodiment.
- FIG. 5 is a flowchart according to the second control of the first embodiment.
- FIG. 6 is a time chart according to the control of the first embodiment.
- FIG. 7 is another time chart according to the control of the first embodiment.
- FIG. 8 is a skeleton diagram of the vehicle according to the second embodiment.
- FIG. 9 is a diagram illustrating an operation engagement table according to the second embodiment.
- FIG. 10 is an alignment chart according to the first travel mode of the second embodiment.
- FIG. 11 is an alignment chart according to the second travel mode of the second embodiment.
- FIG. 1 is a skeleton diagram of a vehicle according to the first embodiment of the present invention
- FIG. 2 is a collinear diagram according to an EV traveling mode of the first embodiment
- FIG. 3 is a flowchart according to control of the first embodiment.
- 4 is a flowchart according to the first control of the first embodiment
- FIG. 5 is a flowchart according to the second control of the first embodiment
- FIG. 6 is a time chart according to the control of the first embodiment
- FIG. It is another time chart which concerns on control of 1st Embodiment.
- the vehicle 100 is a hybrid vehicle having an engine 1, a first rotating machine MG1, and a second rotating machine MG2.
- Vehicle 100 may be a plug-in hybrid (PHV) vehicle that can be charged by an external power source.
- the hybrid vehicle drive device 1-1 according to the present embodiment includes a first planetary gear mechanism 10, a first rotating machine MG1, a second rotating machine MG2, an engine 1, and a first clutch CL1. Has been.
- the hybrid vehicle drive device 1-1 may further include an ECU 50.
- 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.
- the engine 1 which is an example of an engine, converts the combustion energy of the fuel into a rotational motion of the output shaft 1a and outputs it.
- the output shaft 1a is connected to the input shaft 2 via the first clutch CL1.
- the first clutch CL1 is a friction-engaged clutch device, for example, a wet multi-plate type.
- the first clutch CL1 can control the torque capacity (clutch torque).
- the first clutch CL1 of the present embodiment can control the clutch torque by the supplied hydraulic pressure.
- the input shaft 2 is an input shaft of the power transmission unit, is coaxial with the output shaft 1a, and is disposed on an extension line of the output shaft 1a.
- the input shaft 2 is connected to the first carrier 14 of the first planetary gear mechanism 10.
- the first carrier 14 of the present embodiment corresponds to a predetermined rotation element.
- the first planetary gear mechanism 10 which is an example of a differential mechanism, 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 first sun gear 11 is connected to the rotary shaft 33 of the first rotary machine MG1 and rotates integrally with the rotor of the first rotary machine MG1.
- the first rotating machine MG1 is disposed on the engine 1 side with respect to the first planetary gear mechanism 10.
- the second planetary gear mechanism 20 is coaxial with the first planetary gear mechanism 10 and is disposed on the side opposite to the engine 1 side.
- the second planetary gear mechanism 20 is disposed adjacent to the first planetary gear mechanism 10 and constitutes a composite planetary together with the first planetary gear mechanism 10.
- the second planetary gear mechanism 20 has a function as a speed reduction planetary that decelerates and outputs the rotation of the second rotary machine MG2.
- 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 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 fixed to the vehicle body side so as not to rotate.
- the second pinion gear 22 is supported by the second carrier 24 and can rotate (spin) around the central axis of the second pinion gear 22.
- the second sun gear 21 is connected to the rotary shaft 34 of the second rotary machine MG2, and rotates integrally with the rotor of the second rotary machine MG2.
- the second ring gear 23 is connected to the first ring gear 13 and rotates integrally with the first ring gear 13.
- Counter drive gears 25 are provided on the outer peripheral surfaces of the first ring gear 13 and the second ring gear 23.
- the counter drive gear 25 is an output gear provided on the output shafts of the first planetary gear mechanism 10 and the second planetary gear mechanism 20.
- the counter drive gear 25 meshes 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 drive pinion gear 28 meshes with the diffring 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 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.
- An oil pump OP is disposed at the end of the input shaft 2 opposite to the engine 1 side.
- the oil pump OP is driven by the rotation of the input shaft 2 and supplies lubricating oil to each part of the vehicle 100.
- the ECU 50 is an electronic control unit having a computer.
- the ECU 50 is electrically connected to the engine 1, the first rotating machine MG1, and the second rotating machine MG2, and can control the engine 1, the first rotating machine MG1, and the second rotating machine MG2, respectively.
- the ECU 50 can execute various controls such as injection control, ignition control, and intake control of the engine 1. Further, the ECU 50 can control the output torque of the first rotating machine MG1 (hereinafter referred to as “MG1 torque”).
- MG1 torque the input / output current (including the power generation amount) for the first rotating machine MG1 is adjusted in accordance with the torque command value for the first rotating machine MG1 (hereinafter referred to as “MG1 torque command value Tg”). , MG1 torque is controlled.
- the ECU 50 can control the output torque of the second rotary machine MG2 (hereinafter referred to as “MG2 torque”).
- MG2 torque the input / output current (including the power generation amount) for the second rotating machine MG2 is adjusted according to the torque command value for the second rotating machine MG2 (hereinafter referred to as “MG2 torque command value”), The MG2 torque is controlled.
- the ECU 50 can control the first clutch CL1.
- the ECU 50 outputs a clutch torque command value (hereinafter referred to as a “clutch torque command value Tclt”) to a hydraulic control device that adjusts a supply hydraulic pressure (joint hydraulic pressure) to the first clutch CL1.
- the hydraulic control device supplies the hydraulic pressure corresponding to the clutch torque command value Tclt to the first clutch CL1, and performs feedback control of the supplied hydraulic pressure so that the actual clutch torque becomes the clutch torque command value Tclt.
- the vehicle 100 can selectively execute the EV traveling mode or the HV traveling mode.
- the EV travel mode is a travel mode in which the second rotary machine MG2 is used as a power source.
- the S1 axis indicates the rotation speed of the first sun gear 11 and the first rotating machine MG1 (hereinafter referred to as “MG1 rotation speed”)
- the C1 axis indicates the first carrier 14 and the engine 1.
- the rotation speed is indicated, and the R1 axis indicates the rotation speed of the first ring gear 13.
- the square mark indicates the engine speed Ne
- the circle indicates the speed of the first carrier 14 (hereinafter simply referred to as “carrier speed Nc”).
- the S2 axis indicates the rotation speed of the second rotating machine MG2 (hereinafter referred to as “MG2 rotation speed”)
- the C2 axis indicates the rotation speed of the second carrier 24, and the R2 axis indicates the second rotation speed.
- the rotation speed of the ring gear 23 is shown. In this embodiment, since the 1st ring gear 13 and the 2nd ring gear 23 are connected, both rotation speed corresponds.
- the first clutch CL1 is released during EV travel.
- the engine 1 is stopped and the carrier rotational speed Nc becomes a rotational speed corresponding to the vehicle speed.
- the second rotating machine MG2 outputs negative torque and rotates negatively, thereby outputting positive torque from the second ring gear 23 and causing the vehicle 100 to generate a driving force in the forward direction.
- the normal rotation is the rotation direction of the ring gears 13 and 23 when the vehicle 100 moves forward. Since the second carrier 24 is restricted in rotation, it functions as a reaction force receiver for the MG2 torque and transmits the MG2 torque to the second ring gear 23.
- the rotation of the first rotating machine MG1 is stopped during EV traveling.
- the first rotating machine MG1 is maintained in a state where the rotation is stopped by cogging torque, for example.
- the first rotating machine MG1 may be rotating at a low rotation (for example, 100 rpm or less) during EV traveling. By causing the first rotating machine MG1 to stop or be in a low-rotation state, drag loss or the like of the first rotating machine MG1 is reduced.
- HV traveling mode is a traveling mode in which the engine 1 is used as a power source.
- the second rotary machine MG2 may be a power source.
- the first clutch CL1 is engaged.
- the first rotary machine MG1 functions as a reaction force receiver for the engine torque.
- the first rotating machine MG1 functions as a reaction force receiver for engine torque by outputting MG1 torque, and outputs engine torque from the first ring gear 13.
- the first planetary gear mechanism 10 can function as a power split mechanism that distributes engine torque to the first rotating machine MG1 side and the output side.
- the first clutch CL1 When starting the engine 1 from the state where the first clutch CL1 is released, such as when shifting from the EV traveling mode to the HV traveling mode, the first clutch CL1 is engaged, and the engine 1 is cranked by the MG1 torque.
- the first clutch CL1 When the first clutch CL1 is engaged, torque is transmitted from the first rotating machine MG1 or the like to the engine 1 via the first clutch CL1, and the engine speed Ne increases.
- the engine speed Ne rises to a predetermined injection permission speed, the ECU 50 executes the firing and shifts the engine 1 to a self-sustained operation.
- the MG1 torque command value Tg varies depending on the deviation between the target MG1 rotational speed and the actual MG1 rotational speed. For this reason, for example, the MG1 torque command value Tg increases due to variations in the friction coefficient of the first clutch CL1, and the power consumption may exceed the upper limit. For example, if the coupling force of the first clutch CL1 increases more than expected during the rotation speed feedback control, the carrier rotation speed Nc (or MG1 rotation speed) decreases, and the MG1 torque command value Tg increases to suppress it. Therefore, the power consumption of the first rotating machine MG1 may exceed the allowable value.
- the hybrid vehicle drive device 1-1 when starting the engine 1 from a state in which the first clutch CL1 is released, at least the carrier as will be described below with reference to FIGS. Until the rotational speed Nc reaches the target joint rotational speed Nctgt (target rotational speed), torque control of the first rotating machine MG1 and the first clutch CL1 is executed.
- the torque command values Tg and Tclt for each of the first rotating machine MG1 and the first clutch CL1 change correspondingly between one torque command value and the other torque command value, and the torque command values for the other.
- the value is such that the differential torque from the torque commensurate with one of the torque command values is within a predetermined range.
- the target joint rotation speed Nctgt is the target rotation speed of the first carrier 14 when the first clutch CL1 is completely engaged at the time of engine start.
- the torque control of the first rotating machine MG1 and the first clutch CL1 of the present embodiment is a control that outputs a predetermined value as a torque command value, and is different from the rotational speed feedback control.
- the torque command value is output in a predetermined pattern, for example, unlike the case where the torque command value changes according to the carrier rotation speed Nc or the MG1 rotation speed. Therefore, according to the torque control of the present embodiment, it is possible to prevent the power consumption from exceeding the upper limit during the start of the engine 1 as in the case of the rotational speed feedback control. That is, the hybrid vehicle drive device 1-1 according to the present embodiment can suppress excessive power consumption when the engine 1 is started.
- the time chart shown in FIG. 6 shows the flow of control when the carrier speed Ncini at the start request is less than the target joint speed Nctgt.
- the time chart shown in FIG. 7 shows the carrier speed Ncini at the start request. Shows the flow of control when is greater than the target joint rotation speed Nctgt.
- Each time chart shows an MG1 torque command value Tg, a clutch torque command value Tclt, a reaction force cancellation torque command value Tep, a carrier rotation speed Nc, and an engine rotation speed Ne.
- the reaction force cancellation torque is a torque that suppresses fluctuations in output torque with respect to the drive shaft 31 caused by engaging the first clutch CL1.
- the ECU 50 cancels the reaction force generated by engaging the first clutch CL1 by outputting the reaction force cancel torque by the second rotating machine MG2.
- the control flow shown in FIG. 3 is executed during system operation, and is repeatedly executed at a predetermined interval, for example.
- step S101 the ECU 50 determines whether or not there is a request for starting the engine 1.
- the engine 1 is requested to start when the following expression (1) holds.
- Preq is a required power for the vehicle 100
- Pbmax is an upper limit electric power that can be output from the battery
- Pst is an electric power necessary for starting the engine 1.
- step S101-Y if it is determined that there is a request for starting the engine 1 (step S101-Y), the process proceeds to step S102, and if not (step S101-N), the control flow ends. 6 and 7, it is determined that there is a request for starting the engine 1 at time t0.
- step S102 the ECU 50 determines whether or not the resonance band passage determination is established. For example, when the engine speed Ne exceeds a predetermined speed (for example, 300 rpm), the ECU 50 makes an affirmative determination in step S102.
- the predetermined rotational speed is determined based on, for example, the resonance frequency of the damper of the engine 1.
- the vibration at the time of starting can be suppressed by raising the engine speed Ne early to a speed equal to or higher than the rotational speed corresponding to the damper resonance frequency during cranking.
- step S102-Y if it is determined that the resonance band pass determination is established (step S102-Y), the process proceeds to step S103, and if not (step S102-N), the process proceeds to step S105.
- the resonance band pass determination is established at time t2 in FIG. 6 and at time t12 in FIG.
- step S103 the ECU 50 determines whether or not the target rotational speed attainment determination is established.
- the ECU 50 performs the determination in step S103 based on whether or not the carrier rotation speed Nc is synchronized with the target joint rotation speed Nctgt. For example, if the deviation absolute value between the carrier rotation speed Nc and the target joint rotation speed Nctgt is a predetermined value (for example, 50 rpm) or less, the ECU 50 makes an affirmative determination in step S103.
- step S103-Y if it is determined that the target rotational speed attainment determination is established (step S103-Y), the process proceeds to step S104. If not (step S103-N), the process proceeds to step S106.
- the target rotational speed arrival determination is established at time t4 and in FIG. 7 at time t14.
- step S104 the ECU 50 determines whether or not the clutch engagement determination is established. For example, the ECU 50 makes an affirmative determination in step S104 when the absolute value of the deviation between the carrier rotational speed Nc and the engine rotational speed Ne is equal to or less than a predetermined value (for example, 50 rpm). As a result of the determination in step S104, if it is determined that the clutch engagement determination is established (step S104-Y), the process proceeds to step S108, and if not (step S104-N), the process proceeds to step S107.
- the clutch engagement determination is established at time t6 in FIG. 6 and at time t16 in FIG.
- step S105 the ECU 50 executes the first control (Ph.1 control).
- the first control will be described with reference to FIG.
- the first control is torque control of the first rotating machine MG1 and the first clutch CL1 that is executed after the engine start request is made until the engine speed Ne passes through the resonance band.
- step S201 the ECU 50 determines whether or not the start requesting carrier rotational speed Ncini is larger than the target joint rotational speed Nctgt.
- the start request carrier rotation speed Ncini is the carrier rotation speed Nc when starting torque control of the first rotating machine MG1 and the first clutch CL1.
- the carrier speed Ncini at the time of start request of the present embodiment is the speed of the first carrier 14 when the start request for the engine 1 is made, and is acquired, for example, when an affirmative determination is made in step S101. 14 revolutions.
- step S201-Y the process proceeds to step S202; otherwise (step S201).
- step -N the process proceeds to step S203.
- the start request carrier rotation speed Ncini is lower than the target joint rotation speed Nctgt. Accordingly, a negative determination is made in step S201.
- the start request carrier rotation speed Ncini is higher than the target joint rotation speed Nctgt. Accordingly, an affirmative determination is made in step S201.
- step S202 the ECU 50 substitutes a predetermined value for the additional torque Tgnctgt.
- the MG1 torque command value Tg is calculated by adding the additional torque Tgnctgt to the torque Tgeq (see FIGS. 6 and 7) that is balanced with the clutch torque command value Tclt.
- the value of the additional torque Tgnctgt set in step S202 is a negative value, for example, ⁇ 5 [Nm].
- the value of the additional torque Tgnctgt set in step S202 is a value on the side of making the carrier rotation speed Nc closer to the target joint rotation speed Nctgt, positive or negative.
- step S203 the ECU 50 substitutes a predetermined value for the additional torque Tgnctgt.
- the value of the additional torque Tgnctgt set in step S203 is zero. That is, the MG1 torque command value Tg is balanced with the clutch torque command value Tclt.
- the additional torque Tgnctgt on the side for reducing the MG1 torque command value Tg is allowed, but the additional torque Tgnctgt on the side for increasing the MG1 torque command value Tg is not allowed. Therefore, it is possible to suppress an increase in power consumption of the first rotary machine MG1 and to suppress an increase in power peak when starting the engine.
- step S203 is executed, the process proceeds to step S204.
- step S204 the ECU 50 determines the clutch torque command value Tclt, the MG1 torque command value Tg, and the reaction force cancel torque command value Tep.
- the clutch torque command value Tclt is, for example, a command value that passes through a predetermined resonance band.
- the command value while passing through the resonance band of the present embodiment is determined based on the maximum allowable value of the MG1 torque command value Tg.
- the maximum value of the MG1 torque command value Tg is based on, for example, the maximum power that can be supplied from the battery to the first rotary machine MG1 for starting the engine.
- the clutch torque command value Tclt while passing through the resonance band is set to 150 [Nm]. As shown in FIG. 6 and FIG.
- the clutch torque command value Tclt in the transient state gradually increases toward the command value passing through the resonance band.
- the clutch torque command value Tclt increases to a desired clutch torque (150 [Nm] in this case) passing through the resonance band at time t1 and at time t11 in FIG. 7, and thereafter the clutch torque command value Tclt is increased. Maintained constant.
- the MG1 torque command value Tg is calculated by the following equation (2) based on the clutch torque command value Tclt and the additional torque Tgnctgt.
- Tg Tclt ⁇ ⁇ / (1 + ⁇ ) + Tgnctgt (2)
- ⁇ is a gear ratio of the planetary gear mechanism 10.
- step S201 since an affirmative determination is made in step S201 and the process proceeds to step S202, the additional torque Tgnctgt is a negative value. Therefore, the MG1 torque command value Tg calculated by the above equation (2) is a small torque with respect to the torque balanced with the clutch torque (hereinafter simply referred to as “balanced torque Tgeq”).
- the balanced torque Tgeq shown by the one-dot chain line in FIG. 7 is the torque of the first term on the right side of the above equation (2).
- the first rotating machine MG1 and the engine 1 can transmit torque via the first planetary gear mechanism 10 according to the clutch torque.
- the balanced torque Tgeq is a value obtained by converting the clutch torque command value Tclt to the torque on the first sun gear 11 based on the gear ratio ⁇ .
- the MG1 torque command value Tg is a value obtained by adding the negative additional torque Tgnctgt to the balanced torque Tgeq. Accordingly, the carrier rotation speed Nc starts to decrease toward the target joint rotation speed Nctgt from time t11.
- step S201 since a negative determination is made in step S201 and the process proceeds to step S203, the additional torque Tgnctgt is zero. Therefore, the MG1 torque command value Tg calculated by the above equation (2) matches the balanced torque Tgeq.
- ECU 50 increases MG1 torque command value Tg to the value determined by the above equation (2).
- the MG1 torque command value Tg increases corresponding to the clutch torque command value Tclt.
- Tep Tclt / (1 + ⁇ ) (3)
- the ECU 50 outputs the determined clutch torque command value Tclt to the first clutch CL1 and the MG1 torque command value Tg to the first rotating machine MG1. Further, ECU 50 outputs a value obtained by adding an increment corresponding to reaction force cancellation torque command value Tep to MG2 torque determined from the required driving force for vehicle 100 as a torque command value for second rotating machine MG2.
- step S204 the control flow of the first control shown in FIG. 4 ends.
- the ECU 50 ends the control flow shown in FIG.
- step S106 the ECU 50 executes the second control (Ph.2 control).
- the second control will be described with reference to FIG.
- the second control is a torque control of the first rotating machine MG1 and the first clutch CL1 that is executed after the engine speed Ne passes through the resonance band and until the carrier speed Nc reaches the target joint speed Nctgt. It is.
- step S301 the ECU 50 determines whether or not the start requesting carrier rotational speed Ncini is greater than the target joint rotational speed Nctgt. As a result of the determination in step S301, if it is determined that the start request carrier rotation speed Ncini is larger than the target joint rotation speed Nctgt (step S301-Y), the process proceeds to step S302; otherwise (step S301). In step -N), the process proceeds to step S303.
- step S302 the ECU 50 substitutes a predetermined value for the additional torque Tgnctgt.
- the value of the additional torque Tgnctgt set in step S302 is a negative value, for example, ⁇ 3 [Nm].
- the value of the additional torque Tgnctgt set in step S302 is a value on the side of making the carrier rotation speed Nc closer to the target joint rotation speed Nctgt, positive or negative.
- step S301 an affirmative determination is made in step S301, the process proceeds to step S302, and the additional torque Tgnctgt is set to a negative value.
- step S302 is executed, the process proceeds to step S304.
- step S303 the ECU 50 substitutes a predetermined value for the additional torque Tgnctgt.
- the value of the additional torque set in step S303 is a positive value, for example, 5 [Nm].
- the value of the additional torque Tgnctgt set in step S303 is a value on the side that brings the carrier rotation speed Nc closer to the target joint rotation speed Nctgt, either positive or negative.
- both the additional torque Tgnctgt on the side for reducing the MG1 torque command value Tg and the additional torque Tgnctgt on the side for increasing the MG1 torque command value Tg are allowed.
- a negative determination is made in step S301, the process proceeds to step S303, and the additional torque Tgnctgt is set to a positive value.
- step S304 the process proceeds to step S304.
- step S304 the ECU 50 determines the clutch torque command value Tclt, the MG1 torque command value Tg, and the reaction force cancel torque command value Tep.
- the magnitude of the clutch torque command value Tclt in the second control is smaller than the magnitude of the clutch torque command value Tclt in the first control. This is because the engine speed Ne has already passed through the resonance band.
- the clutch torque command value Tclt for the second control is set to 10 [Nm], for example.
- the MG1 torque command value Tg is calculated by the above equation (2) based on the clutch torque command value Tclt and the additional torque Tgnctgt.
- the ECU 50 outputs the determined clutch torque command value Tclt to the first clutch CL1 and the MG1 torque command value Tg to the first rotating machine MG1.
- the clutch torque command value Tclt gradually decreases toward a desired value (here, 10 [Nm]).
- the clutch torque command value Tclt reaches the desired value at time t3 in FIG. 6 and at time t13 in FIG.
- the MG1 torque command value Tg decreases corresponding to the decrease in the clutch torque command value Tclt.
- the MG1 torque command value Tg in the second control is set to a torque that is larger than the balanced torque Tgeq by the additional torque Tgnctgt. Accordingly, the carrier rotation speed Nc increases from the time t3 toward the target joint rotation speed Nctgt.
- the ECU 50 outputs, as a torque command value for the second rotating machine MG2, a value obtained by adding a correction value corresponding to the reaction force cancellation torque command value Tep to the MG2 torque determined from the required driving force for the vehicle 100.
- the reaction force cancellation torque command value Tep is calculated by, for example, the above equation (3) -2.
- step S107 the ECU 50 executes third control (Ph.3 control).
- the third control is a torque control of the first rotary machine MG1 and the first clutch CL1 that is executed after the carrier rotational speed Nc reaches the target joint rotational speed Nctgt until the first clutch CL1 is fully engaged. is there.
- the clutch torque command value Tclt in the third control is, for example, the same value as the clutch torque command value Tclt in the second control.
- the MG1 torque command value Tg matches the torque Tgeq that balances with the clutch torque command value Tclt.
- step S108 the ECU 50 executes control after completion of the engagement determination of the first clutch CL1.
- the ECU 50 sweeps up the clutch torque command value Tclt.
- the ECU 50 increases the clutch torque command value Tclt and switches the MG1 torque command value Tg to a command value for rotational speed feedback (FB) control.
- FB rotational speed feedback
- the ECU 50 changes the reaction force cancellation torque command value Tep from a value based on the clutch torque command value Tclt so far to a value based on the MG1 torque command value Tg.
- the clutch torque command value Tclt is larger than the clutch torque command value Tclt in the first control.
- the clutch torque command value Tclt in step S108 is set to 200 [Nm], for example.
- MG1 torque command value Tg is determined by the rotational speed FB control.
- the ECU 50 performs feedback control by, for example, PID control so as to reduce the deviation between the target MG1 rotation speed and the actual MG1 rotation speed, and determines the MG1 torque command value Tg.
- the ECU 50 outputs the determined clutch torque command value Tclt to the first clutch CL1 and the MG1 torque command value Tg to the first rotating machine MG1. Further, ECU 50 outputs, as a torque command value for second rotating machine MG2, a value obtained by correcting MG2 torque determined from the required driving force for vehicle 100 by reaction force cancel torque command value Tep.
- step S108 the control flow of FIG. 3 ends.
- the hybrid vehicle drive device 1-1 when the engine 1 is started from the state where the first clutch CL1 is released, the first rotary machine MG1 and the first clutch CL1. Torque control is executed. Thereby, it is possible to suppress the MG1 torque command value Tg from being affected by variations in the friction coefficient of the first clutch CL1.
- the torque command values Tg and Tclt for the first rotary machine MG1 and the first clutch CL1 correspond to one torque command value and the other torque command value, respectively. And change. That is, when one torque command value increases, the other torque command value also increases, and when one torque command value decreases, the other torque command value also decreases. Further, when one torque command value is constant, the other torque command value is also constant. Therefore, it is possible to appropriately control the cranking torque transmitted to the engine 1 to a desired torque.
- the differential torque between the torque commensurate with the torque command value for one and the torque command value for the other is within a predetermined range.
- the differential torque between the torque MGeq and the torque Tgeq balanced with the MG1 torque command value Tg is within the range of the predetermined additional torque Tgnctgt.
- a transition period (for example, the period P1 or the period P2 in FIG. 6) is used to increase the difference between the MG1 torque command value Tg and the balance torque Tgeq or to reduce the difference between the MG1 torque command value Tg and the balance torque Tgeq. ),
- the difference between the torque Tgeq balanced with the MG1 torque command value Tg is constant. Thereby, the carrier rotational speed Nc can be converged toward the target joint rotational speed Nctgt while the MG1 torque and the clutch torque are balanced.
- the differential torque between the balanced torque Tgeq and the MG1 torque command value Tg in the torque control for the first rotating machine MG1 and the first clutch CL1 is the target joint rotation. This is based on the magnitude relationship between the number Nctgt and the start request carrier rotation speed Ncini.
- the above differential torque is a value on the side that brings the carrier rotation speed Nc closer to the target joint rotation speed Nctgt.
- the ECU 50 sets the additional torque Tgnctgt to a negative value when the start request carrier rotation speed Ncini is higher than the target joint rotation speed Nctgt.
- the MG1 torque command value Tg becomes a value on the side of lowering the carrier rotation speed Nc with respect to the balanced torque Tgeq, and the carrier rotation speed Nc can be changed toward the target joint rotation speed Nctgt.
- the ECU 50 sets the additional torque Tgnctgt to a positive value when the start requesting carrier rotational speed Ncini is less than the target joint rotational speed Nctgt.
- the MG1 torque command value Tg becomes a value on the side of increasing the carrier rotation speed Nc with respect to the balanced torque Tgeq, and the carrier rotation speed Nc can be changed toward the target joint rotation speed Nctgt.
- the magnitudes of the torque command values Tg and Tclt until the engine speed Ne passes through the resonance band are determined by the engine speed Ne.
- the torque command values Tg and Tclt after passing through the resonance band (second control) are larger than each other. Thereby, in the first control, the engine speed Ne can be quickly increased to a higher speed than the resonance band.
- the ECU 50 allows the additional torque Tgnctgt that increases the MG1 torque command value Tg in the first control when the carrier speed Ncini at the start request is lower than the target joint speed Nctgt.
- the differential torque is provided after the engine speed Ne passes through the resonance band.
- the torque Tgeq is balanced by allowing the positive additional torque Tgnctgt after the engine rotation speed Ne passes through the resonance band.
- MG1 torque command value Tg are provided with differential torque. Therefore, according to the hybrid vehicle drive device 1-1 of the present embodiment, an increase in the power peak at the time of starting the engine can be suppressed in advance.
- the ECU 50 when the start request carrier rotation speed Ncini is higher than the target joint rotation speed Nctgt, the ECU 50 provides differential torque before the engine rotation speed Ne passes through the resonance band.
- the additional torque Tgnctgt is a negative value
- the MG1 torque command value Tg is smaller than the balanced torque Tgeq.
- the ECU 50 allows the additional torque Tgnctgt and balances the torque Tgeq and the MG1 torque before the engine speed Ne passes through the resonance band, that is, before the engine speed Ne becomes higher than the resonance band.
- a differential torque is provided for the command value Tg. Therefore, it is possible to start changing the carrier rotation speed Nc toward the target joint rotation speed Nctgt at an early timing.
- the ECU 50 determines the reaction force cancellation torque command value Tep based on the clutch torque command value Tclt before the first clutch CL1 is completely engaged. Therefore, when there is a change in the MG1 rotation speed or when there is a response delay of the clutch torque with respect to the MG1 torque, the reaction force cancellation torque command value Tep is determined based on the MG1 torque command value Tg. An appropriate reaction force canceling torque command value Tep can be estimated and determined with higher accuracy.
- the ECU 50 determines the reaction force cancellation torque command value Tep based on the MG1 torque command value Tg after the first clutch CL1 is completely engaged. Thereby, the reaction force cancel torque command value Tep can be appropriately determined according to the change of the MG1 torque after the first clutch CL1 is completely engaged. Therefore, according to the hybrid vehicle drive device 1-1 according to the present embodiment, fluctuations in the torque output to the drive shaft 31 are suppressed.
- the ECU 50 of the present embodiment increases or decreases the MG1 torque command value Tg with respect to the balanced torque Tgeq, thereby providing a differential torque between the balanced torque Tgeq and the MG1 torque command value Tg. Further, when the carrier rotational speed Nc reaches the target joint rotational speed Nctgt, the ECU 50 eliminates the differential torque and sets the torque MGeq to balance the MG1 torque command value Tg. By increasing or decreasing the MG1 torque that has higher responsiveness to the clutch torque, the responsiveness of torque control can be improved. For example, it is advantageous in terms of responsiveness when the additional torque Tgnctgt is changed during execution of torque control of the first rotary machine MG1 and the first clutch CL1.
- FIG. 8 is a skeleton diagram of the vehicle according to the second embodiment
- FIG. 9 is a diagram showing an operation engagement table according to the second embodiment
- FIG. 10 is a collinear diagram according to the first traveling mode of the second embodiment.
- FIG. 11 is an alignment chart according to the second travel mode of the second embodiment.
- a vehicle 100 shown in FIG. 8 is a hybrid (HV) 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 (PHV) vehicle that can be charged by an external power source.
- the vehicle 100 includes a planetary gear mechanism 40, a first clutch CL1, a second clutch CL2, and a brake BK1 in addition to the power source.
- the hybrid vehicle drive device 2-1 includes the first rotary machine MG1, the second rotary machine MG2, the engine 1, the planetary gear mechanism 40, and the first clutch CL1.
- the vehicle drive device 2-1 may further include an ECU 60.
- the rotating shaft 36 of the first rotating machine MG1 is connected to the output shaft 1a of the engine 1 via the first clutch CL1, the damper 1c, and the flywheel 1b.
- the planetary gear mechanism 40 is a single pinion type and includes a sun gear 41, a pinion gear 42, a ring gear 43, and a carrier 44.
- the sun gear 41 is connected to the rotary shaft 37 of the second rotary machine MG2.
- An output gear 45 is connected to the carrier 44.
- the output gear 45 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 first rotary machine MG1 is connected to the ring gear 43 via the second clutch CL2.
- the first clutch CL1 and the second clutch CL2 can be, for example, of a friction-joint type.
- the ring gear 43 is a predetermined rotating element connected to the engine 1 via the first clutch CL1 and the second clutch CL2.
- the brake BK1 regulates the rotation of the ring gear 43 by joining.
- the brake BK1 of the present embodiment is, for example, a friction joint brake device.
- the coupled brake BK1 connects the ring gear 43 and the vehicle body side and restricts the rotation of the ring gear 43.
- the ECU 60 controls engine 1, first rotating machine MG1, second rotating machine MG2, first clutch CL1, second clutch CL2, and brake BK1.
- the hybrid vehicle drive device 2-1 has an HV traveling mode and an EV traveling mode.
- the EV travel mode includes a first travel mode and a second travel mode.
- the first travel mode is a travel mode that travels using the second rotary machine MG2 as a power source.
- the first clutch CL1 and the second clutch CL2 are released and the brake BK1 is engaged.
- the S axis indicates the rotation speed of the sun gear 41 and the second rotating machine MG2
- the C axis indicates the rotation speed of the carrier 44
- the R axis indicates the rotation speed of the ring gear 43.
- the engine 1 and the first rotary machine MG1 are disconnected from the ring gear 43 by releasing the first clutch CL1 and the second clutch CL2.
- the brake BK1 When the brake BK1 is engaged, the rotation of the ring gear 43 is restricted. Accordingly, the ring gear 43 functions as a reaction force receiver for the MG2 torque, and can output the MG2 torque from the carrier 44.
- the second clutch CL2 is engaged, and the first clutch CL1 and the brake BK1 are released.
- the first clutch CL1 is released, the engine 1 is disconnected from the first rotating machine MG1. Further, the first rotary machine MG1 is connected to the ring gear 43 by the engagement of the second clutch CL2. Further, the ring gear 43 is allowed to rotate by releasing the brake BK1. Therefore, the torques of the first rotating machine MG1 and the second rotating machine MG2 are output from the carrier 44, respectively.
- the ECU 60 executes torque control of the first rotating machine MG1 and the first clutch CL1 until the rotational speed of the ring gear 43 reaches the target rotational speed. To do. For example, when the engine 1 is started from the first travel mode shown in FIG. 10, the rotation speed of the ring gear 43 when starting the torque control is zero.
- the ECU 60 releases the brake BK1, engages the second clutch CL2, and executes torque control of the first rotary machine MG1 and the first clutch CL1. For example, the ECU 60 executes torque control of the first rotating machine MG1 and the first clutch CL1 until at least the rotation speed of the ring gear 43 increases to the target rotation speed.
- the ECU 60 changes the MG1 torque command value Tg and the clutch torque command value Tclt correspondingly, and the MG1 torque command value Tg has a differential torque with a torque Tgeq that matches the clutch torque command value Tclt within a predetermined range. It is preferable to be inside. Further, the differential torque between the torque Tgeq balanced with the MG1 torque command value Tg is preferably a value on the side where the rotation speed of the ring gear 43 is brought close to the target rotation speed.
- the ECU 60 determines the magnitude of the torque command values Tg and Tclt before the engine speed Ne passes through the resonance band, and the magnitude of the torque command values Tg and Tclt after the engine speed Ne passes through the resonance band. It is preferable to enlarge it.
- the rotation speed of the ring gear 43 when starting the torque control is 0 rotation, which is low with respect to the target rotation speed. Therefore, the ECU 60 provides a differential torque (additional torque Tgnctgt) to the torque Tgeq that balances with the MG1 torque command value Tg after the engine speed Ne passes through the resonance band.
- the balanced torque Tgeq matches the clutch torque command value Tclt. That is, the MG1 torque command value Tg can be calculated by the following equation (5).
- Tg Tclt + Tgnctgt (5)
- the ECU 60 provides the differential torque by increasing or decreasing the MG1 torque command value Tg with respect to the torque balanced with the clutch torque command value Tclt, as shown in the above equation (5).
- the additional torque Tgnctgt it is preferable to set the additional torque Tgnctgt to 0 and the MG1 torque command value Tg to a torque commensurate with the clutch torque command value Tclt. .
- the ECU 60 causes the second rotary machine MG2 to output a reaction force canceling torque and suppresses fluctuations in the output torque from the carrier 44 that is the output shaft.
- the ECU 60 determines the reaction force cancel torque command value Tep based on the torque command value for the first clutch CL1 before the first clutch CL1 is completely engaged, and after the first clutch CL1 is completely engaged, It is preferable to determine the reaction force cancellation torque command value Tep based on the torque command value for the single-rotor machine MG1.
- control of the first embodiment or the present embodiment may be applied to still other vehicles.
- control of the first embodiment or the present embodiment may be applied to a vehicle in which an engine and one rotating machine are mounted and the drive wheels, the rotating machine, and the engine are connected / disconnected by a clutch.
- the target joint rotation speed Nctgt of the first embodiment and the second embodiment may be one rotation speed or a constant rotation speed range. Further, the target joint rotation speed Nctgt may change according to conditions such as the vehicle speed. For example, the target joint speed Nctgt when the vehicle speed is high may be higher than the target joint speed Nctgt when the vehicle speed is low. When the vehicle speed is high, the required power tends to be high. In such a case, the power responsiveness to the request can be improved by increasing the target joint rotation speed Nctgt. Moreover, the timing at which the first clutch CL1 is completely engaged can be advanced by lowering the target engagement rotational speed Nctgt when the required power is low and the vehicle speed is low.
- the differential torque is provided by increasing / decreasing the MG1 torque command value Tg with respect to the torque Tgeq balanced with the clutch torque command value Tclt.
- the MG1 torque command value is provided.
- the differential torque may be provided by adding or decreasing the clutch torque command value Tclt by adding the additional torque Tgnctgt to the torque balanced with Tg.
- the additional torque Tgnctgt may be set to 0 and the clutch torque command value Tclt may be set to a torque that is balanced with the MG1 torque command value Tg.
- the additional torque Tgnctgt may be variable. For example, a different value may be adopted as the value of the additional torque Tgnctgt depending on the conditions, and the value of the adopted additional torque Tgnctgt may not be changed during the torque control for the first rotating machine MG1 and the first clutch CL1. Alternatively, the value of the additional torque Tgnctgt may change during torque control for the first rotary machine MG1 and the first clutch CL1.
- the additional torque Tgnctgt is added when calculating the MG1 torque command value Tg.
- the additional torque Tgnctgt may not be added.
- the MG1 torque command value Tg is calculated without adding the additional torque Tgnctgt. It may be.
- the additional torque Tgnctgt is added when the clutch torque command value Tclt is calculated as in the second modification, a case where the additional torque Tgnctgt is not added may be provided.
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- Engineering & Computer Science (AREA)
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- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
図1から図7を参照して、第1実施形態について説明する。本実施形態は、ハイブリッド車両用駆動装置に関する。図1は、本発明の第1実施形態に係る車両のスケルトン図、図2は、第1実施形態のEV走行モードに係る共線図、図3は、第1実施形態の制御に係るフローチャート、図4は、第1実施形態の第一制御に係るフローチャート、図5は、第1実施形態の第二制御に係るフローチャート、図6は、第1実施形態の制御に係るタイムチャート、図7は、第1実施形態の制御に係る他のタイムチャートである。
Preq>Pbmax-Pst…(1)
ここで、Preq;車両100に対する要求パワー、Pbmax;バッテリの出力可能な上限の電力、Pst;エンジン1を始動する際に必要な電力、である。
Tg=Tclt×ρ/(1+ρ)+Tgnctgt…(2)
ここで、ρ:遊星歯車機構10のギア比である。
Tep=Tclt/(1+ρ)…(3)
Tep=Tg/(1+ρ)…(4)
図8乃至図10を参照して、第2実施形態について説明する。第2実施形態については、上記第1実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略する。図8は、第2実施形態に係る車両のスケルトン図、図9は、第2実施形態に係る作動係合表を示す図、図10は、第2実施形態の第一走行モードに係る共線図、図11は、第2実施形態の第二走行モードに係る共線図である。
Tg=Tclt+Tgnctgt…(5)
上記第1実施形態および第2実施形態の目標継合回転数Nctgtは、1つの回転数であっても、一定の回転数の範囲であってもよい。また、目標継合回転数Nctgtは、車速等の条件に応じて変化してもよい。例えば、車速が高い場合の目標継合回転数Nctgtは、車速が低い場合の目標継合回転数Nctgtよりも高回転であってもよい。車速が高い場合は、要求パワーが高くなりやすい。このような場合に目標継合回転数Nctgtを高くすることで、要求に対するパワーの応答性を向上させることができる。また、比較的要求パワーが低い低車速の場合に目標継合回転数Nctgtを低くすることで、第一クラッチCL1が完全継合するタイミングを早めることができる。
上記第1実施形態および第2実施形態では、クラッチトルク指令値Tcltと釣り合うトルクTgeqに対してMG1トルク指令値Tgを増減することで差分トルクを設けたが、これに代えて、MG1トルク指令値Tgと釣り合うトルクに対して付加トルクTgnctgtを加算してクラッチトルク指令値Tcltを増減することで、差分トルクを設けるようにしてもよい。この場合、キャリア回転数Ncやリングギア43の回転数が目標回転数になると、付加トルクTgnctgtを0としてクラッチトルク指令値TcltをMG1トルク指令値Tgと釣り合うトルクとするようにすればよい。
付加トルクTgnctgtは、可変とされてもよい。例えば、条件に応じて付加トルクTgnctgtの値として異なる値を採用し、採用した付加トルクTgnctgtの値は第一回転機MG1および第一クラッチCL1に対するトルク制御の間は変化させないようにしてもよい。あるいは、付加トルクTgnctgtの値は、第一回転機MG1および第一クラッチCL1に対するトルク制御の間に変化してもよい。
上記第1実施形態および第2実施形態では、トルク制御において、MG1トルク指令値Tgの算出に際して付加トルクTgnctgtが加算されたが、付加トルクTgnctgtが加算されない場合があってもよい。例えば、始動要求時キャリア回転数Nciniと目標継合回転数Nctgtとが等しい(差回転数が所定未満である)場合に、付加トルクTgnctgtを加算せずにMG1トルク指令値Tgが算出されるようにしてもよい。上記第2変形例のようにクラッチトルク指令値Tcltの算出に際して付加トルクTgnctgtを加算する場合についても同様に、付加トルクTgnctgtが加算されない場合が設けられてもよい。
1 エンジン
10 第一遊星歯車機構(差動機構)
14 第一キャリア(所定回転要素)
32 駆動輪
40 遊星歯車機構(差動機構)
43 リングギア(所定回転要素)
50,60 ECU
CL1 第一クラッチ(クラッチ)
Nc キャリア回転数
Ne エンジン回転数
Ncini 始動要求時キャリア回転数
Nctgt 目標継合回転数(目標回転数)
Tclt クラッチトルク指令値
Tep 反力キャンセルトルク指令値
Tg MG1トルク指令値
Tgeq 釣り合うトルク
Tgnctgt 付加トルク
Claims (5)
- 差動機構と、
前記差動機構に接続された第一回転機および第二回転機と、
クラッチを介して前記差動機構の所定回転要素と接続された機関と、
を備え、前記クラッチを開放した状態から前記機関を始動する場合、前記所定回転要素の回転数が目標回転数となるまでの間、前記第一回転機および前記クラッチのトルク制御を実行し、
前記トルク制御において、前記第一回転機および前記クラッチのそれぞれに対するトルク指令値は、一方に対するトルク指令値に釣り合うトルクと他方に対するトルク指令値との差分トルクが所定範囲内である
ことを特徴とするハイブリッド車両用駆動装置。 - 前記トルク制御における前記差分トルクは、前記クラッチを完全継合するときの前記所定回転要素の目標回転数と、前記トルク制御を開始するときの前記所定回転要素の回転数との大小関係に基づき、
前記差分トルクは、前記所定回転要素の回転数を前記目標回転数に近づける側の値である
請求項1に記載のハイブリッド車両用駆動装置。 - 前記トルク制御において、前記機関の回転数が共振帯を通過するまでの前記トルク指令値の大きさは、前記共振帯を通過した後の前記トルク指令値の大きさよりも大きく、
前記トルク制御を開始するときの前記所定回転要素の回転数が、前記目標回転数に対して低回転である場合、前記機関の回転数が前記共振帯を通過した後に前記差分トルクを設け、
前記トルク制御を開始するときの前記所定回転要素の回転数が、前記目標回転数に対して高回転である場合、前記機関の回転数が前記共振帯を通過する前から前記差分トルクを設ける
請求項1または2に記載のハイブリッド車両用駆動装置。 - 前記クラッチを継合することによる出力トルクの変動を抑制するトルクを前記第二回転機によって出力し、
前記クラッチが完全継合する前は、前記クラッチに対するトルク指令値に基づいて前記抑制するトルクを決定し、
前記クラッチが完全継合した後は、前記第一回転機に対するトルク指令値に基づいて前記抑制するトルクを決定する
請求項1から3のいずれか1項に記載のハイブリッド車両用駆動装置。 - 前記第一回転機に対するトルク指令値を、前記クラッチに対するトルク指令値と釣り合うトルクに対して増減することで前記差分トルクを設け、
前記所定回転要素の回転数が前記目標回転数になると、前記第一回転機に対するトルク指令値を前記クラッチに対するトルク指令値と釣り合うトルクとする
請求項1に記載のハイブリッド車両用駆動装置。
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US14/787,861 US9663094B2 (en) | 2013-04-30 | 2013-04-30 | Driving device for hybrid vehicle |
KR1020157031206A KR101727850B1 (ko) | 2013-04-30 | 2013-04-30 | 하이브리드 차량용 구동 장치 |
BR112015027604-0A BR112015027604B1 (pt) | 2013-04-30 | 2013-04-30 | Dispositivo de direção para veículo híbrido |
JP2015514716A JP5950036B2 (ja) | 2013-04-30 | 2013-04-30 | ハイブリッド車両用駆動装置 |
DE112013007013.8T DE112013007013T5 (de) | 2013-04-30 | 2013-04-30 | Antriebsvorrichtung für Hybridfahrzeug |
PCT/JP2013/062638 WO2014178117A1 (ja) | 2013-04-30 | 2013-04-30 | ハイブリッド車両用駆動装置 |
CN201380076225.9A CN105163992B (zh) | 2013-04-30 | 2013-04-30 | 混合动力车辆用驱动装置 |
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JP6090222B2 (ja) * | 2014-04-01 | 2017-03-08 | トヨタ自動車株式会社 | エンジン始動制御装置 |
JP6344030B2 (ja) | 2014-04-18 | 2018-06-20 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP6616817B2 (ja) * | 2017-12-27 | 2019-12-04 | 株式会社Subaru | 車両用制御装置 |
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