JP2005313757A - Apparatus and method for controlling mode transition of hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an apparatus for controlling the mode transition of a hybrid car, which apparatus can reduce the engaging shock of a first clutch connecting an engine and a differential unit when the mode transition from an electric car running mode to a hybrid car running mode has been commanded. <P>SOLUTION: A hybrid car is provided with a differential unit connecting an input member from an engine E, an output member to a driving system, a first motor generator MG1, and a second motor generator MG2, and a hybrid transmission provided on one of two elements arranged inside the input and output elements described above. Further, the hybrid car is provided with such a means for controlling the mode transition that when the mode transition from the EV running mode to the HEV running mode has been commanded, the rotational speed Ne of the engine is controlled to be a specified rotational speed by controlling the rotational speed of the first motor generator MG1 in the state that an engine clutch EC and a motor generator clutch MGC are disengaged, and a series clutch SC is engaged, and when the rotational speed Ne of the engine has coincided with an input rational speed Ni of a hybrid transmission, the engine clutch EC is engaged. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a mode transition control device and a mode transition control method for a hybrid vehicle having, as travel modes, an electric vehicle travel mode using only a motor generator as a drive source, and a hybrid vehicle travel mode using an engine and a motor generator as drive sources. About.

Conventionally, a four-element two-degree-of-freedom planetary gear mechanism in which four input / output elements are arranged on a collinear diagram is configured, and one of the two elements arranged on the inner side of the input / output elements is supplied from the engine. There is known a hybrid drive device in which an input is assigned to an output to the drive system on the other side, and a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively. In addition, the travel mode includes an electric vehicle travel mode using only the motor generator as a drive source, and a hybrid vehicle travel mode using the engine and the motor generator as drive sources (see, for example, Patent Document 1).
JP 2003-32808 A

  However, in the above conventional hybrid drive device, when a mode transition command from the electric vehicle travel mode to the hybrid vehicle travel mode is issued, the engine speed is controlled to a predetermined speed using engine speed control with low control accuracy. Since the engine clutch is engaged when the engine speed is substantially equal to the input speed of the hybrid transmission, the engine clutch is engaged with a difference between the engine speed and the input speed of the hybrid transmission. Therefore, there is a problem that a shock due to the difference in the rotational speed occurs when the engine clutch is engaged.

  The present invention has been made paying attention to the above problems, and reliably reduces the engagement shock of the first clutch that connects the engine and the differential gear when a mode transition command is issued from the electric vehicle travel mode to the hybrid vehicle travel mode. An object of the present invention is to provide a mode transition control device and a mode transition control method for a hybrid vehicle that can be used.

In order to achieve the above object, the present invention has a differential device in which four or more input / output elements are arranged on a collinear diagram, and two elements arranged inside the input / output elements. The input from the engine is assigned to one side, and the output member to the drive system is assigned to the other side, and the first motor generator and the second motor generator are connected to the two elements arranged on both outer sides of the inner elements, respectively. In a hybrid vehicle equipped with a hybrid transmission,
A first clutch interposed between the engine and an element to which the engine of the differential gear is assigned; a second clutch interposed between the engine and the first motor generator; and the first motor generator. And a third clutch interposed between the first motor generator of the differential and the element to which the first motor generator is assigned,
As a travel mode, an electric vehicle travel mode in which the differential device and the engine are separated by releasing the first clutch, a hybrid vehicle travel mode in which the differential device and the engine are coupled by engaging the first clutch, Have
At the time of mode transition command from the electric vehicle traveling mode to the hybrid vehicle traveling mode, the engine speed is controlled by controlling the rotational speed of the first motor generator with the first and third clutches released and the second clutch engaged. And a mode transition control means for engaging the first clutch when the engine speed matches the input speed of the hybrid transmission.

  Thus, in the hybrid vehicle mode transition control device of the present invention, the mode transition control means releases the first clutch and the third clutch when the mode transition command from the electric vehicle traveling mode to the hybrid vehicle traveling mode is released. With the two clutches engaged, the engine speed is controlled to a predetermined value by controlling the number of revolutions of the first motor generator. When the engine speed matches the input speed of the hybrid transmission, the first clutch is engaged. . That is, since the engine speed is controlled by the speed control by the first motor generator having higher control accuracy than the engine speed control, the consistency of the engine speed with the input speed of the hybrid transmission can be improved. it can. As a result, when the mode transition command from the electric vehicle travel mode to the hybrid vehicle travel mode is issued, the engagement shock of the first clutch that connects the engine and the differential gear can be reliably reduced.

  Hereinafter, the best mode for realizing a mode transition control device for a hybrid vehicle of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration of the drive system of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the mode transition control device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle of the first embodiment includes an engine E, a first motor generator MG1 (generator), a second motor generator MG2 (motor generator), and an output shaft OUT (output member). And a hybrid transmission having differential devices (first planetary gear PG1, second planetary gear PG2, and third planetary gear PG3) to which these input / output elements E, MG1, MG2, and OUT are coupled. Yes.

  The friction engagement elements whose engagement / release is controlled by the control hydraulic pressure from the hydraulic control device 5 described later according to the selected travel mode include an engine clutch EC (first clutch) and a series clutch SC (second clutch). ), A motor generator clutch MGC (third clutch), a high clutch HC, a low brake LB, and a high / low brake HLB (first brake).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators having a rotor in which permanent magnets are embedded and a stator around which a stator coil is wound. Based on this, the three-phase alternating current generated by the inverter 3 is independently controlled by applying it to each stator coil.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 serving as the differential devices are all single-pinion type planetary gears having two degrees of freedom. 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, 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 The third ring gear R3 is 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. It has 6 rotating elements.

The connection relationship between the power sources E, MG1, MG2, the output shaft OUT, and the respective engaging elements LB, HC, HLB, EC, SC, MGC for the six rotating elements of the differential device will be described.
A second motor generator MG2 is connected to the first rotating member M1 (S1, S2).
The second rotating member M2 (R1, R3) is not connected to any input / output element.
An engine E is connected to the third rotating member M3 (PC2, R3) via an engine clutch EC.
A second motor generator MG2 is connected to the first pinion carrier PC1 via a high clutch HC. Further, it is connected to the transmission case TC via a low brake LB.
A first motor generator MG1 is connected to the second ring gear R2 via a motor generator clutch MGC. Further, it is connected to the transmission case TC via a high / low brake HLB.
An output shaft OUT is 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).
Furthermore, the engine E and the first motor generator MG1 are connected via a series clutch SC.

  Due to the above connection relationship, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), and the second motor generator MG2 (S1, S2) on the alignment chart shown in FIG. A rigid lever model that is arranged in order and can easily express the dynamic operation of the planetary gear train (the first planetary gear PG1 lever (1), the second planetary gear PG2 lever (2), the third planetary gear PG3 lever) (3)) 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 interval between each rotating element to the collinear lever ratio (α , Β, δ).

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed on the outer side of the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. As shown in the diagram, the "low gear fixed mode" and the "low side continuously variable transmission mode" that share the low gear ratio are realized by fastening.

  The high clutch HC is a multi-plate friction clutch that is fastened 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 chart of FIG. As shown in the nomograph, the “two-speed fixed mode”, the “high-side continuously variable transmission mode”, and the “high gear fixed mode” that share the high-side gear ratio by the engagement are realized.

  The high / low brake HLB is a multi-plate friction brake fastened by hydraulic pressure, and is arranged at a position coincident with the rotational speed axis of the first motor generator MG1 on the alignment chart of FIG. As shown in the nomograph, the gear ratio is set to the "low gear fixing mode" on the underdrive side by engaging with the low brake LB, and the "high gear fixing mode" on the overdrive side by engaging with the high clutch HC. And

  The engine clutch EC 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 engine E on the alignment chart of FIG. Is input to the third rotation member M3 (PC2, R3) which is an engine input rotation element.

  The series clutch SC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is arranged at a position where the engine E and the first motor generator MG1 are connected on the alignment chart of FIG. 1 Motor generator MG1 is connected.

  The motor generator clutch MGC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is disposed at a position connecting the first motor generator MG1 and the second ring gear R2 on the alignment chart of FIG. Release the engagement between MG1 and the second ring gear R2.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system in 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, and an accelerator opening. Sensor 7, vehicle speed sensor 8, engine speed sensor 9, first motor generator speed sensor 10, second motor generator speed sensor 11, third ring gear speed sensor 12, and second ring gear speed And a sensor 13.

  The engine controller 1 responds to an engine operating point (Ne) according to a target engine torque command or the like 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. , Te), for example, is output 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 (N1, T1) and the motor operating point (N2, T2) 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 respective stator coils of the first motor generator MG1 and the second motor generator MG2, and generates an independent three-phase alternating 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.

  Based on the hydraulic pressure command from the integrated controller 6, the hydraulic pressure control device 5 engages the hydraulic pressure of the low brake LB, the high clutch HC, the high / low brake HLB, the engine clutch EC, the series clutch SC, and the motor generator clutch MGC. Control and release hydraulic control. 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 hybrid transmission input rotational speed Ni 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.

Next, the travel mode of the hybrid vehicle will be described.
The driving mode includes a low gear fixed mode (hereinafter referred to as “Low mode”), a low-side continuously variable transmission mode (hereinafter referred to as “Low-iVT mode”), and a two-speed fixed mode (hereinafter referred to as “2nd mode”). ), A high-side continuously variable transmission mode (hereinafter referred to as “High-iVT mode”), and a high gear fixed mode (hereinafter referred to as “High mode”).

  Regarding the five driving modes, an electric vehicle mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and an 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. 2 (five driving modes related to EV mode) and FIG. 3 (five driving modes related to HEV mode), the combination of “EV mode” and “HEV mode” is “10 driving modes”. Will be realized.
Here, Fig. 2 (a) is an alignment chart of "EV-Low mode", Fig. 2 (b) is an alignment chart of "EV-Low-iVT mode", and Fig. 2 (c) is "EV-2nd mode". 2D is an alignment chart of “EV-High-iVT mode”, and FIG. 2E is an alignment chart of “EV-High mode”. Fig. 3 (a) is a nomogram for "HEV-Low mode", Fig. 3 (b) is a nomogram for "HEV-Low-iVT mode", and Fig. 3 (c) is "HEV-2nd mode". FIG. 3D is a collinear diagram of “HEV-High-iVT mode”, and FIG. 3E is a collinear diagram of “HEV-High mode”.

  In the “Low mode”, as shown in the collinear diagram of FIG. 2 (a) and FIG. 3 (a), the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is engaged, This is a low gear fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is a low-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  As shown in the collinear diagram of Fig. 2 (c) and Fig. 3 (c), the "2nd mode" is used to engage the low brake LB, engage the high clutch HC, release the high / low brake HLB, This is a two-speed fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (d) and FIG. 3 (d). This is a high-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  In the “High mode”, as shown in the collinear diagram of FIGS. 2 (e) and 3 (e), the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is engaged, and the series clutch is engaged. This is a high gear fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  Then, the mode transition control of the “10 travel modes” is performed by the integrated controller 6. That is, the integrated controller 6 is provided with the “10 travel modes” as shown in FIG. 4, for example, in a three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. The allocated travel mode map is set in advance. When the vehicle travels, the travel mode map is searched based on the detected values of the required driving force Fdrv, the vehicle speed VSP, and the battery SOC, and is determined by the required driving force Fdrv and the vehicle speed VSP. The optimum travel mode is selected according to the vehicle operating point and the battery charge amount. FIG. 4 is an example of a travel mode map that is represented in two dimensions by the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  Further, as a result of employing the series clutch SC and the motor generator clutch MGC, in addition to the above “10 driving modes”, as shown in FIG. 5, a series low gear fixing mode (hereinafter referred to as “S -Low mode ") is added. This “S-Low mode” is obtained by engaging the low brake LB and the high / low brake HLB, releasing the engine clutch EC, the high clutch HC and the motor generator clutch MGC, and engaging the series clutch SC.

  That is, the “10 travel mode” is a travel mode as a parallel type hybrid vehicle, but the “S-Low mode” which is the series low gear fixed mode is the engine E and the first motor as shown in FIG. The generator MG1 is disconnected from the nomograph, the first motor generator MG1 is driven by the engine E to generate electric power, the electric power generated by the first motor generator MG1 is received and charged, and the charging electric power of the battery 4 is It can be said that this is a travel mode as a series type hybrid vehicle in which the second motor generator MG2 is driven. The “S-Low mode” corresponds to the first driving mode of the claims, the “HEV-Low mode” corresponds to the second driving mode of the claims, and the “HEV-Low-iVT mode” corresponds to the claims. This corresponds to the third travel mode.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 5, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed. Further, when mode transition between the five modes of the “EV mode” and mode transition between the five modes of the “HEV mode” are performed, they are performed according to the ON / OFF operation table shown in FIG.

  Among these mode transition controls, for example, when engine E start / stop and clutch / brake engagement / release are required at the same time, when multiple clutches / brake engagement / release are required, engine E start When the motor generator rotational speed control is required prior to stopping or engaging / disengaging of the clutch or brake, the sequence control is performed according to a predetermined procedure.

  Next, the operation will be described.

[Mode transition control processing]
FIG. 7 is a flowchart showing the flow of the mode transition control process executed by the integrated controller 6, and each step will be described below (mode transition control means). It should be noted that mode number = 1 is “S-Low mode”, mode number = 2 is “HEV-Low mode”, and mode number = 3 is “HEV-Low-iVT mode”.

  In step S1, it is determined whether or not the currently selected travel mode is the mode number 1 ("S-Low mode") from the intermittent state of each clutch / brake. If YES, the process proceeds to step S2 and NO. If so, move on to return.

In step S2, on the basis of the determination that “S-Low mode” is selected in step S1, the mode number of “transition destination mode” is mode number = 2 (“HEV-Low mode”) or mode number. = 3 (“HEV-Low-iVT mode”) is determined. If YES, the process proceeds to step S3. If NO, the process proceeds to return.
Here, the “transition destination mode” selects the current driving mode based on the vehicle speed VSP, the required driving force Fdrv, the battery SOC, and the driving mode map, and sets the selected driving mode. If the “transition destination mode” is different from the currently selected travel mode, and the mode number of the “transition destination mode” is mode number = 2 or mode number = 3, the process proceeds to step S3 and mode transition is made. Take control.

In step S3, based on the determination in step S2 that the mode number of the “transition destination mode” is 2 or 3, the first motor generator MG1 is controlled to rotate so that the engine rotational speed Ne is the hybrid transmission input rotational speed. Control is performed so as to match the number Ni, and the process proceeds to step S4.
That is, in this step S3, the engine rotational speed Ne and the hybrid transmission input rotational speed Ni are matched as the engine clutch EC engagement preparation control. Here, the speed is changed so that the hybrid transmission input rotational speed Ni and the engine rotational speed Ne both aim at the rotational speed target value Ne1. However, the rotational speed target value Ne1 is assumed to be equal to or higher than the engine startable rotational speed (the rotational speed at which the engine E does not stop). In the vicinity of the rotational speed target value Ne1, the hybrid motor input rotational speed Ni is controlled by the second motor generator MG2, and the engine rotational speed Ne is fastened by the series clutch SC. Rotational speed is controlled by MG2. As a result, the hybrid transmission input rotational speed Ni and the engine rotational speed Ne can accurately follow the target rotational speed Ne1.

  In step S4, based on the shift control and the rotational speed control in step S3, it is determined whether or not both the hybrid transmission input rotational speed Ni and the engine rotational speed Ne coincide with the rotational speed target value Ne1. If they match, it is determined that preparation for fastening the engine clutch EC is completed, and the process proceeds to step S5. If not, the process returns to step S3, and the control is repeated so that the hybrid transmission input rotational speed Ni and the engine rotational speed Ne coincide with the rotational speed target value Ne1.

In step S5, based on the determination that N1 = Ne = Ne1 in step S4, the mode number of the “transition destination mode” is set to mode number = 2 (“HEV-Low mode”) or mode number = 3 (“ HEV-Low-iVT mode ") is determined. If YES, the process proceeds to step S6. If NO, the process proceeds to step S14.
That is, in order to reduce the number of times the clutch is engaged / released, the mode number of the “transition destination mode” is confirmed as in step S2.

  In step S6, from “S-Low mode” to “HEV-Low mode” or “HEV-Low-iVT mode” based on the determination that the mode number of “transition destination mode” is 2 or 3 in step S5. The engine clutch EC is engaged to change the mode, and the process proceeds to step S7.

  In step S7, following the engagement of the engine clutch EC in step S6, the series clutch SC is released to change the mode from “S-Low mode” to “HEV-Low mode” or “HEV-Low-iVT mode”. The process proceeds to S8.

  In step S8, following the release of the series clutch SC in step S7, it is determined whether or not the mode transition destination from the “S-Low mode” is the “HEV-Low-iVT mode”, and the mode transition destination is “HEV- If it is “Low-iVT mode”, the process proceeds to step S9. If the mode transition destination is “HEV-Low mode”, the process proceeds to step S15.

  In step S9, based on the determination that the mode transition destination is the “HEV-Low-iVT mode” in step S8, the high / low brake HLB is released in order to change the mode to the “HEV-Low-iVT mode”. Migrate to

In step S10, following the release of the high / low brake HLB in step S9, the first motor generator MG1, the second motor generator MG2, and the engine E are set to the target rotational speed in the “HEV-Low-iVT mode” that is the mode transition destination. The speed is changed toward step S11.
Here, the target rotational speed in the “HEV-Low-iVT mode” is calculated in consideration of energy efficiency so as to achieve the target driving force calculated based on the vehicle speed VSP, the required driving force Fdrv, and the battery SOC. Is the result.

  In step S11, following the shift control toward the target rotation speed in the “HEV-Low-iVT mode” in step S10, the first motor generator rotation speed N1 and the second ring gear rotation speed NR1 via the motor generator clutch MGC are performed. If YES, the process proceeds to step S12. If NO, the process returns to step S10, and the gear shift toward the target speed in the “HEV-Low-iVT mode” is performed again. Take control.

  In step S12, based on the determination that the first motor generator rotational speed N1 and the second ring gear rotational speed NR1 match in step S11, the motor generator clutch MGC is engaged, and the process proceeds to step S13.

  In step S13, in response to the engagement of the motor generator clutch MGC in step S12, assuming that the mode transition to the “HEV-Low-iVT mode” is completed, the current mode number is rewritten from 1 to 3, and the process returns. Transition.

In step S14, in response to the determination that the mode transition in step S5 is not performed, the mode transition control is terminated, the control returns to the normal control in the “S-Low mode”, and the process proceeds to return.
In other words, in the normal control in the “S-Low mode”, the target rotation calculated in consideration of energy efficiency so as to realize the target driving force calculated based on the vehicle speed VSP, the required driving force Fdrv, and the battery SOC. The engine E, the first motor generator MG1, and the second motor generator MG2 are controlled so as to realize the number / target drive torque.

  In step S15, based on the determination in step S8 that the mode transition destination is the “HEV-Low mode”, the target rotational speed of the first motor generator MG1 is set to zero in order to start the mode transition to the “HEV-Low mode”. And shift control is performed so that the first motor generator rotational speed N1 becomes zero, and the process proceeds to step S16.

  In step S16, it is determined whether or not the first motor generator rotational speed N1 is N1 = 0 based on setting the target rotational speed of the first motor generator MG1 in step S14 to zero. If YES, step S17 is performed. If NO, the process returns to step S15, and shift control is performed again so that the first motor generator rotational speed N1 becomes zero again.

  In step S17, based on the determination that N1 = 0 in step S16, the motor generator clutch MGC is engaged, and the process proceeds to step S18.

  In step S18, in response to the engagement of the motor generator clutch MGC in step S17, assuming that the mode transition to the “HEV-Low mode” is completed, the current mode number is rewritten from 1 to 2, and the process proceeds to return. .

[Problems regarding mode transition from EV drive mode to HEV drive mode]
In the hybrid vehicle equipped with the hybrid transmission as shown in the first embodiment, the “HEV-Low-iVT mode” in which the integrated controller is the HEV travel mode from the state where the “S-Low mode” that is the EV travel mode is selected. When the mode transition control is selected, the mode transition control that is generally performed takes into account the shock at the time of clutch / brake engagement and goes from “S-Low mode” via “HEV-Low mode” to “HEV- Control is made so that the mode transitions to “-Low-iVT mode”.

  Therefore, the engine E, both motor generators MG1 and MG2, and each clutch and brake when the mode transitions from "S-Low mode" to "HEV-Low mode" → "HEV-Low-iVT mode" with a vehicle speed of 0 Will be described with reference to the alignment charts shown in FIGS.

  FIG. 8A is a collinear diagram of the vehicle stopped state when the driver does not operate the accelerator. Since the vehicle speed is zero, the output shaft rotational speed is 0, and the rotational speeds of the engine E and both motor generators MG1, MG2 are also zero.

  FIG. 8B is a collinear diagram showing a state where the vehicle accelerates from the vehicle stop state by the driver's accelerator operation. Since the acceleration is in the “S-Low mode” state, the engine E outputs torque, the first motor generator MG1 absorbs and generates the torque, and the electric power and the power supplied from the battery 4 supply the second motor. The generator MG2 is driven to accelerate the vehicle.

  FIG. 8C is a collinear diagram showing a state in which preparation control for engaging the engine clutch EC is performed in order to change the mode from the “S-Low mode” to the “HEV-Low mode”. That is, the hybrid transmission input rotational speed Ni and the engine rotational speed Ne are shifted toward the rotational speed target value Ne1.

  FIG. 8D is a collinear diagram illustrating a state in which the engine clutch EC is engaged in order to change the mode from the “S-Low mode” to the “HEV-Low mode”. That is, from the state of FIG. 8 (c), the hybrid transmission input rotational speed Ni and the engine rotational speed Ne are shifted toward the rotational speed target value Ne1, and the hybrid transmission input rotational speed Ni and the engine rotational speed Ne are obtained. Both engine speeds were close to the target value Ne1, and the engine clutch EC was engaged.

  FIG. 9 (e) is a collinear diagram showing a state in which preparation control for engaging the motor generator clutch MGC is performed in order to change the mode to the “HEV-Low mode”. That is, the first motor generator MG1 shifts the first motor generator rotational speed N1 toward zero rotation in preparation for engaging the motor generator clutch MGC. In the meantime, in order to respond to the driver's acceleration request, the engine E and the second motor generator MG2 output torque and accelerate while increasing their respective rotation speeds.

  FIG. 9 (f) is a collinear diagram illustrating a state in which the first motor generator MG1 has finished shifting, the motor generator clutch MGC is engaged, and the mode transition is made to the “HEV-Low mode”.

  Fig. 9 (g) releases the high / low brake HLB, changes the mode to "HEV-Low-iVT mode", and achieves the target driving force calculated based on the vehicle speed VSP, the required driving force Fdrv, and the battery SOC. FIG. 5 is a collinear diagram showing a state in which the first motor generator MG1, the second motor generator MG2, and the engine E are controlled so as to realize a target rotational speed and a target driving torque calculated in consideration of energy efficiency.

  In the above mode transition action, the engine speed Ne2 in the “HEV-Low mode” shown in FIG. 9 (f) becomes higher than the engine speed Ne3 in the “HEV-Low-iVT mode” shown in FIG. 9 (g). ing. For this reason, when the mode is changed from "HEV-Low mode" to "HEV-Low-iVT mode" during acceleration, the output shaft speed (vehicle speed VSP) simply increases, whereas the engine speed Ne is It will move up and down (change in engine speed in FIG. 9 (e) → FIG. 9 (f) → FIG. 9 (g)), giving the driver a sense of incongruity.

[Mode Transition Control Action in Example 1]
In contrast, in the hybrid vehicle mode transition control apparatus of the first embodiment, when the mode transition command from the EV traveling mode to the HEV traveling mode is issued, the engine clutch EC and the motor generator clutch MGC are released and the series clutch SC is engaged. The engine speed Ne is controlled to a predetermined speed by controlling the speed of the first motor generator MG1, and a mode transition control means for engaging the engine clutch EC when the engine speed Ne matches the hybrid transmission input speed Ni. By providing the above, the above-mentioned problem is solved.

First, at the time of a mode transition command from “S-Low mode” to “HEV-Low mode”, in the flowchart of FIG. 7, step S1, step S2, step S3, step S4, step S5, step S6, step S7, step The process proceeds from S8 → step S15 → step S16 → step S17 → step S18 → return. That is, mode transition from the “S-Low mode” to the “HEV-Low mode” is performed according to the following procedure.
(a) In the selected state of “S-Low mode”, the shift control is performed by the second motor generator MG2 until the hybrid transmission input rotational speed Ni becomes equal to or higher than the engine startable rotational speed (step S3).
(b) The first motor generator MG1 is controlled in rotational speed, and the engine clutch EC is engaged when the engine rotational speed Ne matches the hybrid transmission input rotational speed Ni (steps S4, S5, and S6).
(c) Release the series clutch SC (step S7).
(d) When the rotational speed of the second ring gear R2 to which the first motor generator MG1 of the differential gear is assigned becomes zero, the motor generator clutch MGC is engaged (step S15, step S16, step S17).

On the other hand, at the time of a mode transition command from “S-Low mode” to “HEV-Low-iVT mode”, in the flowchart of FIG. 7, step S1, step S2, step S3, step S4, step S5, step S6, step S7. → Step S8 → Step S9 → Step S10 → Step S11 → Step S12 → Step S13 → Return That is, the mode transition from the “S-Low mode” to the “HEV-Low-iVT mode” is performed according to the following procedure.
(a) In the selected state of “S-Low mode”, the shift control is performed by the second motor generator MG2 until the hybrid transmission input rotational speed Ni becomes equal to or higher than the engine startable rotational speed (step S3).
(b) The first motor generator MG1 is controlled in rotational speed, and the engine clutch EC is engaged when the engine rotational speed Ne matches the hybrid transmission input rotational speed Ni (steps S4, S5, and S6).
(c) Release the series clutch SC (step S7).
(d) Release the high / low brake HLB (step S9).
(e) The engine E, the first motor generator MG1 and the second motor generator MG2 are controlled, and the engine speed Ne, the first motor generator speed N1 and the second motor generator speed N2 are set to “HEV-Low-iVT mode”. Shift control is performed so that the rotation speed target value is reached (step S10).
(f) When the first motor generator rotational speed N1 matches the rotational speed of the second ring gear R2 to which the first motor generator MG1 of the differential device is assigned, the motor generator clutch MGC is engaged (steps S11 and S12).

  At the time of mode transition command from “S-Low mode” to “HEV-Low mode” or “HEV-Low-iVT mode”, both the hybrid transmission input speed Ni and the engine speed Ne After performing control to match the rotation speed target value Ne1, the transition destination mode is re-determined, and the mode transition from the "S-Low mode" is not performed by the re-determination, that is, the "S-Low mode" is maintained. If the determination is made, in the flowchart of FIG. 7, the process proceeds from step S1, step S2, step S3, step S4, step S5, step S14, and return. In step S14, the mode transition control is terminated, and the normal control in the “S-Low mode” is resumed. In other words, the engine is realized so as to realize the target rotational speed and target driving torque calculated in consideration of energy efficiency so as to realize the target driving force calculated based on the vehicle speed VSP, the required driving force Fdrv, and the battery SOC. E, the first motor generator MG1 and the second motor generator MG2 are controlled.

[Mode transition from “S-Low mode” to “HEV-Low-iVT mode”]
In the first embodiment, the operation of the engine E, the motor generators MG1 and MG2, and the clutches and brakes when the mode is changed from the “S-Low mode” to the “HEV-Low-iVT mode” is shown in FIGS. This will be described with reference to the alignment chart shown in FIG.

  FIG. 10 (a) is a collinear diagram when the vehicle is stopped when the driver does not operate the accelerator. Since the vehicle speed is 0, the output shaft rotational speed is 0, and the rotational speeds of the engine E and both motor generators MG1, MG2 are also 0.

  FIG. 10B is a collinear diagram showing a state where the vehicle accelerates from the vehicle stop state by the driver's accelerator operation. Since the acceleration is in the “S-Low mode” state, the engine E outputs torque, the first motor generator MG1 absorbs and generates the torque, and the electric power and the power supplied from the battery 4 supply the second motor. The generator MG2 is driven to accelerate the vehicle.

  FIG. 10C is a collinear diagram illustrating a state in which preparation control for engaging the engine clutch EC is performed in order to change the mode from the “S-Low mode” to the “HEV-Low mode”. That is, the hybrid transmission input rotational speed Ni and the engine rotational speed Ne are shifted toward the rotational speed target value Ne1.

  FIG. 10 (d) is a collinear diagram showing a state in which the engine clutch EC is engaged in order to change the mode from the “S-Low mode” to the “HEV-Low mode”. In other words, the hybrid transmission input rotational speed Ni and the engine rotational speed Ne are both shifted from the state of FIG. 10C toward the rotational speed target value Ne1, and the hybrid transmission input rotational speed Ni and the engine rotational speed Ne are obtained. Since both coincided with the target rotational speed Ne1, the engine clutch EC was engaged.

  FIG. 11E is a collinear diagram showing a state in which the high / low brake HLB is released in order to change the mode to the “HEV-Low-iVT mode”. After releasing this high / low brake HLB, aiming at the target rotational speed calculated in consideration of energy efficiency so that the target driving power calculated based on the vehicle speed VSP, the required driving power Fdrv, and the battery SOC is achieved, the engine The speed is changed between E and the second motor generator MG2.

  In FIG. 11 (f), since the first motor generator rotational speed MG1 coincides with the rotational speed of the second ring gear R2 of the second planetary gear PG2 (second ring gear rotational speed NR1), the motor generator clutch MGC is engaged and “HEV It is a collinear diagram which shows the state which the mode transition to "-Low-iVT mode" was complete | finished.

  When the mode transitions from “S-Low mode” to “HEV-Low mode” → “HEV-Low-iVT mode”, the mode changes from “HEV-Low mode” to “HEV-Low-iVT mode”. At the time of transition, the vehicle speed VSP increases, whereas the engine speed Ne moves up and down, giving the driver a sense of incongruity. However, by performing the mode transition control of the first embodiment, the vehicle speed As the VSP increases, the engine speed Ne also increases (change in engine speed from FIG. 11 (e) to FIG. 11 (f)), and does not give the driver a sense of incongruity. The increase in Ne can be suppressed, which is also effective in terms of fuel consumption.

Next, the effect will be described.
In the hybrid vehicle mode transition control apparatus of the first embodiment, the following effects can be obtained.

(1) It has a differential device in which four or more input / output elements are arranged on the nomograph, and an input from the engine E is input to one of the two elements arranged inside the input / output elements. And a hybrid transmission in which a first motor generator MG1 and a second motor generator MG2 are respectively connected to two elements arranged on both outer sides of the inner element, and an output member to the drive system is assigned to the other. In the hybrid vehicle, the engine clutch EC interposed between the engine E and the element to which the differential engine is assigned, and the series clutch interposed between the engine E and the first motor generator MG2. A motor generator clutch MGC interposed between the first motor generator MG1 and an element to which the first motor generator MG1 of the differential gear is assigned; As the driving mode, EV driving mode in which the differential gear and the engine E are separated by releasing the engine clutch EC, and HEV driving in which the differential gear and the engine E are connected by fastening the engine clutch EC When the mode transition command from the EV travel mode to the HEV travel mode is issued, the engine clutch EC and the motor generator clutch MGC are released and the series clutch SC is engaged, and the first motor generator MG1 is rotated. By controlling, the engine speed Ne is controlled to a predetermined speed, and when the engine speed Ne coincides with the hybrid transmission input speed Ni, mode transition control means for engaging the engine clutch EC is provided. Ensuring shock of engagement of engine clutch EC that connects engine E and differential gear at the time of mode transition command to travel mode Can be reduced.
That is, since the engine speed Ne is controlled by the rotation speed control by the first motor generator MG1, which has higher control accuracy than the engine rotation speed control, the rotation between the engine rotation speed Ne and the hybrid transmission input rotation speed Ni. The engine clutch EC can be engaged in a state in which the number difference is smaller than that in the control by the engine alone, that is, in a state where the coincidence of the engine speed Ne with the hybrid transmission input speed Ni is enhanced.

  (2) When the mode transition command from the EV traveling mode to the HEV traveling mode is commanded, the mode transition control means releases the engine clutch EC and the motor generator clutch MGC and engages the series clutch SC, and inputs the hybrid transmission. After shifting control until the engine speed is equal to or higher than the engine startable engine speed, the first motor generator MG1 is controlled to control the engine speed Ne so that the engine engine speed Ne matches the hybrid transmission input engine speed Ni. The target engine speed Ne1 is determined to be equal to or higher than the engine speed, the engine speed Ne is controlled to the target engine speed Ne1 by the first motor generator MG1 with high control accuracy, and the hybrid shift is performed by the second motor generator MG2 with high control precision. By controlling the machine input speed Ni to the speed target value Ne1, the hybrid transmission input speed Ni and the engine speed Ne The engine clutch EC can be engaged at a rotational speed at which the engine E does not stop while the coincidence is further increased.

(3) A high-low brake HLB that can fix the element to which the first motor generator MG1 is assigned to the transmission case TC is provided, and the EV driving mode is engine clutch EC release, series clutch SC engagement, motor generator clutch MGC release, high low "S-Low mode" obtained by engaging the brake HLB. The HEV running mode is the "HEV-Low mode" obtained by engaging the engine clutch EC, releasing the series clutch SC, engaging the motor generator clutch MGC, and engaging the high-low brake HLB. And the mode transition control means at the time of mode transition command from “S-Low mode” to “HEV-Low mode”,
(a) Shift control is performed by the second motor generator MG2 until the hybrid transmission input rotational speed Ni becomes equal to or higher than the engine startable rotational speed when the “S-Low mode” is selected.
(b) The first motor generator MG1 is controlled in rotational speed, and the engine clutch EC is engaged when the engine rotational speed Ne matches the hybrid transmission input rotational speed Ni.
(c) Release the series clutch SC
(d) When the number of rotations of the second ring gear R2 to which the first motor generator MG1 of the differential gear is assigned becomes zero, the motor generator clutch MGC is switched according to the engagement procedure. When switching to the "-Low mode", the engagement shock of the engine clutch EC is reduced, the fluctuation of the engine speed given to the driver by the vertical movement of the engine speed and the uncomfortable feeling caused by the engine sound, and the unnecessary engine speed increase It is possible to achieve an improvement in fuel consumption by suppressing the above.

(4) A high / low brake HLB that can fix the element to which the first motor generator MG1 is assigned to the transmission case TC is provided, and the EV driving modes are engine clutch EC release, series clutch SC engagement, motor generator clutch MGC release, high low This is the “S-Low mode” obtained by engaging the brake HLB, and the HEV driving mode is “HEV-Low-iVT” obtained by engine clutch EC engagement, series clutch SC release, motor generator clutch MGC engagement, and high-low brake HLB release. Mode transition control means, when the mode transition command from "S-Low mode" to "HEV-Low-iVT mode"
(a) Shift control is performed by the second motor generator MG2 until the hybrid transmission input rotational speed Ni becomes equal to or higher than the engine startable rotational speed when the “S-Low mode” is selected.
(b) The first motor generator MG1 is controlled in rotational speed, and the engine clutch EC is engaged when the engine rotational speed Ne matches the hybrid transmission input rotational speed Ni.
(c) Release the series clutch SC
(d) Release the high / low brake HLB
(e) The engine E, the first motor generator MG1 and the second motor generator MG2 are controlled, and the engine speed Ne, the first motor generator speed N1 and the second motor generator speed N2 are set to “HEV-Low-iVT mode”. Shift control to achieve the target speed at
(f) When the first motor generator rotational speed N1 coincides with the rotational speed of the second ring gear R2 to which the first motor generator MG1 of the differential gear is assigned, the motor generator clutch MGC is switched to the mode according to the engagement procedure. -Low mode ”to“ HEV-Low-iVT mode ”mode, the engine clutch EC engagement shock is reduced, and the engine speed fluctuations and the engine noise caused to the driver by the vertical movement of the engine speed It is possible to achieve both prevention and improvement of fuel consumption by suppressing useless increase in engine speed.

  (5) When the mode transition command from the EV traveling mode to the HEV traveling mode is commanded, the mode transition control means controls the rotational speed of the first motor generator MG1, and the engine rotational speed Ne matches the hybrid transmission input rotational speed Ni. When the mode transition command to the HEV traveling mode is maintained at the time when the vehicle is not moved to the HEV traveling mode, the target calculated based on the vehicle speed VSP, the required driving force Fdrv, and the battery SOC Returning to normal control that realizes driving force, the number of clutch / brake engagement / release times due to unnecessary mode transition can be reduced, energy loss due to mode transition can be suppressed, and durability reliability of clutch / brake can be improved. Can be made.

  (6) It has a differential device in which four or more input / output elements are arranged on the alignment chart, and an input from the engine E is input to one of the two elements arranged inside the input / output elements. And a hybrid transmission in which an output member to the drive system is assigned to the other, and a first motor generator MG1 and a second motor generator MG2 are connected to two elements arranged on both outer sides of the inner element, respectively. In the hybrid vehicle, the engine clutch EC interposed between the engine E and the element to which the differential engine is assigned, and the series clutch interposed between the engine E and the first motor generator MG2. A motor generator clutch MGC interposed between the first motor generator MG1 and an element to which the first motor generator MG1 of the differential gear is assigned; As the driving mode, EV driving mode in which the differential gear and the engine E are separated by releasing the engine clutch EC, and HEV driving in which the differential gear and the engine E are connected by fastening the engine clutch EC Mode, and when the mode transition command from the EV drive mode to the HEV drive mode is issued, the engine motor and the motor generator clutch MGC are released and the series clutch SC is engaged to control the rotation speed of the first motor generator MG1. The engine rotational speed Ne is controlled to a predetermined rotational speed, and then the engine clutch EC is engaged when the engine rotational speed Ne matches the hybrid transmission input rotational speed Ni. Mode transition to reliably reduce the engagement shock of the engine clutch EC connecting the engine E and the differential gear at the time of transition command It is possible to provide a control method.

  As described above, the mode transition control device and the mode transition control method for a hybrid vehicle according to the present invention have been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and Modifications and additions of the design are permitted without departing from the spirit of the invention according to the claims.

  Although the mode transition control device of the first embodiment has been described as an example applied to a hybrid vehicle equipped with a hybrid transmission having a differential gear constituted by three single pinion type planetary gears, for example, Japanese Patent Application Laid-Open No. 2003-32808. The present invention can also be applied to a hybrid vehicle equipped with a hybrid transmission having a differential gear composed of Ravigneaux planetary gears as described in Japanese Patent Publication No. Gazette. Further, the vehicle includes at least one engine and two motor generators, and has, as a travel mode, an electric vehicle travel mode using only the motor generator as a drive source, and a hybrid vehicle travel mode using the engine and the motor generator as a drive source. It can also be applied to other hybrid vehicles.

1 is an overall system diagram illustrating a hybrid vehicle to which a mode transition control device according to a first embodiment is applied. FIG. 6 is a collinear diagram showing five driving modes in an electric vehicle mode in a hybrid vehicle equipped with the mode transition control device of the first embodiment. FIG. 5 is a collinear diagram showing five travel modes in a hybrid vehicle mode in a hybrid vehicle equipped with the mode transition control device of the first embodiment. It is a figure which shows an example of the driving mode map used for selection of driving mode in the hybrid vehicle carrying the mode transition control apparatus of Example 1. 4 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, a high-low brake, a series clutch, and a motor generator clutch in “10 driving modes” in the hybrid vehicle equipped with the mode transition control device of the first embodiment. . It is a collinear diagram which shows the relationship with each engagement element in the hybrid vehicle carrying the mode transition control apparatus of Example 1. FIG. 6 is a flowchart illustrating a flow of mode transition control processing executed by the integrated controller according to the first embodiment. When a mode transition command is issued from "S-Low mode" to "HEV-Low-iVT mode" when the mode transitions from "S-Low mode" to "HEV-Low mode" to "HEV-Low-iVT mode" It is a collinear diagram which shows each operation | movement (a), (b), (c), (d). When a mode transition command is issued from "S-Low mode" to "HEV-Low-iVT mode" when the mode transitions from "S-Low mode" to "HEV-Low mode" to "HEV-Low-iVT mode" FIG. 5 is a collinear diagram showing each operation (e), (f), (g). The operations (a), (b), (c), and (d) when performing the mode transition control of the first embodiment at the time of the mode transition command from “S-Low mode” to “HEV-Low-iVT mode” FIG. FIG. 6 is an alignment chart showing operations (e) and (f) in the case where the mode transition control of the first embodiment is performed at the time of a mode transition command from “S-Low mode” to “HEV-Low-iVT 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 (first clutch)
SC series clutch (second clutch)
MGC motor generator clutch (third clutch)
HC high clutch
HLB High / Low brake (first brake)
LB Low brake 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 13 Second ring gear speed sensor

Claims (6)

It has a differential device in which four or more input / output elements are arranged on a nomogram, and the input from the engine is driven to one of the two elements arranged inside the input / output element, and the other is driven In a hybrid vehicle comprising a hybrid transmission in which a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively, while assigning output members to the system, respectively.
A first clutch interposed between the engine and an element to which the engine of the differential gear is assigned; a second clutch interposed between the engine and the first motor generator; and the first motor generator. And a third clutch interposed between the first motor generator of the differential and the element to which the first motor generator is assigned,
As a travel mode, an electric vehicle travel mode in which the differential device and the engine are separated by releasing the first clutch, a hybrid vehicle travel mode in which the differential device and the engine are coupled by engaging the first clutch, Have
At the time of mode transition command from the electric vehicle traveling mode to the hybrid vehicle traveling mode, the engine speed is controlled by controlling the rotational speed of the first motor generator with the first and third clutches released and the second clutch engaged. A mode transition control device for a hybrid vehicle, characterized in that mode transition control means is provided for engaging the first clutch when the engine speed matches the input speed of the hybrid transmission. In the hybrid vehicle mode transition control device according to claim 1,
The mode transition control means is configured to release the first clutch and the third clutch and engage the second clutch when the mode transition command from the electric vehicle traveling mode to the hybrid vehicle traveling mode is engaged, and to input the rotational speed of the hybrid transmission. Mode change of a hybrid vehicle, wherein the first motor generator is controlled so that the engine speed matches the input speed of the hybrid transmission after shifting is controlled until the engine speed becomes equal to or greater than the engine startable speed Control device. In the hybrid vehicle mode transition control device according to claim 1 or 2,
A first brake capable of fixing an element to which the first motor generator is assigned to the transmission case;
The electric vehicle travel mode is a first travel mode obtained by first clutch release, second clutch engagement, third clutch release, first brake engagement,
The hybrid vehicle travel mode is a second travel mode obtained by first clutch engagement, second clutch release, third clutch engagement, and first brake engagement,
The mode transition control means, at the time of mode transition command from the first travel mode to the second travel mode,
(a) Shift control is performed by the second motor generator until the input rotational speed of the hybrid transmission becomes equal to or higher than the engine startable rotational speed in the selected state of the first traveling mode.
(b) Control the number of revolutions of the first motor generator and engage the first clutch when the engine speed matches the input speed of the hybrid transmission.
(c) Release the second clutch
(d) A mode transition control device for a hybrid vehicle, wherein the mode transition is performed according to a procedure for engaging the third clutch when the number of rotations of an element to which the first motor generator of the differential device is assigned becomes zero. In the hybrid vehicle mode transition control device according to claim 1 or 2,
A first brake capable of fixing an element to which the first motor generator is assigned to the transmission case;
The electric vehicle travel mode is a first travel mode obtained by first clutch release, second clutch engagement, third clutch release, first brake engagement,
The hybrid vehicle travel mode is a third travel mode obtained by first clutch engagement, second clutch release, third clutch engagement, and first brake release,
The mode transition control means at the time of a mode transition command from the first travel mode to the third travel mode,
(a) Shift control is performed by the second motor generator until the input rotational speed of the hybrid transmission becomes equal to or higher than the engine startable rotational speed in the selected state of the first traveling mode.
(b) Speed control of the first motor generator, and when the engine speed matches the input speed of the hybrid transmission, the first clutch is engaged.
(c) Release the second clutch
(d) Release the first brake
(e) The engine, the first motor generator, and the second motor generator are controlled so that the engine speed, the first motor generator speed, and the second motor generator speed become the rotation speed target values in the third travel mode. Shift control
(f) Mode transition of a hybrid vehicle characterized in that mode transition is performed according to the procedure for engaging the third clutch when the first motor generator rotational speed matches the rotational speed of an element to which the first motor generator of the differential device is assigned. Control device. In the hybrid vehicle mode transition control device according to any one of claims 1 to 4,
The mode transition control means controls the rotational speed of the first motor generator at the time of a mode transition command from the electric vehicle traveling mode to the hybrid vehicle traveling mode, and when the engine rotational speed matches the hybrid transmission input rotational speed, Checks whether the mode transition command to the vehicle travel mode is maintained, and if the mode transition to the hybrid vehicle travel mode does not proceed, achieves the target drive force calculated based on the vehicle speed, required drive force, and battery capacity Returning to normal control, a mode transition control device for a hybrid vehicle. It has a differential device in which four or more input / output elements are arranged on a nomogram, and the input from the engine is driven to one of the two elements arranged inside the input / output element, and the other is driven In a hybrid vehicle comprising a hybrid transmission in which a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively, while assigning output members to the system, respectively.
A first clutch interposed between the engine and an element to which the engine of the differential gear is assigned; a second clutch interposed between the engine and the first motor generator; and the first motor generator. And a third clutch interposed between the first motor generator of the differential and the element to which the first motor generator is assigned,
As a travel mode, an electric vehicle travel mode in which the differential device and the engine are separated by releasing the first clutch, a hybrid vehicle travel mode in which the differential device and the engine are coupled by engaging the first clutch, Have
At the time of mode transition command from the electric vehicle traveling mode to the hybrid vehicle traveling mode, the engine speed is controlled by controlling the rotational speed of the first motor generator with the first and third clutches released and the second clutch engaged. Is controlled to a predetermined speed, and then the first clutch is engaged when the engine speed matches the input speed of the hybrid transmission.

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