JPH09158997A - Control device of driving gear for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately calculate input torque of a transmission without mounting a detection means, in a control device of a driving gear for a vehicle provided with an engine and a motor generator. SOLUTION: A driving gear is constituted by an engine 1, motor generator 2, transmission 4, planetary gear 30 and its controlling friction engaging element. An ECU 70 of a control device, as its program, has a transmission input torque calculating means, torque balance of the planetary gear is utilized, output torque of the motor generator is accurately calculated from a current value, this accurate calculation is utilized, and transmission input torque is high accurately estimated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive system, and more particularly to control of a vehicle drive system in which a combustion engine (referred to as an engine throughout this specification) and an electric motor / generator (also referred to as a motor generator) are combined. Regarding the device.

[0002]

2. Description of the Related Art Recently, various measures have been taken to improve fuel efficiency and purify exhaust gas in a vehicle drive device.
As part of this, the engine and motor generator are combined, and during acceleration when the vehicle running load is large relative to the engine output, the motor generator functions as an electric motor that operates on battery power to assist the engine output and reduce the vehicle running load. There is a hybrid power transmission that causes a motor generator to function as a generator during deceleration that causes a surplus in the engine output, and stores the surplus of the engine output in a battery as electric energy.

As a concrete proposal regarding a hybrid power transmission, there has been heretofore known JP-A-7-1218.
There is a technique disclosed in Japanese Patent No. 5 publication. The transmission according to this disclosure connects an engine and a motor generator to a transmission through a planetary gear, and configures a rotary element of the planetary gear to be directly connected or disengaged with a direct clutch so as to be capable of planetary rotation, and thereby, in various modes. It enables the vehicle to run. That is, during planetary rotation of the planetary gear with the direct coupling clutch disengaged, the reaction force of the output torque of the engine is output from the motor generator, and the vehicle is propelled by the combined torque of the engine and the motor generator (hereinafter, this control state is referred to as split mode. ) Further, when directly connected, the output of the motor generator is added to or subtracted from the output of the engine according to the vehicle traveling load, and the vehicle is propelled (hereinafter, such a control state is referred to as a parallel hybrid mode). . In addition to this, control is performed to regenerate the braking energy of the vehicle by generating electric power from the motor generator (hereinafter, such a control state is referred to as a regeneration mode), and further, the vehicle is propelled by the motor generator alone (hereinafter, such a control state is referred to as a motor Control is also possible.

On the other hand, in a normal automatic transmission, a hydraulic control means for controlling engagement / disengagement of a plurality of friction engagement elements in a speed change mechanism in order to achieve a plurality of speed change gear stages, reduces a shock of a speed change. In order to improve fuel efficiency, the line pressure is controlled according to the input torque of the transmission. As a general estimation method of this input torque, an internal combustion engine, Vol. 3
2 [No. 402] p. 39-41 (1993.4). That is, it is an estimation method using the throttle opening degree of the engine or the intake air amount, or a method of directly detecting it by installing a torque sensor.

[0005]

However, since the former method of the torque estimation method of the above-mentioned prior art is only an estimation, it is unavoidable that a certain error is generated between the torque estimation method and the actual torque. The estimation error becomes large during a transition in which the number or throttle opening changes.
Therefore, since it is necessary to set a line pressure with a margin in consideration of the estimation error, in most cases, the oil pump will output a discharge pressure that is higher than necessary, and fuel consumption will deteriorate by the amount of the driving force. There is. Therefore, if the drive of the oil pump with such a large loss is applied as it is to the drive device combining the engine and the motor generator as in the former conventional technology aiming at improving fuel efficiency,
It cannot achieve its original purpose. Further, the latter in the torque estimation method of the above-mentioned conventional technology requires a space for its installation because it mounts a torque sensor, which not only invites an increase in size of the transmission but also increases the number of parts and costs. Invite up.

Therefore, according to the present invention, in a vehicle drive system equipped with an engine and a motor generator, the input torque of the transmission is accurately calculated by utilizing the torque balance of the planetary gears without mounting the detection means, and based on that. A first object of the present invention is to provide a control device that can appropriately control a transmission.

A second object of the present invention is to make the calculated value of the input torque of the transmission more accurate in the above vehicle drive device.

Next, the present invention makes it possible to accurately calculate the input torque of the transmission in the vehicle drive device in a traveling mode in which calculation using the torque balance of the planetary gears is impossible, and the transmission is based on that. A third object of the present invention is to provide a control device capable of appropriately controlling the above.

Next, according to the present invention, in the above-described vehicle drive device, the input torque of the transmission is accurately calculated even in other driving modes in which calculation using the torque balance of the planetary gear is impossible, and gear shifting is performed based on the input torque. A fourth object is to provide a control device capable of properly controlling the machine.

Next, according to the present invention, in the vehicle drive device as described above, the input torque of the transmission is accurately calculated according to each traveling mode, and the hydraulic pressure of the transmission is appropriately controlled based on the input torque. A fifth object is to provide a control device capable of reducing energy loss.

[0011]

In order to achieve the first object, the present invention comprises an engine, a motor generator, a transmission, and a planetary gear connected to the engine, the motor generator and the transmission. In a control device for a vehicle drive device comprising, the planetary gear is made to be planetary rotatable, and the motor generator is made to output a reaction torque of the output torque of the engine, and a torque corresponding to the gear ratio of the planetary gear is applied to the transmission. During split driving for input, the output torque value of the motor generator is calculated from the current value of the motor generator, and the input torque of the transmission is calculated based on the product of the output torque value and the gear ratio of the planetary gears. It has a torque calculation means.

In order to achieve the second object, the torque calculating means is based on the product of the sum of the output torque value of the motor generator and the inertia torque value and the gear ratio of the planetary gear, and the input of the transmission. It is configured to calculate the torque.

Further, in order to achieve the third object, an engine, a motor generator, a transmission, a planetary gear connected to the engine, the motor generator and the transmission, and a friction engagement for directly connecting the planetary gear. In a control device for a vehicle drive device including an element, an engine rotation is performed during parallel hybrid traveling in which the planetary gear is directly connected and the output of the engine is added to or subtracted from the output of the motor generator. A torque calculation means for calculating the input torque of the transmission by the sum of the output torque value of the engine estimated from the number and throttle opening and the output torque value of the motor generator calculated from the current value of the motor generator. , Is characterized.

Further, in order to achieve the fourth object, in a control device for a vehicle drive device, which comprises an engine, a motor generator, a transmission, and a planetary gear connected to the engine, the motor generator and the transmission. A torque calculation in which an output torque value of the motor generator calculated from a current value of the motor generator is used as an input torque of the transmission when energy is regenerated by power generation of the motor generator or when the motor is driven by driving the motor generator. It has a means.

In order to achieve the fifth object, a plurality of friction engagement elements and hydraulic control means for controlling engagement / disengagement of the friction engagement elements are provided, and the hydraulic control means has the torque. It is configured to have a pressure adjusting control means for controlling the line pressure of the hydraulic control means on the basis of the input torque of the transmission calculated by the calculating means.

[0016]

According to the structure of the first aspect,
During split travel, the motor generator outputs reaction torque of the output torque of the engine, and the combined torque is input to the transmission. Therefore, the input torque of the transmission can be calculated by the product of the torque value output by the motor generator and the gear ratio of the planetary gear without obtaining the output torque of the engine. The output torque of the motor generator is uniquely determined by the current value of the motor generator, and therefore can be accurately calculated.

According to the second aspect of the present invention, the transmission in consideration of the inertia torque of the motor generator caused by the change in the number of revolutions of the motor generator from negative to positive as the vehicle speed increases during split traveling. Since the input torque is calculated, the calculated value can be more suitable for the traveling state of the vehicle.

According to the third aspect of the present invention, it is necessary to estimate the output torque of the engine by the same method as the conventional estimation method during the parallel hybrid running. Using the fact that the motor generator controls the required torque depending on the change in the accelerator opening while maintaining the state, the estimated value of the engine output torque in the steady state and the current value of the motor generator are unique. The estimation error can be reduced because the estimation is performed based on the output torque of the motor-generator determined in step 1. Therefore, the input torque of the transmission during parallel hybrid traveling can be accurately calculated.

Further, according to the structure of the fourth aspect, the input torque of the transmission can be accurately calculated from the output torque of the motor at the time of regeneration for disconnecting the engine from the motor generator or at the time of traveling of the motor.

Further, according to the fifth aspect of the invention, the line pressure is regulated by the pressure regulation control means on the basis of the input torque accurately obtained as described above, so that the oil as the pressure source of the hydraulic pressure control means is regulated. The pump can always be made to output the minimum necessary hydraulic pressure, and thereby the oil pump drive loss due to the output of the excessive hydraulic pressure can be reduced.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a system of a control device for a vehicle drive device. This drive system includes an engine (E / G) 1, a permanent magnet synchronous motor type motor generator (M / G) 2, and a transmission (T / G).
M) 4 and a power split section 3, and the power split section 3 is composed of a planetary gear 30 and a friction engagement element for controlling the planetary gear 30.

The control device controls the motor generator 2, the power split unit 3, and the transmission 4 in cooperation with an engine control computer (E / G-ECU) 10 and a motor generator / transmission control computer (M / G & T / M-). An ECU) 70 (hereinafter abbreviated as ECU in the description of the embodiments) and a hydraulic control means (described later in detail with reference to FIG. 3) that operates by its output, and further an information detection means for control. As an engine (E / G) rotation speed sensor 71 and an accelerator opening sensor 7
2, throttle sensor 73, motor generator (M /
G) A rotation speed sensor 74, a vehicle speed sensor 75, a brake pedal force sensor 76, etc. are provided. The motor generator 2 uses the battery 8 as a power source and is controlled via the inverter 20. Further, the torque calculating means according to the subject matter of the present invention is configured as a program in the ECU 70, the details of which will be clarified later in the description using the flowcharts of FIGS. 8 to 10.

FIG. 2 shows the power train of the vehicle drive system in skeleton. The planetary gear 30 of the power split portion 3 is a carrier 3 of a ring gear 32, a sun gear 33, and a pinion gear that meshes with both gears 32, 33.
4 is a simplest gear configuration having a rotating element, and the ring gear 32 is connected to the engine 1 via the forward clutch 31.
The sun gear 33 is attached to the rotor 21 of the motor generator 2.
The carrier 34 is connected to the input shaft 41 of the transmission 4. Further, a direct clutch 35 for connecting and disconnecting the ring gear 32 and the sun gear 33 to each other is provided, so that the planetary gear 3 can be directly connected or can be rotated by a planet. The ring gear 30 can be stopped by a brake 38. Further, the input shaft 11 of the power split unit 3 connected to the engine 1 is drivingly connected to an oil pump 51 that constitutes a pressure source of the hydraulic control means.

The transmission 4 includes two planetary gears (P
1, P2) as a speed change element, and a plurality of friction engagement elements, that is, a speed change mechanism of three forward speeds and one reverse speed controlled by engagement and release of clutches and brakes.・ A combination of planetary gears (P0) that constitutes an overdrive mechanism controlled by release
The automatic transmission has a high-speed configuration. Input shaft 4 of transmission 4
Carrier Cr0 of planetary gear (P0) connected to 1
The sun gear S0 and the sun gear S0 are connected via a parallel clutch (C0) and a one-way clutch (F0).
Can be stopped by the brake (B0). Ring gear R0 constituting an output element of the planetary gear (P0)
Is coupled to the ring gear R1 of the planetary gear (P1) and is also connected to the sun gear S2 via the clutch (C2).
It is connected to. The sun gear S2 and the ring gear R2 of the planetary gear (P2) are respectively the planetary gear (P
The ring gear R2 is connected to the sun gear S1 of 1) and the carrier Cr1 and serves as an output element of the automatic transmission 4. The two sun gears S1 and S2 can be stopped by a brake (B1), and the carrier Cr2 of the planetary gear (P2) can be stopped by a parallel one-way clutch (F2) and a brake (B3).

As shown in the hydraulic circuit in FIG. 3, the hydraulic pressure control means 50 uses the oil pump (O / P) 51 as a hydraulic pressure source and constitutes the pressure control means according to the present invention.
0a, a split control unit 50b, a transmission (T / M) control unit 50c, and a lubrication unit 50d, the line pressure is regulated by a signal from the ECU 70,
By switching the oil passage by the manual valve 52, each range pressure is output to each control unit according to the selected position (drive “D”), (low “L”), and (reverse “R”). ing. It should be noted that, in the drawings, the illustration of electrical signal paths and oil paths not directly related to the subject matter of the present invention is omitted.

The pressure regulation control unit 50a regulates the line pressure, supplies the signal pressure to the split control unit 50b, and lubricates the lubrication unit 50.
In order to supply the lubricating pressure to d, the oil pump (O
/ P) 51 is provided with a regulator valve 53, a solenoid modulator valve 54, and a linear solenoid valve 55, which are branched and connected to a line pressure oil passage a connected to the discharge side of the solenoid valve. A signal pressure regulated by the linear solenoid valve 55 is applied with the hydraulic pressure reduced by the modulator valve 54 as a base pressure, the pump discharge pressure is appropriately returned to the pump suction side, and an excessive boost is supplied to the lubrication unit 50d. The line pressure is adjusted to a predetermined value according to the input torque of the transmission.

The split control unit 50b is a forward clutch (Cf) arranged in the power split unit 3.
31, each of the hydraulic servos of the direct clutch (Cd) 35 and the reverse brake (Br) 38, the forward clutch (Cf) control valve 56, the direct clutch (Cd) control valve 57, and the like for controlling engagement / disengagement of both clutches. The forward clutch (Cf) control valve 56 is capable of supplying hydraulic pressure from the line pressure oil passage a and the “L” range pressure oil passage b, and is a direct clutch. (Cd) The control valve 57 is capable of supplying hydraulic pressure from the “D” range pressure oil passage c, and the hydraulic servo of the reverse brake (Br) 38 is
The hydraulic pressure can be directly supplied from the "R" range pressure oil passage d. In the figure, reference numeral 60 is a cooler for cooling the oil circulating in the hydraulic circuit downstream of the regulator valve 53, 61 is a lubrication point of the power split unit 3, and 62 is a conceptual lubrication point of the transmission 4. Shown, 63
Indicates a relief valve for circuit protection. Further, the transmission (T / M) control unit 50c is the same as the hydraulic pressure control unit of the conventional normal automatic transmission, and thus a detailed description thereof will be omitted.

The hydraulic control means 50 constructed in this way
Is a transmission input torque calculation of the ECU 70,
An output signal of the linear solenoid valve 55 based on a linear solenoid command value output based on a required line pressure calculation. Under the control of the regulator valve 53 that regulates the pressure with hydraulic pressure, a line optimized according to the transmission input torque at each traveling time point. The pressure is supplied to the manual valve 52 and the transmission control unit 50c.

The engine, the motor-generator and the power split section of the vehicle drive device having the above structure are
Basically, it operates in five different modes as shown in the operation chart of FIG. That is, when traveling in the motor mode, the forward clutch (Cf) 31 is disengaged (x), the direct clutch (Cd) 35 is engaged (◯), the engine (E / G) 1 is idling,
The motor generator (M / G) 2 is electrically (M) controlled. At this time, in the power train shown in FIG. 2, the output torque of the motor generator 2 is transmitted to the transmission 4 via the planetary gear 30 in the directly connected state.

During traveling in the split mode, the forward clutch (Cf) 31 is engaged (◯), the direct clutch (Cd) 35 is disengaged (×), the engine 1 is maintained at a predetermined rotation, and the motor generator ( The M / G) 2 is shifted from the power generation (G) to the electric (M) control as the vehicle speed increases. At this time, the engine output torque is input to the ring gear 32 of the planetary gear 30 via the forward clutch 31, and the output torque corresponding to the reaction torque support of the sun gear 33 by the motor generator 2 is output from the carrier 34 to the transmission 4.

When traveling in the parallel hybrid (PH) mode, both the forward clutch (Cf) 31 and the direct clutch (Cd) 35 are engaged (○),
The motor generator (M / G) 2 is controlled to generate electricity (G) or electrically (M). At this time, the engine output torque is output to the transmission 4 via the forward clutch 31 and the directly connected planetary gear 30, and the output torque of the motor generator 2 is output to the transmission 4 via the directly connected planetary gear 30.

During traveling in the engine (E / G) mode, both the forward clutch (Cf) 31 and the direct clutch (Cd) 35 are engaged (◯). At this time, the output torque of the engine 1 is equal to the forward clutch 3
1 and the planetary gear 30 and output to the transmission 4.

During traveling in the regenerative mode, the forward clutch (Cf) 31 is released (x), the direct clutch (Cd) 35 is engaged (◯), and the motor generator (M / G) 2 generates electricity. (G) It is controlled. At this time, the reverse drive torque transmitted from the wheel side to the planetary gear 30 in the direct connection state via the transmission 4 is used for the braking force of the vehicle according to the torque control of the motor generator 2 in the power generation (G) control state.

In this way, the torque transmitted from the planetary gear 30 to the transmission during traveling in each mode is changed in the same manner as in a normal automatic transmission and is transmitted to the wheels to propel the vehicle. The operation of each friction engagement element at each range position and gear position is shown in the diagram of FIG. 5, and will be replaced with the operation description of the automatic transmission 4. In the charts, the circles indicate engagement for clutches and brakes, the lock for one-way clutches, the crosses indicate release for clutches and brakes, and free for one-way clutches.
As can be seen by referring to the power train of FIG.
The transmission according to this embodiment does not have a gear stage for achieving reverse in order to simplify the mechanism. Therefore, as shown in the operation chart of FIG. 4 and the engagement chart of FIG. This is achieved by setting the transmission to the first gear in the "D" range and driving the motor generator (M / G) in reverse. Further, although not shown in FIG. 5, in the “L” range position, the first and second gears can be achieved, and in the first gear, an additional function of the brake B3 indicated by a circled parenthesis is added. The engine brake can be obtained in combination.

The control by the control device will be described in detail below mainly with reference to each flow chart and also referring to the velocity diagram shown in FIG. FIG. 6 shows a vehicle control main routine. First, at step S1, the accelerator opening sensor 72
Based on the information from, it is determined whether or not the accelerator pedal is operated (ON). If this determination is no (N), it is checked in the next step S2 whether or not the vehicle speed is 0 based on the information from the vehicle speed sensor 75. This is yes (Y)
In the case of, the process proceeds to step S3 to perform the vehicle stop control, and in the case of No (N), the regenerative control to be described later in detail is performed in step S4. On the other hand, if the determination in step S1 is yes (Y), then in step S5, the running control subroutine described in detail later is entered. Although the vehicle stop control here is not directly related to the subject of the present invention, a detailed description thereof will be omitted, but for example, engine idling rotation is maintained in a fuel cut state by electric control of the motor generator.

When the running control subroutine shown in FIG. 7 is entered, first, at step S10, it is judged from the information of the vehicle speed sensor 75 whether the vehicle speed is 0 or not. When the vehicle is initially stopped (vehicle speed is 0), the split mode control is performed in step S11 to start the vehicle. If the vehicle has already started, the process directly proceeds to step S12. In step S12, it is determined whether or not the rotation speed (Ns) of the sun gear 33 of the planetary gear 30 and the rotation speed (Nr) of the ring gear 32 are equal.
Repeat 1 split mode control. In this way, when the both rotational speeds become equal in step S12, the process proceeds to parallel hybrid (PH) mode control in step S13.

In the split mode subroutine shown in FIG. 8, the first step S20 is performed to start the vehicle.
The forward clutch (Cf) 31 is engaged (ON) with. Next, in step S21, the transmission input torque (Ti) according to the subject matter of the present invention is calculated. That is, in this mode, the engine (E / G) operating point (Ne, Te) is determined according to the accelerator opening detected by the accelerator opening sensor 72 in step S21-1 showing the details. here,
Ne represents the engine speed, Te represents the engine torque,
These are predetermined values with good engine efficiency in consideration of improvement of fuel consumption and purification of exhaust gas. Next in step S21
At -2, the current value of the motor generator (M / G) is controlled so as to reach the target rotation speed while monitoring the engine rotation speed (Ne). Then, in step S21-3, the output torque (Tm) of the motor generator, which is a value obtained by multiplying the current value by the torque constant, is calculated. Next, step S2
In 1-4, the transmission input torque (Ti) is calculated from the output torque (Tm). Based on the transmission input torque (Ti) thus obtained, the required line pressure is calculated in step S22, and a command value is output to the linear solenoid valve 55 (see FIG. 3) in step S23.

The state of the planetary gear 30 during this split mode control is shown in the velocity diagram of FIG. The motor generator (M /
When the control of G) is performed, the ring gear 32 is rotated by a predetermined amount (Ne), the carrier 34 is stopped, and the sun gear 33 is in the state shown by the solid line descending to the right in the reverse rotation diagram. Starting from this state, the rotation of the carrier 34 starts as the vehicle speed increases, and the reverse rotation speed of the motor generator (M / G) in the power generation state, that is, the rotation speed of the sun gear 33 decreases. Eventually as the vehicle speed increases, sun gear 3
The rotation number of 3 becomes 0. This state is shown by the dotted line in the figure. Further, when the rotation of the sun gear 33 becomes a normal rotation due to the increase of the vehicle speed, the rotation of the sun gear 33 is changed to the normal rotation in the electric state of the motor generator (M / G), and the rotation of the sun gear 33 is synchronized with the rotation of the ring gear 32 as the vehicle speed increases. This state is shown by a horizontal solid line in the figure. From this state, the next parallel hybrid mode control is performed.

In the parallel hybrid mode shown in FIG. 9, the direct clutch (C
Engage (ON) d). Next, in step S31, the transmission input torque (Ti) according to the subject matter of the present invention is calculated. That is, in this mode, the details will be described in step S31.
As indicated by -1, the engine (E / G) torque (Te) is estimated from the engine speed (Ne) detected by the engine speed sensor 71 and the throttle opening detected by the throttle sensor 73. Next, in step S31-2, the transmission input torque (Ti) is calculated from the engine (E / G) torque (Te) and the motor generator torque (Tm). Here, Ti = Te + Tm. Based on the transmission input torque (Ti) thus obtained, the required line pressure is similarly calculated in step S32, and step S33
The command value is output to the linear solenoid valve 55 with.

By the engagement of the direct clutch (Cd) in step S30 in the control state of the parallel hybrid (PH) mode, the planetary gear 30 has three gears.
The elements 32, 33, and 34 are in a directly connected state of integral rotation, and as the vehicle speed increases, a running state in which the engine torque displaced upward is supplemented by the motor generator torque as indicated by the arrow in the horizontal speed line in the figure.

In the regeneration control subroutine shown in FIG. 10,
In step S40, the operation of the foot brake is confirmed by the brake pedal force sensor 76. When the brake is depressed (Y), the regenerative torque is calculated from the brake pedal force in step S41, and when the brake is not depressed (N), the regenerative torque equivalent to the engine brake is calculated in step S42. . In these cases, specifically, the regenerative torque (Tm) is calculated from the current value of the motor generator (M / G) 2, and the regenerative torque is used as the transmission input torque (Ti). Similarly, the required line pressure is calculated in step S43 from the value thus obtained, and the command value is output to the linear solenoid valve 55 in step S44. Then, in step S45, in order to reduce the loss due to the drag torque of the engine 1, the forward clutch (C
f) Release 31 (OFF), disconnect engine 1,
The direct clutch (Cd) 35 is engaged (ON) in step S46, and regeneration is performed with the torque calculated in step S47.

In this regenerative mode control state, the forward clutch (Cf) 31 is released (OF) in order to reduce the loss due to the drag torque of the engine 1 in step S45.
By performing F), the engine is separated from the ring gear 32, but the three elements 32, 33, 34 of the planetary gear 30 are maintained in the directly connected state of integral rotation by the engagement of the direct clutch (Cd) 35 in step S46. The vehicle speed decreases according to the amount of regenerative torque absorbed. As a result, the horizontal velocity line is displaced downward as indicated by the arrow.

As described in detail above, in this embodiment,
During split travel, the motor generator generated torque (that is, the reaction torque of the sun gear 33) is detected from the value of the current flowing through the motor generator 2, and the transmission input torque is calculated using the torque balance of the planetary gear 30. Since the torque can be accurately estimated, the line pressure can be suppressed to a necessary minimum according to the traveling state of the vehicle, and the loss required for driving the hydraulic pump 51 can be reduced to improve the fuel consumption.

During parallel hybrid (PH) traveling, the quasi-steady state is utilized by utilizing the fact that the torque of the motor generator 2 is adjusted with respect to the output torque generated in the engine in a substantially steady state. Therefore, since the input torque of the transmission 4 is calculated from the engine torque that can be estimated with relatively high accuracy and the motor torque that can be accurately calculated from the control current, in a conventional vehicle equipped with an automatic transmission,
Throttle change, engine speed change, intake air amount change is particularly large Even when compared during overtaking acceleration, there is no throttle change, engine speed change is gradual, intake air amount change is small, so engine torque estimation error is extremely small can do. Therefore, also in this case, the line pressure can be suppressed to the minimum necessary according to the traveling state of the vehicle, as in the split traveling, and the hydraulic pump 51
The fuel consumption can be improved by reducing the loss required for driving the vehicle.

Further, during regenerative control, the motor generator torque becomes the transmission input torque, so that the input torque of the transmission 4 can be accurately calculated from the control current to control the line pressure. The effect of can be obtained.

The present invention has been described above in detail based on the embodiment. However, the present invention is not limited to this embodiment, and various concrete configurations may be changed within the scope of the matters described in the claims. It can be carried out.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram showing a block of a control device for a vehicle drive device according to an embodiment of the present invention.

FIG. 2 is a skeleton diagram showing a power train of the vehicle drive device.

FIG. 3 is a schematic circuit diagram of hydraulic control means of the control device.

FIG. 4 is an operation chart of an engine, a motor generator, and a power split unit of the vehicle drive device.

FIG. 5 is an engagement chart of each friction engagement element of the automatic transmission of the vehicle drive device.

FIG. 6 is a flowchart showing a main routine by an ECU of the control device.

FIG. 7 is a flowchart showing a traveling control subroutine of the ECU.

FIG. 8 is a flowchart showing a split mode subroutine of the ECU.

FIG. 9 is a flowchart showing a parallel hybrid mode subroutine of the ECU.

FIG. 10 is a flowchart showing a regeneration control subroutine of the ECU.

FIG. 11 is a velocity diagram showing an operation of the power split unit in each traveling mode.

[Explanation of symbols]

1 Engine 2 Motor Generator 3 Power Split Section 4 Automatic Transmission 30 Planetary Gear 31 Forward Clutch (Friction Engagement Element) 35 Direct Clutch (Friction Engagement Element) 38 Brake (Friction Engagement Element) 50 Hydraulic Control Means 50a Pressure Control Section (Pressure adjusting control means) 51 Oil pump 70 ECU (Motor generator / transmission control computer) S21, S31, S41, S42 Torque calculation means C0, C2 Clutch (friction engagement element) B0, B1, B3 Brake (friction engagement element) )

Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display area F16H 61/02 // F16H 59:16

Claims (5)

[Claims] 1. A control device for a vehicle drive device, comprising an engine, a motor generator, a transmission, and a planetary gear connected to the engine, the motor generator, and the transmission, wherein the planetary gear is made to be planetary rotatable. During split traveling in which the motor generator outputs a reaction torque of the output torque of the engine and the torque corresponding to the gear ratio of the planetary gear is input to the transmission, the current value of the motor generator is determined from the current value of the motor generator. A control device for a vehicle drive device, comprising: torque calculating means for calculating an output torque value and calculating an input torque of the transmission based on a product of the output torque value and a gear ratio of the planetary gear. . 2. The torque calculating means calculates the input torque of the transmission based on a product of a sum of an output torque value and an inertia torque value of the motor generator and a gear ratio of the planetary gear. Control device for the vehicle drive device. 3. A vehicle drive device comprising: an engine, a motor generator, a transmission, a planetary gear connected to the engine, the motor generator and the transmission, and a friction engagement element for directly connecting the planetary gear. In the control device, the planetary gear is directly connected, and the output of the engine is added to or subtracted from the output of the motor generator to input to the transmission during parallel hybrid traveling, which is estimated from the engine speed and the throttle opening. A vehicle drive characterized by comprising torque calculation means for calculating an input torque of the transmission by a sum of an output torque value of the engine and an output torque value of the motor generator calculated from a current value of the motor generator. The control device of the device. 4. A control device for a vehicle drive device comprising an engine, a motor generator, a transmission, and a planetary gear connected to the engine, the motor generator, and the transmission, wherein energy regeneration by power generation of the motor generator is performed. At the time of running the motor by driving the motor generator, there is provided torque calculation means for setting an output torque value of the motor generator calculated from a current value of the motor generator as an input torque of the transmission. A control device for a vehicle drive device. 5. A plurality of friction engagement elements and a hydraulic pressure control means for controlling engagement / disengagement of the friction engagement elements, wherein the hydraulic pressure control means of the transmission calculated by the torque calculation means. 5. A pressure regulation control means for controlling the line pressure of the hydraulic pressure control means based on the input torque.
2. A control device for a vehicle drive device according to claim 1.