JP3938001B2 - Control method for hybrid transmission when abnormal - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To transmit power for a long time by a motor/generator of a normal system and an engine even if a control system including one of two motor/generators is troubled. <P>SOLUTION: When a motor generator MG1 is troubled, the target number of rotation N1 and the target torque tT1 of the troubled MG 1 are taken as 0 in S21 and S22, and target engine torque tT2(Nm)=ä&beta;/(1+&beta;)}&times;To is determined from a gear ratio &alpha; and &beta; and target wheel drive torque tTo in S23, and the target torque tT2=ä1/(1+&beta;)}&times;tTo of a normal motor generator MG2 is determined in S24. In S25, the target number tN2 of rotation of the motor generator MG2 is determined by dividing electric power Pb which can be brought out from a battery and is positive when the battery charging rate Vb is not less than a set value, and is negative when Vb is less than the set value by tT2. In S26, the target speed of the engine tNe=ä(1+&beta;)No-tN2}/&beta; is determined from the target number of rotation of the motor generator MG2 and the output rotation number of the transmission No. Since power Pb is constant as mentioned above, the normal motor generator MG2 is activated as a motor while the battery charging rate Vb is sufficient, and it is activated as a generator while the battery charging rate Vb is insufficient. Accordingly, with the battery charging rate Vb kept to the set value, a vehicle can thus run long distance. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid transmission having a differential device between a motor such as an engine and a motor / generator, and capable of performing a continuously variable transmission operation under the control of the motor / generator. In the hybrid transmission provided with a generator, even when a control system including one of the motor / generator fails, the hybrid transmission abnormal-time control method which enables power transmission to continue between the other normal system motor / generator and the prime mover It is about.
[0002]
[Prior art]
Conventionally, as a hybrid transmission, for example, as described in Patent Document 1, a rotary element in a three-element, two-degree-of-freedom differential device including one planetary gear set is used as an output to a generator, an engine, and a drive wheel. Further, a combination of a motor and a motor is known.
[0003]
[Patent Document 1]
JP 2000-238555 A
[0004]
[Problems to be solved by the invention]
In this hybrid transmission, since it is premised that the operation of the hybrid system is totally stopped when the generator motor or the control system including the motor fails, the hybrid transmission-equipped vehicle cannot run at the time of the failure. For example, the vehicle cannot be self-propelled to a repair shop.
[0005]
Here, in the above-described conventional hybrid transmission, when the control system including the generator breaks down, the motor directly connected to the output to the drive wheels can be driven by battery power to make the vehicle run independently. A control method is considered.
However, with this method, the battery power is continuously drawn to travel, so the battery power is exhausted at an early stage and the distance that can be self-propelled is extremely short, and it is often impossible to make the vehicle self-propelled to the repair shop. .
If the control system including the motor breaks down, this is directly connected to the output to the drive wheels, and therefore the control of the gear ratio may become unstable or cannot be run even by the control of the generator.
[0006]
The applicant of the present application previously provided a two-degree-of-freedom, four-element differential device having four rotating members as rotating members arranged on the nomograph, and two on the inner side of the nomograph. Have proposed a hybrid transmission in which an input from a prime mover and an output to a drive system are coupled to each of the rotating members, and two motors / generators are coupled to each of the rotating members positioned on the outer side of the alignment chart. ,
Even in this type of hybrid transmission, when the control system including the motor / generator breaks down, it is considered to follow the method of stopping the operation of the hybrid system as a whole. The vehicle cannot be driven to the repair shop.
[0007]
In the hybrid transmission of the type proposed by the applicant of the present invention, even if a control system including one motor / generator fails, the other normal system motor / generator is operated as a motor. By repeating the fail mode and the fail mode that operates as a generator, this idea is realized from the viewpoint that the vehicle can be driven over a long distance while maintaining the charged state of the battery in combination with the operation of the prime mover. It aims at proposing the control method at the time of abnormality of the hybrid transmission which eliminates a problem.
[0008]
By the way, in the hybrid transmission of the above type, even if it is attempted to operate only with the prime mover at the time of the failure, the failed system motor / generator cannot receive the reaction force of the prime mover, so that power transmission cannot be performed. The above object cannot be achieved unless a normal motor / generator is controlled.
[0009]
[Means for Solving the Problems]
  For this purpose, the abnormality control method of the hybrid transmission according to the present invention is as described in claim 1.
  In the hybrid transmission of the above type, when the control system including one of the motor / generator fails, Motor related to the failed system / The generator target speed and target torque 0 From the target drive torque to the drive system using the balance equation on the nomograph in the state ofThe other normal systemRelated toMotor / generatorTarget torqueTheSeeking each,
  Battery / charge rate for the motor / generatorDepending on the battery charge rateIf is greater than the set valueThe motor / generator related to the normal systemOperate as a motorLike,Also,If the battery charge rate is less than the set valueMotor / generator related to normal systemOperate as a generatorThe target rotation speed of the motor / generator related to the normal system is obtained from the battery take-out power set as described above and the target torque of the motor / generator related to the normal system,
  The motor / generator related to the prime mover and the normal system is controlled so that the target torque of the prime mover and the target torque and target rotational speed of the motor / generator related to the normal system are realized.Characterized by the method.
[0010]
【The invention's effect】
  According to the abnormality control method for a hybrid transmission according to the present invention, when a control system including one motor / generator fails,Motor related to the faulty system / The generator target speed and target torque 0 From the target drive torque to the drive system using the balance equation on the nomograph in the state of the engine, the target torque of the prime mover and the target torque of the motor / generator related to the other normal system, respectively,
  Depending on the charging rate of the battery for the motor / generator, if the battery charging rate is equal to or higher than a set value, the motor / generator related to a normal system is operated as a motor, and the battery charging rate is less than the set value. For example, the target rotational speed of the motor / generator related to the normal system can be calculated from the power that can be taken out from the battery set to operate the motor / generator related to the normal system as a generator and the target torque of the motor / generator related to the normal system. Seeking
  Since the motor / generator related to the prime mover and the normal system is controlled so that the target torque of the prime mover and the target torque and target rotational speed of the motor / generator related to the normal system are realized,
  A normal system motor / generator is operated as a motor if the charge rate of the battery for the motor / generator is equal to or greater than a set value, and if the battery charge rate is less than the set value.Because the prime mover continues to operate as described above,To act as a generatorCan,
  Normal system motor / generator operation and prime mover operationHybrid mode with simultaneous use ofsoofPower transmission is possible, and the charge state of the battery can be maintained by repeating the fail mode in which a normal motor / generator is operated as a motor and the fail mode in which the motor is operated as a generator. It is also possible to make the mounted vehicle self-propelled over a long distance to a repair shop, so that the above-described problems caused by the above-described conventional abnormality control method can be solved.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 illustrates a hybrid transmission to which an abnormality control method according to an embodiment of the present invention can be applied, and this is used as a transaxle for a front wheel drive vehicle (FF vehicle) in the present embodiment. The following configuration is useful.
[0012]
In the figure, reference numeral 1 denotes a transmission case. A Ravigneaux type planetary gear set 2 is arranged on the right side (front side close to the engine ENG) of the transmission case 1 in the axial direction (left and right direction in the figure), and the left side (after being far from the engine ENG). For example, a motor / generator set that enables the composite current two-layer motor 4 is built in the side).
The Ravigneaux type planetary gear set 2 and the composite current two-layer motor 4 are arranged coaxially on the main axis of the transmission case 1, but the countershaft 5 and the differential gear device 6 arranged in parallel by being offset from the main axis are also changed. Built in the machine case 1.
[0013]
The Ravigneaux planetary gear set 2 is a combination of a single pinion planetary gear set 7 and a double pinion planetary gear set 8 that share the long pinion P1 and the ring gear R. The single pinion planetary gear set 7 meshes the long pinion P1 with the sun gear Ss. In addition to the sun gear Sd, ring gear R, and long pinion P1, the double pinion planetary gear set 8 includes a large-diameter short pinion P2, and the short pinion P2 meshes with the sun gear Sd and the ring gear R and is connected to the long pinion P1. The structure is also engaged.
All the pinions P1 and P2 of the planetary gear sets 7 and 8 are rotatably supported by a common carrier C.
[0014]
The Ravigneaux type planetary gear set 2 having the above-described configuration has four rotating members of the sun gear Sd, the sun gear Ss, the ring gear R, and the carrier C as main elements, and the rotation speed of two of these four rotating members. Is determined, a two-degree-of-freedom differential device in which the rotational speed of the other members is determined is configured.
The rotational speed order of the four rotating members is the order of the sun gear Ss, the ring gear R, the carrier C, and the sun gear Sd as shown by the alignment chart of FIG.
Needless to say, the differential device is not limited to the Ravigneaux type planetary gear set 2 used in the present embodiment, and an arbitrary one can be used.
[0015]
The composite current two-layer motor 4 includes an inner rotor 4ri and an annular outer rotor 4ro that surrounds the inner rotor 4ri so as to be coaxially rotatable in the transmission case 1 and between the inner rotor 4ri and the outer rotor 4ro. An annular stator 4s disposed coaxially in the annular space is fixed to the transmission case 1 and configured.
The annular motor 4s and the outer rotor 4ro constitute a first motor / generator MG1 that is an outer motor / generator, and the annular coil 4s and the inner rotor 4ri constitute a second motor / generator MG2 that is an inner motor / generator. Configure.
Here, the motor / generators MG1 and MG2 are motors that output rotations in individual directions according to the supply current and at individual speeds (including stop) according to the supply current when a composite current is supplied. Functions and functions as a generator that generates electric power according to rotation by external force when composite current is not supplied.
[0016]
The above four rotating members of the Ravigneaux planetary gear set 2 are arranged in the order of rotational speed, that is, in the order of the sun gear Ss, the ring gear R, the carrier C, and the sun gear Sd as shown in the collinear diagram of FIG. The generator MG1, the engine ENG as the prime mover, the output (Out) to the wheel drive system including the differential gear device 6, and the second motor / generator MG2 are respectively coupled.
[0017]
This coupling will be described in detail below with reference to FIG. 1. In order to use the ring gear R as an input element for inputting engine (ENG) rotation as described above, this ring gear R is coupled to the engine crankshaft 9 via the clutch 3. To do.
The sun gear Sd is coupled to the inner rotor 4ri of the second motor / generator MG2 via the shaft 11, and the sun gear Ss is coupled to the outer rotor 4ro of the first motor / generator MG1 via the hollow shaft 12 surrounding the shaft 11. .
[0018]
In order to use the carrier C as an output element that outputs rotation to the wheel drive system as described above, the output gear 14 is coupled to the carrier C via the hollow shaft 13 and meshed with the counter gear 15 on the counter shaft 5. Let
A separate final drive pinion 16 is integrally provided on the countershaft 5 and meshed with a final drive ring gear 17 provided in the differential gear device 6.
The output rotation from the transmission reaches the differential gear device 6 through a final drive gear set composed of a final drive pinion 16 and a final drive ring gear 17, and is distributed to the left and right drive wheels 18 by this differential gear device. .
[0019]
The hybrid transmission configured as described above can be represented by a collinear diagram as shown in FIG. 2, and the horizontal axis of the collinear diagram is a distance ratio between rotating members determined by the gear ratio of the planetary gear sets 7 and 8, In other words, when the distance between the ring gear R and the carrier C is 1, the ratio of the distance between the sun gear Ss and the ring gear R is denoted by α, and the distance between the carrier C and the sun gear Sd is denoted by β.
The vertical axis of the nomograph shows the rotational speed of each rotating member, that is, the engine speed Ne to the ring gear R, the speed N1 of the sun gear Ss (motor / generator MG1), and the output (Out) speed No from the carrier C. , And the rotation speed N2 of the sun gear Sd (motor / generator MG2). If the rotation speeds of the two rotation members are determined, the rotation speeds of the other two rotation members are determined.
In FIG. 2, the rotation balance equation is expressed by (N1-No) :( Ne-No) = (1 + α): 1 and (Ne-N2) :( Ne-No) = (1 + β): 1. The rotation speeds N1 and N2 of the motor / generators MG1 and MG2 can be obtained from the engine rotation speed Ne and the output rotation speed No by the following rotation balance equation.
N1 = (1 + α) Ne-α ・ No (1)
N2 = (1 + β) No-β · Ne (2)
[0020]
FIG. 2 further shows the engine torque Te acting on each rotating member, the torques T1 and T2 of the motor / generators MG1 and MG2, and the output (Out) torque To as vectors in the vertical axis direction.
Here, since the engine ENG is present in the input rotation system coupled to the ring gear R, the rotation inertia is large, and the output (Out) rotation system coupled to the carrier C is also present in the rotation inertia because there are wheels, a differential gear device, and the like. As shown in FIG. 2, the lever center of gravity G on the nomograph is located between the ring gear R (engine ENG) and the carrier C (output Out) where the inertia is large. Shown as distance Xgc.
[0021]
In order to maintain the steady state (to achieve the target drive torque at a constant vehicle speed), the translational motion γ and the rotational motion δ around the center of gravity G due to the torque acting on the four rotating members are both zero.
In other words, for translational motion γ, T1 + Te + (To + T2) = 0 holds, and for rotational motion δ, T1 × Xgc + Te (Xgc-α) = To (α + 1-Xgc) + T2 ( α + 1 + β-Xgc) is established.
Solving these two equations, the torque balance equation in the collinear chart of FIG.
T1 =-{β · To + (1 + β) Te} (α + 1 + β) (3)
T2 =-{(1 + α) To + α · Te} (α + 1 + β) (4)
However, the power Pb to the battery is assumed to be 0 here for the sake of simplicity (assuming that all the power generated by one of the motor / generators MG1 and MG2 is consumed as the other motor driving power).
However, the basic calculation is the same even if the power balance of the motor / generators MG1 and MG2 is lost and the power Pb to the battery is generated.
[0022]
Note that the balance equation when the control system including the motor / generator MG1 fails is such that the rotation speed N1 and the torque T1 related to this are 0, so the engine torque Te and the engine rotation speed in the collinear diagram of FIG. Ne and the torque T2 and the rotational speed N2 of the motor / generator MG2 in a normal system are respectively expressed by the following equations.
Te = {β / (1 + β)} × To (5)
T2 = {1 / (1 + β)} × To (6)
N2 = Pb / T2 (7)
Ne = {(1 + β) No−N2} / β (8)
[0023]
Further, the balance formula in the case where the control system including the motor / generator MG2 fails is such that the rotational speed N2 and the torque T2 related to this are 0, so the engine torque Te and the engine rotational speed in the collinear diagram of FIG. Ne, the torque T1 and the rotational speed N1 of the motor / generator MG1 in a normal system are each expressed by the following equations.
Te = {(1 + α) / α} × To (9)
T1 = − (1 / α) × To (10)
N1 = Pb / T1 (11)
Ne = (N1 + αNo) / (1 + α) (12)
[0024]
In FIG. 1, the motor / generators MG1 and MG2 are configured as a composite current two-layer motor. It can be arranged offset in the direction.
[0025]
As shown in FIG. 3, the above-described shift control system of the hybrid transmission includes a hybrid controller 21, and the hybrid controller 21 issues a command related to the engine operating point determined by the combination of the target engine torque tTe and the target engine speed tNe. The engine controller 22 operates the engine ENG so that the target torque tTe and the target rotation speed tNe are generated.
[0026]
Hybrid controller 21 further includes a command related to an operating point determined by a combination of target torque tT1 and target rotational speed tN1 of motor / generator MG1, and an operation determined by a combination of target torque tT2 and target rotational speed tN2 of motor / generator MG2. A command related to the point is supplied to the motor controller 23, and the motor controller 23 controls the motor / generators MG 1 and MG 2 by the inverter 24 and the battery 25 so that the operating point corresponding to the combination of the target values described above is realized.
[0027]
For this reason, the hybrid controller 21 has a signal from the accelerator opening sensor 26 that detects the accelerator pedal depression amount APO, a signal from the vehicle speed sensor 27 that detects the vehicle speed VSP, and a travel mode (forward travel, A signal from the range sensor 28 that detects the range RNG selected in accordance with engine brake travel and reverse travel) is input.
Based on the above input information, the hybrid controller 21 performs processing according to the flowcharts shown in FIGS. 4 to 6 to determine the operating points of the engine ENG and the motor / generators MG1 and MG2 as described below. Shift control of the transmission is performed.
[0028]
FIG. 4 shows the main routine. First, in step S1, the target wheel driving force tFd (Kw) is retrieved from the accelerator pedal depression amount APO and the vehicle speed VSP based on the map illustrated in FIG. 7 obtained in advance for each selected range RNG. To do.
In the next step S2, a target wheel driving torque tTo (Nm) is calculated by multiplying the target wheel driving force tFd by the wheel tire radius R, and in step S3, the target wheel driving torque tTo is multiplied by the vehicle speed VSP. Drive power tPo (Kw / h) is calculated.
Next, in step S3, the target engine power tPe (Kw / h) is obtained by dividing the target wheel drive power tPo by the transmission efficiency η.
[0029]
In step S5, a target engine speed tNe for realizing the target engine power tPe with the lowest fuel consumption is obtained based on the engine characteristic map illustrated in FIG.
FIG. 8 shows the combination of the engine torque Te and the engine speed Ne, which generate this for each engine power, together with the equal fuel consumption rate line as an equal horsepower line, and the corresponding engine power on each equal horsepower line with the lowest fuel consumption. The combination of the engine torque Te and the engine speed Ne to be generated is indicated by points A, B, C..., And the line connecting the lowest fuel consumption points A, B, C on the equal horsepower lines is the optimum fuel consumption line.
When obtaining the target engine speed tNe by the optimal fuel efficiency control based on FIG. 8, the intersection of the equal horsepower line and the optimal fuel efficiency line corresponding to the target engine power tPe is determined as point A, for example. The engine speed Ne corresponding to is determined as the target engine speed tNe.
[0030]
In step S6, by dividing the target engine power tPe by the target engine speed tNe, a target engine torque tTe for realizing the target engine power tPe with minimum fuel consumption is calculated based on the target engine speed tNe.
Thus, the combination of the target engine speed tNe and the target engine torque tTe is the engine operating point for realizing the target engine power tPe with the lowest fuel consumption.
[0031]
In step S7, it is checked whether or not the control system including the motor / generators MG1 and MG2 is out of order. If both are normal, the control proceeds to step S8 and the following normal control is performed.
That is, the target of the first motor / generator MG1 is determined from the transmission output rotational speed No that can be obtained by multiplying the vehicle speed VSP by the wheel tire radius R and the final gear ratio and the target engine rotational speed tNe. The rotation number tN1 is determined by the following rotation balance equation corresponding to the equation (1).
tN1 = (1 + α) tNe-α ・ No ・ ・ ・ （13）
Calculated by
[0032]
Further, from the transmission output rotational speed No and the target engine rotational speed tNe, the target rotational speed tN2 of the second motor / generator MG2 is calculated according to the following rotational balance formula corresponding to the formula (2).
tN2 = (1 + β) No-β · tNe (14)
Calculated by
[0033]
Then, from the target wheel drive torque tTo and the target engine torque tTe, the target torque tT1 of the first motor / generator MG1 is expressed by the following torque balance equation corresponding to the equation (3).
tT1 =-{β · tTo + (1 + β) tTe} (α + 1 + β) (15)
Calculated by
Similarly, from the target wheel drive torque tTo and the target engine torque tTe, the target torque tT2 of the second motor / generator MG2 is expressed by the following torque balance equation corresponding to the equation (4).
tT2 =-{(1 + α) tTo + α ・ tTe} (α + 1 + β) (16)
Calculated by
[0034]
The hybrid controller 21 instructs the engine controller 22 to use the combination of the target engine speed tNe and the target engine torque tTe obtained as described above as the engine operating point, and controls the engine ENG to operate at this operating point.
At the same time, the hybrid controller 21 uses the combination of the target rotational speed tN1 and the target torque tT1 obtained as described above as the operating point of the motor / generator MG1,
The combination of the target rotational speed tN2 and the target torque tT2 is commanded to the motor controller 23 as operating points of the motor / generator MG2, and the motor / generators MG1 and MG2 are controlled to operate at these operating points.
Thus, the target wheel driving force tFd can be generated by the normal control that controls the engine ENG and the motor / generators MG1 and MG2 so that the above operating points are realized.
[0035]
If it is determined in step S7 in FIG. 4 that the control system including the motor / generators MG1 and MG2 has failed, it is checked in step S9 which control system has failed.
When it is determined in step S9 that the control system including the motor / generator MG1 has failed, the control proceeds to step S10 to perform control when the MG1 system fails, and the control system including the motor / generator MG2 has failed. When it is determined that the control is performed, the control proceeds to step S11, and the control at the time of MG2 system failure is performed.
[0036]
  The control at the time of failure of the MG1 system in step S10 is as shown in FIG. 5. First, in step S21 and step S22, since the control system including the motor / generator MG1 has failed, the target rotational speed tN1 and target torque tT1 are set. Set each to 0.
  In step S23, the target engine torque tTe (Nm) is obtained from the target wheel drive torque tTo by calculating the following equation corresponding to the equation (5).
    tTe = {β / (1 + β)} ×tTo ・ ・ ・ (17)
  In step S24, the target torque tT2 (Nm) related to the normal system motor / generator MG2 is similarly obtained from the target wheel drive torque tTo by the calculation of the following equation corresponding to the equation (6).
    tT2 = {1 / (1 + β)} × tTo (18)
[0037]
In the next step S25, as shown in FIG. 9, a battery take-out power Pb set in advance according to the battery charge rate Vb is obtained, and a normal system motor / generator is obtained from this and the above target torque tT2. A target rotational speed tN2 related to MG2 is obtained by calculation of the following equation corresponding to the equation (7).
tN2 = Pb / tT2 (19)
Here, as is clear from FIG. 9, the power Pb that can be taken out from the battery is set as follows.
That is, the setting value Vb1 is set on the lower side and the setting value Vb2 is set on the upper side with the charging rate Vb = 50% of the intermediate battery 25 having a margin in both the charging direction and the discharging direction,
While the battery charge rate Vb is rising, when the battery charge rate Vb becomes greater than the larger setting value Vb2, the power that can be taken out by the battery to operate the normal motor / generator MG1 or MG2 (here MG2) as a motor Pb is positive, and gradually increases toward the upper limit with a predetermined gradient as the battery charge rate Vb increases.
While the battery charge rate is decreasing, the battery power Pb that can be taken out to operate a normal motor / generator MG1 or MG2 (here, MG2) as a generator when the battery charge rate Vb is less than the lower set value Vb1 Is made negative and gradually decreases toward the lower limit with a predetermined gradient as the battery charge rate Vb decreases.
[0038]
In the next step S26, the target engine speed tNe is obtained from the target rotational speed tN2 of the motor / generator MG2 and the transmission output rotational speed No by calculation of the following formula corresponding to the formula (8).
tNe = {(1 + β) No−tN2} / β (20)
[0039]
The hybrid controller 21 instructs the engine controller 22 to use the combination of the target engine speed tNe and the target engine torque tTe obtained as described above as the engine operating point, and controls the engine ENG to operate at this operating point.
The combination of the target rotational speed tN2 and the target torque tT2 obtained as described above is commanded to the motor controller 23 as the operating point of the motor / generator MG2 in a normal system, and the motor / generator MG2 is operated at these operating points. Control as follows.
Therefore, even if the control system including the motor / generator MG1 is out of order, the hybrid transmission can perform power transmission by the control of the engine ENG and the control of the motor / generator MG2, and the vehicle can travel. .
[0040]
By the way, when determining the target rotation speed tN2 of the motor / generator MG2, the battery take-out power Pb is obtained by dividing the battery take-out power Pb by the target torque tT2 of the motor / generator MG2 in step S25. According to the charging rate Vb, as described above with reference to FIG. 9,
The normal motor / generator MG2 is operated as a motor until the battery charging rate Vb once becomes larger than the larger setting value Vb2 until it becomes less than the smaller setting value Vb1, and the battery charging rate battery charging rate Vb is once set. When the value becomes smaller than the smaller set value Vb1, the generator is operated until the larger set value Vb2 is reached.
Therefore, the normal motor / generator MG2 is operated as a motor while the battery charge rate Vb is sufficient (fail mode illustrated by a two-dot chain line in FIG. 2), and while the battery charge rate Vb is insufficient. By operating as a generator (fail mode illustrated by a solid line in FIG. 2), the state of charge of the battery 25 can be maintained so that the battery charge rate Vb falls within the range of Vb1 to Vb2 in FIG. 9 by repeating these fail modes. .
For this reason, it becomes possible to drive a vehicle equipped with a hybrid transmission to a repair shop for a long distance, and to solve the problems caused by the above-described conventional control method at the time of abnormality.
[0041]
As shown in FIG. 9, the battery charge rate Vb is set when the battery take-out power Pb is determined to gradually increase and decrease with a predetermined gradient according to the battery charge rate Vb before and after the set values Vb1 and Vb2 related to the battery charge rate Vb. It is possible to prevent the control stability from deteriorating by avoiding a sudden change in the power Pb that can be taken out when the battery changes before and after the values Vb1 and Vb2.
When two set values Vb1 and Vb2 are determined for the battery charge rate Vb, hysteresis as shown in FIG. 9 can be set for the battery charge rate Vb, and control hunting can be eliminated.
[0042]
The MG2 failure control executed in step S11 in FIG. 4 is as shown in FIG. 6. First, in step S31 and step S32, the control system including the motor / generator MG2 has failed, and therefore its target rotational speed tN2 The target torque tT2 is set to 0, respectively.
In step S33, the target engine torque tTe (Nm) is obtained from the target wheel drive torque tTo by calculating the following equation corresponding to the equation (9).
tTe = {(1 + α) / α} × tTo (21)
In step S34, the target torque tT1 related to the normal motor / generator MG1 is calculated from the target wheel drive torque tTo by the following equation corresponding to the equation (10).
tT1 = − (1 / α) × tTo (22)
[0043]
In the next step S35, the power Pb that can be taken out from the battery is obtained from the battery charge rate Vb based on the map shown in FIG. 9, and the target rotational speed related to the normal motor / generator MG1 from this and the target torque tT1. tN1 is obtained by the calculation of the following equation corresponding to the equation (11),
tN1 = Pb / tT1 (23)
In the next step S36, the target engine speed tNe is obtained from the target rotational speed tN1 of the motor / generator MG1 and the transmission output rotational speed No by calculation of the following formula corresponding to the formula (12).
tNe = (tN1 + αNo) / (1 + α) (24)
[0044]
The hybrid controller 21 instructs the engine controller 22 to use the combination of the target engine speed tNe and the target engine torque tTe obtained as described above as the engine operating point, and controls the engine ENG to operate at this operating point.
The combination of the target rotational speed tN1 and the target torque tT1 obtained as described above is commanded to the motor controller 23 as the operating point of the motor / generator MG1 in a normal system, and the motor / generator MG1 is operated at these operating points. Control as follows.
Therefore, even if the control system including the motor / generator MG2 fails, the hybrid transmission can perform power transmission by the above control of the engine ENG and the above control of the motor / generator MG1, and the vehicle can travel.
[0045]
Further, when determining the target rotational speed tN1 of the motor / generator MG1, the battery take-out power Pb is obtained by dividing the battery take-out power Pb by the target torque tT1 of the motor / generator MG1 in step S35. Since it is determined as shown in Fig. 9 according to the charging rate Vb,
A normal motor / generator MG1 is operated as a motor until the battery charging rate Vb once becomes larger than the larger setting value Vb2 until it becomes less than the smaller setting value Vb1, and the battery charging rate battery charging rate Vb is once set. When the value becomes smaller than the smaller set value Vb1, the generator is operated until the larger set value Vb2 is reached.
Therefore, the normal motor / generator MG1 is operated as a motor while the battery charge rate Vb is sufficient, and is operated as a generator while the battery charge rate Vb is insufficient. Can be maintained such that the battery charge rate Vb falls within the range of Vb1 to Vb2 in FIG.
For this reason, even if the control system including the motor / generator MG2 fails, the vehicle equipped with the hybrid transmission is self-propelled over a long distance to the repair shop in the same way as when the control system including the motor / generator MG1 fails. It is also possible to solve the above-described problems caused by the conventional abnormality control method.
[0046]
In addition, according to the present embodiment, the power Pb that can be taken out from the battery is determined based on the battery charge rate Vb, and the operating point (target rotation) of the normal system motor / generator MG1 or MG2 is determined from this power that can be taken out from the battery Pb. By determining several tN1 or tN2), it is automatically determined whether to operate a normal system motor / generator as a motor or as a generator.
This determination does not require troublesome determination, and it is advantageous that the determination can be made simply by obtaining the target rotational speed tN1 or tN2 of the normal motor / generator MG1 or MG2.
In particular, when the battery charge rate Vb is sufficient and when the battery charge rate Vb is not sufficient, the opposite polarity is set to the power Pb that can be taken out of the battery. Then, target torque tT1 or tT2 but actual torque may be used), and the target rotational speed tN1 or tN2 of the normal system motor / generator is
When deciding whether to operate a normal system motor / generator as a motor or a generator, it is no longer necessary to make a cumbersome judgment, and the target rotational speed tN1 or tN2 of the normal system motor / generator MG1 or MG2 is obtained. Sometimes this decision is made automatically, which is very advantageous.
[Brief description of the drawings]
FIG. 1 is a diagrammatic configuration diagram illustrating a hybrid transmission to which an abnormality control method according to the present invention can be applied.
FIG. 2 is an alignment chart used to obtain a rotation balance type and a torque balance type of the hybrid transmission.
FIG. 3 is a block diagram showing a shift control system of the hybrid transmission.
FIG. 4 is a flowchart showing a main routine of a shift control program executed by a hybrid controller in the shift control system.
FIG. 5 is a flowchart showing a control program showing details of a subroutine related to MG1 system failure time control in the main routine.
FIG. 6 is a flowchart showing a control program showing details of a subroutine related to MG2 system failure control in the main routine.
FIG. 7 is a diagram showing a change characteristic of a target wheel driving force with an accelerator pedal depression amount as a parameter.
FIG. 8 is an engine performance diagram showing an equal horsepower line, an equal fuel consumption rate line, and an optimum fuel consumption line on two-dimensional coordinates relating to the engine speed and torque.
FIG. 9 is a diagram showing a change characteristic of battery take-out power with respect to a battery charge rate.
[Explanation of symbols]
1 Transmission case
2 Ravigneaux type planetary gear set (differential device)
3 Clutch
ENG engine (motor)
4 Composite current 2-layer motor
MG1 1st motor / generator
MG2 Second motor / generator
7 Single pinion planetary gear set
8 Double pinion planetary gear set
Sd sun gear
Ss sun gear
P1 Long pinion
P2 short pinion
R ring gear
C career
21 Hybrid controller
22 Engine controller
23 Motor controller
24 inverter
25 battery
26 Accelerator position sensor
27 Vehicle speed sensor

Claims (2)

Two-degree-of-freedom differential in which four or more rotating members are arranged as the rotating members arranged on the nomograph, and when the rotational state of two members among these rotating members is determined, the rotational state of the other members is determined The device has a device, and the input from the motor and the output to the drive system are respectively coupled to the two rotating members located on the inner side of the nomogram, and the two rotating members located on the outer side of the nomographic diagram are respectively connected to the two rotating members. In a hybrid transmission in which a motor / generator is coupled and continuously variable transmission can be performed by controlling the motor / generator,
When a control system including one of the motor / generator fails , the balance equation on the alignment chart in a state where the target rotational speed and target torque of the motor / generator related to the failed system are set to 0 is used. the target drive torque to the drive system determines a target torque of the motor / generator according to the target torque and the other normal system of the prime mover, respectively,
According to the charging rate of the battery for the motor / generator, so that to operate the motor / generator according to the normal system if the battery charging rate set value or more as a motor, also the battery charging rate is less than the set value If so, the target rotation of the motor / generator related to the normal system is determined from the power that can be taken out from the battery set to operate the motor / generator related to the normal system as a generator and the target torque of the motor / generator related to the normal system. Find the number
A hybrid transmission that controls the motor and the motor / generator related to the normal system so that the target torque of the motor and the target torque and target speed of the motor / generator related to the normal system are realized. Control method for abnormal conditions. In the hybrid transmission abnormality control method according to claim 1 ,
The set value of the battery charging rate and magnitude two settings, the normal system of the motor / generator is operated as a motor when the rise of the battery charging rate is made more than the set value of the larger the battery charging rate set so that the battery can be taken out power, during lowering of the battery charging rate is the battery can be taken out so as to operate the normal system of the motor / generator as a generator when the battery charging rate is less than the smaller set value An abnormality control method for a hybrid transmission, characterized in that electric power is set .

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