JP2005132143A - Engine start control device of hybrid transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine start control device of a hybrid transmission capable of suppressing an engaging shock of an engine clutch when an engine is started while an electric automobile travels by selecting a low fixed transmission ratio mode. <P>SOLUTION: A hybrid transmission comprising a differential gear transmission having a planetary gear train in which a first motor generator MG1 and a second motor generator MG2 are arranged at both ends of a lever on an alignment chart, and an engine E and an output shaft OUT are arranged at the inner position of the lever, and an engagement element to select a plurality of traveling modes, and an engine clutch EC which is provided at a position in the middle of an input path from the engine E and engaged by a friction force, has an engine start control means which has an EV-Low traveling mode at a low transmission ratio with a low fixed brake tightened and the second motor generator MG2 as a power source for a traveling mode, and perform partial clutch control to slidingly release a tightened low fixed brake when engaging the engine clutch EC during the engine start while a vehicle travels in an EV-Low mode. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an engine start control device for a hybrid transmission having an engine clutch on an engine output shaft.

Conventionally, in a hybrid transmission using a differential gear transmission that uses one engine and two motor generators as power sources, there are four sun gears S1, ring gear R, carrier C, and second sun gear S2 on the collinear diagram. It constitutes a four-element, two-degree-of-freedom planetary gear mechanism in which input / output elements are arranged. One of two elements (ring gear R and carrier C) arranged on the inner side is input In from the engine, and the other is a drive system. Is assigned to each of the two outer elements (first sun gear S1 and second sun gear S2). As a result, the torque on the motor generator side with respect to the engine output can be reduced to reduce the size, and the energy passing through the motor generator can be further reduced, so that the transmission efficiency as a drive device is improved (for example, patents) Reference 1).
JP 2003-32808 A

  However, in the conventional hybrid transmission, when the engine is started while the electric vehicle is running with the low fixed gear ratio mode selected, the pinion carrier of the second differential gear and the ring gear of the third differential gear are combined. Since the connecting member and the engine output shaft are fastened by the engine clutch, there is a problem that a shock occurs when the engine clutch is fastened when the rotational speed difference between the connecting member speed and the engine speed is large. there were.

  The present invention has been made paying attention to the above-mentioned problem. When starting an engine while running an electric vehicle with the low fixed gear ratio mode selected, the hybrid transmission can suppress the engagement shock of the engine clutch. It is an object to provide an engine start control device.

In order to achieve the above object, according to the present invention, a power source having an engine, at least a first motor generator and a second motor generator, and each of the power source and the output member are coupled to a rotating element, respectively. A planetary gear train in which a first motor generator and a second motor generator are disposed at both lever positions on the diagram, and an engine and an output member are disposed at lever inner positions; and an engagement element for selecting a plurality of travel modes; And a differential gear transmission, and an engine clutch provided in the middle of an input path connecting the output shaft of the engine and an engine input rotation element of the differential gear transmission. In
The engagement element has a low fixed brake that fixes the gear ratio to a low gear ratio by engagement, and the driving mode is an electric drive that engages the low fixed brake and travels at a low gear ratio using a motor generator as a power source. Half-clutch control that has a vehicle low fixed gear ratio mode and that slips and releases the low fixed brake that is engaged when the engine clutch is engaged when starting the engine in the middle of traveling in the electric vehicle low fixed gear ratio mode An engine start control means is provided.

  Therefore, in the engine start control device for a hybrid transmission according to the present invention, the engine start control means is engaged when the engine clutch is engaged during engine start in the middle of traveling in the electric vehicle low fixed gear ratio mode. The low fixed brake absorbs the reaction force transmitted when the engine clutch is engaged, and the low fixed gear ratio mode is selected. When the engine is started, the engine clutch engagement shock can be suppressed.

  Hereinafter, the best mode for realizing an engine start control device for a hybrid transmission according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
[Hybrid transmission drive system]
FIG. 1 is an overall system diagram showing a hybrid transmission to which an engine start control device of Embodiment 1 is applied.

  As shown in FIG. 1, the drive system of the hybrid transmission in the first embodiment has an engine E, a first motor generator MG1, and a second motor generator MG2 as power sources. A differential gear transmission in which these power sources E, MG1, MG2 and an output shaft OUT (output member) are coupled includes a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3. It has an engine clutch EC, a low brake LB (engagement element: low fixed brake), a high clutch HC (engagement element), and a high / low brake HLB (engagement element: low fixed brake).

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 that constitute the differential gear transmission are all single-pinion type planetary gears. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and the second pinion carrier PC2 And the third ring gear R3 are directly connected by a third rotating member M3 (engine input rotating element). Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. 6 rotation elements.

  A connection relationship among the power sources E, MG1, MG2, the output shaft OUT, the engine clutch EC, and the engagement elements LB, HC, HLB for the six rotating elements of the differential gear transmission will be described. The second rotating member M2 is in a free state that is not connected to any of these, and the remaining five rotating elements are connected as follows.

  The engine output shaft of the engine E is connected to the third rotating member M3 via the engine clutch EC. That is, when the engine clutch EC is engaged, the second pinion carrier PC2 and the third ring gear R3 are set to the engine speed via the third rotation member M3.

  The first motor generator output shaft of the first motor generator MG1 is directly connected to the second ring gear R2. Further, a high / low brake HLB is interposed between the first motor generator output shaft and the transmission case TC. That is, when releasing the high / low brake HLB, the second ring gear R2 is set to the rotation speed of the first motor generator MG1. When the high / low brake HLB is engaged, the rotation of the second ring gear R2 and the first motor generator MG1 is stopped.

  The second motor generator output shaft of the second motor generator MG2 is directly connected to the first rotating member M1. Further, a high clutch HC is interposed between the second motor generator output shaft and the first pinion carrier PC1, and a low brake LB is interposed between the first pinion carrier PC1 and the transmission case TC. Is done. That is, when only the low brake LB is engaged, the first pinion carrier PC1 is stopped, and when only the high clutch HC is engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are connected to the second motor generator MG2. Set the rotation speed. Further, when the low brake LB and the high clutch HC are engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are stopped.

  The output shaft OUT is directly connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).

  As a result, as shown in FIGS. 4 and 5, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), the second motor generator MG2 (S1) , S2, PC1), and a rigid lever model that can simply represent the dynamic behavior of the planetary gear train can be introduced.

  Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. Take the number of rotations (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the spacing between each rotating element to the gear ratio of the sun gear and ring gear (α, β, δ) It is arranged to become. 4A is a collinear diagram of the first planetary gear PG1, (2) is a collinear diagram of the second planetary gear PG2, and (3) is a third planetary gear PG3. FIG.

  The engine clutch EC is a multi-plate friction clutch that is fastened by oil pressure and cooled by oil, and is arranged at a position that coincides with the rotational speed axis of the engine E on the collinear charts of FIGS. As a result of the engagement, the rotation and torque of the engine E are input to the third rotating member M3 which is an engine input rotating element of the differential gear transmission.

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed at a position outside the rotational speed axis of the second motor generator MG2 on the alignment chart of FIGS. As shown in (a) and (b) of FIG. 5 and (a) and (b) of FIG.

  The high clutch HC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment charts of FIGS. 4 (d), (e) and (d), (e) of FIG. 5 realize the high side gear ratio mode for sharing the high side gear ratio.

  The high / low brake HLB is a multi-plate friction brake that is fastened by hydraulic pressure, and is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the collinear charts of FIGS. The gear ratio is fixed to the low gear ratio on the underdrive side by fastening together with the high gear ratio, and the gear ratio is fixed to the high gear ratio on the overdrive side by fastening with the high clutch HC.

[Control system for hybrid transmission]
As shown in FIG. 1, the control system in the hybrid transmission of the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, an accelerator opening. A degree sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, and a third ring gear speed sensor 12. Configured.

  The engine controller 1 responds to an engine operating point (hereinafter referred to as an engine operating point) according to a target engine torque command from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. The “operating point” refers to an operating point specified by the rotational speed and torque.), For example, is output to a throttle valve actuator (not shown).

  The motor controller 2 operates the first motor generator MG1 in response to a target motor generator torque command or the like from the integrated controller 6 that inputs the motor generator rotation speeds N1 and N2 from both the motor generator rotation speed sensors 10 and 11 by the resolver. A command for independently controlling the point and the operating point of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to the stator coils of the first motor generator MG1 and the second motor generator MG2, and generates respective drive currents according to commands from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the low brake LB, the high clutch HC, and the high / low brake HLB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information of the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the third ring gear rotational speed ωin from the third ring gear rotational speed sensor 12, and the like. Input and perform predetermined arithmetic processing. Then, a control command is output to the engine controller 1, the motor controller 2, the hydraulic control device 5, and the brake controller 13 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1, and the integrated controller 6 and the motor controller 2 are connected to each other by bidirectional communication lines 14 and 15 for information exchange.

[Driving mode]
Since the hybrid transmission of the first embodiment can coaxially match the output shaft OUT of the transmission with the engine output shaft, the hybrid transmission is not limited to an FF vehicle (front engine / front drive vehicle) but also an FR vehicle (front engine It can be mounted on a rear drive vehicle) and is not divided into a continuously variable transmission ratio mode and a high continuously variable transmission ratio mode. Therefore, the output sharing ratio of the two motor generators MG1 and MG2 can be suppressed to about 20% or less of the output generated by the engine E.

  As shown in FIG. 2, the traveling mode includes a low fixed speed ratio mode (hereinafter referred to as “Low mode”), a low-side continuously variable speed ratio mode (hereinafter referred to as “Low-iVT mode”), and 2-speed fixed mode (hereinafter referred to as “2nd mode”), high-side continuously variable gear ratio mode (hereinafter referred to as “High-iVT mode”), and high fixed gear ratio mode (hereinafter referred to as “High mode”). And 5) driving modes.

  As shown in FIG. 2, the Low mode is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB. The Low-iVT mode is obtained by engaging the low brake LB, releasing the high clutch HC, and releasing the high / low brake HLB. The 2nd mode is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High-iVT mode is obtained by releasing the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High mode is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB.

  Regarding these five driving modes, the electric driving mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and the engine E and both motor generators MG1 and MG2 are used. And a hybrid driving mode (hereinafter referred to as “HEV mode”). Therefore, as shown in FIG. 3, when the EV mode and the HEV mode are combined, ten travel modes are realized. Fig. 4 is an alignment chart of EV-related EV-Low mode (electric vehicle low fixed transmission ratio mode), EV-Low-iVT mode (hybrid vehicle low fixed transmission ratio mode), and EV-2nd mode The alignment chart, EV-High-iVT mode alignment chart, and EV-High mode alignment chart are shown respectively. Fig. 5 shows HEV-related HEV-Low mode alignment chart, HEV-Low-iVT mode alignment chart, HEV-2nd mode alignment chart, HEV-High-iVT mode alignment chart, HEV-High The collinear chart of each mode is shown.

  Here, the integrated controller 6 is preset with a travel mode map in which the 10 travel modes are allocated in a three-dimensional space defined by the accelerator opening AP, the vehicle speed VSP, and the battery SOC. The travel mode map is searched based on the detected values of the accelerator opening AP, the vehicle speed VSP, and the battery SOC, and the optimal travel mode map corresponding to the driving point of the vehicle and the battery charge determined by the accelerator opening AP and the vehicle speed VSP is selected. The

  When the mode is changed between the “EV mode” and the “HEV mode” by selecting the travel mode map, the engine clutch EC engagement control and the engine clutch EC Release control, or in addition, engagement / release control of engagement elements such as clutches and brakes is executed. In addition, when performing mode transition between the five modes of “EV mode” and mode transition between the five modes of “HEV mode”, the engagement / release control of the engagement elements such as clutches and brakes is executed. Is done. These mode transition controls are performed by sequence control according to a predetermined procedure so that the operating points are transferred smoothly.

  Next, the operation will be described.

[Engine start control processing]
FIG. 6 is a flowchart showing the flow of the engine start control process executed by the integrated controller 6 of the first embodiment. Each step will be described below (engine start control means). This process is executed while traveling in the EV-Low mode.

  In step S1, it is determined whether or not the engine E is to be started based on the mode transition command from the EV-Low mode to the HEV-Low mode. If YES in step S2, the mode transition command to the HEV-Low mode is output. If the answer is NO due to the output of a command to maintain the EV-Low mode, the operation returns to the start.

  In step S2, based on the determination of engine start in step S1, the second motor generator rotational speed sensor 11 reads the second motor generator rotational speed N2, and the process proceeds to step S3.

  In step S3, the second motor generator rotational speed N2 and the first motor generator rotational speed N1 (N1 = 0 when the high / low brake HLB is engaged) are used to represent the second planetary gear MG2 in the EV-Low mode. The inclination of the lever on the diagram is calculated (see FIG. 7), and the process proceeds to step S4.

In step S4, based on the calculated inclination of the lever on the nomograph representing the second planetary gear MG2, the amount of decrease in the second motor generator rotational speed N2 that occurs when the engine clutch EC is engaged is calculated, and in step S5. Migrate to
Here, the amount of decrease in the second motor generator rotational speed N2 is shown in the dotted line characteristic of FIG. 7 by the fact that the lever on the collinear diagram representing the second planetary gear MG2 is engaged with the high / low brake as the engine clutch EC is engaged. When the HLB is rotated around the fastening position, the amount of decrease in the second motor generator rotational speed N2 is calculated.

  In step S5, the decrease amount of the second motor generator rotation speed N2 estimated and calculated in step S4 is directly calculated as the increase amount of the second motor generator rotation speed N2, and the process proceeds to step S6 (motor generator rotation speed increase amount). Calculation means).

  In step S6, when the calculation of the increase amount of the second motor generator rotational speed N2 in step S5 is completed, the engine clutch EC is engaged, and the process proceeds to step S7.

  In step S7, the engaged high / low brake HLB is brought into a half-clutch state by sliding release, and the process proceeds to step S8.

  In step S8, control is performed to increase the rotation speed of the second motor generator MG2 using the increase amount of the second motor generator rotation speed N2 calculated in step S5 as a target value, and the process proceeds to return. Note that the high / low brake HLB in the half-clutch state is engaged at the same time as the rotational speed of the second motor generator MG2 is increased or slightly delayed.

[Engine start control action]
The solid line in FIG. 7 shows a collinear diagram in the EV-Low mode. The first motor generator MG1 is fixed by the high / low brake HLB, and the second motor generator MG2 runs the electric vehicle. At this time, the engine E is disconnected by the engine clutch EC, and the engine speed Ne is zero. In this state, since the electric motor vehicle is driven by the second motor generator MG2, the second motor generator rotational speed N2 is increased, and the engine rotational speed Ne (= 0) and the third rotational speed at the engagement position of the engine clutch EC are increased. The rotational speed difference ΔN with member M3 is large. For this reason, a shock occurs when the engine clutch EC is engaged.

  FIG. 9 shows a shock generation mechanism when the engine clutch EC is engaged. By the operation of the high / low brake HLB, the first motor generator rotational speed N1 becomes zero, and the ring gear R2 of the second planetary gear MG2 is fixed. When the low brake LB and the high / low brake HLB are engaged, the high clutch HC is disconnected, and the second motor generator MG2 runs on the electric vehicle, the input of the second motor generator MG2 enters the sun gear S2 of the second planetary gear MG2, and the second After passing through pinion P2 → second pinion carrier PC2 → third rotating member M3, it is transmitted to the third ring gear R3 of the third planetary gear MG3, and the third pinion P3 → third pinion carrier PC3 of the third planetary gear MG3 is transmitted. After that, it is transmitted to the output shaft OUT.

  On the other hand, an engine clutch EC is set between the engine output shaft and the third rotating member M3 directly connecting the second pinion carrier PC2 of the second planetary gear MG2 and the third ring gear R3 of the third planetary gear MG3. The engine clutch EC is engaged when the engine is started.

  At this time, since the rotational speed difference ΔN between the engine rotational speed Ne (= 0) and the third rotational member M3 is large, the second pinion of the second planetary gear MG2 from the third rotational member M3 when the engine clutch EC is engaged. The engine reaction force is input to the carrier PC2, and the reaction force is received by the second ring gear R2 of the second planetary gear PG2 fixed by the high / low brake HLB, and a shock is generated.

  On the other hand, in the first embodiment, when a command to start the engine E is issued during traveling in the EV-Low mode, in the flowchart of FIG. 6, step S1, step S2, step S3, step S4, step S5, The process proceeds from step S6 to step S7 to step S8. In step S6, the engine clutch EC is engaged. In step S7, the engaged high / low brake brake HLB is brought into a half-clutch state by slip release. 2 Increase the motor generator speed N2.

  Therefore, as shown in FIG. 10, when the engine clutch EC is engaged, the reaction force is transmitted from the third rotating member M3 to the second ring gear R2 after passing through the second pinion carrier PC2 of the second planetary gear MG2, and shock is applied. The high-low brake HLB that fixes the second ring gear R2 of the second planetary gear MG2 is put into a half-clutch state by sliding release to absorb the reaction force and suppress the shock.

  However, if the high / low brake HLB is put into a half-clutch state by slipping release in order to suppress the engagement shock of the engine clutch EC, the first motor generator rotational speed N1 is released from the lever line and can move freely. For this reason, when a force that pushes down the lever on the collinear diagram is actuated with the engagement of the engine clutch EC, the first motor generator rotational speed N1 is lowered as shown in the one-dot chain line in FIG. The output speed (= vehicle speed) is also about to fall. On the other hand, as shown in the collinear diagram in the HEV-Low fixed mode shown by the solid line in FIG. 8, after the shock absorption by setting the high / low brake HLB to the half clutch state, the second motor generator rotational speed N2 is At the same time, the high / low brake HLB is engaged to push up the lever on the nomograph as a whole and prevent a decrease in vehicle speed.

Next, the effect will be described.
In the engine start control device of the hybrid transmission of the first embodiment, the effects listed below can be obtained.

  (1) By connecting the power source having the engine E, at least the first motor generator MG1 and the second motor generator MG2, and the power sources E, MG1, MG2 and the output shaft OUT to the rotating elements, A planetary gear train in which the first motor generator MG1 and the second motor generator MG2 are arranged at both lever positions on the alignment chart, and the engine E and the output shaft OUT are arranged at the lever inner position, and a plurality of driving modes are selected. A differential gear transmission having an engaging element, and an intermediate position on an input path connecting the output shaft of the engine E and the engine input rotation element of the differential gear transmission, and is fastened by frictional force. The engine clutch EC, and the engagement element has a low fixed brake that fixes the transmission gear ratio to the low transmission gear ratio by engagement, and the travel mode Then, the low fixed brake is engaged and the second motor generator MG2 is used as a power source to drive at a low gear ratio, and the engine is started during the running in the EV-Low mode. When the clutch EC is engaged, engine start control means is provided to perform half-clutch control that slides and releases the engaged low fixed brake. Therefore, the engine is started while the electric vehicle is running with the low fixed gear ratio mode selected. In this case, the engagement shock of the engine clutch EC can be suppressed.

  (2) The half-clutch control of the low fixed brake by the engine start control means is a slip release that absorbs the reaction force transmitted when the engine clutch EC is engaged, so that the half-clutch control of the low fixed brake is more effective. The engagement shock of the engine clutch EC can be suppressed.

  (3) When the engine clutch EC is engaged at the time of engine start, the engine start control means performs half-clutch control to slide and release the engaged low fixed brake, and also by lever inclination on the nomograph. Since the control is performed to increase the motor generator speed on the higher speed side, it is possible to prevent the vehicle speed from decreasing due to the half-clutch control of the low fixed brake.

  (4) Estimating the amount of motor generator rotation speed reduction accompanying half clutch control of the low fixed brake, and calculating the motor generator rotation speed increase amount to compensate for the estimated motor generator rotation speed decrease amount calculation Step S5 is provided, and the engine start control means performs a half-clutch control for sliding and releasing the low fixed brake that is engaged when the engine clutch EC is engaged at the time of engine start, and a lever on the nomograph. In order to perform control to increase the motor generator rotation speed on the side where the rotation speed increases due to the inclination with the calculated motor generator rotation speed increase amount as a target value, an excessive increase in the rotation speed in the motor generator rotation speed increase control is performed. The shortage is kept small and the vehicle speed is reduced due to the half-clutch control of the low fixed brake. It is possible to really prevent.

  (5) The motor generator rotation speed increase calculating means calculates a lever inclination based on two rotation speeds that define the levers of the nomograph, and the motor when the low fixed brake is half-clutch controlled from the calculated lever inclination. Since the amount of decrease in the generator speed is calculated, and the amount of decrease in the motor generator speed is calculated as the amount of increase in the motor generator speed, the amount of increase in the motor generator speed necessary to prevent the vehicle speed from decreasing is accurately calculated and the engine is started. The vehicle speed can be kept substantially constant before and after the vehicle.

  (6) The differential gear transmission includes a planetary gear train connected so as to be arranged in the order of the first motor generator MG1, the engine E, the output shaft OUT, and the second motor generator MG2 on the alignment chart. As a combination element, it is arranged at a position coincident with the rotation speed axis of the first motor generator MG1 on the collinear chart and the low brake LB that makes the transmission gear ratio low by engaging, and the low transmission gear ratio is achieved by engaging. EV-Low mode, in which the low and high brakes HLB are fastened to each other, the low brake LB and the high / low brake HLB are engaged, and the second motor generator MG2 is used as the power source to drive at the low gear ratio, and the engine E And a HEV-Low mode in which the first motor generator MG1 and the second motor generator MG2 are used as power sources to drive at a low gear ratio, and the engine start control means is in the EV-Low mode. At the time of mode transition from the EV-Low mode to the HEV-Low mode, the engine clutch EC, which is engaged when the engine is started, is controlled to suppress the engagement shock at the time of mode transition to the HEV-Low mode. The engagement shock of the clutch EC can be suppressed.

  As mentioned above, although the engine starting control apparatus of the hybrid transmission of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention.

  The engine start control device for a hybrid transmission according to the present invention is applied to a hybrid transmission having one engine and two motor generators as power sources and a differential gear transmission using three simple planetary gear trains. However, as shown in the conventional example, in the hybrid transmission, the four input / output elements of the first sun gear S1, the ring gear R, the carrier C, and the second sun gear S2 are arranged on the collinear diagram. The planetary gear mechanism is configured, and the input In from the engine is assigned to one of the two elements (ring gear R and carrier C) arranged inside, and the output Out to the drive system is assigned to the other. Can be applied to a hybrid transmission having a differential gear transmission in which motor generators MG1 and MG2 are connected to the two elements (first sun gear S1 and second sun gear S2), respectively. That.

1 is an overall system diagram showing a hybrid transmission to which an engine start control device of Embodiment 1 is applied. FIG. It is a figure which shows the fastening / release state of three engagement elements in each driving mode in the hybrid transmission of Example 1. FIG. In the hybrid transmission of the first embodiment, the operation tables of the engine, the engine clutch, the motor generator, the low brake, the high clutch, and the high / low brake in the five traveling modes in the electric vehicle mode and the five traveling modes in the hybrid vehicle mode are shown. FIG. FIG. 5 is a collinear diagram illustrating five travel modes in an electric vehicle mode in the hybrid transmission according to the first embodiment. FIG. 5 is a collinear diagram illustrating five travel modes in a hybrid vehicle mode in the hybrid transmission according to the first embodiment. 3 is a flowchart illustrating a flow of an engine start control process executed by the integrated controller according to the first embodiment. It is an alignment chart showing the time of driving | running | working which selects EV-Low mode. It is a collinear diagram showing the time of shock reduction at the time of mode transition from EV-Low mode to HEV-Low mode. FIG. 5 is a second planetary gear schematic diagram for explaining a shock generation mechanism when the engine clutch EC is engaged when traveling in the EV-Low mode. It is the 2nd planetary gear schematic diagram explaining the shock reduction mechanism by making the high / low brake HLB into a half clutch when the engine clutch EC is engaged during traveling in the EV-Low mode.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT Output shaft (output member)
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
EC engine clutch
LB Low brake (engagement element)
HC high clutch (engagement element)
HLB High / Low brake (engagement element)
1 Engine Controller 2 Motor Controller 3 Inverter 4 Battery 5 Hydraulic Control Device 6 Integrated Controller 7 Accelerator Opening Sensor 8 Vehicle Speed Sensor 9 Engine Speed Sensor 10 First Motor Generator Speed Sensor 11 Second Motor Generator Speed Sensor 12 Third Ring Gear speed sensor

Claims (6)

A power source having an engine and at least a first motor generator and a second motor generator;
By connecting each power source and output member to a rotating element, the first motor generator and the second motor generator are arranged at both lever positions on the alignment chart, and the engine and the output member are arranged at lever inner positions. A differential gear transmission having a planetary gear train to be engaged and an engagement element for selecting a plurality of travel modes;
An engine clutch provided at an intermediate position in an input path connecting the output shaft of the engine and the engine input rotation element of the differential gear transmission;
In a hybrid transmission with
As the engagement element, it has a low fixed brake that fixes the gear ratio to the low gear ratio by fastening,
As the running mode, there is an electric vehicle low fixed speed ratio mode in which the low fixed brake is fastened and the motor generator is used as a power source to run at a low speed ratio,
Engine start control means is provided for performing half-clutch control to slide and release the low fixed brake that is engaged when the engine clutch is engaged when the engine is started in the middle of traveling in the electric vehicle low fixed gear ratio mode. An engine start control device for a hybrid transmission. The engine start control device for a hybrid transmission according to claim 1,
The engine start control device for a hybrid transmission, wherein the half clutch control of the low fixed brake by the engine start control means is a slip release that absorbs a reaction force transmitted when the engine clutch is engaged. In the engine start control device of the hybrid transmission according to claim 1 or 2,
The engine start control means performs half-clutch control for sliding and releasing the fastened fixed brake when the engine clutch is engaged at the time of engine start, and has a high rotation speed due to lever inclination on the nomograph. An engine start control device for a hybrid transmission, characterized in that control is performed to increase the rotational speed of the motor generator. The engine start control device for a hybrid transmission according to claim 3,
There is provided a motor generator rotation speed increase calculation means for estimating a motor generator rotation speed decrease amount due to the half-clutch control of the low fixed brake and calculating a motor generator rotation speed increase amount to compensate for the estimated motor generator rotation speed decrease amount. ,
The engine start control means performs half-clutch control for sliding and releasing the fastened fixed brake when the engine clutch is engaged at the time of engine start, and has a high rotation speed due to lever inclination on the nomograph. An engine start control device for a hybrid transmission, characterized in that control is performed to increase the motor generator rotation speed on the side with the calculated motor generator rotation speed increase amount as a target value. The engine start control device for a hybrid transmission according to claim 4,
The motor generator rotational speed increase amount calculating means calculates a lever inclination based on two rotational speeds defining the levers of the nomograph, and the motor generator rotational speed when the low fixed brake is half-clutch controlled from the calculated lever inclination. An engine start control device for a hybrid transmission, characterized in that a reduction amount of the motor generator rotation number is calculated as a motor generator rotation speed increase amount. The engine start control device for a hybrid transmission according to any one of claims 1 to 5,
The differential gear transmission has a planetary gear train connected so as to be arranged in the order of the first motor generator, the engine, the output member, and the second motor generator on the collinear diagram, and the engagement element is used to change the speed by fastening. A low brake that sets the ratio to the low gear ratio, and a high / low brake that is arranged at a position that coincides with the rotational speed axis of the first motor generator on the alignment chart and that fixes the gear ratio to the low gear ratio by fastening. And
As a running mode, a low brake and a high / low brake are fastened, and the electric vehicle has a low fixed gear ratio mode in which the second motor generator is used as a power source to drive at a low gear ratio, and the engine, the first motor generator, and the second motor generator are the power source. And a hybrid vehicle low fixed gear ratio mode that travels with a low gear ratio,
The engine start control means executes control for suppressing an engagement shock of an engine clutch that is engaged as the engine is started during a mode transition from the electric vehicle low fixed gear ratio mode to the hybrid vehicle low fixed gear ratio mode. An engine start control device for a hybrid transmission.

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