JP2005151751A - Operation mode selection device of in-vehicle system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation mode selection device of an in-vehicle system that can achieve an operation mode switching function that does not cause chattering even if the number of inputs and the number of operation modes are increased, while avoiding remarkable increases in computer capacity and frequencies of the designing and adjustment of a switching cable. <P>SOLUTION: The in-vehicle system switches operation modes by a plurality of on/off control elements on the basis of a plurality of signals that indicate conditions of the system or operating points. The in-vehicle system is provided with an operation mode selection means that comprises a map for selecting the operation mode at the operating point determined by the signal that indicates the condition, compares a volume of a region of each operating point in a closed volume in the vicinity of the operating point including the operating point, compares an occupied volume 1 of the operation mode that has the largest occupied volume and an occupied volume 2 of the operation mode that is presently selected, and when the occupied volume 1 is sufficiently larger than the occupied volume 2, instructs switching to the operation mode that has the largest occupied volume. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an operation mode selection device for an in-vehicle system that switches operation modes by a plurality of on / off control elements based on a plurality of signals representing system states or operation points, such as a hybrid system. .

2. Description of the Related Art Conventionally, an engine, at least one motor generator, a differential gear mechanism, and a friction engagement element are included, and one of a plurality of operation modes depending on fastening / release of the friction engagement element and use / non-use of the engine. A hybrid system that travels by selecting one operation mode is known (see, for example, Patent Document 1).
JP 2003-32808 A

  However, since the conventional hybrid system is a multi-operation mode system in which three or more operation modes can be defined, for example, in a system in which three operation modes A, B, and C can be defined, In addition to the map that separates the A, B, and C regions, it is necessary to define a boundary that is not A, a boundary that is not B, and a boundary that is not C. In this case, since the number of inputs is 2, the boundaries are all lines, but when the number of inputs is 3, the boundary is a plane. As the number of inputs and the number of operating modes increases, these data capacities increase exponentially, and the amount of time required to design and adjust the switching line as well as the computer capacity becomes enormous. There is a problem of causing a significant increase.

  The present invention has been made paying attention to the above-mentioned problems, and an operation mode switching function that does not cause chattering even when the number of inputs and the number of operation modes increases, avoids a significant increase in computer capacity and switching line design and adjustment. It is an object of the present invention to provide an operation mode selection device for an in-vehicle system that can be achieved.

In order to achieve the above object, according to the present invention, in an in-vehicle system in which operation modes are switched by a plurality of on / off control elements based on a plurality of signals representing system states or operation points, the following “operation mode selection means” "It was adopted.
(1) Has a map that selects the operation mode at the operation point determined by the signal indicating the state, and compares the volume of each operation point area inside the closed volume near the operation point including the operation point, and occupies the most Compare the occupied volume 1 of the operation mode with a large volume with the occupied volume 2 of the currently selected operation mode. If the occupied volume 1 is sufficiently larger than the occupied volume 2, the operation mode with the largest occupied volume is reached. Is instructed to switch.
(2) It has a map or switching surface information for selecting the operation mode at the operation point determined by the signal indicating the state, and compares the area of each operation point area on the surface of the closed volume near the operation point including the operation point. The occupied area 1 of the operation mode with the largest occupied area is compared with the occupied area 2 of the currently selected operation mode, and when the occupied area 1 is sufficiently larger than the occupied area 2, the most occupied area is Instruct to switch to many operation modes.

  Therefore, in the operation mode selection device for an in-vehicle system according to the present invention, the operation mode selection means includes the volume of each operation point region inside the closed volume near the operation point including the operation point, or the operation including the operation point. Compares the area of each operating point area on the surface of the closed volume near the point, and instructs switching to the operating mode with the most occupied volume or occupied area, causing chattering even when the number of inputs and operating modes increases. No operation mode switching function can be achieved while avoiding a significant increase in computer capacity and switching line design / adjustment.

  Hereinafter, the best mode for realizing an operation mode selection device for an in-vehicle system of the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
[Drive system of hybrid system]
FIG. 1 is an overall system diagram showing a hybrid system to which the operation mode selection device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid system according to the first embodiment includes an engine E, a first motor generator MG1, and a second motor generator MG2 as power sources. The differential gear mechanism in which these power sources E, MG1, MG2 and the output shaft OUT are coupled includes a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, an engine clutch EC, It has a low brake LB (friction engagement element), a high clutch HC (friction engagement element), and a high / low brake HLB (friction engagement element).

  A multilayer motor in which a stator S, an inner rotor IR, and an outer rotor OR are arranged on the same axis is applied to the first motor generator MG1 and the second motor generator MG2. This multi-layer motor controls the inner rotor IR and the outer rotor OR independently by applying a composite current (for example, a combined current of three-phase alternating current and six-phase alternating current) to the stator coil of the stator S. The stator S and the outer rotor OR constitute a first motor generator MG1, and the stator S and the inner rotor IR constitute a second motor generator MG2.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 constituting the differential gear mechanism 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. 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 mechanism 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 rotation speed (rotation speed) of the rotating element, take the rotating elements 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. Incidentally, (1) shown in FIGS. 4 (a) and 5 (a) is a collinear diagram of the first planetary gear PG1, (2) is a collinear diagram of the second planetary gear PG2, (3) Is a collinear diagram of the third planetary gear PG3.

  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. 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 mechanism by fastening.

  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 of hybrid system]
As shown in FIG. 1, the control system in the hybrid system according to 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 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. It is configured.

  The engine controller 1 controls the engine operating point in accordance with a target engine torque command or the like from the integrated controller 6 that inputs the accelerator opening AP from the accelerator opening sensor 7 and the engine speed Ne from the engine speed sensor 9. For example, to a throttle valve actuator (not shown).

  The motor controller 2 responds to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver, and the motor of the first motor generator MG1. A command for independently controlling the operating point and the motor operating point of second motor generator MG2 is output to 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 a stator coil of the stator S common to the first motor generator MG1 and the second motor generator MG2, and generates a composite current according to a command 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 such as the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, and the engine input rotational speed ωin from the third ring gear rotational speed sensor 12. Then, a predetermined calculation process is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 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 by bidirectional communication lines 14 and 15 for information exchange, respectively.

[action mode]
In the hybrid system of the first embodiment, the output shaft OUT of the transmission can be coaxially aligned with the engine output shaft. Therefore, the hybrid system is not limited to the FF vehicle (front engine / front drive vehicle) but also the FR vehicle (front engine / rear). It can be mounted on a drive vehicle) and is not divided into a low-side continuously variable gear ratio mode and a high-side continuously variable gear ratio mode, instead of covering the common gear ratio range in one operation mode as a continuously variable gear 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 operation 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) operation 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.

  For these five operation modes, the electric vehicle mode (hereinafter referred to as “EV mode”) that runs only on both motor generators MG1 and MG2 without using engine E, and engine E and both motor generators MG1 and MG2 are used. And a hybrid vehicle mode (hereinafter referred to as “HEV mode”). Therefore, as shown in FIG. 3, when the EV mode and the HEV mode are combined, “10 operation modes” are realized. Figure 4 shows the EV-Low mode collinear diagram, EV-Low-iVT mode collinear diagram, EV-2nd mode collinear diagram, EV-High-iVT mode collinear diagram, EV-High A collinear chart of each mode is shown. 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 an operation mode map in which the “10 operation modes” are allocated in a three-dimensional space formed by the accelerator opening AP, the vehicle speed VSP, and the battery SOC. When traveling, the operation 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 operation mode is selected according to the vehicle operating point and battery charge determined by the accelerator opening AP and the vehicle speed VSP. The

  When the mode is changed between the “EV mode” and the “HEV mode” by selecting the operation 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 engine operating point and the motor operating point are smoothly transferred.

  Next, the operation will be described.

[Operation mode selection processing]
FIG. 6 is a flowchart showing the flow of an operation mode selection process executed in the integrated controller 6 of the first embodiment. Each step will be described below (operation mode selection means of claim 1).

  In step S1, input signals from the accelerator opening sensor 7, the vehicle speed sensor 8, and the motor controller 2 are read, and the process proceeds to step S2.

  In step S2, the operating point (accelerator opening AP, vehicle speed VSP, battery S.O.C) is determined from each input signal, and the process proceeds to step S3.

  In step S3, the occupied volume of each mode in the closed volume near the operating point including the operating point determined in step S2 is calculated, and the process proceeds to step S4.

  In step S4, it is determined whether or not the operation mode with the largest occupied volume is the same as the currently selected operation mode. If YES, the process returns to step S1, and if NO, the process proceeds to step S5.

In step S5, if the occupied volume of the operation mode with the largest occupied volume is S1, the occupied volume of the currently selected operation mode is S2, and the occupied volume mode switching threshold is St,
S1-S2> St, St> 0 ... (1)
It is determined whether or not the above equation (1) is satisfied. If YES, the process proceeds to step S6, and if NO, the process returns to step S1.

  In step S6, the operation mode with the largest occupied volume is selected as the current operation mode, and the process returns to step S1.

[Background of mode selection]
In a system with a control element that switches between on and off states or between two states that cannot have an intermediate state, to prevent chattering around the switching when the operation mode of the system is changed by the control element In general, hysteresis is used. That is, as shown in FIG. 7, the input for determining the operation mode is separated from the switching input value 1 when switching from on to off and the switching input value 2 when switching from off to on. When the value fluctuates slightly in the vicinity of the switching input value 2, it is prevented from being repeatedly turned on and off (referred to as “chattering”).

  If the on / off operation is repeated unnecessarily, the control element may deteriorate in hardware or the life may be shortened. In addition, the entire system that uses it as a constituent element also becomes unstable because it is turned on and off, which degrades the entire system and shortens the lifespan of the system. Deterioration occurs. For this reason, unnecessary on / off or operation mode chattering must be prevented.

  The cause of such unnecessary on / off (operation mode chattering) is a change in the input value that determines the operation mode. Therefore, when the number of inputs is one, it is common to prevent this by inserting the hysteresis as described above into the signal processing of the input value.

  As a method for preventing chattering when there are a plurality of inputs, there is a method of completely defining the switching plane in the input space. As shown in FIG. 8, in a system with two-input, two-state (ON and OFF) operation mode switching, an ON-to-OFF switching line and an OFF-to-ON switching line are preliminarily set in a two-dimensional input plane. By determining, switching of the operation mode without chattering can be controlled based on two inputs.

  When the chattering prevention method in the case of multiple inputs is extended to a system in a multi-operation mode, the following problem occurs. That is, in a system in which three operation modes A, B, and C can be defined as shown in FIG. 9, in addition to a map that divides the A, B, and C regions, It is necessary to define a boundary line that disappears and a boundary line that disappears from C (hereinafter referred to as “hysteresis plane”). In this case, since the number of inputs is 2, the boundaries are all lines, but when the number of inputs is 3, the boundary is a plane. When there are a plurality of inputs, the normal method needs to have a region division map of operation modes in the input space and hysteresis plane data of each operation mode. As the number of inputs and the number of operation modes increase, these data capacities increase exponentially, and not only the computer capacity but also the effort for designing and adjusting the switching lines becomes enormous.

[Operation mode selection action]
In contrast, the first embodiment has an operation mode map for selecting an operation mode at an operation point (accelerator opening AP, vehicle speed VSP, battery SOC) determined by each input signal, and includes the determined operation point. Compare the volume of each operating point area inside the closed volume near the operating point and compare the occupied volume S1 of the operating mode with the most occupied volume with the occupied volume S2 of the currently selected operating mode and occupy When the volume S1 becomes sufficiently larger than the occupied volume S2, in the flowchart of FIG. 6, the flow proceeds from step S1, step S2, step S3, step S4, step S5, step S6, and in step S6, the most occupied volume. Switching to an operation mode with a large number of instructions is instructed.

  That is, FIG. 10 shows a case where the operation modes are divided into areas A, B, and C with respect to input 1 (accelerator opening AP), input 2 (vehicle speed VSP), and input 3 (battery SOC) outside the figure. An example will be described. 10, it is assumed that the closed regions S1, S2, S3, S4 corresponding to the occupied volume change to S1, S2, S3, S4,... With the movement of the central operating point. When the area of the closed region S is normalized to 1, the occupied volume of A and the occupied volume of B change as shown in FIG. 11 as the operating point moves. Now, the operation mode in the state of S1 is A. When this moves to S2, S3, and S4, the occupied volume of A gradually decreases, and the occupied volume of B gradually increases. Therefore, when the operating point moves from S1 → S2 → S3 → S4, the operation mode B is selected at the timing when the occupied volume of B is sufficiently larger than the occupied volume of A, and the operation mode is changed from A. Switch to B. Conversely, if the operating point moves from S4 → S3 → S2 → S1, the operating mode A is selected at the timing when the occupied volume of A becomes sufficiently larger than the occupied volume of B, and the operating mode is set to B. To A.

  Thus, it can be seen that the AB switching timing and the BA switching timing deviate from each other, and it has a chattering prevention hysteresis function without individually defining the AB switching line and the BA switching line.

  As shown in FIG. 12, regarding the movement of the operating point that crosses all of the A region, the C region, and the B region, when moving from S1 → S2 → S3 → S4, the occupation of C from the occupation volume of A The operation mode C is selected when the volume becomes sufficiently large, the operation mode is switched from A to C, and the operation mode B is selected when the occupied volume of B is sufficiently larger than the occupied volume of C. The operation mode is switched from C to B. Conversely, if the operating point moves from S4 → S3 → S2 → S1, the operating mode C is selected at the timing when the occupied volume of C is sufficiently larger than the occupied volume of B, and the operating mode is B. The operation mode A is selected at a timing when the occupied volume of A becomes sufficiently larger than the occupied volume of C, and the operation mode is switched from C to A.

  In this way, the AC switching, CB switching, BC switching, and CA switching timings are off, and the chattering prevention hysteresis function is possible without defining the AC switching line, CB switching line, BC switching line, and CA switching line individually. It can be seen that

  As described above, the chattering prevention hysteresis function is realized by using only the operation mode coloring map in the operation space (input space) without defining all bidirectional switching lines between the operation modes. It can be said that.

Next, the effect will be described.
In the operation mode selection device of the in-vehicle system according to the first embodiment, the effects listed below can be obtained.

  (1) In an in-vehicle system that switches operation modes using multiple on / off control elements based on multiple signals that represent the state or operating point of the system, the operation mode at the operating point determined by the signal indicating the state is set. Comparing the volume of each operating point region inside the closed volume near the operating point including the operating point with the map to be selected, the occupied volume 1 of the operating mode with the most occupied volume and the currently selected operating mode The operation mode selection means for instructing switching to the operation mode with the largest occupied volume when the occupied volume 1 is sufficiently larger than the occupied volume 2 is provided. Regardless of the number of inputs that determine the operation mode, the entire body is closed without setting an off-plane or on-plane (hysteresis surface) for each operation mode switching boundary surface. Regardless of the shape or size of the product, it is possible to provide a hysteresis function that prevents chattering in the operation mode due to fluctuations in the input signal. Thereby, it is possible to reduce the memory capacity for storing the hysteresis plane and the effort for designing and adjusting the hysteresis plane.

  (2) The in-vehicle system includes an engine, at least one motor generator, a differential gear mechanism, and a friction engagement element, depending on fastening / release of the friction engagement element and use of the engine. It is a hybrid system that travels by selecting one operation mode from a plurality of operation modes, and the operation mode selection means has an operation mode map in which the plurality of operation modes are allocated and set in a three-dimensional space representing a vehicle state, An operation mode switching function that does not cause chattering even though it is a hybrid system with a large number of inputs and operation modes in order to select an operation mode using a vehicle operation point determined by a signal representing a vehicle state and the operation mode map. Can be achieved while avoiding a significant increase in computer capacity and switching line design / adjustment.

  The second embodiment is an example in which the operation mode is evaluated at a finite number of representative points inside the closed volume instead of the evaluation of the operation mode at all points inside the closed volume as in the first embodiment. Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described.

[Operation mode selection processing]
FIG. 14 is a flowchart showing the flow of an operation mode selection process executed in the integrated controller 6 of the second embodiment. Each step will be described below (operation mode selection means of claim 2). Steps S1 and S2 are the same as steps S1 and S2 in FIG.

  In step S3 ', the number of occupied representative points of each mode in the closed volume near the operating point including the operating point determined in step S2 is calculated, and the process proceeds to step S4'.

  In step S4 ', it is determined whether the operation mode with the most occupied number is the same as the currently selected operation mode. If YES, the process returns to step S1, and if NO, the process proceeds to step S5'.

In step S5 ′, when the occupation number of the operation mode with the most occupied number is N1, the occupation number of the currently selected operation mode is N2, and the mode switching threshold of the occupation number is Nt,
N1−N2> Nt, Nt> 1 (2)
It is determined whether or not the above equation (2) is satisfied. If YES, the process proceeds to step S6 ′, and if NO, the process returns to step S1.

  In step S6 ', the operation mode with the largest occupation number is selected as the current operation mode, and the process returns to step S1.

[Operation mode selection action]
In the second embodiment, there is an operation mode map for selecting an operation mode at an operation point (accelerator opening AP, vehicle speed VSP, battery SOC) determined by each input signal, and the vicinity of the operation point including the determined operation point. Compare the occupied number of each mode of the representative point inside the closed volume, compare the occupied number N1 of the operation mode with the most occupied number with the occupied number N2 of the currently selected operation mode, and occupy the number N1 14, the flow proceeds from step S1, step S2, step S3 ′, step S4 ′, step S5 ′, step S6 ′ in the flowchart of FIG. 14, and in step S6 ′. Instructed to switch to the operation mode with the largest occupied number.

  That is, in FIG. 15 and FIG. 16, the input mode (accelerator opening AP), the input 2 (vehicle speed VSP), and the input 3 (battery SOC) outside the figure are divided into regions A, B, and C. A case where five representative points are defined in the vicinity of the operating point will be described as an example. The operation mode at the representative point is from the mode with the largest number of occupied [3-1-1], [2-2-1], [3-2-0], [4-1-0], [5-0 -0] Because of any combination, an operation mode change output occurs in the case of [3-1-1], [4-1-0], and [5-0-0]. In S1 of FIG. 15, since all five are in the region A, the operation mode is A, and in S2, there are four regions C, and the operation mode is changed to C. In S3, there are four regions B and the operation mode is changed to B. FIG. 16 shows the mode change points when the reverse path is followed. In S4, all five regions are B, so the operation mode is B, and in S3 ′, there are four regions C and the operation mode is changed to C. The In S2 ′, there are four areas A, and the operation mode is changed to A. Therefore, it can be seen that the switching operation point of S2 and S3 in FIG. 15 is different from the switching operation point of S3 ′ and S2 ′ in FIG. 16 and has a chattering prevention hysteresis function as in the first embodiment.

Next, the effect will be described.
In the operation mode selection device for the in-vehicle system according to the second embodiment, the following effects can be obtained.

  (3) The operation mode selection means evaluates the operation mode at a finite number of representative points inside the closed volume, instead of evaluating the operation mode of all points inside the closed volume, and occupies two more than the other modes. Since switching to one or more modes is instructed, an operation mode switching function that does not cause chattering even when the number of inputs and the number of operation modes increases can be executed with a smaller amount of calculation.

  The third embodiment is an example in which the occupied area of each operation mode on the surface of the closed volume near the operating point is used instead of the occupied volume of each operating mode inside the closed volume near the operating point. Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described.

[Operation mode selection processing]
FIG. 17 is a flowchart showing the flow of the operation mode selection process executed in the integrated controller 6 of the third embodiment. Each step will be described below (operation mode selection means of claim 3).

  In step S11, input signals from the accelerator opening sensor 7, the vehicle speed sensor 8, and the motor controller 2 are read, and the process proceeds to step S12.

  In step S12, the operating point (accelerator opening AP, vehicle speed VSP, battery S.O.C) is determined from each input signal, and the process proceeds to step S13.

  In step S13, the occupation area of each mode on the surface of the closed volume near the operating point including the operating point determined in step S12 is calculated, and the process proceeds to step S14.

  In step S14, it is determined whether or not the operation mode with the largest occupied area is the same as the currently selected operation mode. If YES, the process returns to step S11. If NO, the process proceeds to step S15.

In step S15, when the occupation area of the operation mode with the largest occupation area is A1, the occupation area of the currently selected operation mode is A2, and the mode switching threshold of the occupation area is At,
A1-A2> At, At> 0 ... (3)
It is determined whether or not the above expression (3) is satisfied. If YES, the process proceeds to step S16, and if NO, the process returns to step S11.

  In step S16, the operation mode with the largest occupied area is selected as the current operation mode, and the process returns to step S11.

[Operation mode selection action]
In the third embodiment, there is an operation mode map for selecting an operation mode at an operation point (accelerator opening AP, vehicle speed VSP, battery SOC) determined by each input signal, and in the vicinity of the operation point including the determined operation point. Compare the area of each operating point area on the surface of the closed volume, compare the occupied area A1 of the operation mode with the most occupied area with the occupied area A2 of the currently selected operation mode, and occupy the occupied area A1 When the area is sufficiently larger than the area A2, in the flowchart of FIG. 17, the process proceeds from step S11 → step S12 → step S13 → step S14 → step S15 → step S16. Switching to is instructed. In addition, since another effect | action shows the effect | action similar to Example 1 by replacing an occupied volume with an occupied area, description is abbreviate | omitted.

Next, the effect will be described.
In the operation mode selection device for the in-vehicle system according to the third embodiment, the following effects can be obtained.

  (4) In an in-vehicle system that switches operation modes with multiple on / off control elements based on multiple signals that represent the state or operating point of the system, the operation mode at the operating point determined by the signal indicating the state is set. Compared with the area of each operating point area on the surface of the closed volume in the vicinity of the operating point including the operating point, which has the map to be selected or switching surface information, the occupied area 1 of the operating mode with the largest occupied area is currently selected. The operation mode selection means for instructing switching to the operation mode with the largest occupation area when the occupation area 1 is sufficiently larger than the occupation area 2 is provided. Regardless of the number of modes and the number of inputs that determine the operating mode, all off-planes or on-planes (hysteresis planes) are used for each operation mode switching boundary surface. Without setting, it is possible to provide a hysteresis function that prevents chattering of the operation mode due to fluctuations in the input signal, regardless of the shape or size of the closed volume. Thereby, it is possible to reduce the memory capacity for storing the hysteresis plane and the effort for designing and adjusting the hysteresis plane.

  The fourth embodiment is an example in which the operation mode is evaluated at a finite number of representative points on the closed volume surface instead of the evaluation of the operation mode at all points on the closed volume surface as in the third embodiment. Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described.

[Operation mode selection processing]
FIG. 18 is a flowchart showing the flow of the operation mode selection process executed in the integrated controller 6 of the fourth embodiment. Each step will be described below (operation mode selection means of claim 4). Steps S11 and S12 are the same as steps S11 and S12 in FIG.

  In step S13 ', the occupation number of representative points of each mode on the closed volume surface near the operating point including the operating point determined in step S12 is calculated, and the process proceeds to step S14'.

  In step S14 ', it is determined whether the operation mode with the most occupied number is the same as the currently selected operation mode. If YES, the process returns to step S11. If NO, the process proceeds to step S15'.

In step S15 ′, when the occupation number of the operation mode with the largest occupation number is N1, the occupation number of the currently selected operation mode is N2, and the mode switching threshold of the occupation number is Nt,
N1−N2> Nt, Nt> 1 (4)
It is determined whether or not the above expression (4) is satisfied. If YES, the process proceeds to step S16 ′, and if NO, the process returns to step S11.

  In step S16 ', the operation mode with the largest occupation number is selected as the current operation mode, and the process returns to step S11.

[Operation mode selection action]
In the fourth embodiment, there is an operation mode map for selecting an operation mode at an operation point (accelerator opening AP, vehicle speed VSP, battery SOC) determined by each input signal, and the vicinity of the operation point including the determined operation point. Compare the occupied number of each mode of the representative point on the closed volume surface, compare the occupied number N1 of the operation mode with the largest occupied number with the occupied number N2 of the currently selected operation mode, and the occupied number N1 is When the occupation number N2 is greater than or equal to two, in the flowchart of FIG. 18, the process proceeds from step S11 → step S12 → step S13 ′ → step S14 ′ → step S15 ′ → step S16 ′. An instruction to switch to the operation mode with the largest number of occupations is given. In addition, since another effect | action shows the effect | action similar to Example 2 by replacing an occupied volume with an occupied area, description is abbreviate | omitted.

Next, the effect will be described.
In the operation mode selection device for the in-vehicle system according to the fourth embodiment, the following effects can be obtained.

  (5) The operation mode selection means evaluates the operation mode at a finite number of representative points on the closed volume surface instead of evaluating the operation mode of all points on the closed volume surface, and occupies the second Since switching to one or more modes is instructed, an operation mode switching function that does not cause chattering even when the number of inputs and the number of operation modes increases can be executed with a smaller amount of calculation.

  As mentioned above, although the operation mode selection apparatus of the vehicle-mounted system of this invention has been demonstrated based on Example 1- Example 4, it is not restricted to these Examples about a concrete structure, Claim of Claim Design changes and additions are allowed without departing from the spirit of the invention according to each claim.

  Although an example in which the operation mode selection device of the present invention is applied to a hybrid system has been shown, other in-vehicle systems that perform operation mode switching by a plurality of on / off control elements based on a plurality of signals representing the state or operating point of the system The present invention can also be applied to a system, for example, an automatic transmission system that is becoming multi-stage.

1 is an overall system diagram illustrating a hybrid system to which an operation mode selection device according to a first embodiment is applied. It is a figure which shows the fastening and releasing state of three engagement elements in each operation mode in a hybrid system. It is a figure which shows each operation | movement table | surface of an engine, an engine clutch, a motor generator, a low brake, a high clutch, and a high / low brake in five operation modes in the electric vehicle mode and five operation modes in the hybrid vehicle mode in the hybrid system. It is an alignment chart which shows five operation modes in the electric vehicle mode in a hybrid system. It is an alignment chart which shows five operation modes in a hybrid vehicle mode in a hybrid system. 3 is a flowchart illustrating a flow of an operation mode selection process executed in the integrated controller according to the first embodiment. It is a normal hysteresis characteristic diagram. It is a normal hysteresis characteristic figure in the case of having a plurality of inputs. It is a figure which shows the example of a hysteresis setting in case there are three operation modes. FIG. 10 is an operation explanatory diagram when an operation point moves between two regions with respect to an example of an operation mode map in the first embodiment. FIG. 10 is an operation explanatory diagram illustrating switching timing when the operating point in the first embodiment moves between two regions. FIG. 10 is an operation explanatory diagram when an operation point moves between three regions with respect to an example of an operation mode map in the first embodiment. FIG. 10 is an operation explanatory diagram illustrating switching timing when the operating point in the first embodiment moves between three regions. 10 is a flowchart illustrating a flow of an operation mode selection process executed in the integrated controller according to the second embodiment. FIG. 10 is an operation explanatory diagram illustrating switching timing when the operating point moves in the direction of A → C → B between three regions in the second embodiment. FIG. 10 is an operation explanatory diagram illustrating switching timing when the operating point moves in the direction of B → C → A between three regions in the second embodiment. 12 is a flowchart illustrating a flow of an operation mode selection process executed in the integrated controller according to the third embodiment. 14 is a flowchart illustrating a flow of an operation mode selection process executed in the integrated controller according to the fourth embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT output shaft
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
EC engine clutch
LB Low brake (friction engagement element)
HC high clutch (friction engagement element)
HLB high / low brake (friction 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 (5)

In an in-vehicle system that switches operation modes with multiple on / off control elements based on multiple signals that represent the system state or operating point.
It has a map that selects the operation mode at the operation point determined by the signal representing the state, and the volume of each operation point area inside the closed volume near the operation point including the operation point is compared, and the volume occupied most Compare the occupied volume 1 of the operation mode with the occupied volume 2 of the currently selected operation mode. When the occupied volume 1 becomes sufficiently larger than the occupied volume 2, the operation mode is switched to the operation mode with the largest occupied volume. An operation mode selection device for an in-vehicle system, comprising operation mode selection means for indicating. In the in-vehicle system operation mode selection device according to claim 1,
The operation mode selection means evaluates the operation mode at a finite number of representative points inside the closed volume instead of evaluating the operation mode of all points inside the closed volume, and the occupation number is two or more than other modes. An in-vehicle system operation mode selection device characterized by instructing switching to a mode. In an in-vehicle system that switches operation modes with multiple on / off control elements based on multiple signals that represent the system state or operating point.
It has a map to select the operation mode at the operation point determined by the signal indicating the state or switching surface information, and compares the area of each operation point area on the surface of the closed volume in the vicinity of the operation point including the operation point. Compare the occupied area 1 of the operation mode with a large occupied area with the occupied area 2 of the currently selected operation mode, and when the occupied area 1 becomes sufficiently larger than the occupied area 2, the operation mode with the largest occupied area An operation mode selection device for an in-vehicle system, comprising operation mode selection means for instructing switching to a vehicle. In the in-vehicle system operation mode selection device according to claim 1,
The operation mode selection means evaluates the operation mode at a finite number of representative points on the closed volume surface, instead of evaluating the operation mode of all points on the closed volume surface, and occupies two or more more than other modes. An in-vehicle system operation mode selection device characterized by instructing switching to a mode. In the operation mode selection device of the in-vehicle system according to any one of claims 1 to 4,
The in-vehicle system includes an engine, at least one motor generator, a differential gear mechanism, and a friction engagement element, and a plurality of operations depending on fastening / release of the friction engagement element and use of the engine. It is a hybrid system that travels by selecting one operation mode from the modes,
The operation mode selection means has an operation mode map in which the plurality of operation modes are allocated and set in a two-dimensional plane or three-dimensional space representing the vehicle state, and the vehicle operation point determined by a signal representing the vehicle state and the operation mode An operation mode selection device for an in-vehicle system, wherein an operation mode is selected using a map.

Images