JP2003326992A - Shift controller for hybrid transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control a shift not to separate both a revolution speed and torque of each rotary member greatly from their target values, irrespective of a response lag of an engine, in a hybrid transmission wherein the four or more of rotary members exist on an alignment chart. <P>SOLUTION: A control part determines target engine torque tTe and a target engine speed tNe for generating a target engine output tPe at the lowest fuel consumption. Then, target torque tTm1 of the first motor/generator is found based on target transmission output torque tTo and the target engine torque tTe, and a target revolution number tNm2 of the second motor/generator, and target torque tTm2 for realizing it are found by feedback control, based on a transmission output revolution number No and the target speed engine tNe. The revolution speed and the torque of the each rotary member are conformed substantially with their target values, as a result therein. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid transmission useful in a hybrid vehicle equipped with a prime mover such as an engine and a motor / generator, and more particularly, to a continuously variable transmission by a differential device between the prime mover and the motor / generator. The present invention relates to a shift control device for a hybrid transmission that can perform a shift operation.

[0002]

2. Description of the Related Art Generally, as a hybrid transmission,
Three types are known, a series type, a parallel type, and a series type + parallel type that combines the two types,
In each case, all or part of the engine rotation energy is once converted into electric energy by the generator, and the electric motor and the electric power from the battery drive the motor coupled to the vehicle drive system to drive the vehicle. It is common to store excess electrical energy in a battery. Then, by determining the engine operating point so that the optimum fuel consumption is realized and charging / discharging the battery in a timely manner, the required driving force corresponding to the driving state can be generated under good fuel consumption. .

A conventional shift control device for a hybrid transmission will be described below with reference to a shift control device for a series type + parallel type hybrid transmission described in Japanese Patent Laid-Open No. 9-308012. As shown schematically in FIG. 13, this kind of hybrid transmission constitutes the above-mentioned differential device by a simple planetary gear set 31 composed of a sun gear 31s, a ring gear 31r and a carrier 31c, and an engine ENG from an input shaft 32 to the carrier 31c. Enter the rotation of. Rotation to the carrier 31c is transmitted to the generator (generator) 34 via the sun gear 31s and the hollow shaft 33 on the one hand, and to the wheels 37 via the ring gear 31r and the sprocket 36 on the other hand. 38 is connected so that the rotation from now on is also transmitted to the wheels.

The above configuration is shown by collinear charts as shown in FIGS. 14 and 15, and the differential device is a three-element, two-degree-of-freedom differential device composed of a simple planetary gear set 31. Therefore, the motor 38 is directly connected to the ring gear 31r as an output (Out) element to which the wheel drive system is connected, and the carrier 31c as an input element to which the engine ENG is connected.
Sun gear 31s located on the opposite side of the output Out across the
Will be coupled to the generator 34.

In the collinear charts shown in FIGS. 14 and 15, the horizontal axis represents the distance ratio between the rotating members determined by the gear ratio of the planetary gear set 31, that is, when the distance between the sun gear 31s and the carrier 31c is 1. The ratio of the distance between 31s and the ring gear 31r is indicated by σ.

The vertical axis of FIG. 14 indicates the rotational speed of each rotary member, that is, the engine rotational speed Ne to the carrier 31c, the rotational speed N1 of the sun gear 31s (generator 34), and the output (Out) from the ring gear 31r (motor 38). ) Indicates the number of rotations No. If the rotational speeds of two rotating members are determined, the rotational speeds of the other one rotating member are determined. In FIG. 14, the rotation balance equation is represented by (N1-No) (Ne-No) = (1 + σ) σ, and the rotation speed N1 of the sun gear 31s (generator 34) is
Can be obtained by the following equation. N1 = No + (Ne-No) (1 + σ) / σ

The vertical axis of FIG. 15 indicates the engine torque Te acting on each rotating member, the generator torque T1, the output torque To,
And the motor torque T2, the inertia of the rotary system coupled to each rotary member is regarded as the mass, and the engine torque Te and the generator torque T1, which act on the respective inertias,
The rotation speed of each rotating member changes according to the output torque To and the motor torque T2. Here, the input rotation system coupled to the carrier 31c has a large rotation inertia because the engine ENG is present, and the output (Out) rotation system coupled to the ring gear 31r has wheels and a differential gear device, so that the rotation inertia is present. Therefore, as shown in FIG. 15, the lever center of gravity G on the nomographic chart is located between the carrier 31c (engine ENG) and the ring gear 31r (output Out) having large inertia. Distance Xgc
Show as.

In order to maintain a steady state (realize a target drive torque at a constant vehicle speed), both translational motion γ and rotary motion δ around the center of gravity G due to the torque acting on each rotating member are 0.
Is to be. So for translational γ, T1 + T
e + (To + T2) = 0 holds, and for rotational motion δ, T1
× Xgc + Te (Xgc-1) = (To + T2) (1 + σ−Xgc). By solving these two equations, the torque balance equation is expressed by the following equation. T1 = -Te {σ / (1 + σ)} T2 = -To-Te {1 / (1 + σ)}

In the shift control device for the hybrid transmission described in the above document, the torques T1 and T2 of the generator 34 and the motor 38 are determined as follows. (1) The target drive torque To of the wheels is determined from the accelerator operation amount of the engine. (2) This target drive torque To and output rotation number (vehicle speed)
The target output Po is calculated from. (3) A combination of the target engine speed Ne and the target engine torque Te that generate the target output Po (for example, a combination that results in optimum fuel consumption) is determined. (4) Using the target engine torque Te and the target drive torque To, T1 and T2 are calculated by the above torque balance equation calculation. (5) When the target output Po becomes constant and stable, the torque T1 of the generator 34 is adjusted so that the actual rotation speed of the generator 34 matches the target rotation speed N1 obtained from the rotation balance equation.
Feedback control.

[0010]

However, as in the case where a plurality of planetary gear sets are combined to form a differential gear,
When using a two-degree-of-freedom differential device having four or more rotating members as rotating members arranged on the collinear diagram,
As the number of rotating members increases, the number of torque controls increases, and the relationship of torque between rotating members becomes complicated, and there is a problem that the target driving force cannot be realized by the above-described conventional control method.

The case where the hybrid transmission is constructed as shown in FIG. 1 will be explained. This transmission is provided with a Ravigneaux type planetary gear set 2 which constitutes a differential device provided on the front side near the engine ENG and on the opposite rear side. The motor / generators MG1 and MG2 provided are provided together with a composite current two-layer motor 4. The Ravigneaux planetary gear set 2
A single pinion planetary gear set 7 and a double pinion planetary gear set 8 that share the pinion P1 and the ring gear R are combined, and the single pinion planetary gear set 7 has a structure in which the sun gear S2 and the ring gear R are meshed with the pinion P1 respectively. The pinion planetary gear set 8 includes a large diameter pinion P2 in addition to the sun gear S1 and the common pinion P1, and the large diameter pinion P2 is connected to the sun gear S1 and the common pinion P1.
The structure is made to mesh with. Then, all the pinions P1 and P2 of the planetary gear sets 7 and 8 are rotatably supported by a common carrier C.

The Ravigneaux type planetary gear set 2 having the above-mentioned structure is composed of a sun gear S1, a sun gear S2 and a ring gear.
The four rotation members of R and carrier C are the main elements, and the rotation speed order of these rotation members is sun gear S1, ring gear R, carrier C, sun gear S2, and the alignment charts are as shown in FIGS. 2 and 3. Represented by. The composite current two-layer motor 4 in FIG. 1 includes an inner rotor 4ri, an annular outer rotor 4ro surrounding the inner rotor 4ri, and an annular stator 4s between these rotors. The annular stator 4s and the inner rotor 4ri form an inner first rotor 4ri. One motor / generator MG1 is constituted, and the second outer ring is formed by the annular stator 4s and the outer rotor 4ro.
Configure the motor / generator MG2.

As shown in the collinear diagrams of FIGS. 2 and 3, as shown in FIG. 1, the sun gear S1 is connected to the motor / generator MG1 (inner rotor 4ri), the ring gear R is connected to the engine ENG, and the carrier C is connected to the carrier C. The output (Out) to the wheel drive system (differential gear device 6 etc.) is combined, and the sun gear S2
Connect the motor / generator MG2 (outer rotor 4ro) to.

The horizontal axes of FIGS. 2 and 3 are planetary gear sets 7, 8
The distance ratio between the rotating members, which is determined by the gear ratio, that is, the distance ratio between the sun gear S1 and the ring gear R when the distance between the ring gear R and the carrier C is 1, is represented by α, and the distance between the carrier C and the sun gear S2 is Is indicated by β.

The vertical axis of FIG. 2 indicates the rotational speed of each rotary member, that is, the engine speed Ne to the ring gear R, the speed Nm1 of the sun gear S1 (motor / generator MG1), and the output (Out) rotation from the carrier C. The number No and the rotation speed Nm2 of the sun gear S2 (motor / generator MG2) are shown, and when 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 type is (N
m1-No): (Ne-No) = (1 + α): 1 and (Ne-Nm2): (Ne-No) =
It is represented by (1 + β): 1, and the rotation speeds Nm1 and Nm2 of the motor / generators MG1 and MG2 can be respectively calculated from the engine rotation speed Ne and the output rotation speed No by the following equations. Nm1 = (1 + α) Ne-α ・ No ・ ・ ・ (1) Nm2 = (1 + β) No-β ・ Ne ・ ・ ・ (2)

The vertical axis of FIG. 3 indicates the engine torque Te acting on each rotating member and the torque Tm of the motor / generators MG1 and MG2.
1, Tm2, and output (Out) torque To are shown. Here, the input rotation system connected to the ring gear R has a large rotation inertia because the engine ENG exists, and the output (Out) rotation system connected to the carrier C also has wheels and a differential gear device. As shown in FIG. 3, the lever center of gravity G on the nomographic chart is located between the ring gear R (engine ENG) and the carrier C (output Out) with a large inertia. Shown as the distance Xgc.

In order to maintain the steady state (realize the target drive torque at a constant vehicle speed), both the translational motion γ and the rotary motion δ around the center of gravity G due to the torques acting on the four rotary members are zero. . So for translational γ,
Tm1 + Te + (To + Tm2) = 0 holds, and for rotational motion δ, Tm1 × Xgc + Te (Xgc-α) = To (α + 1-Xgc) + T2 (α + 1 + β-Xg
c) is established. By solving these two equations, the torque balance equation is expressed by the following equation. Tm1 =-{β ・ To + (1 + β) Te} (α + 1 + β) ・ ・ ・ (3) Tm2 =-{(1 + α) To + α ・ Te} (α + 1 + β) ・.. (4) These expressions (3) and (4) and torques T1 and T2 shown in FIG.
As is clear from the comparison with the torque balance equation described above in relation to, in the case of a hybrid transmission using a differential device in which there are four rotating members on the alignment chart, the engine torque Te is included in the term of Tm1. Not only the output torque To is also involved.

Here, the hybrid transmission is subjected to the same steps (1) to (1) as those of the transmission control device described in the above-mentioned document.
The operation when the shift control is performed in (5) will be described. When the target drive torque To changes due to the accelerator operation by the driver, the combination of the target engine speed Ne and the target engine torque Te that produces the target output Po that changes accordingly is determined, and the target engine torque Te and the target drive torque Te are changed. The motor / generator target torques Tm1 and Tm2 are determined by calculating the torque balance equations such as the equations (3) and (4) using the torque To.

By the way, the response delay from the target value for the torque of the engine is much larger than that of the motor / generator, the control accuracy thereof is low, and it is easily affected by environmental conditions and individual differences. Therefore, the motors / generators MG1 and MG2 can achieve the target torques Tm1 and Tm2, which are the above-described calculated values, without a large response delay, but cannot achieve the target torque Te when the engine is in transition. Further, as is apparent from the equation (3), since the target drive torque To is involved in the motor / generator target torque Tm1, the torque change is large, and the motor / generator target torque Tm2 is also coupled away from the output (Out). Therefore, it has a great influence on the overall torque balance (especially on the rotational movement around the center of gravity G). Therefore, if the conventional shift control method is applied as it is to a hybrid transmission of the type having four or more rotating members on the collinear chart, torque balance cannot be achieved, and as shown in FIG. Although the target torque of each rotating member is almost achieved in the transition period immediately after t1,
The actual rotation speed indicated by the solid line of each rotary member largely deviates from the target value indicated by the broken line, which causes a problem that it is difficult to achieve the desired shift control.

When the target output Po becomes constant and step (5) is executed, the motor / generator
When the rotation speed to be fed back greatly deviates from the target value at the instant t2 in the figure in which the torque control of MG1 is switched to the rotation speed feedback control, a large torque is required to set the rotation speed to the target value, and the torque is increased. There was a risk of a shock. However, if the feedback gain is determined so that the engine speed slowly approaches the target value as a countermeasure against this shock, the engine speed deviates from the target value (the engine operating point deviates from the optimum fuel efficiency operating point). The time becomes longer and the fuel efficiency deteriorates.

The present invention is based on the fact that the above problem is due to the fact that the torques of both motors / generators are obtained from the torque balance equations on the collinear chart and used for the respective torque control. The target torque of the generator is obtained by the corresponding torque balance equation, but for the target torque of the other motor / generator, the actual rotation speed is added to the target rotation speed of the motor / generator obtained by the corresponding rotation balance equation. The motor /
The configuration is such that the target torque of the generator is obtained, which allows the rotational speed of the rotating member to substantially match the target value without being greatly affected by the large response delay of the engine torque even during the transitional period when the target driving force is changing. In addition to the continuous realization of the target torque, it is possible to surely achieve the desired gear shift control, and the situation in which the rotation speed feedback control is not switched from the middle as in the conventional step (5) does not occur. It is an object of the present invention to provide a shift control device for a hybrid transmission that can eliminate the shock problem.

[0022]

For this purpose, a shift control device for a hybrid transmission according to the present invention has two degrees of freedom in which there are four or more rotating members on an alignment chart as described in claim 1. The differential device of FIG. 2 is provided, and the input from the prime mover and the output to the drive system are respectively coupled to the two inner rotating members located on the inner side of the alignment chart, and the two inner rotating members are located on the outer side of the alignment chart. Assuming a hybrid transmission in which two motors / generators are connected to each of the outer rotating members,
On the other hand, the following components, that is, a target prime mover output calculating means for calculating a target prime mover output from a target drive torque and a vehicle speed obtained from the accelerator operation amount of the prime mover, and a target prime mover for generating the target prime mover output. A side close to the input by solving the torque balance formula on the alignment chart from the driving force operating point determining means for determining the driving force operating point defined by the combination of the rotation speed and the target driving force torque, and the target driving torque and the target driving force torque. Input side motor / generator target torque calculating means for obtaining the target torque of the input side motor / generator in the above, and a rotation balance formula on the nomographic diagram is solved from the target prime mover rotation speed and vehicle speed, and the output side near the output Output side motor / generator target rotation speed calculation to obtain target rotation speed of motor / generator Means and output-side motor / generator target torque calculation means for obtaining a target torque of the output-side motor / generator for matching the actual rotation speed of the output-side motor / generator with the output-side motor / generator target rotation speed, The motor, the input side motor / generator and the output side motor / generator are respectively
The target drive torque is achieved by controlling the corresponding target torque to be realized.

Further, for the same purpose, a shift control device for a hybrid transmission according to the present invention comprises, as described in claim 3, a two-degree-of-freedom differential device having four or more rotating members on a nomographic chart. The input from the prime mover and the output to the drive system are respectively coupled to the two inner rotating members located on the inner side of the alignment chart, and the two outer rotating members located on the outer side of the alignment chart are respectively connected. Assuming a hybrid transmission in which two motors / generators are combined, on the other hand, a target prime mover for calculating a target prime mover output from the following constituent elements, that is, a target drive torque and a vehicle speed obtained from the accelerator operation amount of the prime mover is used. A prime mover operation for determining a prime mover operating point defined by a combination of an output calculation means and a target prime mover rotation speed and a target prime mover torque for generating the target prime mover output. Determining means, by solving the torque balance equation alignment chart from the target driving torque and the target engine torque, the output side motor at the side closer to the output /
Output side motor / generator target torque calculation means for obtaining the target torque of the generator, and the target of the input side motor / generator on the side close to the input by solving the rotation balance formula on the nomographic chart from the target prime mover rotation speed and vehicle speed. The input side motor / generator target rotation speed calculation means for obtaining the rotation speed and the input side motor / generator target torque for matching the actual rotation speed of the input side motor / generator with this input side motor / generator target rotation speed are obtained. The target drive torque is achieved by providing an input side motor / generator target torque calculation means and controlling the prime mover, the input side motor / generator and the output side motor / generator so as to realize the corresponding target torque. It is configured to.

[0024]

According to the configuration of the present invention described in claim 1 or claim 3, the target torque of one motor / generator (input side motor / generator or output side motor / generator) is a collinear chart. The target torque of the other motor / generator (output side motor / generator or input side motor / generator) is calculated by the above torque balance formula, but the target torque of the motor / generator calculated by the rotation balance formula on the alignment chart. The target torque of the motor / generator is calculated by the rotation speed monitor control that matches the actual rotation speed with the rotation speed, and a large response delay of the engine torque occurs even during the transitional period when the target drive torque changes due to the accelerator operation. The rotational speed of each rotating member can be made to match the target value without being affected, In addition to the continuous realization of the standard torque, it is possible to reliably realize the desired gear shift control, and there is no problem of switching from the middle to the rotation speed feedback control as in the past, and there is a shock problem. It can be eliminated. Therefore,
Although it is a hybrid transmission having four or more rotating members on the collinear chart, it is possible to surely achieve the desired shift control even in the transition period when the target driving force is changing. It is possible to obtain a shift control device in which there is no switching of control modes and there is no fear of shock.

When the target torque of the other motor / generator (output side motor / generator or input side motor / generator) is determined as in the present invention according to claim 1 or claim 3, 2
Alternatively, as described in claim 4, it is preferable to obtain the target torque by feedback control in which the actual rotation speed of the other motor / generator matches the target value, from the viewpoint of simplicity of control and control accuracy.

Further, as described in claim 5, the prime mover operating point determining means sets a combination of a prime mover rotational speed and a prime mover torque that produces the target prime mover output with minimum fuel consumption as a prime mover rotational speed and a target prime mover torque. It is preferable that the configuration is such that it serves as an operating point. In this case, the target prime mover output can be generated at the operating point with the best fuel consumption by the optimum fuel consumption control.

Further, as described in claim 6, in the arithmetic system using the target prime mover rotation speed and the target prime mover torque, a rotational change response delay amount and a torque change response delay amount with respect to a target value of the prime mover are added. It is preferable to add a phase correction means for this purpose. In this case, the calculation result using the target prime mover rotation speed and the target prime mover torque is more matched to the actual situation, and the above-mentioned effect is further improved by improving the control accuracy. Can be noticeable.

[0028]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Although the outline has already been described above, FIG. 1 illustrates a hybrid transmission for applying the shift control device according to the embodiment of the present invention. (Vehicle) A transaxle for vehicles is used as the structure described in detail below.

In the figure, reference numeral 1 denotes a transmission case. A Ravigneaux type planetary gear set 2 is provided on the right side (front side close to the engine ENG) of the transmission case 1 in the axial direction (left-right direction in the figure), and on the left side (engine ENG). A motor / generator group that allows the composite current two-layer motor 4 is built in on the rear side). The Ravigneaux type planetary gear set 2 and the composite current two-layer motor 4 are coaxially arranged on the main axis of the transmission case 1, but the counter shaft 5 and the differential gear device 6 which are offset from the main axis and arranged in parallel are also changed. It is built into the machine case 1.

The Ravigneaux type 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 has a structure in which the long pinion P1 is meshed with the sun gear S2 and the ring gear R, respectively. The double pinion planetary gear set 8 has a large diameter short pinion P2 in addition to the sun gear S1 and the long pinion P1, and the short pinion P2 is meshed with the sun gear S2 and the long pinion P1. Then, all the pinions P1 and P2 of the planetary gear sets 7 and 8 are rotatably supported by a common carrier C.

The Ravigneaux type planetary gear set 2 having the above-described structure is composed of a sun gear S1, a sun gear S2 and a ring gear.
A two-degree-of-freedom differential device having R and carrier C as four main rotating elements and determining the rotational speed of two of these four rotational members determines the rotational speed of the other members. Constitute. The order of rotation speeds of the four rotary members is the sun gear S1, the ring gear R, the carrier C, and the sun gear S2. The Ravigneaux type planetary gear set 2 used in the present embodiment is equivalent to one in which the ring gears of the single pinion planetary gear set 7 and the double pinion planetary gear set 8 are connected together, and the carriers are connected together.

The composite current two-layer motor 4 has an inner rotor 4ri.
And an annular outer rotor 4ro that surrounds the same and are rotatably supported coaxially in the transmission case 1, and are annularly arranged coaxially in an annular space between the inner rotor 4ri and the outer rotor 4ro. The transmission case 1 is fixed to the transmission case 1. The ring-shaped coil 4s and the inner rotor 4ri constitute a first motor / generator MG1 which is an inner motor / generator, and the ring-shaped coil 4s and the outer rotor 4ri.
A second motor / generator MG2, which is an outer motor / generator, is configured with ro. Here, the motors / generators MG1 and MG2 are motors that output rotations in individual directions according to the supply current when supplied with a composite current and at individual speeds (including stop) according to the supply current. It functions and functions as a generator that generates electric power according to rotation by external force when complex current is not supplied.

The above-mentioned four rotating members of the Ravigneaux type planetary gear set 2 include the sun gear S1, the ring gear R, the carrier C, and the sun gear S2 in the order of rotational speed, that is, in the alignment charts of FIGS. Output to the wheel drive system including the first motor / generator MG1, the engine ENG which is the prime mover, and the differential gear device 6 in this order (Out),
Connect the second motor / generator MG2 respectively.

This coupling will be described in detail below with reference to FIG. 1. In order to make the ring gear R an input element for inputting the engine (ENG) rotation as described above, the ring gear R is coupled to the engine crankshaft 9. The sun gear S1 is coupled to the inner rotor 4ri of the first motor / generator MG1 via the hollow shaft 13, and the sun gear S2 is coupled to the second rotor via the shaft 14 in which the motor / generator MG1 and the hollow shaft 13 are loosely fitted.
It is connected to the outer rotor 4ro of the motor / generator MG2.

As described above, in order to use the carrier C as an output element for outputting rotation to the wheel drive system, an output gear 16 is coupled to this carrier C via the hollow shaft 15, and this is connected to the counter gear on the counter shaft 5. Mesh with 17. A final drive pinion 18 is separately provided integrally with the counter shaft 5, and is engaged with a final drive ring gear 19 provided in the differential gear device 6. The output rotation from the transmission reaches the differential gear device 6 via a final drive gear set composed of a final drive pinion 18 and a final drive ring gear 19, and is distributed to the left and right drive wheels 20 by this differential gear device. .

The hybrid transmission having the above structure is
As described above, it can be represented by the alignment chart as shown in FIGS. 2 and 3, and the rotation balance formula on this alignment chart is shown in FIG.
Is expressed by the equations (1) and (2) described above in relation to, and the torque balance equation is described in relation to FIG.
It is expressed by equation (4).

The lever inclination (gear ratio) in the collinear diagrams of FIGS. 2 and 3 is determined by the input (engine) speed Ne of the transmission.
And the input (engine) torque Te in combination with the engine operating point (Ne, Te), the sun gear S1 motor /
Motor / generator operating point (Nm1, Tm1), which is a combination of the rotational speed Nm1 of the generator MG1 and the torque Tm1,
Rotational speed N of motor / generator MG2 related to sun gear S2
It is determined by the motor / generator operating point (Nm2, Tm2) which is a combination of m2 and torque Tm2, and the combination of the rotational speed No (vehicle speed) of the output Out and the torque To (No, To) is determined by these.

In FIG. 1, the motor / generator MG1, MG
Although 2 is configured as a composite current two-layer motor, the motor / generators MG1 and MG2 are not limited to this, and may be arranged offset from each other in the radial direction, for example, as shown in FIG. In the present embodiment, first, a single pinion planetary gear set 7 and a double pinion planetary gear set 8 are provided.
Is arranged reversely to the case of FIG. 1, and the ring gear R to which the engine (ENG) rotation is input is meshed with the short pinion P2. Then, the motor / generator MG2 relating to the sun gear S2 is constituted by the rotor 4ro and the stator 4so arranged coaxially with the Ravigneaux type planetary gear set 2, and the motor / generator MG1 relating to the sun gear S1 is offset from the axis of the Ravigneaux type planetary gear set 2. The rotor 4ri and the stator 4si are arranged.

The drive shaft coupled to the sun gear S1 penetrates the rotor 4ro of the motor / generator MG2, and the drive shaft and the rotor 4ri of the motor / generator MG1 are drive-coupled by the gear train 3. According to such a configuration in which the motors / generators MG1 and MG2 are arranged so as to be offset from each other in the radial direction, the degree of freedom in arranging the two motors / generators increases. The hybrid transmission shown in FIG. 4 in which the Ravigneaux planetary gear set 2 and the motor / generators MG1 and MG2 are configured in this way is also shown in the alignment chart in FIG.
Needless to say, it is represented as shown in FIG.

As shown in FIG. 5, the shift control system for the hybrid transmission described above includes a hybrid controller 21, which supplies a command relating to the engine operating point (Ne, Te) to the engine controller 22, and the engine controller 22. 22 functions to operate the engine ENG at the operating point.

The hybrid controller 21 further supplies a command regarding the operating points (Nm1, Tm1) and (Nm2, Tm2) of the motor / generators MG1, MG2 to the motor controller 23, and the motor controller 23 uses the inverter 24 and the battery 25 to drive the motor. / Functions to operate generators MG1 and MG2 at their respective operating points.

Because of this, the hybrid controller 21
From the accelerator pedal depression amount to the accelerator opening APO
Signal from the accelerator opening sensor 26 for detecting the
The signal from the vehicle speed sensor 27 that detects VSP is input. Based on these input information, the hybrid controller 21 performs the processing shown by the block diagram in FIG. 6 to perform the shift control of the hybrid transmission as follows.

The target drive torque calculation unit 31 obtains the target drive torque tTd of the wheel requested by the driver from the sensor accelerator opening APO and the vehicle speed VSP by a well-known method such as map search. The basic power generation calculation unit 32 calculates the wheel drive shaft rotation speed Nd by multiplying the vehicle speed VSP by a constant Kr determined by the wheel tire radius and the like, and the multiplier 32a multiplies the wheel drive shaft rotation speed Nd by the target drive torque tTd. Then, the target driving force tPv of the wheel is calculated, and the loss of the motor / generators MG1 and MG2 is added to this to obtain the basic power generation tPeo. In calculating the basic power generation tPeo, in addition to the loss of the motor / generators MG1 and MG2, the transmission loss of the Ravigneaux type planetary gear set 2 can be added if necessary.

Target engine (motor) output calculator 33
Determines a target charge / discharge power from the chargeable / dischargeable power SOC of the battery 25, and adds the target charge / discharge power to the basic power generation tPeo to obtain the target engine (motor) output tPe.
Ask for. The engine (motor) operating point determination unit 34 determines the engine (motor) operating point as a combination of the target engine (motor) torque tTe and the target engine (motor) rotational speed tNe for generating the target engine (motor) output tPe. To do. In determining the engine operating point, it is preferable to use a combination of the engine torque Te and the engine speed Ne for generating the target engine (motor) output tPe with the minimum fuel consumption based on the engine performance diagram illustrated in FIG. It is better to use the optimum fuel consumption control such as tTe, tNe).

FIG. 7 shows a combination of the engine torque Te and the engine speed Ne for generating each engine output as an equal horsepower line, and an engine which produces a corresponding engine output on each equal horsepower line with minimum fuel consumption. torque
The combination of Te and engine speed Ne is indicated by points A and B, and the line connecting the lowest fuel consumption points A and B on each equal horsepower line is shown as the optimum fuel consumption line. When obtaining the engine operating point (tTe, tNe) by the optimum fuel consumption control based on FIG. 7, the intersection point between the equal horsepower line and the optimum fuel consumption line corresponding to the target engine (motor) output tPe is determined as, for example, point A. Then, the combination of the engine torque Te and the engine speed Ne corresponding to the point is defined as the engine operating point (tTe, tNe).

The first (input-side) motor / generator target torque calculation unit 35 divides the target drive torque tTd by the final gear ratio Gf to obtain the transmission target output torque tT.
From the above target engine torque tTe, the target torque tTm1 of the first (input side) motor / generator MG1 on the side closer to the engine ENG on the collinear diagrams of FIGS. The corresponding torque balance equation tTm1 =-{βtTo + (1 + β) tTe} (α + 1 + β) (5) is calculated.

The second (output side) motor / generator target rotation speed calculation unit 36 uses the transmission output rotation speed No and target engine rotation speed tNe that can be obtained by multiplying the wheel drive shaft rotation speed Nd by the final gear ratio Gf. , The target rotational speed tNm2 of the second (output side) motor / generator MG2 on the side closer to the output Out on the collinear charts of FIGS. 2 and 3 is the following rotational balance expression tNm2 = corresponding to the above equation (2). (1 + β) No-β ・ tNe ・ ・ ・ Calculated by (6).

The second (output side) motor / generator target torque calculation unit 37 receives the target rotation speed tNm2 of the second (output side) motor / generator MG2 and the actual rotation speed Nm2 of the motor / generator, and the actual rotation speed. A target torque tTm2 of the motor / generator MG2 for matching the number Nm2 with the target gain tNm2 by the feedback gain Kg is obtained by the following feedback calculation. tTm2 = Kg (tNm2-Nm2) (7)

The engine ENG, the first (input side) motor / generator MG1 and the second (output side) motor / generator MG2 are respectively made to realize the corresponding target torques tTe, tTm1, tTm2 obtained as described above. The target drive torque tTd can be realized by controlling. By the way, according to the present embodiment, the target torque tTm1 of the input side motor / generator MG1 is obtained by the torque balance formula on the nomographic chart as shown in formula (5). Regarding the target torque tTm2 of the output side motor / generator MG2 Is the target rotation speed tNm2 of the output side motor / generator MG2 calculated by the rotation balance equation on the collinear chart as shown in the equation (6) and the actual rotation speed N.
Since the target torque tTm2 of the motor / generator is obtained by the rotational speed feedback control that matches m2, as is apparent from FIG. 10 showing the simulation result under the same conditions as in FIG. 9, the target driving torque tTd by the accelerator operation. Even during the transitional period (immediately after the instant t1) in which is changing, the actual rotation speed indicated by the solid line of each rotating member does not greatly deviate from the target value indicated by the broken line, without being affected by a large response delay of the engine torque. It is possible to almost follow this, and it is possible to surely realize the desired gear shift control in combination with the continuous realization of the target torque, and the rotation speed feedback control is performed from the instant t1 so that it can be performed from the middle as in the past. There is no possibility of switching to rotation speed feedback control, and there is a shock problem. Can Kusuru. Therefore,
Even in the hybrid transmission as shown in FIGS. 1 and 4 in which four or more rotating members exist on the collinear chart as shown in FIGS. 2 and 3, the target driving force tTd is changing. Also in the above, it is possible to surely realize the desired shift control, and it is possible to obtain a shift control device in which there is no switching of control modes and there is no fear of shock.

When obtaining the target torque tTm2 of the motor / generator MG2 by the second (output side) motor / generator target torque calculating means 37, the actual rotation speed Nm2 of the motor / generator is calculated on the collinear chart as described above. Since the target torque tTm2 is obtained by the rotation speed feedback control that matches the target value tNm2 obtained by the rotation balance equation of, the rotation speed monitor control when obtaining the target torque tTm2 is simple and has high control accuracy. be able to.

Further, the prime mover operating point determining means 34 uses the combination of the engine speed tNe and the engine torque tTe for generating the target engine (motor) output tPe with the minimum fuel consumption as described above with reference to FIG. 7, the target engine speed and the target engine torque. Therefore, the target engine (motor) output tPe can be generated at the operating point with the best fuel consumption by the optimum fuel consumption control.

FIG. 8 shows a shift control device according to another embodiment of the present invention, which is the first motor / motor of FIG.
The generator target torque calculation unit 35 is replaced with a second (output side) motor / generator target torque calculation unit 45, and the second (output side) motor / generator target rotation speed calculation unit 3 is replaced.
6 is replaced by the first (input side) motor / generator target rotation speed calculation unit 46, and the second motor / generator target torque calculation unit 37 is replaced by the first (input side) motor / generator target torque calculation unit 47. Is.

The second (output side) motor / generator target torque calculation section 45 calculates the second (output side) motor / generator target torque from the transmission target output torque tTo and the target engine torque tTe.
The target torque tTm2 of the generator MG2 is calculated by the following torque balance equation tTm2 =-{(1 + α) tTo + α · tTe} (α + 1 + β) (8) Calculated by calculation.

The first (input side) motor / generator target rotation speed calculation unit 46 calculates the target rotation speed tNm1 of the first (input side) motor / generator MG1 from the transmission output rotation speed No and the target engine rotation speed tNe. , The following rotation balance equation tNm1 = (1 + α) tNe−α · No (9) corresponding to the above equation (1).

The first (input-side) motor / generator target torque calculation unit 47 receives the target rotation speed tNm1 of the first (input-side) motor / generator MG1 and the actual rotation speed Nm1 of the motor / generator and receives the actual rotation. The target torque tTm1 of the motor / generator MG1 for making the number Nm1 match the target rotation speed tNm1 with the feedback gain Kg is obtained by the following feedback calculation. tTm1 = Kg (tNm1-Nm1) (10)

In this embodiment as well, the target torque of the output side motor / generator MG2 is obtained by the torque balance formula on the nomographic chart as shown in formula (8), but the target torque tTm1 of the input side motor / generator MG1 is obtained. about,
The target of the motor / generator is controlled by the rotational speed feedback control so that the actual rotational speed Nm1 matches the target rotational speed tNm1 of the input side motor / generator MG1 obtained by the rotational balance equation on the collinear chart as shown in equation (9). Torque tTm1
As is clear from FIG. 11 showing the simulation results under the same conditions as in FIGS. 9 and 10, the engine is also used in the transitional period (immediately after the instant t1) in which the target drive torque tTd is changed by the accelerator operation. Without being affected by a large response delay of the torque, the actual rotation speed of each rotating member can be made to follow this substantially without deviating from the target value shown by the broken line, and the target torque can be continuously realized. In addition to being able to surely realize the desired shift control, the revolution speed feedback control is performed from the instant t1, so that there is no possibility of switching from the middle to the revolution speed feedback control as in the conventional case. The problem of shock can be eliminated.

When obtaining the target torque tTm1 of the motor / generator MG1 by the first (input side) motor / generator target torque calculating means 47, the actual rotation speed Nm1 of the motor / generator is calculated on the collinear chart as described above. Since the target torque tTm1 is obtained by the rotation speed feedback control that matches the target value tNm1 obtained by the rotation balance equation of, the rotation speed monitor control when obtaining the target torque tTm1 is simple and has high control accuracy. be able to.

In the present invention, as described above with reference to FIG. 6 or FIG.
Although only one of the torques tTm2 and tTm1 of 1 is subjected to the rotation speed feedback control by the arithmetic unit 37 or 47, the simulation result in the case where both of them are subjected to the rotation speed feedback control is shown in FIG. 12 for reference. Figure 12 shows
Simulation results under the same conditions as in Fig. 9 to Fig. 11 are shown.
When both the torques tTm2 and tTm1 of G2 and MG1 are subjected to the rotational speed feedback control, the rotational speed indicated by the solid line of each rotating member can be made to substantially match the target value indicated by the broken line, but the target value of the driving force is realized. I can't.

In the present invention, whichever of the embodiments shown in FIG. 6 and FIG. 8 is adopted, the calculation system using the target engine speed tNe and the target engine torque tTe (calculation means 35, 36, 37, calculation means 45, 46, 47 in FIG. 8) is added with a phase correction means for adding the rotation change response delay amount and the torque change response delay amount with respect to the target value of the engine. good. As a typical description of the case where the phase correction means is provided in FIG. 6, the first (input side) motor / generator target torque calculation unit 35 calculates the first (input side) from the transmission target output torque tTo and the target engine torque tTe. )motor
/ When calculating the target torque tTm1 of the generator MG1 by the calculation of the equation (5), instead of the target engine torque tTe in the equation (5), a weighted average value of the target engine torque tTe obtained by the phase correction means by the following equation. Use tTed. tTed = Kt · tTe + (1-Kt) · tTed (previous value) (11) where, Kt: weighted average coefficient (0 <Kt <1) Here, the target engine torque t of the engine torque
Although the response delay from Te was simply treated as a temporary delay, it goes without saying that more advanced delay processing is also possible.

Further, the second (output side) motor / generator target rotational speed calculation unit 36 determines the target rotational speed tNm2 of the second (output side) motor / generator MG2 from the transmission output rotational speed No and the target engine rotational speed tNe. When calculating by the equation (6), the weighted average value tNed of the target engine speed tNe obtained by the phase correction means by the following equation is used instead of the target engine speed tNe in the equation (6). tNed = Kn · tTe + (1-Kn) · tNed (previous value) (12) where Kn: weighted average coefficient (0 <Kt <1) Again, the target engine speed t of the engine speed t
Although the response delay from Ne was simply processed as a temporary delay, it goes without saying that more advanced delay processing is also possible.

According to the above phase correction, the calculation results using the target engine speed tNe and the target engine torque tTe are more matched to the actual situation, and the control accuracy is improved to further enhance the above-mentioned effects. Can be By the way, in the above, the first (input side) motor / generator target torque calculation unit 35 and the second (output side)
The phase correction means is provided in the preceding stage of the motor / generator target rotation speed calculation section 36, but the same effects can be obtained even if the same processing is performed on the results calculated by these means to perform the phase correction. be able to.

When the phase correction means having the same purpose is provided in FIG. 8, it is related to the second (output side) motor / generator target torque calculation section 45 and the first (input side) motor / generator target rotation speed calculation section 46. The same object can be achieved by providing similar phase correction means.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram illustrating a hybrid transmission to which a shift control device according to the present invention can be applied.

FIG. 2 is a collinear chart used for obtaining a rotational balance formula of the hybrid transmission.

FIG. 3 is a collinear chart used for obtaining a torque balance formula of the hybrid transmission.

FIG. 4 is a schematic configuration diagram showing another type of hybrid transmission to which the shift control device according to the present invention can be applied.

FIG. 5 is a block diagram showing a shift control system for a hybrid transmission according to an embodiment of the present invention.

FIG. 6 is a functional block diagram showing a shift control device according to an embodiment of the present invention.

FIG. 7 is a performance diagram of an engine illustrating an optimum fuel consumption line of the engine along with an equal output line.

FIG. 8 is a functional block diagram showing a shift control device according to another embodiment of the present invention.

9 is an operation time chart of the shift control when the conventional shift control device is applied to the hybrid transmission of FIG.

10 is an operation time chart in the case where the hybrid transmission shown in FIG. 1 is shift-controlled by the device shown in FIG.

11 is an operation time chart in the case where the hybrid transmission shown in FIG. 1 is shift-controlled by the device shown in FIG.

FIG. 12 is an operation time chart in the case where both the torques of the first motor / generator and the second motor / generator in the hybrid transmission shown in FIG. 1 are subjected to rotational speed feedback control.

FIG. 13 is a diagrammatic perspective view showing a conventional hybrid transmission.

FIG. 14 is a collinear chart used for obtaining a rotational speed balance formula of the hybrid transmission.

FIG. 15 is a collinear chart used for obtaining a torque balance equation of the hybrid transmission.

[Explanation of symbols]

1 Gearbox Case 2 Ravigneaux Planetary Gear Set (Differential Gear) ENG Engine (Motor) 4 Combined Current 2 Layer Motor MG1 1st (Input Side) Motor / Generator MG2 2nd (Output Side) Motor / Generator 7 Single Pinion Planetary Gear Set 8 Double pinion planetary gear set S1 Sun gear S2 Sun gear P1 Long pinion P2 Short pinion R Ring gear C Carrier 21 Hybrid controller 22 Engine controller 23 Motor controller 24 Inverter 25 Battery 26 Accelerator position sensor 27 Vehicle speed sensor 31 Target drive torque calculation unit 32 Basic Power generation calculation unit 33 Target engine (motor) output calculation unit 34 Engine (motor) operating point determination unit 35 First (input side) motor / generator target torque calculation unit 36 Second (output side) motor / generator target rotation speed calculation Part 37 2nd (output side) motor / generator Over motor target torque calculating section 45 second (output side) motor / generator target torque calculating section 46 first (input) the motor / generator target revolution speed computing unit 47 first (input) the motor / generator target torque calculating section

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI Theme Coat (reference) B60L 11/14 ZHV B60L 11/14 ZHV (72) Inventor Kazuhiro Takeda 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Nissan Automobile Co., Ltd. (72) Inventor Shunichi Ninjaji 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Inventor Masayuki Yasuoka 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa F-Term (Reference) ) 3D039 AA01 AA04 AA05 AB27 AC37 AC39 AC64 AC74 AC78 AC86 AD36 AD53 5H115 PA01 PA12 PC06 PG04 PI16 PI29 PU01 PU24 PU25 PU26 QN06 RB08 RE02 RE03 RE12 RE13 SE04 SE08 TB01 TI02 TO21

Claims (6)

[Claims] 1. A rotary member arranged on a collinear chart has four or more rotary members, and when the rotary states of two of these rotary members are determined, the rotary states of other members are determined. It is equipped with a differential device having a degree of freedom, and the input from the prime mover and the output to the drive system are respectively coupled to the two inner rotating members located on the inner side of the alignment chart, and they are located on the outer side of the alignment chart. In a hybrid transmission in which two motors / generators are connected to each outer rotating member and continuously variable speed can be achieved by controlling these motors / generators, a target drive torque obtained from an accelerator operation amount of the prime mover. And a target prime mover output computing means for computing a target prime mover output from the vehicle speed, and a combination of a target prime mover rotation speed and a target prime mover torque for generating the target prime mover output. And a prime mover operating point determining means for determining a prime mover operating point defined by the above, and a torque balance equation on a nomographic diagram is solved from the target drive torque and the target prime mover torque, and the input side motor / generator on the side close to the input Input-side motor / generator target torque calculation means for obtaining a target torque, and a target engine speed of the output-side motor / generator on the side closer to the output by solving a rotation balance formula on the nomographic chart from the target prime mover speed and vehicle speed. Output side motor / generator target rotation speed calculating means for obtaining the output side motor / generator target rotation speed for matching the actual rotation speed of the output side motor / generator to the output side motor / generator target rotation speed The motor / generator target torque calculation means is provided, and the prime mover and the input side motor are provided. / Generator and the output side motor / generator, respectively, the corresponding shift control device of the hybrid transmission in which the target drive torque by controlling so that the target torque is realized is characterized by being configured to be achieved. 2. The hybrid transmission according to claim 1, wherein the output-side motor / generator target torque calculation means matches the actual rotation speed of the output-side motor / generator with the output-side motor / generator target rotation speed. A shift control device for a hybrid transmission, characterized in that it is configured to obtain a target torque of an output side motor / generator by feedback control. 3. A rotary member arranged on the collinear diagram has four or more rotary members, and when the rotary state of two of these rotary members is determined, the rotary states of other members are determined. It is equipped with a differential device having a degree of freedom, and the input from the prime mover and the output to the drive system are respectively coupled to the two inner rotating members located on the inner side of the alignment chart, and they are located on the outer side of the alignment chart. In a hybrid transmission in which two motors / generators are connected to each outer rotating member and continuously variable speed can be achieved by controlling these motors / generators, a target drive torque obtained from an accelerator operation amount of the prime mover. And a target prime mover output computing means for computing a target prime mover output from the vehicle speed, and a combination of a target prime mover rotation speed and a target prime mover torque for generating the target prime mover output. A motor operating point determining means for determining a motor operating point defined by the above, and a torque balance equation on a nomographic diagram is solved from the target drive torque and the target motor torque, and the output side motor / generator on the side close to the output Output side motor / generator target torque calculation means for obtaining a target torque, and a target rotational speed of the input side motor / generator on the side closer to the input, by solving a rotational balance formula on the nomographic chart from the target prime mover rotational speed and vehicle speed. Input side motor / generator target rotation speed calculating means for calculating the input side motor / generator target rotation speed for matching the actual rotation speed of the input side motor / generator with the input side motor / generator target rotation speed The motor / generator target torque calculation means is provided, and the prime mover and the input side motor are provided. / Generator and the output side motor / generator, respectively, the corresponding shift control device of the hybrid transmission in which the target drive torque by controlling so that the target torque is realized is characterized by being configured to be achieved. 4. The hybrid transmission according to claim 3, wherein the input side motor / generator target torque calculation means matches the actual rotation speed of the input side motor / generator with the input side motor / generator target rotation speed. A shift control device for a hybrid transmission, characterized in that it is configured to obtain a target torque of an input side motor / generator by feedback control. 5. The hybrid transmission according to any one of claims 1 to 4, wherein the prime mover operating point determining means determines a combination of a prime mover rotational speed and a prime mover torque that produces the target prime mover output with minimum fuel consumption. A shift control device for a hybrid transmission, wherein a prime mover operating point is determined as the target prime mover rotation speed and the target prime mover torque. 6. The hybrid transmission according to any one of claims 1 to 5, wherein a rotational change response delay amount and a torque change with respect to a target value of the prime mover are included in an arithmetic system that uses the target prime mover speed and the target prime mover torque. A shift control device for a hybrid transmission, characterized in that phase shift means for adding a response delay is additionally provided.