JP2004068852A - Gear shift controller of hybrid transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gear shift controller for a hybrid transmission capable of generating electric power using two sets of motor generators even when a rotary member is fastened by a brake and accomplishing a high efficiency power generation through an appropriate torque distribution of them. <P>SOLUTION: The gear shift controller of the hybrid transmission is structured so that a first motor generator MG1 is coupled with S11, an engine Eng is coupled with S12, a car wheel driving system Out is coupled with S14, the brake Br is coupled with S15, and that a second motor generator MG2 is coupled with S16. When S15 is fixed by engaging the brake Br, the Low side transmitting condition is generated in which a shifting motion is conducted indicated by a lever a where the revolving speed of the wheel driving system Out becomes lower than the revolving speed of the engine Eng. Because the motor generators MG1 and MG2 are both rotatable, they can generate electric power even if the brake Br is engaged as long as a request for power generation is placed. Accordingly in case such a request for power generation is placed in the condition that the brake Br is in engagement, a torque control of the motor generators can be made by deciding a torque distribution of the motor generators so that the power generating efficiency of the two motor generators becomes optimum. <P>COPYRIGHT: (C)2004,JPO

Description

が成立する必要があり、
またトルクの関係に関しては、エンジンＥｎｇのトルクをＴ_Ｅｎｇとし、モータ／ジェネレータＭＧ１，ＭＧ２のトルクをＴ_Ｍ／Ｇ１，Ｔ_Ｍ／Ｇ２とし、車輪駆動系Ｏｕｔへの出力トルクをＴ_Ｏｕｔとしたとき、
【数２】

が成立する必要がある。
なお、上記した（１）〜（４）式は静的な関係を表しており、過渡的には、上記の関係に更に慣性の影響が加わること勿論である。
【００３５】
ステップ５３では、上記のバランス式から求めたエンジンＥｎｇのトルクをＴ_Ｅｎｇに、モータ／ジェネレータＭＧ１，ＭＧ２の発電電力と発電損失の和に相当するトルクを加算してエンジントルク指令Ｔｅとし、モータ／ジェネレータＭＧ１，ＭＧ２のトルクＴ_Ｍ／Ｇ１，Ｔ_Ｍ／Ｇ２をモータ／ジェネレータＭＧ１，ＭＧ２のトルク指令Ｔｍ１，Ｔｍ２とし、これらをエンジンＥｎｇの運転点およびモータ／ジェネレータＭＧ１，ＭＧ２の運転点とする。かようにして求めたエンジントルク指令Ｔｅは、ステップ５４においてエンジンコントローラ２７（図１０参照）に供給し、エンジンＥｎｇをこのトルク指令値になるよう制御し、モータ／ジェネレータトルク指令Ｔｍ１，Ｔｍ２は、ステップ５５においてモータ／ジェネレータコントローラ２８，２９（図１０参照）に供給し、モータ／ジェネレータＭＧ１，ＭＧ２をこれらのトルク指令値になるよう制御する。
【００３６】
ステップ５２でブレーキＢｒが締結していると判定する場合、ステップ５６以後において、本発明が狙いとする以下の変速制御を実行する。
先ずステップ５６においては、モータ／ジェネレータＭＧ１，ＭＧ２の温度Ｃｍ１，Ｃｍ２（制御系の温度も含む）が過熱気味を表す設定値未満か否かを判定し、どちらのモータ／ジェネレータＭＧ１，ＭＧ２も加熱気味でなければ制御をステップ５７に進めて、モータ／ジェネレータＭＧ１，ＭＧ２の最適トルク配分（Ｔｍ１，Ｔｍ２）およびエンジントルク指令Ｔｅを求める。
【００３７】
ところで、ブレーキＢｒの締結状態では、ブレーキＢｒがエンジンＥｎｇおよびモータ／ジェネレータＭＧ１，ＭＧ２の反力を受け止めるため，遊星歯車の回転メンバに関してトルクバランスを保つ必要はなく、回転数の関係式およびトルクの関係式は以下のようになる。
【数３】

これら（５），（６）式も静的な関係を表しており、過渡的には、上記の関係に更に慣性の影響が加わること勿論である。
一方、ここで用いた構成例（１）では、ブレーキＢｒの締結状態を示す図４の共線図からも明らかなように、Ｎ_Ｍ／Ｇ１＞Ｎ_{Ｍ／Ｇ ２}である。
ここで、一般的にモータ／ジェネレータＭＧ１，ＭＧ２は回転数が高い方が発電効率が良いため、第１モータ／ジェネレータＭＧ１を優先的に用いて発電量の割り振りを行うこととする。
【００３８】
図１２は、第１モータ／ジェネレータＭＧ１の温度Ｃｍ１が或る値である時について、発電電力ごとにこれを発生するモータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１とモータ／ジェネレータトルクＴ_Ｍ／Ｇ１との組み合わせを例示するもので、Ｐｇ１〜Ｐｇ４はそれぞれ要求発電電力を、またＰｍｇは最大効率発電電力を示す。
この図において、モータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１の低回転領域Ｎ１は、モータ／ジェネレータＭＧ１の発電電力が定格出力よりも小さい低トルク運転領域であり、中回転領域Ｎ２は、モータ／ジェネレータＭＧ１の発電効率が最も高くなる運転領域であり、高回転領域Ｎ３は、モータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１が高くて弱め界磁制御により発電効率がＮ２領域よりも低くなる領域である。
【００３９】
図１１のステップ５７においては、第１モータ／ジェネレータ温度Ｃｍ１に対応した図１２のような発電電力マップを選択し、当該選択した発電電力マップをもとにモータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１がＮ１，Ｎ２，Ｎ３領域のどこの領域にあるかを判定する。
Ｎ１領域であれば、モータ／ジェネレータＭＧ１のトルクＴ_Ｍ／Ｇ１が図１２のＴ１以上であるとモータ／ジェネレータＭＧ１の発電効率が低下するため、要求発電電力Ｐｇ１〜Ｐｇ４のうち、Ｔ１以上のモータ／ジェネレータトルクＴ_Ｍ／Ｇ１でないと実現し得ない要求発電電力である場合、第１モータ／ジェネレータＭＧ１のトルク指令値Ｔｍ１をＴ１と定めてモータ／ジェネレータトルクＴ_Ｍ／Ｇ１が発電効率の悪いＴ１以上になることのないようにする。
そして、Ｔｍ１＝Ｔ１と定めたことで要求発電電力に対し第１モータ／ジェネレータＭＧ１による発電電力が不足することになるが、この不足分を他方の第２モータ／ジェネレータＭＧ２の発電により補って要求発電電力を実現するようそのトルク指令値Ｔｍ２を決定する。
【００４０】
なお、Ｔ１未満のモータ／ジェネレータトルクＴ_Ｍ／Ｇ１で実現可能な要求発電電力である場合は、図１２のような発電電力マップをもとにモータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１から要求発電電力に対応したモータ／ジェネレータトルクを検索し、この検索値をそのまま第１モータ／ジェネレータＭＧ１のトルク指令値Ｔｍ１として第１モータ／ジェネレータＭＧ１のみで要求発電電力を実現すること勿論である。
【００４１】
モータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１がＮ２領域である場合、第１モータ／ジェネレータＭＧ１の発電効率が高いため、要求発電電力Ｐｇ１〜Ｐｇ４のうち、最大効率発電電力Ｐｍｇ以下の要求発電電力は以下のようにしてこれを実現する。
つまり、図１２のような発電電力マップをもとにモータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１から要求発電電力に対応したモータ／ジェネレータトルクを検索し、この検索値をそのまま第１モータ／ジェネレータＭＧ１のトルク指令値Ｔｍ１として第１モータ／ジェネレータＭＧ１のみで要求発電電力を実現する。
【００４２】
しかして、図１２にＰｇ１で示す要求発電電力のように最大効率発電電力Ｐｍｇを越えた要求発電電力である場合、図１２のような発電電力マップをもとにモータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１から最大効率発電電力Ｐｍｇに対応したモータ／ジェネレータトルクを検索し、この検索値を第１モータ／ジェネレータＭＧ１のトルク指令値Ｔｍ１とする。
この場合、最大効率発電電力Ｐｍｇと要求発電電力との差分だけ第１モータ／ジェネレータＭＧ１による発電電力が不足することになるが、この不足分を他方の第２モータ／ジェネレータＭＧ２の発電により補って要求発電電力を実現するようそのトルク指令値Ｔｍ２を決定する。
【００４３】
モータ／ジェネレータ回転数Ｎ_Ｍ／Ｇ１がＮ３領域である場合、モータ／ジェネレータＭＧ１が磁石モータであると弱め界磁が強くなって発電効率が低下するから、これよりも回転数が低い第２モータ／ジェネレータＭＧ２で優先的に要求発電電力を実現するように切り替える。
このとき第２モータ／ジェネレータＭＧ２の回転数Ｎ_Ｍ／Ｇ２は通常、Ｎ２領域の値であるため、第２モータ／ジェネレータＭＧ２の発電効率が高くなる。
この場合、第２モータ／ジェネレータＭＧ２のための、図１２に対応した発電電力マップをもとに、要求発電電力Ｐｇ２〜Ｐｇ４のごとく、最大効率発電電力Ｐｍｇ以下の要求発電電力は以下のようにしてこれを実現する。
つまり、当該発電電力マップをもとにモータ／ジェネレータ回転数Ｎ_{Ｍ／Ｇ ２}から要求発電電力に対応したモータ／ジェネレータトルクを検索し、この検索値をそのまま第２モータ／ジェネレータＭＧ２のトルク指令値Ｔｍ２として第２モータ／ジェネレータＭＧ２のみで要求発電電力を実現する。
【００４４】
しかし、最大効率発電電力Ｐｍｇを越えた要求発電電力である場合、図１２のような発電電力マップをもとにモータ／ジェネレータ回転数Ｎ_{Ｍ／Ｇ ２}から最大効率発電電力Ｐｍｇに対応したモータ／ジェネレータトルクを検索し、この検索値を第２モータ／ジェネレータＭＧ２のトルク指令値Ｔｍ２とする。
この場合、最大効率発電電力Ｐｍｇと要求発電電力との差分だけ第２モータ／ジェネレータＭＧ２による発電電力が不足することになるが、この不足分を他方の第１モータ／ジェネレータＭＧ１の発電により補って要求発電電力を実現するよう第１モータ／ジェネレータＭＧ１のトルク指令値Ｔｍ１を決定する。
【００４５】
図１１のステップ５７においては更に、上記のごとくに第１モータ／ジェネレータＭＧ１のトルク指令値Ｔｍ１および第２モータ／ジェネレータＭＧ２のトルク指令値Ｔｍ２を求めるほか、前記（６）式からエンジンＥｎｇのバランストルクＴ_Ｅｎｇを求め、ステップ５８では、当該エンジンＥｎｇのバランストルクＴ_Ｅｎｇに、モータ／ジェネレータＭＧ１，ＭＧ２の発電電力と発電損失の和に相当するトルクを加算してエンジントルク指令Ｔｅとする。
かようにして求めたエンジントルク指令Ｔｅは、ステップ５４においてエンジンコントローラ２７（図１０参照）に供給し、エンジンＥｎｇをこのトルク指令値になるよう制御する。
一方、ステップ５７で前記のごとくに求めたモータ／ジェネレータトルク指令Ｔｍ１，Ｔｍ２は、ステップ５５においてモータ／ジェネレータコントローラ２８，２９（図１０参照）に供給し、モータ／ジェネレータＭＧ１，ＭＧ２をこれらのトルク指令値になるよう制御する。
【００４６】
ステップ５６で、モータ／ジェネレータＭＧ１，ＭＧ２の温度Ｃｍ１，Ｃｍ２（制御系の温度も含む）の一方が過熱気味を表す設定値以上であると判定した時は、他方の過熱していないモータ／ジェネレータＭＧ１またはＭＧ２の前記したと同様な発電効率を考慮したトルク指令により、当該他方のモータ／ジェネレータのみによる発電を行わせるべくこのトルク指令をステップ５５において出力する。
同時にステップ５８で、エンジンＥｎｇのバランストルクＴ_Ｅｎｇに、過熱していないモータ／ジェネレータＭＧ１またはＭＧ２の発電電力と発電損失の和に相当するトルクを加算してエンジントルク指令Ｔｅとし、これをステップ５４において出力する。
【００４７】
以上の変速制御によれば、ブレーキＢｒの締結により対応する回転メンバＳ１５が固定されている時に発電要求が発生した場合、図４の共線図のようにブレーキＢｒがいずれのモータ／ジェネレータＭＧ１，ＭＧ２の軸も固定しないため、これら２個のモータ／ジェネレータが共に発電可能であり、また両モータ／ジェネレータによる総合的な発電効率が最も良くなるこれらモータ／ジェネレータのトルク配分（Ｔｍ１，Ｔｍ２）を決定することになるため、常に効率の良い発電状態を保って前記のバッテリ管理を良好なものにすることができる。
【００４８】
なお、上記両モータ／ジェネレータＭＧ１，ＭＧ２のトルク配分（Ｔｍ１，Ｔｍ２）を決定するに際し、回転数の高いモータ／ジェネレータ（上記では第１モータ／ジェネレータＭＧ１）が高い効率で発生させ得る要求発電電力部分をこの高回転モータ／ジェネレータにより発生させ、また要求発電電力の不足部分を他方のモータ／ジェネレータ（上記では第２モータ／ジェネレータＭＧ２）により発生させるようトルク配分（Ｔｍ１，Ｔｍ２）を決定するため、
当該トルク配分の決定を容易に行いつつ前記の作用効果を確実に達成することができる。
【００４９】
また、上記高回転モータ／ジェネレータＭＧ１の発電効率が悪くなる高回転域（Ｎ３領域）では、他方のモータ／ジェネレータＭＧ２が高い効率で発生させ得る要求発電電力部分をこのモータ／ジェネレータにより発生させ、要求発電電力の不足部分を高回転モータ／ジェネレータＭＧ１により発生させるようトルク配分（Ｔｍ１，Ｔｍ２）を決定するため、
両モータ／ジェネレータＭＧ１，ＭＧ２の発電効率の高低が逆転した場合も引き続き前記の作用効果を達成することができる。
【００５０】
更に、モータ／ジェネレータＭＧ１，ＭＧ２が高い効率で発生させ得る発電電力Ｐｍｇをモータ／ジェネレータの温度Ｃｍ１，Ｃｍ２ごとのマップとして図１２のごとく予め求めておき、当該高効率で発生可能な発電電力Ｐｍｇと要求発電電力Ｐｇ１〜Ｐｇ４との対比によりモータ／ジェネレータＭＧ１，ＭＧ２トルク配分（Ｔｍ１，Ｔｍ２）を決定するため、モータ／ジェネレータＭＧ１，ＭＧ２の温度Ｃｍ１，Ｃｍ２変化にかかわらず、前記の作用効果を確実に達成することができる。
【００５１】
また、モータ／ジェネレータＭＧ１，ＭＧ２の一方が過熱気味になった時は、過熱していない他方のモータ／ジェネレータのみにより要求発電電力を発生させるよう構成したから、
過熱によるモータ／ジェネレータＭＧ１，ＭＧ２の損傷を回避することができると共に、両方のモータ／ジェネレータＭＧ１，ＭＧ２が過熱してしまう弊害を防止することができる。
【図面の簡単な説明】
【図１】本発明による変速制御装置を適用し得るハイブリッド変速機の差動装置を例示する線図的構成図である。
【図２】同差動装置の共線図である。
【図３】同差動装置の回転メンバに対するモータ／ジェネレータＭＧ１，ＭＧ２、エンジンＥｎｇ、車輪駆動系Ｏｕｔ、ブレーキＢｒ（Ｂｒ１，Ｂｒ２）の結合を異ならせたハイブリッド変速機の構成例１〜６を示す説明図である。
【図４】構成例１になるハイブリッド変速機のブレーキを締結させて得られる変速状態の一例を示す共線図である。
【図５】構成例２になるハイブリッド変速機のブレーキを締結させて得られる変速状態の一例を示す共線図である。
【図６】構成例３になるハイブリッド変速機のブレーキを締結させて得られる変速状態の一例を示す共線図である。
【図７】構成例４になるハイブリッド変速機のブレーキを締結させて得られる変速状態の２例を示す共線図である。
【図８】構成例５になるハイブリッド変速機のブレーキを締結させて得られる変速状態の２例を示す共線図である。
【図９】構成例６になるハイブリッド変速機のブレーキを締結させて得られる変速状態の２例を示す共線図である。
【図１０】本発明の一実施の形態になるハイブリッド変速機の変速制御装置を示す機能別ブロック線図である。
【図１１】構成例１のハイブリッド変速機の変速制御プログラムを示すフローチャートである。
【図１２】モータ／ジェネレータの発電電力マップを示す特性線図である。
【符号の説明】
１　サンギヤ
２　サンギヤ
３　リングギヤ
４　リングギヤ
６　ピニオン
７　ピニオン
８　キャリア
Ｓ１１　回転メンバ
Ｓ１２　回転メンバ
Ｓ１３　回転メンバ
Ｓ１４　回転メンバ
Ｓ１５　回転メンバ
Ｓ１６　回転メンバ
ＭＧ１　第１のモータ／ジェネレータ
ＭＧ２　第２のモータ／ジェネレータ
Ｅｎｇ　エンジン（原動機）
Ｏｕｔ　車輪駆動系
Ｂｒ　ブレーキ
Ｂｒ１　第１ブレーキ
Ｂｒ２　第２ブレーキ
２２　差動装置
２３　バッテリ
２４　ハイブリッドコントローラ
２５　目標駆動力演算部
２６　トルク指令値演算部
２７　エンジンコントローラ
２８　第１モータ／ジェネレータコントローラ
２９　第２モータ／ジェネレータコントローラ
３０　車両状態検出手段
３１　放電可能電力演算部
３２　第１モータ／ジェネレータ温度検出部
３３　第２モータ／ジェネレータ温度検出部
３４　第１モータ／ジェネレータ回転数検出部
３５　エンジン回転数検出部
３６　車速検出部
３７　第２モータ／ジェネレータ回転数検出部[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention provides a hybrid transmission useful for a hybrid vehicle equipped with a prime mover such as an engine and a motor / generator, and more particularly, a stepless speed change operation performed by a differential device between the prime mover and the motor / generator. The present invention relates to a shift control device for a possible hybrid transmission.
[0002]
[Prior art]
As a hybrid transmission, generally, all or a part of the engine rotational energy is once converted into electric energy by a generator, and the electric energy and electric power from a battery drive a motor coupled to a vehicle drive system. Usually, the vehicle is made to run, and surplus electric energy is stored in the battery to manage the battery.
Then, by setting the engine operating point so that the optimal fuel efficiency is realized and performing the charging and discharging of the battery with good timing, it is possible to generate the required driving force according to the driving state with good fuel efficiency, Further, in some cases, the power performance can be improved by the driving force assist of the vehicle drive system by the motor.
[0003]
Conventionally, as a hybrid transmission, there has been proposed a hybrid transmission in which the above-mentioned differential device is constituted by a planetary gear set, and this is combined with a plurality of motors / generators to realize a continuously variable transmission by controlling the motor / generator. ing.
However, in the conventional hybrid transmission, since the continuously variable transmission is realized by using the output of the motor / generator, the amount of power generation by the motor / generator is restricted depending on the target gear ratio, which hinders battery management. Was a concern.
[0004]
Therefore, conventionally, as in a hybrid transmission described in Japanese Patent Application Laid-Open No. 11-332022, a rotating member constituting the planetary gear set can be fixed by a brake, and a mechanical fixed gear ratio can be obtained by fixing the rotating member. There has been proposed a hybrid transmission that can be realized to secure the amount of power generated by the motor / generator.
In the hybrid transmission described in the above document, a brake is provided on the output shaft of one of the motors / generators, and the brake is used to mechanically fix the rotating member to which the motor / generator is coupled so as not to rotate. In this case, the power generation is performed by the other motor / generator.
[0005]
[Problems to be solved by the invention]
However, in the conventional configuration in which a brake is provided on the output shaft of one motor / generator and the rotating member to which the motor / generator is coupled is fixed by the brake, even if two motor / generators are provided. Since there is only one motor / generator capable of generating power, the power generation efficiency is uniquely determined by the number of rotations of the single motor / generator capable of generating power, and it can be said that the power generation state is always efficient. There was no fact.
[0006]
SUMMARY OF THE INVENTION It is an object of the present invention to provide a shift control device for a hybrid transmission that can always maintain high power generation efficiency by using two motors / generators together, and to solve the above-described problems relating to power generation efficiency.
[0007]
[Means for Solving the Problems]
To this end, a shift control device for a hybrid transmission according to the present invention has the following features.
A two-degree-of-freedom differential device having five or more rotating members as rotating members arranged on a collinear diagram is provided. A hybrid transmission in which an input from a prime mover, an output to a drive system, and a brake are coupled to the rotating members, and a continuously variable transmission can be performed by engaging and releasing the brake and controlling the motor / generator. And
[0008]
When a power generation request is generated by the motor / generator when the corresponding rotating member is fixed by the engagement of the brake, the total power generation by the two motors / generators is determined based on the required power generation and the rotation speeds of the two motors / generators. The torque distribution of these motors / generators with the best power generation efficiency is determined to control the torque of the motors / generators, and the torque of the motor is controlled so as to cover the required power generation.
[0009]
【The invention's effect】
According to the configuration of the present invention, when a power generation request is generated while the corresponding rotating member is fixed by fastening of the brake, the brake does not fix the shaft of any motor / generator, so that two motors / motors are not fixed. Since both generators can generate power, and the torque distribution of these motors / generators is determined so that the overall power generation efficiency of both motors / generators is the best, the motor / generator is always in an efficient power generation state. Can be kept.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 illustrates a differential device 22 in a hybrid transmission to which a shift control device according to an embodiment of the present invention is applied, and the differential device is configured by a planetary gear set as described below.
[0011]
The planetary gear set includes sun gears 1 and 2 and ring gears 3 and 4. A pinion 5 meshes between the sun gear 1 and the ring gear 3, a pinion 6 meshes between the sun gear 2 and the ring gear 4, and the sun gear 1 and the pinion 6 And the pinions 5 to 7 are rotatably supported by the common carrier 8.
The sun gear 1 forms the rotating member S11, the carrier 8 forms the rotating members S12 and S13, the ring gear 4 forms the rotating member S14, the ring gear 3 forms the rotating member S15, and the sun gear 2 forms the rotating member S16. I do.
[0012]
The above-mentioned differential device is represented by a collinear diagram as shown in FIG. 2, in which the horizontal axis represents the gear ratio of the planetary gear set including the sun gear 1, the ring gear 3, the pinion 5 and the carrier 8, and the sun gear 1. , The distance between the rotating members determined by the gear ratio of the planetary gear set consisting of the ring gear 4, the pinions 6, 7 and the carrier 8, and the gear ratio of the planetary gear set consisting of the sun gear 2, the ring gear 4, the pinion 6 and the carrier 8. The ratio, that is, the ratio of the distance between the rotating members S11 and S12 when the distance between the rotating members S12 and S14 is 1 is represented by α, the distance between the rotating members S14 and S16 is represented by β, and the rotating members S14 and S15 The distance between the rotating members S13 and S14 is represented by σ, and the distance between the rotating members S13 and S14 is represented by σ.
[0013]
The first and second motors / generators MG1 and MG2, the engine Eng as the prime mover, and the wheels as shown in the configuration examples 1 to 6 of FIG. The drive train Out and the brake Br are combined to form a hybrid transmission.
[0014]
In the hybrid transmission of the configuration example 1, the first motor / generator MG1 is connected to the rotating member S11, the engine Eng is connected to the rotating member S12, the wheel driving system Out is connected to the rotating member S14, and the rotating member S15 is connected to the rotating member S15. The brake Br is connected, and the second motor / generator MG2 is connected to the rotating member S16.
The hybrid transmission of the configuration example 1 can perform a shift operation as exemplified as the lever a on the alignment chart of FIG. 4 in a state where the rotation member S15 is fixed so as not to rotate by the engagement of the brake Br.
[0015]
In this case, since the engine Eng is located on the same side as the wheel drive system Out with respect to the brake Br and farther from the brake Br on the alignment chart, the rotation speed of the engine Eng is smaller than the rotation speed of the engine Eng when the brake Br is engaged. Also in this case, it is possible to obtain a state in which the rotation speed of the wheel drive system Out is low and the low-side speed ratio is selected.
Further, since both motor / generators MG1 and MG2 are rotatable, both motor / generators MG1 and MG2 can assist the driving force of wheel drive system Out, and apply brake Br at the time of reverse power generation request. , Both motor / generators MG1 and MG2 can generate power.
Therefore, in the configuration example 1, by applying the brake Br, the driving force at the time of low-speed traveling can be increased, and the starting performance and the climbing performance can be improved. On the contrary, when power generation is requested, the two motor / generators MG1 and MG2 are used. The power distribution efficiency can be kept high by determining the torque distribution of these motors / generators that gives the best overall power generation efficiency.
[0016]
In the hybrid transmission of the configuration example 2, the first motor / generator MG1 is connected to the rotating member S11, the engine Eng is connected to the rotating member S12, the brake Br is connected to the rotating member S13, and the wheel driving is performed to the rotating member S14. The system Out is connected, and the second motor / generator MG2 is connected to the rotating member S16.
The hybrid transmission of Configuration Example 2 can perform a shift operation as illustrated as the lever b on the alignment chart in FIG. 5 in a state where the rotation member S13 is fixed so as not to rotate by the application of the brake Br.
[0017]
In this case, since the engine Eng is located on the alignment chart opposite to the wheel drive system Out with respect to the brake Br, the rotation direction of the wheel drive system Out is opposite to the rotation direction of the engine Eng when the brake Br is engaged. Direction, and a state in which the speed ratio of the reverse running is selected can be obtained.
Further, since both motor / generators MG1 and MG2 can rotate, both motor / generators MG1 and MG2 can assist the driving force in the reverse rotation direction of wheel drive system Out. Both motors / generators MG1 and MG2 can also generate power by fastening.
Therefore, in the configuration example 2, by applying the brake Br, the driving force at the time of reverse traveling can be enhanced, and the reverse performance can be improved. When power generation is required, the overall power generation efficiency of both motors / generators MG1 and MG2 is reduced. The power distribution efficiency can be kept high by determining the best torque distribution of these motors / generators.
[0018]
In the hybrid transmission of Configuration Example 3, the first motor / generator MG1 is connected to the rotating member S11, the brake Br is connected to the rotating member S12, the engine Eng is connected to the rotating member S13, and the wheel driving is performed to the rotating member S15. The system Out is connected, and the second motor / generator MG2 is connected to the rotating member S16.
The hybrid transmission of Configuration Example 3 can perform a shift operation as exemplified by the lever c on the alignment chart in FIG. 6 in a state where the rotation member S12 is fixed so as not to rotate by applying the brake Br.
[0019]
In this case, since the engine Eng is located on the same side as the wheel drive system Out with respect to the brake Br and closer to the brake Br on the alignment chart, the rotation speed of the engine Eng is smaller than the rotation speed of the engine Eng when the brake Br is engaged. It is possible to obtain a state in which the rotation speed of the wheel drive system Out increases and the gear ratio on the high side is selected.
Further, since both motor / generators MG1 and MG2 are rotatable, both motor / generators MG1 and MG2 can assist the driving force of wheel drive system Out. Both motor / generators MG1 and MG2 can generate power.
Therefore, in the configuration example 3, by applying the brake Br, the driving force at the time of high-speed running can be increased, the overtaking acceleration performance and the like can be improved, and when power generation is required, the total power generation by the two motors / generators MG1 and MG2 is performed. The power generation efficiency can be kept high by determining the torque distribution of these motors / generators that provides the highest efficiency.
[0020]
Note that, in all of the above configuration examples 1 to 3, the case where one brake Br is provided has been described. However, as illustrated in configuration examples 4 to 6 in FIG. Can be configured.
[0021]
The hybrid transmission of Configuration Example 4 is obtained by connecting and adding another brake Br2 to the rotating member S14 in Configuration Example 3, connecting the first motor / generator MG1 to the rotating member S11, and connecting the first motor / generator MG1 to the rotating member S12. One brake Br1 is connected, the engine Eng is connected to the rotating member S13, the second brake Br2 is connected to the rotating member S14, the wheel drive system Out is connected to the rotating member S15, and the second motor / motor is connected to the rotating member S16. This is a combination of the generator MG2.
The hybrid transmission of Configuration Example 4 can perform a shift operation as illustrated as the lever c on the alignment chart of FIG. 7 in a state where the rotation member S12 is fixed so as not to rotate by the engagement of the first brake Br1. In addition to the above, a shift operation as exemplified by the lever d on the alignment chart of FIG. 7 can be performed in a state where the rotation member S14 is fixed so as not to rotate by the engagement of the second brake Br2.
[0022]
The shift operation indicated by the lever c that can be realized by the engagement of the first brake Br1 is the same shift operation as described above with reference to FIG. 6, and the driving force during high-speed running can be increased as in the case of the configuration example 3, and the overtaking acceleration performance In addition, when power generation is requested, it is possible to determine the torque distribution of these motors / generators MG1 and MG2 so that the overall power generation efficiency becomes the best, thereby keeping the power generation efficiency high. .
The gear shift operation indicated by the lever d that can be realized by the engagement of the second brake Br2 is such that the engine Eng is located on the side opposite to the wheel drive system Out with respect to the brake Br on the alignment chart. Is rotated in the opposite direction to the rotation direction of the engine Eng, and a state in which the speed ratio of the reverse running is selected can be obtained, and the driving force during the reverse running can be enhanced.
Also in this case, both motors / generators MG1 and MG2 can rotate, so that both motors / generators MG1 and MG2 can assist the driving force of wheel drive system Out. The power distribution efficiency can be kept high by determining the torque distribution of these motors / generators at which the total power generation efficiency by generators MG1 and MG2 is the best.
Therefore, in the configuration example 4, by applying the first brake Br1, the driving force at the time of high-speed running can be enhanced to improve the overtaking acceleration performance and the like, and when power generation is required, the overall performance of the two motor / generators MG1 and MG2 can be improved. Power generation efficiency can be kept high,
In addition, by applying the second brake Br2, the driving force at the time of reverse running can be enhanced to improve the reverse performance, and when power generation is required, the overall power generation efficiency of both motors / generators MG1 and MG2 can be increased. Can be kept.
[0023]
The hybrid transmission of Configuration Example 5 is obtained by connecting and adding another brake Br2 to the rotating member S15 in Configuration Example 2, connecting the first motor / generator MG1 to the rotating member S11, and connecting the engine to the rotating member S12. Eng, the first brake Br1 is connected to the rotating member S13, the wheel drive system Out is connected to the rotating member S14, the second brake Br2 is connected to the rotating member S15, and the second motor / brother is connected to the rotating member S16. This is a combination of the generator MG2.
The hybrid transmission of Configuration Example 5 can perform a shift operation as illustrated as the lever b on the alignment chart of FIG. 8 in a state where the rotation member S13 is fixed so as not to rotate by the engagement of the first brake Br1. In addition to the above, a shift operation as exemplified by the lever e on the alignment chart of FIG. 8 can be performed in a state where the rotation member S15 is fixed so as not to rotate by the engagement of the second brake Br2.
[0024]
The speed change operation indicated by the lever b that can be realized by the engagement of the first brake Br1 is the same speed change operation as described above with reference to FIG. 5, and the driving force at the time of reverse running can be enhanced as in the case of the configuration example 2, thereby improving the reverse performance. In addition to being able to improve power generation, it is possible to keep the overall power generation efficiency of both motors / generators MG1 and MG2 high when power generation is required.
The shift operation indicated by the lever e that can be realized by the engagement of the second brake Br2 is such that the engine Eng is located on the same side as the wheel drive system Out with respect to the brake Br2 on the alignment chart, and is farther from the brake Br2. Therefore, the rotation speed of the wheel drive system Out becomes lower than the rotation speed of the engine Eng, and a state in which the gear ratio on the low side is selected can be obtained. The driving force can be increased, and the starting performance and the climbing performance can be improved.
Also in this case, both motors / generators MG1 and MG2 can rotate, so that both motors / generators MG1 and MG2 can assist the driving force of wheel drive system Out. The power distribution efficiency can be kept high by determining the torque distribution of these motors / generators at which the total power generation efficiency by generators MG1 and MG2 is the best.
Therefore, in the configuration example 5, by applying the first brake Br1, the driving force at the time of reverse running can be enhanced to improve the reverse performance, and when the power generation is requested, the total power generation by the two motors / generators MG1 and MG2 is performed. Efficiency can be kept high,
Further, by applying the second brake Br2, the driving force during low-speed running can be increased to improve the starting performance and the climbing performance, and the total power generation efficiency of both motors / generators MG1 and MG2 can be improved when power generation is required. Can be kept high.
[0025]
The hybrid transmission of Configuration Example 6 is configured such that the engine Eng connected to the rotating member S12 in Configuration Example 1 is connected to the rotating member S13, and another brake Br1 is connected to and added to the rotating member S12. The first motor / generator MG1 is connected to S11, the first brake Br1 is connected to the rotating member S12, the engine Eng is connected to the rotating member S13, the wheel driving system Out is connected to the rotating member S14, and the rotating member S15 is connected. And a second motor / generator MG2 coupled to the rotating member S16.
The hybrid transmission of Configuration Example 6 can perform a shift operation as illustrated as the lever a on the alignment chart of FIG. 9 in a state where the rotation member S15 is fixed so as not to rotate by the engagement of the second brake Br2. In addition to the above, a shift operation as exemplified by the lever f on the alignment chart of FIG. 9 can be performed in a state where the rotation member S12 is non-rotatably fixed by fastening the first brake Br1.
[0026]
The speed change operation indicated by the lever a that can be realized by the engagement of the second brake Br2 is a speed change operation similar to that described above with reference to FIG. 4, and the engine Eng operates the wheel drive system with respect to the second brake Br2 in the same manner as in the configuration example 1. Since it is located on the same side as Out and farther from the brake Br2, the rotational speed of the wheel drive system Out becomes lower than the rotational speed of the engine Eng when the second brake Br2 is engaged, and the low side gear ratio Can be obtained, and by applying the brake Br2, the driving force at the time of low-speed running can be enhanced, so that the starting performance and the ascending performance can be improved. The overall power generation efficiency of the MG2 can be kept high. The shift operation indicated by the lever f that can be realized by the engagement of the first brake Br1 is that the engine Eng is located on the same side of the brake Br2 as the wheel drive system Out and closer to the brake Br2 on the alignment chart. Therefore, the rotation speed of the wheel drive system Out becomes higher than the rotation speed of the engine Eng, and it is possible to obtain a state in which the gear ratio on the high side is selected. The driving force can be increased, and the overtaking acceleration performance and the like can be improved.
Also in this case, both motors / generators MG1 and MG2 can rotate, so that both motors / generators MG1 and MG2 can assist the driving force of wheel drive system Out. The power distribution efficiency can be kept high by determining the torque distribution of these motors / generators at which the total power generation efficiency by generators MG1 and MG2 is the best.
Therefore, in the configuration example 6, the second brake Br2 is engaged to enhance the driving force at the time of low-speed traveling to improve the starting performance and the hill-climbing performance, and also to integrate the two motors / generators MG1 and MG2 when power generation is requested. Power generation efficiency can be kept high,
Further, by applying the first brake Br1, the driving force during high-speed running can be increased to improve the overtaking acceleration performance and the like, and the overall power generation efficiency of both motors / generators MG1 and MG2 can be kept high when power generation is required. be able to.
[0027]
In any of the hybrid transmissions of the above configuration examples 1 to 6, the hybrid transmission is controlled via the engagement / release control of the brake Br (Br1, Br2) and the output (torque) control of the engine Eng and the motor / generators MG1, MG2. An apparatus for controlling the speed change of the machine can be configured as shown in FIG. 10, for example.
In this figure, reference numeral 21 denotes a hybrid transmission having any one of the above-described configuration examples 1 to 6. The hybrid transmission 21 includes the differential device 22 illustrated in FIG. The engine Eng, the brake Br (or Br1 and Br2), the wheel drive system Out, and the motor / generators MG1 and MG2 are connected to the rotating member as described in the configuration examples 1 to 6, and the motor / generator is formed. A battery 23 is provided for supplying drive power to MG1 and MG2 and charging generated power.
[0028]
The hybrid controller 24 in FIG. 10 controls the speed of the hybrid transmission through the output (torque) control of the engine Eng and the motor / generators MG1 and MG2, and the engagement / release control of the brake Br (Br1, Br2). A target driving force calculating unit 25 for calculating a target driving force of the wheels; and determining whether to apply or release the brake Br (Br1, Br2) to achieve the target driving force. A torque command value calculator 26 for obtaining an engine torque command value Te required to achieve the target driving force, a torque command value Tm1 of the first motor / generator MG1, and a torque command value Tm2 of the second motor / generator MG2. Engine control to achieve these torque command values individually. Over La 27, constituted by a first motor / generator controller 28 and the second motor / generator controller 29.
[0029]
Vehicle state detecting means 30 includes dischargeable power calculating section 31 for detecting dischargeable power SOC of battery 23, and first motor / generator temperature detecting section 32 for detecting (or estimating) temperature Cm1 of first motor / generator MG1. A second motor / generator temperature detector 33 for detecting (or estimating) the temperature Cm2 of the second motor / generator MG2; and a rotation speed N of the first motor / generator MG1._{M / G1}Motor / generator rotation speed detection unit 34 for detecting the rotation speed, and rotation speed N of second motor / generator MG2_{M / G2}Motor / generator rotation speed detecting section 37 for detecting the rotation speed of engine Eng_EngThe engine speed detecting unit 35 for detecting the vehicle speed VSP (the transmission output speed N_Out) To detect the vehicle speed.
Since the temperatures Cm1 and Cm2 of motor / generators MG1 and MG2 can be estimated from the supply currents to motor / generators MG1 and MG2 and the duration thereof, the functions of temperature detection units 32 and 33 are determined by the hybrid controller. 24, the temperature detectors 32 and 33 can be omitted from the vehicle state detector 30.
[0030]
The torque command value calculation unit 26 calculates the dischargeable power SOC of the battery 23 obtained by the vehicle state detection means 30, the temperature Cm1 of the first motor / generator MG1, the temperature Cm2 of the second motor / generator MG2, and the first motor / generator MG1. Rotation speed N_{M / G1}, The rotational speed N of the engine Eng_EngBased on the vehicle speed VSP and the vehicle speed VSP, engagement / release control of the brake Br (Br1, Br2) is performed at the same time as achieving the target driving force obtained by the calculation unit 25 by the processing described later in detail, and at the same time, achieving the target driving force. Engine controller 27, first motor / generator controller 28, and second motor corresponding to engine torque command value Te required for motor, torque command value Tm1 of first motor / generator MG1, and torque command value Tm2 of second motor / generator MG2. / Generator controllers 29, which control the output of the engine Eng and the motor / generators MG1, MG2 in order to realize the respective torque command values.
[0031]
Hereinafter, the shift control executed by the shift control device of FIG. 10 will be described for the case where the hybrid transmission is the same as the configuration example 1 in FIG. 3 and performs the shift operation described above with reference to FIG.
Since the planetary gear set as shown in FIG. 1 is used as the differential device 22 and the configuration example 1 shown in FIG. The force magnification is determined by the three of the distance ratios (gear ratios of the planetary gear set) α, β, γ, and σ shown on the alignment chart of FIG.
[0032]
The shift control executed by the shift control device shown in FIG. 10 is as shown in FIG. 11, and the hybrid controller 24 shown in FIG. Determine the required power generation.
In the next step 52, it is checked whether or not the brake Br is engaged. Here, the brake Br is set to a target driving force determined by the calculation unit 25 at a set value (the output of the engine Eng, the output of the motor / generators MG1, MG2, the output of the battery 23, and the gear ratios α, β, γ of the planetary gear set). At the same time, taking into account the safety factor).
[0033]
If it is determined in step 52 that the brake Br is not engaged, the control proceeds to step 53, and an operating point at which the efficiencies of the engine Eng and the motor / generators MG1, MG2 are balanced is determined.
Further, the engine Eng is set to an operating point that generates an output corresponding to the sum of the generated power and the power generation loss, generates power using one of the motor / generators MG1 and MG2, and selects one of the motor / generators MG1 and MG2. Whether or not to be in the power generation state is determined by the gear ratio.
[0034]
Here, since the input and output torques need to be balanced due to the characteristics of the planetary gear, the engine Eng and the motor / generators MG1 and MG2 need to satisfy the following relationship with respect to the rotation speed and the torque.
That is, regarding the relationship between the rotation speeds, the rotation speed of the engine Eng is set to N_EngAnd the number of rotations of motor / generators MG1 and MG2 is N_{M / G1}, N_{M / G2}And the output rotation speed to the wheel drive system Out is N_OutAnd when
(Equation 1)

Must be established,
Regarding the relationship between the torques, the torque of the engine Eng is expressed as T_EngAnd the torque of motor / generators MG1 and MG2 is represented by T_{M / G1}, T_{M / G2}And the output torque to the wheel drive system Out is T_OutAnd when
(Equation 2)

Must be established.
Note that the above equations (1) to (4) represent a static relation, and of course, the above relation is transiently further affected by inertia.
[0035]
In step 53, the torque of the engine Eng obtained from the above balance equation is_EngAnd the torque corresponding to the sum of the power generated by the motor / generators MG1 and MG2 and the power generation loss is added to obtain an engine torque command Te, and the torque T of the motor / generators MG1 and MG2 is obtained._{M / G1}, T_{M / G2}Are the torque commands Tm1 and Tm2 of the motor / generators MG1 and MG2, and these are the operating point of the engine Eng and the operating points of the motor / generators MG1 and MG2. The engine torque command Te thus obtained is supplied to the engine controller 27 (see FIG. 10) in step 54, and the engine Eng is controlled to have this torque command value. The motor / generator torque commands Tm1 and Tm2 are In step 55, the motor / generator controllers 28 and 29 (see FIG. 10) are supplied to control the motor / generators MG1 and MG2 so that these torque command values are obtained.
[0036]
If it is determined in step 52 that the brake Br is engaged, the following shift control targeted by the present invention is executed after step 56.
First, in step 56, it is determined whether or not the temperatures Cm1 and Cm2 (including the temperature of the control system) of the motors / generators MG1 and MG2 are lower than a set value indicating the degree of overheating, and both the motors / generators MG1 and MG2 are heated. If not, the control proceeds to step 57, where the optimum torque distribution (Tm1, Tm2) of the motor / generators MG1, MG2 and the engine torque command Te are obtained.
[0037]
By the way, in the engaged state of the brake Br, the brake Br receives the reaction force of the engine Eng and the motor / generators MG1 and MG2, so that it is not necessary to maintain a torque balance with respect to the rotating members of the planetary gears. The relational expression is as follows.
(Equation 3)

These equations (5) and (6) also represent a static relation, and of course, the above relation is transiently further affected by inertia.
On the other hand, in the configuration example (1) used here, as is clear from the alignment chart of FIG._{M / G1}> N_{M / G 2}It is.
Here, in general, the higher the number of revolutions of the motor / generators MG1 and MG2, the better the power generation efficiency. Therefore, the first motor / generator MG1 is preferentially used to allocate the power generation.
[0038]
FIG. 12 shows a motor / generator rotation speed N which generates the temperature Cm1 of the first motor / generator MG1 for each generated power when the temperature Cm1 is a certain value._{M / G1}And motor / generator torque T_{M / G1}Pg1 to Pg4 indicate required power generation, and Pmg indicates maximum efficiency power generation.
In this figure, the motor / generator rotation speed N_{M / G1}The low rotation region N1 is a low torque operation region in which the generated power of the motor / generator MG1 is smaller than the rated output, and the middle rotation region N2 is an operation region in which the power generation efficiency of the motor / generator MG1 is the highest. The rotation region N3 is the motor / generator rotation speed N_{M / G1}And the power generation efficiency is lower than the N2 region by the field weakening control.
[0039]
In step 57 of FIG. 11, a generated power map as shown in FIG. 12 corresponding to the first motor / generator temperature Cm1 is selected, and the motor / generator rotation speed N is determined based on the selected generated power map._{M / G1}Is located in the N1, N2, and N3 areas.
In the N1 region, the torque T of the motor / generator MG1_{M / G1}12 is equal to or greater than T1 in FIG. 12, the power generation efficiency of motor / generator MG1 is reduced._{M / G1}If the generated power cannot be realized otherwise, the torque command value Tm1 of the first motor / generator MG1 is determined as T1, and the motor / generator torque T_{M / G1}Should not exceed T1 at which power generation efficiency is poor.
Then, by setting Tm1 = T1, the generated power by the first motor / generator MG1 becomes insufficient with respect to the required generated power, but this shortfall is supplemented by the power generation by the other second motor / generator MG2. The torque command value Tm2 is determined so as to realize the generated power.
[0040]
Note that the motor / generator torque T less than T1_{M / G1}In the case of the required generated power that can be realized by the following equation, the motor / generator rotation speed N_{M / G1}, The motor / generator torque corresponding to the required generated power is searched, and this search value is used as it is as the torque command value Tm1 of the first motor / generator MG1 to realize the required generated power only with the first motor / generator MG1. .
[0041]
Motor / generator rotation speed N_{M / G1}Is in the N2 region, since the power generation efficiency of the first motor / generator MG1 is high, the required power generation of less than the maximum efficiency power generation Pmg among the required power generations Pg1 to Pg4 is realized as follows.
That is, based on the generated power map as shown in FIG._{M / G1}, A motor / generator torque corresponding to the required power generation is retrieved, and the retrieved value is used as it is as the torque command value Tm1 of the first motor / generator MG1 to realize the required power generation using only the first motor / generator MG1.
[0042]
Thus, when the required power exceeds the maximum efficiency generated power Pmg, such as the required power indicated by Pg1 in FIG. 12, the motor / generator rotation speed N is calculated based on the generated power map shown in FIG._{M / G1}, A motor / generator torque corresponding to the maximum efficiency generated power Pmg is retrieved, and the retrieved value is set as a torque command value Tm1 of the first motor / generator MG1.
In this case, the power generated by the first motor / generator MG1 becomes insufficient by the difference between the maximum efficiency generated power Pmg and the required generated power, but this shortfall is compensated for by the power generated by the other second motor / generator MG2. The torque command value Tm2 is determined so as to realize the required power generation.
[0043]
Motor / generator rotation speed N_{M / G1}Is in the N3 region, if the motor / generator MG1 is a magnet motor, the field of weakening becomes strong and the power generation efficiency is reduced. Therefore, the required power generation is preferentially performed by the second motor / generator MG2 whose rotation speed is lower than this. Switch to achieve power.
At this time, the rotation speed N of the second motor / generator MG2_{M / G2}Is usually in the N2 region, the power generation efficiency of the second motor / generator MG2 increases.
In this case, based on the generated power map corresponding to FIG. 12 for the second motor / generator MG2, the required generated power less than the maximum efficiency generated power Pmg as in the required generated power Pg2 to Pg4 is as follows. To achieve this.
That is, based on the generated power map, the motor / generator rotation speed N_{M / G 2}, A motor / generator torque corresponding to the required generated power is retrieved, and the retrieved value is used as it is as the torque command value Tm2 of the second motor / generator MG2 to realize the required generated power only with the second motor / generator MG2.
[0044]
However, if the required generated power exceeds the maximum efficiency generated power Pmg, the motor / generator rotation speed N is calculated based on the generated power map shown in FIG._{M / G 2}, A motor / generator torque corresponding to the maximum efficiency generated power Pmg is retrieved, and the retrieved value is set as a torque command value Tm2 of the second motor / generator MG2.
In this case, the generated power by the second motor / generator MG2 is insufficient by the difference between the maximum efficiency generated power Pmg and the required generated power, but this shortfall is compensated for by the power generated by the other first motor / generator MG1. The torque command value Tm1 of the first motor / generator MG1 is determined so as to realize the required generated power.
[0045]
In step 57 of FIG. 11, in addition to obtaining the torque command value Tm1 of the first motor / generator MG1 and the torque command value Tm2 of the second motor / generator MG2 as described above, the balance of the engine Eng is obtained from the equation (6). Torque T_EngIn step 58, the balance torque T of the engine Eng is determined._EngThen, a torque corresponding to the sum of the power generated by the motor / generators MG1 and MG2 and the power generation loss is added to obtain an engine torque command Te.
The engine torque command Te thus obtained is supplied to the engine controller 27 (see FIG. 10) in step 54, and the engine Eng is controlled to have this torque command value.
On the other hand, the motor / generator torque commands Tm1 and Tm2 obtained as described above in step 57 are supplied to the motor / generator controllers 28 and 29 (see FIG. 10) in step 55, and the motor / generators MG1 and MG2 are controlled by these torques. Control to be the command value.
[0046]
If it is determined in step 56 that one of the temperatures Cm1 and Cm2 (including the temperature of the control system) of the motor / generators MG1 and MG2 is equal to or higher than the set value indicating overheating, the other motor / generator not overheating According to the torque command considering the same power generation efficiency of MG1 or MG2 as described above, this torque command is output in step 55 so as to cause only the other motor / generator to generate power.
At the same time, at step 58, the balance torque T of the engine Eng_EngThen, a torque corresponding to the sum of the power generated by the motor / generator MG1 or MG2 that is not overheated and the power generation loss is added to generate an engine torque command Te, which is output in step 54.
[0047]
According to the above-described shift control, when a power generation request occurs when the corresponding rotating member S15 is fixed by the engagement of the brake Br, as shown in the alignment chart of FIG. Since the shaft of MG2 is not fixed, both of these two motors / generators can generate electric power, and the torque distribution (Tm1, Tm2) of these motors / generators at which the total power generation efficiency by both motors / generators becomes the best is determined. Since the determination is made, it is possible to maintain the efficient power generation state and improve the battery management.
[0048]
In determining the torque distribution (Tm1, Tm2) of the two motors / generators MG1, MG2, the required generated power that can be generated with high efficiency by the motor / generator having a high rotation speed (in the above description, the first motor / generator MG1) In order to determine the torque distribution (Tm1, Tm2) such that the high-speed motor / generator generates the portion and the insufficient portion of the required generated power is generated by the other motor / generator (in the above, the second motor / generator MG2). ,
The above effects can be reliably achieved while easily determining the torque distribution.
[0049]
In the high rotation range (N3 region) where the power generation efficiency of the high-rotation motor / generator MG1 is deteriorated, a required power generation portion that can be generated by the other motor / generator MG2 with high efficiency is generated by the motor / generator. In order to determine the torque distribution (Tm1, Tm2) so that the shortage of the required generated power is generated by the high-speed motor / generator MG1,
Even when the levels of the power generation efficiencies of the two motors / generators MG1 and MG2 are reversed, the above effects can be continuously achieved.
[0050]
Further, the generated power Pmg that the motor / generators MG1 and MG2 can generate with high efficiency is obtained in advance as a map for each motor / generator temperature Cm1 and Cm2 as shown in FIG. 12, and the generated power Pmg that can be generated with high efficiency. Motor / generator MG1, MG2 torque distribution (Tm1, Tm2) is determined based on a comparison between power generation demands Pg1 to Pg4, and therefore the above-described effects are obtained regardless of changes in temperatures Cm1, Cm2 of motor / generators MG1, MG2. Can be reliably achieved.
[0051]
In addition, when one of the motors / generators MG1 and MG2 becomes overheated, the required power generation is generated only by the other motor / generator that is not overheated.
Damage to motor / generators MG1 and MG2 due to overheating can be avoided, and the adverse effect that both motor / generators MG1 and MG2 are overheated can be prevented.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram illustrating a differential device of a hybrid transmission to which a shift control device according to the present invention can be applied.
FIG. 2 is an alignment chart of the differential device.
FIG. 3 shows configuration examples 1 to 6 of the hybrid transmission in which the coupling of the motor / generators MG1, MG2, the engine Eng, the wheel drive system Out, and the brakes Br (Br1, Br2) to the rotating members of the differential device is different. FIG.
FIG. 4 is an alignment chart showing an example of a shift state obtained by engaging a brake of the hybrid transmission according to Configuration Example 1.
FIG. 5 is an alignment chart showing an example of a shift state obtained by engaging a brake of the hybrid transmission according to Configuration Example 2.
FIG. 6 is an alignment chart showing an example of a shift state obtained by engaging a brake of the hybrid transmission according to Configuration Example 3.
FIG. 7 is a nomographic chart showing two examples of shift states obtained by engaging a brake of the hybrid transmission according to Configuration Example 4.
FIG. 8 is a nomographic chart showing two examples of shift states obtained by engaging a brake of the hybrid transmission according to Configuration Example 5.
FIG. 9 is a nomographic chart showing two examples of shift states obtained by engaging the brake of the hybrid transmission according to Configuration Example 6.
FIG. 10 is a functional block diagram illustrating a shift control device for a hybrid transmission according to an embodiment of the present invention.
FIG. 11 is a flowchart showing a shift control program of the hybrid transmission of Configuration Example 1.
FIG. 12 is a characteristic diagram showing a generated power map of the motor / generator.
[Explanation of symbols]
1 Sun gear
2 sun gear
3 ring gear
4 ring gear
6 pinion
7 pinion
8 career
S11 Rotating member
S12 Rotating member
S13 @ Rotating member
S14 Rotating member
S15 Rotating member
S16 Rotating member
MG1 @ first motor / generator
MG2 second motor / generator
Eng engine (motor)
Out wheel drive system
Br brake
Br1 1st brake
Br2 2nd brake
22 differential
23 battery
24 hybrid controller
25 ° target driving force calculation unit
26 Torque command value calculator
27 engine controller
28 1st motor / generator controller
29 2nd motor / generator controller
30 ° vehicle state detecting means
31 ° dischargeable power calculator
32 ° first motor / generator temperature detector
33 ° second motor / generator temperature detector
34 ° first motor / generator rotation speed detector
35 ° engine speed detector
36 vehicle speed detection unit
37 ° second motor / generator rotation speed detector

Claims (5)

It has five or more rotating members as rotating members arranged on the alignment chart, and a two-degree-of-freedom differential that determines the rotating state of the other members when the rotating state of two of these rotating members is determined. A motor / generator is connected to the rotating members in both external measurements on the nomographic chart, and the input and drive from the prime mover are respectively applied to the inner rotating members located between these motors / generators on the nomographic chart. In a hybrid transmission in which an output to a system and a brake are combined, and a stepless speed change can be performed by engagement / release of the brake and control of the motor / generator,
When a power generation request is generated by the motor / generator when the corresponding rotating member is fixed by the engagement of the brake, the total power generation by the two motors / generators is determined based on the required power generation and the rotation speeds of the two motors / generators. The hybrid transmission is characterized in that the torque distribution of the motor / generator with the highest efficiency is determined to control the torque of the motor / generator and the torque of the motor is controlled so as to cover the required power generation. Transmission control device. 2. The transmission control device according to claim 1, wherein the high-speed motor / generator generates a portion of the required power generated by the high-speed motor / generator of the two motors / generators with high efficiency, and A shift control device for a hybrid transmission, wherein a torque distribution of the motor / generator is determined so that a shortage of required power generation is generated by the other motor / generator. 3. The transmission control device according to claim 2, wherein in the high rotation range where the power generation efficiency of the high-speed motor / generator deteriorates, the required power generated by the other motor / generator can be generated with high efficiency. Transmission control of the hybrid transmission, wherein the torque distribution of the motor / generator is determined such that the motor / generator generates the shortage of the required generated power by the high-speed motor / generator. apparatus. 4. The transmission control device according to claim 2, wherein generated power that can be generated by the motor / generator with high efficiency is obtained in advance as a map for each temperature of the motor / generator, and generated power that can be generated with high efficiency. A transmission control device for the hybrid transmission, wherein a torque distribution of the motor / generator is determined based on a comparison between the required power and the required generated power. 5. The transmission control device according to claim 1, wherein when one of the motors / generators becomes overheated, the other motor / generator generates the required power generation only by the other motor / generator. 6. A shift control device for a hybrid transmission, wherein a torque of a motor / generator is controlled.

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