JP2006046578A - Mode transition control device for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a mode transition control device for a hybrid car capable of achieving smooth mode transition by preventing omission of driving force in the transition from a first traveling mode for connecting a brake and a second traveling mode for disconnecting the brake. <P>SOLUTION: In the hybrid car applying an engine and at least one motor as its power source and comprising a driving force synthesizing transition having a differential device constituted by connecting a motor and the brake with a rotating element, a mode transition control means is mounted to disconnect the brake after the output torque of the motor reaches a target torque in the mode transition from the first traveling mode for connecting the brake to the second traveling mode for disconnecting the brake. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a mode transition control device for a hybrid vehicle including a driving force combining transmission having a differential device provided with a brake for fixing a rotating element to a case using an engine and at least one motor as a power source.

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. (For example, refer to Patent Document 1).
JP 2003-32808 A

  However, in the hybrid vehicle equipped with the above-described conventional drive device, the low-side fixed mode in which the low brake for fixing the elements arranged between the output and the second motor generator is fastened to obtain the fixed gear ratio. When the mode is changed to the continuously variable transmission mode in which the low brake is released to obtain the continuously variable transmission ratio, the output torque of the second motor generator becomes the target torque when the release of the low brake and the torque control of the second motor generator are started simultaneously. Since response delay occurs until the release time of the low brake, the reaction torque received by the low brake engagement is released first and the output torque of the second motor generator becomes the target torque until it is driven. There is a problem that power loss occurs.

  The present invention has been made paying attention to the above-mentioned problem, and at the time of mode transition from the first traveling mode in which the brake is engaged to the second traveling mode in which the brake is released, smooth mode transition that prevents the driving force from being lost is performed. An object of the present invention is to provide a hybrid vehicle mode transition control device that can be achieved.

In order to achieve the above object, in the present invention, in a hybrid vehicle including a driving force combining transmission having a differential device in which an engine and at least one motor are used as a power source and a motor and a brake are connected to a rotating element,
Mode transition control means for releasing the brake after waiting for the output torque of the motor to reach the target torque at the time of mode transition from the first travel mode for engaging the brake to the second travel mode for releasing the brake is provided. It was.

  Therefore, in the mode transition control device for a hybrid vehicle of the present invention, the motor output torque is generated in the mode transition control means during the mode transition from the first traveling mode for engaging the brake to the second traveling mode for releasing the brake. The brake is released after waiting for the torque to reach the target torque. That is, the brake is released after waiting for the output torque of the motor that generates a response delay to reach the target torque, so that the reaction torque received in the case by the brake engagement is maintained until the motor torque reaches the target torque. Will be. As a result, it is possible to achieve a smooth mode transition that prevents the driving force from being lost during the mode transition from the first travel mode in which the brake is engaged to the second travel mode in which the brake is released.

  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 drive system configuration 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 in the first embodiment includes an engine E, a first motor generator MG1 (motor), a second motor generator MG2 (motor), and an output shaft OUT (output member). And a driving force synthesizing transmission TM. The driving force combined transmission TM includes a first planetary gear PG1 (first differential), a second planetary gear PG2 (second differential), and a third planetary gear PG3 (third differential). The engine clutch EC, the low brake LB (first brake), the high clutch HC (first clutch), and the high / low brake HLB (second 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 of the driving force combining transmission TM are all single-pinion type planetary gears with 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, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and are connected to 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.

A connection relationship between the power sources E, MG1, MG2, the output shaft OUT, and the engagement elements EC, LB, HC, HLB 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. In addition, 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).

  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. 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 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 low brake LB is a multi-plate friction brake 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. The "low gear fixed mode" and the "low-side continuously variable transmission mode" that share the low-side gear ratio by the engagement are realized.

  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 chart of FIG. "2-speed fixed mode", "high-side continuously variable transmission mode" and "high gear fixed mode" 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. 2 and fastened together with the low brake LB. Thus, the gear ratio is set to the “low gear fixed mode” on the underdrive side, and the gear ratio is set to the “high gear fixed mode” on the overdrive side by engaging with the high clutch HC.

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. 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 are configured. Has been.

  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 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.

  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, the engine input rotational speed ωin from the third ring gear rotational speed sensor 12, and the like. Predetermined arithmetic processing 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”.

The “Low mode” is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB, as shown in the collinear diagram of FIG. 2 (a) and FIG. 3 (a). Low gear fixed mode.
In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, and the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is the low-side continuously variable transmission mode obtained in
The “2nd mode” is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB, as shown in the collinear diagrams of FIG. 2 (c) and FIG. 3 (c). 2 speed fixed mode.
In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, and the high / low brake HLB is released, as shown in the collinear charts of FIGS. 2 (d) and 3 (d). Is a high-side continuously variable transmission mode obtained in
The “High mode” is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB, as shown in the nomographs of FIGS. 2 (e) and 3 (e). High gear fixed mode.

  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, and 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.

  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. Also, among the controls that change the running mode, for example, when starting / stopping the engine E and engaging / disengaging clutches and brakes are necessary at the same time, when engaging / disengaging multiple clutches and brakes are necessary, In the case where the motor generator rotation speed control is necessary prior to the start / stop of E or the engagement / release 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. 6 is a flowchart showing the flow of the mode transition control process executed in the integrated controller 6 of the first embodiment. Hereinafter, each step will be described (mode transition control means). This flowchart shows the transition from “Low-iVT mode” to “Low mode”, the mode transition from “Low mode” to “Low-iVT mode”, and “Low-iVT mode” to “ The mode transition to “High-iVT mode” is shown, and other mode transition patterns are omitted.

  In step S1, the vehicle required driving force is calculated from the accelerator opening AP, and the process proceeds to step S2.

In step S2, the required torques of engine E, first motor generator MG1, and second motor generator MG2 are calculated following the calculation of the vehicle required driving force in step S1, and the process proceeds to step S3.
Here, the calculation of each required torque, for example, in the case of fuel efficiency priority, calculates the required torque of the engine E based on the optimal fuel efficiency characteristics first, and shares the torque obtained by subtracting the engine torque from the vehicle required driving force. The required torque of first motor generator MG1 and the required torque of second motor generator MG2 are calculated.

  In step S3, following each required torque calculation of engine E, first motor generator MG1, and second motor generator MG2 in step S2, a target engine torque command is output to engine controller 1, and the target motor is output to motor controller 2. A generator torque command is output, and the process proceeds to step S4.

  In step S4, following the torque command output to each of the controllers 1 and 2 in step S3, is there a shift command (mode transition command) for changing the travel mode from the currently selected travel mode to another travel mode? If yes, the process proceeds to step S5. If no, the process proceeds to return.

  In step S5, following the determination that there is a shift command in step S4, the shift command changes from “Low-iVT mode” (continuously variable mode (Low)) to “Low mode” (Low fixed mode). If yes, the process proceeds to step S6. If no, the process proceeds to step S9.

  In step S6, it is determined whether or not the high / low brake HLB is ON based on the determination that the shift command in step S5 is a mode transition from “Low-iVT mode” to “Low mode”. Shifts to step S8, and if No, shifts to step S7.

  In step S7, based on the determination that the high / low brake HLB is OFF (released) in step S6, a command to turn on (engage) the high / low brake HLB is output, and the process proceeds to return.

  In step S8, based on the determination that the high / low brake HLB is ON (engaged) in step S6, the shift command for changing the mode from the “Low-iVT mode” to the “Low mode” is canceled, and the process proceeds to return.

  In step S9, the shift command is changed from “Low mode” (fixed low mode) to “Low-iVT mode” (continuously variable transmission) following the determination that the mode change command is not at the time of shifting to “Low mode” in step S5. It is determined whether or not it is a mode transition to (Mode (Low)). If Yes, the process proceeds to Step S10, and if No, the process proceeds to Step S14.

  In step S10, it is determined whether or not the high / low brake HLB is OFF (released) based on the determination that the shift command in step S9 is a mode transition from “Low mode” to “Low-iVT mode”. If Yes, the process proceeds to step S13. If No, the process proceeds to step S11.

In step S11, following the determination that the high / low brake HLB is released in step S10, it is determined whether or not the first motor generator torque T1 is equal to or greater than a specified value (= target torque). If no, move to return.
Here, the monitoring of the first motor generator torque T1 may be direct monitoring using a torque sensor, or may be indirect monitoring such as detecting the driving current of the first motor generator MG1.
If the output of the battery 4 is equal to or greater than the maximum output when the first motor generator torque T1 is set to the target torque, the second motor generator torque T2 is equal to the output to the first motor generator MG1 and the loss. Decrease (see FIG. 8).

  In step S12, based on the determination that the first motor generator torque T1 in step S11 is equal to or greater than the specified value, a command to turn off (release) the high / low brake HLB is output, and the process proceeds to return.

  In step S13, based on the determination that the high / low brake HLB is OFF (released) in step S10, the shift command for changing the mode from the “Low mode” to the “Low-iVT mode” is canceled, and the process proceeds to RETURN.

  In step S14, the shift command is changed from “Low-iVT mode” to “High-iVT mode” (continuously variable transmission mode) following the determination in step S9 that it is not at the time of the shift command to change the mode to “Low-iVT mode”. It is determined whether or not it is during mode transition to (High)). If Yes, the process proceeds to step S15. If No, the process proceeds to step S21.

  In step S15, it is determined whether or not the high clutch HC is ON (engaged) based on the determination that the shift command in step S14 is a mode transition from “Low-iVT mode” to “High-iVT mode”. If Yes, the process proceeds to Step S17. If No, the process proceeds to Step S16.

  In step S16, based on the determination that the high clutch HC is OFF (released) in step S15, a command to turn on (engage) the high clutch HC is output, and the process proceeds to step S17.

  In step S17, following the determination that the high clutch HC is ON in step S15 or step S16, it is determined whether or not the low brake LB is OFF (released). If yes, the process proceeds to step S20. In this case, the process proceeds to step S18.

In step S18, following the determination that the low brake LB is released in step S17, it is determined whether or not the second motor generator torque T2 is equal to or greater than a specified value (= target torque). If yes, the process proceeds to step S19. If no, move to return.
Here, monitoring of the second motor generator torque T2 may be direct monitoring using a torque sensor, or may be indirect monitoring such as detecting the driving current of the second motor generator MG2.
If the output of the battery 4 is greater than or equal to the maximum output when the second motor generator torque T2 is set to the target torque, the first motor generator torque T1 is equal to the output to the second motor generator MG2 and the loss. Decrease (see FIG. 9).

  In step S19, based on the determination in step S18 that the second motor generator torque T2 is greater than or equal to the specified value, a command to turn off (release) the low brake LB is output, and the process proceeds to return.

  In step S20, based on the determination that the low brake LB is OFF (released) in step S17, the shift command for performing the mode transition from the “Low-iVT mode” to the “High-iVT mode” is canceled, and the process proceeds to return. .

  In step S21, other mode transition control performed between driving modes other than the above is executed, and the process proceeds to return.

[Mode transition control action from "Low-iVT mode" to "Low mode"]
At the time of a shift command for changing the mode from the “Low-iVT mode” to the “Low mode”, in the flowchart of FIG. 6, the flow proceeds from Step S 1 → Step S 2 → Step S 3 → Step S 4 → Step S 5 → Step S 6 → Step S 7. In step S7, the high / low brake HLB is engaged. Then, in the next control cycle, the process proceeds from step S6 to step S8, and the shift command for mode transition from “Low-iVT mode” to “Low mode” is canceled.

  That is, at the time of mode transition from “HEV-Low-iVT mode” to “HEV-Low mode”, the nomogram of FIG. 7 (b) is switched to the nomogram of FIG. 7 (a) and released. The operation of engaging the high / low brake HLB, the operation of stopping the first motor generator MG1, and the operation of controlling the output torque of the engine E and the second motor generator MG2 to the target torque are executed.

  In this case, the high / low brake HLB is immediately engaged when a gear shift command for changing the mode from the “Low-iVT mode” to the “Low mode” is issued. The reason is that, contrary to the mode transition that includes the brake release operation, the high-low brake HLB is fastened first and the system for receiving the reaction force in the case is prepared, and then the engine E and the two motor generators MG1 Therefore, controlling the torque of MG2 can achieve a smooth mode transition operation with reduced fluctuations in driving force.

[Mode transition control action from "Low mode" to "Low-iVT mode"]
At the time of a shift command for changing the mode from “Low mode” to “Low-iVT mode”, in the flowchart of FIG. 6, from step S 1 → step S 2 → step S 3 → step S 4 → step S 5 → step S 9 → step S 10 → step S 11. In step S11, this flow is repeated until the first motor generator torque T1 becomes a specified value or more. In step S11, when the first motor generator torque T1 becomes equal to or greater than the specified value, the process proceeds to step S12, and the high / low brake HLB is released. Then, in the next control cycle, the process proceeds from step S10 to step S13, and the shift command for mode transition from “Low mode” to “Low-iVT mode” is cancelled.

  That is, when the mode transition from the “HEV-Low mode” to the “HEV-Low-iVT mode” is performed, the first motor generator rotational speed N1 is switched at 0 as shown in the collinear diagram of FIG. Become. At that time, the first motor generator MG1 outputs a positive torque so as not to rotate negatively. Moreover, by giving a positive torque, it shifts to the alignment chart shown in FIG. 7B, and a desired driving force can be output to the wheel shaft.

  However, since a response delay occurs until the first motor generator torque T1 reaches a desired torque (= target torque), for example, as shown by the dotted line characteristic in FIG. When the command is output, the reaction torque received by the engagement of the high / low brake HLB is first released at the release timing of the high / low brake HLB until the output torque of the first motor generator MG1 reaches the target torque. As shown in the conventional characteristics, the driving force is lost.

  On the other hand, in the first embodiment, the output torque of the first motor generator MG1 becomes the target torque at the time of the mode transition from the “Low mode” for engaging the high / low brake HLB to the “Low-iVT mode” for releasing the high / low brake HLB. I wait for it to be released and release the high / low brake HLB.

  In other words, the high-low brake HLB is released after waiting for the output torque of the first motor generator MG1 that generates a response delay to reach the target torque, so that the reaction torque received in the case when the high-low brake HLB is engaged is increased. The first motor generator torque T1 is maintained until the target torque is reached, and as shown in the characteristics of the present invention in FIG. 10, smooth mode transition that prevents the driving force from being lost can be achieved.

[Mode transition control action from "Low-iVT mode" to "High-iVT mode"]
At the time of a shift command for changing the mode from the “Low-iVT mode” to the “High-iVT mode”, in the flowchart of FIG. 6, step S1, step S2, step S3, step S4, step S5, step S9, step S14, step The flow proceeds from S15 to step S16. In step S16, the high clutch HC released in the “Low-iVT mode” is engaged. When the high clutch HC is engaged, the process proceeds from step S15 or step S16 to step S17 to step S18. In step S18, this flow is repeated until the second motor generator torque T2 becomes a specified value or more. In step S18, when the second motor generator torque T2 becomes equal to or higher than the specified value, the process proceeds to step S19, and the low brake LB is released. Then, in the next control cycle, the process proceeds from step S17 to step S20, and the shift command for mode change from “Low-iVT mode” to “High-iVT mode” is canceled.

  That is, when the mode transition is made from the “HEV-Low-iVT mode” to the “HEV-High-iVT mode”, as shown in the nomograph of FIG. 7B, the second motor generator rotational speed N2 is a predetermined rotational speed. To switch. At that time, the second motor generator MG2 outputs a positive torque so as not to be negatively rotated from the rotational speed in the “HEV-Low-iVT mode”. Moreover, by giving a positive torque, the nomograph shown in FIG. 7 (c) can be shifted to output a desired driving force to the wheel axle.

  However, since a response delay occurs until the second motor generator torque T2 reaches a desired torque (= target torque), for example, at the timing of complete engagement of the high clutch HC as shown by the dotted line characteristic in FIG. When the low brake LB release command is output, until the low brake LB release timing, the reaction torque received by the engagement of the low brake LB is released first until the output torque of the second motor generator MG2 reaches the target torque. In the meantime, as shown in the conventional characteristic of FIG.

  On the other hand, in the first embodiment, when the high clutch HC is engaged from the “Low-iVT mode” and the mode transition to the “High-iVT mode” in which the low brake LB is released, the high clutch HC is first engaged. Even when the high clutch HC is completely engaged, the low brake LB is released after the output torque of the second motor generator MG2 reaches the target torque.

  That is, when the low brake LB is released after the output torque of the second motor generator MG2 in which the response delay occurs becomes the target torque, the reaction torque received in the case by the engagement of the low brake LB The second motor generator torque T2 is maintained until the target torque is reached, and as shown in the characteristics of the present invention in FIG. 10, a smooth mode transition that prevents the driving force from being lost can be achieved.

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) First travel for fastening a brake in a hybrid vehicle including a driving force synthesizing transmission having a differential device in which a motor and a brake are connected to a rotating element using an engine and at least one motor as a power source Since the mode transition control means for releasing the brake after waiting for the output torque of the motor to reach the target torque at the time of the mode transition from the mode to the second traveling mode for releasing the brake, the first for fastening the brake At the time of mode transition from the travel mode to the second travel mode in which the brake is released, smooth mode transition that prevents the driving force from being lost can be achieved.

  (2) The driving force combining transmission TM 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. An input from the engine E is assigned to one of the two and an output shaft OUT to the drive system is assigned to the other, and the first motor generator MG1 and the second motor generator are respectively assigned to two elements arranged on both outer sides of the inner element. The first traveling mode is a fixed mode in which a fixed gear ratio is obtained by fastening a brake that fixes the first motor generator MG1 to a case, and the second traveling mode is a state in which the brake is A continuously variable transmission mode that obtains a continuously variable transmission ratio by releasing, and the mode transition control means outputs torque of the first motor generator MG1 during the mode transition from the fixed mode to the continuously variable transmission mode. In a hybrid system having a brake for fixing the first motor generator MG1 to the case in order to release the brake after waiting for the target torque to be reached, a mode from a fixed mode for fastening the brake to a continuously variable transmission mode for releasing the brake At the time of transition, it is possible to achieve a smooth mode transition that prevents the driving force from being lost.

  (3) The driving force composite transmission TM is constituted by a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3 having two degrees of freedom and three elements on the collinear diagram of the second planetary gear PG2. Are connected to the elements arranged at one end on the collinear diagram of the third planetary gear PG3 and assigned to the engine E, and at one end on the collinear diagram of the second planetary gear PG2. The first motor generator MG1 is assigned to the arranged elements, and the elements arranged at one end on the alignment chart of the first planetary gear PG1 and the elements arranged at one end on the alignment chart of the second planetary gear PG2 And the second motor generator MG2 is allocated, the output shaft OUT is allocated to the elements arranged inside on the collinear diagram of the third planetary gear PG3, and the collinear diagram of the first planetary gear PG1 is allocated. Second rotation of the element arranged at the other end and the element arranged at the other end on the collinear diagram of the third planetary gear PG3 A low brake LB is provided between an element arranged on the nomographic chart of the first planetary gear PG1 and a transmission case TC, to which the second motor generator MG2 is assigned. A high clutch HC is provided between the second rotating member M2 and a high / low brake HLB is provided between an element arranged at one end on the alignment chart of the second planetary gear PG2 and the transmission case TC, The first travel mode is the “Low mode” obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB, and the second travel mode engages the low brake LB. , "Low-iVT mode" obtained by releasing the high clutch HC and releasing the high-low brake HLB, and the mode transition control means at the time of mode transition from "Low mode" to "Low-iVT mode" The first motor In order to release the high / low brake HLB after waiting for the output torque of the MG1 to reach the target torque, the mode transition from “Low mode”, which engages the high / low brake HLB, to “Low-iVT mode”, which releases the high / low brake HLB. At this time, smooth mode transition can be achieved while preventing loss of driving force.

  (4) In the mode transition from the fixed mode to the continuously variable transmission mode, when the output of the battery 4 is equal to or greater than the maximum output when the output torque of the first motor generator MG1 is set to the target torque, Since the torque of the second motor generator MG2 is decreased by taking into account the output and loss to the first motor generator MG1, the second motor generator MG2 before the mode transition may use all of the battery power. The battery power can be suppressed by reducing the second motor generator torque T2. In addition, the driving force is reduced by reducing the second motor generator torque T2, but the driving force step between the mode transitions can be reduced, so that the transition can be made smoothly.

  (5) The driving force composite transmission TM is composed of a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3 having two degrees of freedom and three elements on the collinear diagram of the second planetary gear PG2. Are connected to the elements arranged at one end on the collinear diagram of the third planetary gear PG3 and assigned to the engine E, and at one end on the collinear diagram of the second planetary gear PG2. The first motor generator MG1 is assigned to the arranged elements, and the elements arranged at one end on the alignment chart of the first planetary gear PG1 and the elements arranged at one end on the alignment chart of the second planetary gear PG2 And the second motor generator MG2 is allocated, the output shaft OUT is allocated to the elements arranged inside on the collinear diagram of the third planetary gear PG3, and the collinear diagram of the first planetary gear PG1 is allocated. Second rotation of the element arranged at the other end and the element arranged at the other end on the collinear diagram of the third planetary gear PG3 A low brake LB is provided between an element arranged on the nomographic chart of the first planetary gear PG1 and a transmission case TC, to which the second motor generator MG2 is assigned. A high clutch HC is provided between the second rotating member M2 and a high / low brake HLB is provided between an element arranged at one end on the alignment chart of the second planetary gear PG2 and the transmission case TC, The first travel mode is the “Low-iVT mode” obtained by engaging the low brake LB, releasing the high clutch HC, and releasing the high / low brake HLB. The second travel mode is the low brake LB. The "High-iVT mode" is obtained by releasing, engaging the high clutch HC, and releasing the high-low brake HLB. The mode transition control means changes from "Low-iVT mode" to "High-iVT mode". When the mode transition of After completing the engagement of the clutch HC, wait for the output torque of the second motor generator MG2 to reach the target torque and release the low brake LB. Then, the high clutch HC is engaged from the “Low-iVT mode” and the low brake is applied. During mode transition to "High-iVT mode" that releases LB, smooth mode transition can be achieved while preventing loss of driving force.

  (6) In the mode transition control means, the output of the battery 4 is maximized when the output torque of the second motor generator MG2 is set to the target torque during the mode transition from the low-side continuously variable transmission mode to the high-side continuously variable transmission mode. If the output is higher than the output, the torque of the first motor generator MG1 is reduced by taking into account the output and loss to the second motor generator MG2, so the first motor generator MG1 before the mode transition uses all of the battery power The battery power can be suppressed by reducing the first motor generator torque T1. In addition, the driving force is reduced by reducing the first motor generator torque T1, but the driving force step between the mode transitions can be reduced, so that the transition can be made smoothly.

  As mentioned above, although the mode transition control apparatus of the hybrid vehicle of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, Each claim of a Claim Design changes and additions are allowed without departing from the gist of the invention.

  In the first embodiment, an example of two mode transition patterns of mode transition from “Low mode” to “High-iVT mode” and mode transition from “Low-iVT mode” to “High-iVT mode” is shown. However, in short, if the mode transition pattern has the action of releasing the brake as a reaction force receiver, the mode transition from “2nd mode” to “High-iVT mode” to release the low brake LB or the high-low brake HLB The present invention can also be applied to other mode transition patterns such as mode transition from “High mode” to “High-iVT mode” to be released.

  Although the mode transition control device of the first embodiment has been described as an application example to a hybrid vehicle including a driving force combining transmission having a differential device constituted by three single pinion type planetary gears, As described in Japanese Patent No. 32808, etc., the present invention can be applied to a hybrid vehicle including a driving force synthesizing transmission having a differential gear constituted by Ravigneaux planetary gears. The present invention can be applied to any hybrid vehicle including a driving force combining transmission that includes a differential device in which at least one motor is used as a power source and a motor and a brake are connected to a rotating element.

1 is an overall system diagram illustrating a drive system and a control system of a hybrid vehicle to which a mode transition control device of Example 1 is applied. FIG. 5 is a collinear diagram showing five driving modes in an electric vehicle mode in the hybrid vehicle of the first embodiment. FIG. 5 is a collinear diagram showing five travel modes in a hybrid vehicle mode in the hybrid vehicle of the first embodiment. It is a figure which shows an example of the driving mode map used for selection of driving modes in the hybrid vehicle of Example 1. 4 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, and a high / low brake in “10 travel modes” in the hybrid vehicle of the first embodiment. 6 is a flowchart illustrating a flow of mode transition control processing executed in the integrated controller according to the first embodiment. FIG. 3 is a collinear diagram of a Low fixed mode, a continuously variable transmission mode (Low), and a continuously variable transmission mode (High) in the first embodiment. 3 is a time chart showing characteristics of a motor generator torque, a shift command, and a high / low brake command at the time of mode transition from a low fixed mode to a continuously variable transmission mode (Low) in the first embodiment. 3 is a time chart showing characteristics of a motor generator torque, a shift command, and a high / low brake command at the time of mode transition from the continuously variable transmission mode (Low) to the continuously variable transmission mode (High) in the first embodiment. It is a comparison figure of the driving force characteristic of the present invention at the time of mode transition accompanied by release of a brake, and the conventional driving force characteristic.

Explanation of symbols

E engine
MG1 1st motor generator (motor)
MG2 Second motor generator (motor)
OUT Output shaft (output member)
TM Driving force transmission
PG1 first planetary gear (first differential)
PG2 Second planetary gear (second differential)
PG3 3rd planetary gear (3rd differential)
EC engine clutch
LB Low brake (1st brake)
HC high clutch (first clutch)
HLB High / Low brake (2nd brake)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 Hydraulic control apparatus 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 Rotational speed sensor

Claims (6)

In a hybrid vehicle including a driving force synthesis transmission having a differential device in which an engine and at least one motor are used as a power source and a motor and a brake are connected to a rotating element,
Mode transition control means for releasing the brake after waiting for the output torque of the motor to reach the target torque at the time of mode transition from the first travel mode for engaging the brake to the second travel mode for releasing the brake is provided. A mode transition control device for a hybrid vehicle characterized by the above. In the hybrid vehicle mode transition control device according to claim 1,
The driving force combining transmission has a differential device in which four or more input / output elements are arranged on a nomographic chart, and an engine is provided in one of the two elements arranged inside the input / output elements. 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, while assigning the input from the other and the output member to the drive system to the other,
The first traveling mode is a fixed mode in which a fixed gear ratio is obtained by fastening a brake that fixes the first motor generator to a case, and the second traveling mode is a continuously variable transmission by releasing the brake. Is a continuously variable transmission mode to obtain a ratio,
The mode transition control means releases the brake after waiting for the output torque of the first motor generator to reach the target torque during the mode transition from the fixed mode to the continuously variable transmission mode. Transition control device. In the hybrid vehicle mode transition control device according to claim 1 or 2,
The driving force combining transmission is composed of a first differential device, a second differential device, and a third differential device having two degrees of freedom and three elements,
An engine is assigned by connecting an element arranged inside on the nomographic chart of the second differential device and an element arranged on one end on the nomographic chart of the third differential device, and assigning the engine A first motor generator is assigned to an element arranged at one end on a collinear diagram of the moving device, and an element arranged at one end on the collinear diagram of the first differential device and the collinear line of the second differential device An element arranged at one end on the figure is connected to assign a second motor generator, an output member is assigned to an element arranged on the inside of the alignment chart of the third differential,
An element arranged at the other end on the collinear diagram of the first differential device and an element arranged at the other end on the collinear diagram of the third differential device are connected by a direct connection element, and the first A first brake is provided between the elements arranged on the inner side of the differential device and the transmission case, and a first clutch is provided between the element to which the second motor generator is assigned and the direct connection element. A second brake is provided between the element arranged at one end on the alignment chart of the second differential device and the transmission case,
The first traveling mode is a low-side fixed mode obtained by engaging a first brake, releasing a first clutch, and engaging a second brake.
The second traveling mode is a low-side continuously variable transmission mode obtained by engaging the first brake, releasing the first clutch, and releasing the second brake.
The mode transition control means releases the second brake after waiting for the output torque of the first motor generator to reach the target torque during the mode transition from the low-side fixed mode to the low-side continuously variable transmission mode. A mode transition control device for a hybrid vehicle. In the hybrid vehicle mode transition control device according to claim 2 or 3,
In the mode transition from the fixed mode to the continuously variable transmission mode, the mode transition control means is configured to switch the second motor generator when the output of the battery is equal to or greater than the maximum output when the output torque of the first motor generator is set to the target torque. A mode transition control device for a hybrid vehicle, characterized in that the torque is reduced by an amount including an output to the first motor generator and a loss. In the hybrid vehicle mode transition control device according to claim 1,
The driving force combining transmission is composed of a first differential device, a second differential device, and a third differential device having two degrees of freedom and three elements,
An engine is assigned by connecting an element arranged inside on the nomographic chart of the second differential device and an element arranged on one end on the nomographic chart of the third differential device, and assigning the engine A first motor generator is assigned to an element arranged at one end on a collinear diagram of the moving device, and an element arranged at one end on the collinear diagram of the first differential device and the collinear line of the second differential device An element arranged at one end on the figure is connected to assign a second motor generator, an output member is assigned to an element arranged on the inside of the alignment chart of the third differential,
An element arranged at the other end on the collinear diagram of the first differential device and an element arranged at the other end on the collinear diagram of the third differential device are connected by a direct connection element, and the first A first brake is provided between the elements arranged on the inner side of the differential device and the transmission case, and a first clutch is provided between the element to which the second motor generator is assigned and the direct connection element. A second brake is provided between the element arranged at one end on the alignment chart of the second differential device and the transmission case,
The first traveling mode is a low-side continuously variable transmission mode obtained by engaging the first brake, releasing the first clutch, and releasing the second brake.
The second traveling mode is a high-side continuously variable transmission mode obtained by releasing the first brake, engaging the first clutch, and releasing the second brake.
In the mode transition from the low-side continuously variable transmission mode to the high-side continuously variable transmission mode, the mode transition control means sets the output torque of the second motor generator to the target torque after completing the engagement of the first clutch. A mode transition control device for a hybrid vehicle, wherein the first brake is released after waiting. In the hybrid vehicle mode transition control device according to claim 5,
The mode transition control means, when the mode transition from the low-side continuously variable transmission mode to the high-side continuously variable transmission mode, when the output of the battery is equal to or greater than the maximum output when the torque of the second motor generator is set to the target torque, A mode transition control device for a hybrid vehicle, characterized in that the torque of the first motor generator is reduced by taking into account the output and loss to the second motor generator.

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