JP2006050845A - Controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a hybrid vehicle which secures responsibility at transition to a fixed gear ratio mode from a stepless gear ratio mode. <P>SOLUTION: In the controller for the hybrid vehicle, a rapid transition control means is provided. When the vehicle is changed to the fixed gear ratio mode which fixes either of a first or a second motor generator from the stepless gear ratio mode, regenerative torque is generated by the fixed motor generator, torque is generated which maintains speed change moment while keeping output shaft torque to be constant by the motor generator not fixed, then the mode is changed to the fixed gear ratio mode by reducing the number of revolutions of the fixed motor generator. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a hybrid vehicle, and particularly to a configuration including an engine and two motors 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

  The hybrid drive device achieves the fixed gear ratio mode by fixing the first motor generator or the second motor generator by fastening a certain fastening element, and achieves the continuously variable gear ratio mode by releasing the fuel consumption. The amount is kept to a minimum. Here, when the vehicle is traveling in the continuously variable transmission ratio mode, when transitioning to the fixed transmission ratio mode, the rotational speed of one motor generator (fixed side motor generator) is reduced to 0 and the fastening element is fastened. At this time, since the rotational speed of the fixed motor generator is reduced while maintaining the torque balance in a state where the output shaft torque is constant, it is difficult to ensure the response of mode transition.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a control device for a hybrid vehicle that can ensure responsiveness when transitioning from a continuously variable gear ratio mode to a fixed gear ratio mode.

  In order to achieve the above object, in the present invention, four or more input / output elements are arranged on a collinear diagram, and an input from the engine is input to one of the two elements arranged inside the input / output elements. A differential device in which a first motor generator and a second motor generator 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 a hybrid vehicle control device comprising: a plurality of fastening elements provided on an output element; and mode control means for achieving a continuously variable transmission ratio mode and a fixed transmission ratio mode by a combination of fastening and releasing of the fastening elements When shifting from the continuously variable transmission ratio mode to the fixed transmission ratio mode for fixing one of the first or second motor generators, In addition to generating regenerative torque, the motor generator that is not fixed generates torque that can maintain the shift moment while keeping the output shaft torque constant, and the number of rotations of the fixed motor generator is reduced, so that the mode changes to the fixed gear ratio mode. A rapid transition control means is provided.

  Therefore, when the transition to the fixed gear ratio mode is made by the rapid transition control means, a large shift moment can be secured by the regenerative torque generated by the fixed motor generator, and mode transition with high responsiveness can be achieved. it can. Further, since the output shaft torque is kept constant by the motor generator that is not fixed, the mode transition can be achieved without causing the driver to feel uncomfortable.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment 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 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 the differential device (first planetary gear PG1, second planetary gear PG2, third planetary gear PG3) to which these input / output elements E, MG1, MG2, and OUT are connected, and the selected traveling mode. Friction engagement elements (low brake LB, high clutch HC, high / low brake HLB) whose engagement / release is controlled by control oil pressure from a hydraulic control device 5 to be described later, engine clutch EC (first clutch), and motor generator clutch MGC (Second clutch) and series clutch SC (third clutch).

  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, 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.

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 and a first oil pump OP1.
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. 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).
The first motor generator MG1 is 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. 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 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 that is fastened by hydraulic pressure, and is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the 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 engaged by hydraulic pressure, and is disposed 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 arranged at a position connecting the first motor generator MG1 and the second ring gear R2 on the collinear diagram 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 control system of the hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4 (high-power battery 4a, 12V battery 4b, DCDC converter 4c), and hydraulic pressure. Control device 5, integrated controller 6, accelerator opening sensor 7, vehicle speed sensor 8, engine speed sensor 9, first motor generator speed sensor 10, second motor generator speed sensor 11, And a three-ring gear rotation speed sensor 12.

  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 (high-power battery 4a or 12V battery 4b) 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. Connected to the inverter 3 is a battery 4 (high power battery 4a, 12V battery 4b) that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 is supplied with hydraulic pressure from at least one of the two oil pumps OP1 and OP2, and based on the hydraulic command from the integrated controller 6, the low brake LB, the high clutch HC, the high / low brake HLB, and the engine Engagement hydraulic control and release hydraulic control of the clutch EC, the series clutch SC, and the motor generator clutch MGC are performed. 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”.

  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.

  In the “2nd mode”, as shown in the collinear diagram of FIG. 2 (c) and FIG. 3 (c), the low brake LB is engaged, the high clutch HC is engaged, the high / low brake HLB is released, and the series clutch is engaged. 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, for example, the “10 travel modes” as shown in FIG. 5 in the 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. 5 is an example of a travel mode map represented by a two-dimensional representation of 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.

  Furthermore, 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. 6, 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 modes” are travel modes as a parallel hybrid vehicle, but the “S-Low mode” which is a series low gear fixed mode is a collinear diagram between the engine E and the first motor generator MG1. The high-power battery 4a for generating electric power by driving the first motor-generator MG1 by the engine E and receiving and charging the power generated by the first motor-generator MG1, and charging by being stepped down by the DCDC converter 4c The traveling mode as a series type hybrid vehicle in which the second motor generator MG2 is driven using the charged electric power of the 12V battery 4b is achieved. That is, Example 1 is configured as a hybrid vehicle that combines series in parallel.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 6, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed. Further, when mode transition between five modes of “EV mode” or mode transition between five modes of “HEV mode” is performed, it is 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.

(Rapid transition control processing from continuously variable gear ratio mode to fixed gear ratio mode)
Next, the rapid transition control process from the continuously variable gear ratio mode to the fixed gear ratio mode will be described based on the flowchart of FIG. For the sake of explanation, the transition from the High-iVT mode to the High mode will be described. However, the present invention may be applied to a transition from another continuously variable gear ratio mode to the fixed gear ratio mode, and is not particularly limited. For example, the present invention may be applied to the transition from the Low-iVT mode to the Low mode and from the High-iVT mode to the 2nd mode.
In step 101, it is determined whether or not the battery SOC is equal to or higher than the mode switching control threshold value. When the battery SOC is equal to or higher than the mode switching control threshold value, the process proceeds to step 200. Otherwise, the process proceeds to step 300. Note that since the regenerative torque is generated in the rapid transition control process, the control cannot be executed in a state where the battery SOC is very high. Therefore, the normal transition control process is also executed at this time.

(Rapid transition control processing)
In step 200, the rapid transition control process is started.
In step 201, the regenerative torque of the first motor generator MG1 is increased.
In step 202, the power running torque of the second motor generator MG2 is decreased.
In step 203, engine optimum control is executed.
In step 204, torque adjustment of the engine E, the first motor generator MG1, and the second motor generator MG2 is executed.
In step 205, it is determined whether or not the rotation speed of the first motor generator MG1 is equal to or greater than the torque stop rotation speed, and it is determined whether or not the torque stop rotation speed has been reached. 204 is continued.
In step 206, the regenerative torque of the first motor generator MG1 is stopped.
In step 207, the power running torque of the second motor generator MG2 is increased.
In step 208, torque adjustment of engine E and second motor generator MG2 is executed.
In step 209, it is determined whether or not the rotation speed of the first motor generator MG1 has reached the brake engagement rotation speed. If it has reached, the process proceeds to step 102. Otherwise, step 208 is continued.

(Normal mode transition control processing)
In step 300, normal mode transition control processing is started.
In step 301, torque adjustment of the engine E, the first motor generator MG1, and the second motor generator MG2 is executed.
In step 302, it is determined whether or not the rotation speed of the first motor generator MG1 has reached 0. If it has reached, the process proceeds to step 102, and otherwise, step 301 is continued. In addition, even if the rotation speed does not necessarily reach 0, it is not particularly limited because it is sufficient that the rotation speed is reduced to a level that can alleviate shock due to fastening.
In step 102, the high / low brake HLB is engaged and the transition to the high mode is completed.

(About the action of rapid transition control processing)
The flowchart will be described. FIG. 8 is a collinear diagram in the High-iVT mode. In the High-iVT mode, the regenerative torque is output by the first motor generator MG1, and the power running torque is output by the engine E and the second motor generator MG2, thereby generating the output shaft torque while maintaining the torque balance. At this time, if a transition command from High-iVT mode, which is a continuously variable gear ratio mode, to High mode, which is a fixed gear ratio mode, is output, if it is determined that the battery state can be charged, the mode is quickly A rapid transition control process capable of achieving the transition is executed.

  FIG. 9 is a collinear diagram during execution of rapid transition control. First, the regenerative torque of the first motor generator MG1 is increased to give a large rotational moment (that is, a shift moment) to the rigid lever. The engine speed is pushed down by the energy obtained by this shift moment. By depressing the engine speed, the inertia energy of the engine is secured, and by applying this inertia energy to the output shaft torque, the power running torque of the second motor generator MG2 is reduced, so that the output shaft torque is kept constant and a large shift moment Can be given.

  Next, the engine torque, the first motor generator torque, and the second motor generator torque are adjusted so as to adjust the mode transition speed due to the shift moment while keeping the output shaft torque constant while maintaining the shift moment.

  When the rotation speed of first motor generator MG1 falls below the torque stop rotation speed, generation of regenerative torque by first motor generator MG1 is stopped. When the rotational speed of the first motor generator MG1 rapidly decreases, a large current may flow through the drive element, and output restriction is imposed to prevent heating due to the large current. Therefore, regenerative torque control is executed in the rotation speed region before this output restriction is applied, and torque control is not executed in the region below this rotation speed. At this time, since the shift moment is acting, the rotational speed can be reduced by the inertia of the first motor generator MG1 even without the regenerative torque.

  Further, since the regenerative torque of the first motor generator MG1 is eliminated, the load on the engine E is reduced and the engine speed is increased. Therefore, the torque corresponding to the loss of the regenerative torque of the first motor generator MG1 is Control is performed to keep the output shaft torque constant by increasing the engine running speed by increasing the power running torque of the 2-motor generator MG2.

  FIG. 10 is a collinear diagram in the High mode. It is determined whether or not the rotation speed of the first motor generator MG1 has decreased to a rotation speed at which the high / low brake HLB can be engaged. When it is determined that the rotation speed has sufficiently decreased, the high / low brake HLB is engaged. It should be noted that the brake engagement rotational speed does not necessarily have to be 0, and it is not particularly limited as long as it is a region where the engagement shock can be avoided even in the negative rotational region.

  As described above, the operation of the first motor generator MG1 at the time of power generation (when the regenerative torque is output) has been described in the first embodiment. However, for example, even when the first motor generator MG1 outputs the power running torque, the same applies. The regenerative torque is output to the first motor generator MG1 to secure the shift moment, and the torque corresponding to the inertia energy of the engine E is adjusted by the torque control of the second motor generator MG2.

  Also, when making a rapid transition from the other continuously variable gear ratio mode to the fixed gear ratio mode, the regenerative torque is generated by the fixed motor generator, and the output torque is kept constant by the torque control of the release motor generator. Control is sufficient.

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

  (1) In the hybrid vehicle control device, when transitioning from the continuously variable transmission ratio mode to the fixed transmission ratio mode in which one of the first or second motor generator is fixed, regenerative torque is generated by the fixed motor generator. , To generate a torque that can maintain the gear shifting moment while keeping the output shaft torque constant by a non-fixed motor generator, and to perform a rapid transition control to transition to the fixed gear ratio mode by reducing the number of rotations of the fixed motor generator It was. Thereby, it becomes possible to secure a large shift moment by motor control that can be operated instantaneously, and quick mode transition can be achieved.

  (2) In the rapid transition control, when the rotational speed of the fixed motor generator is below a predetermined value, the regenerative torque is stopped, and the torque that can maintain the shifting moment while keeping the output shaft torque constant for the non-fixed motor generator And the fixed gear ratio mode is entered by reducing the number of rotations of the fixed motor generator. Therefore, in the low-rotation torque control region where a large current flows through the drive element, it is possible to reduce the rotation speed of the motor generator that is fixed without executing torque control, which is subject to torque control restrictions associated with heat generation of the drive element. Therefore, stable mode transition control can be achieved without causing a decrease in output shaft torque.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  The hybrid vehicle control device of the first embodiment has an example of a hybrid differential device that includes a differential device composed of three single pinion type planetary gears and can select a parallel travel mode and a series travel mode. However, for example, as described in Japanese Patent Application Laid-Open No. 2003-32808 and the like, a hybrid differential device having a differential device constituted by a Ravigneaux type planetary gear and capable of selecting a parallel travel mode and a series travel mode It can also be applied to. Furthermore, the present invention can be applied to a series type hybrid vehicle having only a series running mode.

1 is an overall system diagram illustrating a hybrid vehicle according to a first embodiment. FIG. 5 is a collinear diagram showing five driving modes in an electric vehicle mode in the hybrid vehicle of the first embodiment. FIG. 6 is a collinear diagram showing five travel modes in a hybrid vehicle mode in the hybrid vehicle of the first embodiment. FIG. 3 is a collinear diagram illustrating a relationship with each engagement element 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. 3 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 the “10 travel modes” in the hybrid vehicle of the first embodiment. 3 is a flowchart illustrating a flow of a rapid transition control process according to the first embodiment. FIG. 3 is a collinear diagram illustrating a High-iVT mode according to the first embodiment. FIG. 6 is a collinear diagram during execution of rapid transition control from the High-iVT mode according to the first embodiment. 6 is a collinear diagram illustrating a high mode according to the first exemplary embodiment. FIG.

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
LB Low brake
HC high clutch
HLB High / Low brake
EC engine clutch
MGC motor generator clutch
SC series clutch 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 4a High power battery 4b 12V battery (low voltage battery)
4c DCDC converter (converter)
5 Hydraulic Control Unit 6 Integrated Controller 7 Accelerator Opening Sensor 8 Vehicle Speed Sensor 9 Engine Speed Sensor 10 First Motor Generator Speed Sensor 11 Second Motor Generator Speed Sensor 12 Third Ring Gear Speed Sensor

Claims (2)

Four or more input / output elements are arranged on the alignment chart, one of two elements arranged inside the input / output elements is input from the engine, and the other is an output member to the drive system. And a differential device in which a first motor generator and a second motor generator are respectively connected to two elements arranged on both outer sides of the inner element;
A plurality of fastening elements provided on the input / output element;
Mode control means for achieving a continuously variable gear ratio mode and a fixed gear ratio mode by a combination of fastening and releasing of the fastening elements;
In a hybrid vehicle control device comprising:
When transitioning from the continuously variable transmission ratio mode to the fixed transmission ratio mode in which one of the first or second motor generator is fixed, regenerative torque is generated by the fixed motor generator, and output shaft torque is generated by the non-fixed motor generator. A hybrid vehicle is provided with a rapid transition control means for generating a torque capable of maintaining a shift moment while maintaining a constant speed and reducing a rotation speed of a fixed motor generator to shift to a fixed gear ratio mode. Control device. In the hybrid vehicle control device according to claim 1,
The rapid transition control means can stop the regenerative torque when the rotational speed of the fixed motor generator falls below a predetermined value, and can maintain the shift moment while keeping the output shaft torque constant for the non-fixed motor generator. A control device for a hybrid vehicle, characterized in that a transition is made to a fixed gear ratio mode by generating torque and reducing the number of rotations of a fixed motor generator.

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