JP2006170272A - Mode change controller of hybrid transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent shift shock from occurring in switching the shift mode of a hybrid transmission from a gear ratio fixed mode to a continuously variable shift mode. <P>SOLUTION: When an instruction is given t1 for switching from the gear ratio fixed mode to the continuously variable shift mode, the torque of a brake HL/B is delivered to the torque Tml of a motor MG1 to raise Tm1 at a time t2. When the rise of Tm1 is completed at a time t3, its hydraulic pressure Phlb is reduced by the release instruction of HL/B to release HL/B at a time t4. When the torque Tm2 of the motor MG2 is started to change as shown by a wave line simultaneously when an HL/B release instruction is given at the time t3, the HL/B generates a drag force since the hydraulic pressure Phlb does not become zero at times other than the time t4 to reduce a positive Tml so as to generate shock due to a change in drive force shown by the wave line. Accordingly, such a shift state that an MG1 rotational speed Nml becomes a negative value at a time between t3 and t4 can be created by delaying the change start timing of Tm2 as shown by solid lines so that the HL/B can assist in raising the rotational speed of a corresponding element by Tm1. Thus, shock can be prevented by changing the drive force as shown by the solid lines between times t3 and t4. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a mode change control device for a hybrid transmission, and more particularly, to a mode change device for a hybrid transmission that can suppress a shock at the time of mode change from a fixed gear ratio mode to a continuously variable transmission mode. .

As described in Patent Document 1, as a hybrid transmission,
A differential that determines the rotational state of the other elements when the rotational state of the two elements is determined,
The outputs to the main power source and the drive system are respectively coupled to the two elements of the differential device located in the middle of the forward direction of the rotational speed on the nomograph representing this differential device. The main power source side motor / generator and the output side motor / generator are coupled to the two elements of the differential device located outside the rotational speed forward direction on the diagram,
In connection with each of the two elements of the differential unit to which the main power source side motor / generator and the output side motor / generator are combined, a brake capable of individually fixing these elements is provided,
Power transmission in two gear ratio fixed modes is possible by selective engagement of these brakes, and a type that can transmit power in continuously variable transmission mode by releasing both brakes is known. Yes.
JP 2004-150627 A

  As described above, in the case of a hybrid transmission having a continuously variable transmission mode and a fixed gear ratio mode, it is necessary to switch modes between these modes. However, from the latter fixed gear ratio mode to the former continuously variable transmission mode. When switching, the mode switching is performed by releasing the brake engaged in the fixed gear ratio mode.

  By the way, at the time of the mode switching, the motor / generator related to the element fastened by the brake in the gear ratio fixed mode is set to the rotation speed = 0, while the motor / generator is driven at a predetermined speed in the continuously variable transmission mode. If the brake is released for mode switching in this state so that force can be obtained in advance, the brake is driven by the positive torque of the motor / generator between the start of release and complete release. Acts as a negative force (dragging force) that prevents the rotation from rising.

  The brake drag force apparently decreases the positive torque of the motor / generator, and there is a concern that a deceleration shock due to a decrease in the driving force of the vehicle by this torque decrease is generated at the time of switching the mode. .

  An object of the present invention is to propose a mode change control device for a hybrid transmission that can mitigate or avoid a deceleration shock at the time of switching from the gear ratio fixed mode to the continuously variable transmission mode.

For this purpose, a mode change control device for a hybrid transmission according to the present invention is constructed as described in claim 1.
First of all, the premise hybrid transmission is
A differential that determines the rotational state of the other elements when the rotational state of the two elements is determined,
The outputs to the main power source and the drive system are respectively coupled to the two elements of the differential device located in the middle of the forward direction of the rotational speed on the nomograph representing this differential device. The main power source side motor / generator and the output side motor / generator are respectively coupled to the two elements of the differential device located outside the rotational speed forward direction on the diagram,
A brake capable of fixing the element is provided in association with at least one of the two elements of the differential unit to which the main power source side motor / generator and the output side motor / generator are coupled,
It is assumed that power transmission in the fixed gear ratio mode is possible by fastening the brake, and power transmission in the continuously variable transmission mode is possible by releasing the brake.

The present invention provides such a hybrid transmission,
During the mode switching from the fixed gear ratio mode in which the brake is engaged to the continuously variable transmission mode in which the brake is released, a gear shift state in which the elements of the differential device related to the brake are rotated in the direction opposite to the main power source is achieved. The hybrid transmission is configured to perform shift control.

According to the mode switching control device of the present invention, during the mode switching from the fixed gear ratio mode to the continuously variable transmission mode, the elements of the differential gear related to the brake engaged in the fixed gear ratio mode are reversed from the main power source. Because the shift control of the hybrid transmission is performed so that the shift state is rotated in the direction,
The brake acts as a force for assisting the motor / generator to increase the rotation due to the positive torque during the mode switching, so that the positive torque of the motor / generator is not reduced, and the vehicle is driven by this torque reduction. It is possible to eliminate the concern that the power drop, that is, the deceleration shock occurs during the mode switching.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 illustrates a control system for a hybrid transmission 1 including a mode switching control device according to an embodiment of the present invention. The hybrid transmission 1 is used for a rear wheel drive vehicle (FR vehicle) in this embodiment. As shown in FIG. 2, the following configuration is useful for use as a transmission.

The hybrid transmission 1 shown in FIG. 2 is coaxially provided with a speed change mechanism 20 constituting a main part thereof at the rear end far from the engine ENG as a main power source.
The speed change mechanism 20 is provided with a first simple planetary gear set G1 in the middle of its axial direction (left and right in the figure), and a second simple planetary gear set G2 is provided on the right side of the figure (the rear end far from the engine ENG). The third planetary gear set G3 is provided on the left side of the figure (front end near the engine ENG)
The first simple planetary gear set G1 and the second simple planetary gear set G2 constitute a differential device according to the present invention.

These planetary gear sets G1, G2, G3 are arranged coaxially with the engine ENG, respectively, and the first motor / generator MG1 and the second motor / generator are coaxially arranged between the planetary gear sets G1, G2, G3 and the engine ENG. Install MG2.
Each of the planetary gear sets G1, G2, G3 has three elements, which are sun gears S1, S2, S3, ring gears R1, R2, R3, and carriers C1, C2, C3 as rotating members. The speed change mechanism 20 is configured by particularly correlating.

The carrier C1 and the ring gear R2 are coupled to each other, and these coupled bodies are coupled to the input shaft 21 (shown as input In in the collinear diagram of FIG. 3) to which the rotation of the engine ENG is input.
An output shaft 22 (shown as an output Out in the collinear diagram of FIG. 3) coupled to the input shaft 21 coaxially is coupled to the carrier C2.
The rotation from the output shaft 22 is directed to the left and right drive wheels 24 via the differential gear device 23 as shown in FIG.

The sun gear S2 and the ring gear R3 are coupled to each other, and the ring gear R1 is coupled to the first motor / generator MG1 and can be fixed by the high & low brake HL / B.
Further, the sun gears S1 and S3 are coupled to each other, and these coupled bodies are coupled to the second motor / generator MG2.
The carrier C3 can be fixed by the low brake L / B and can be coupled to the sun gear S3 by the high clutch H / C.

The hybrid transmission of FIG. 2 configured as described above is represented by a collinear chart as shown in FIG. 3, and the rotational speed of the rotating members in the first planetary gear set G1 (in order of speed depending on the speed change state) Is the ring gear R1, the carrier C1, and the sun gear S1, and the rotational speed order of the rotating members in the second planetary gear set G2 (the order is fast or slow depending on the shift state). Are the ring gear R2, the carrier C2, and the sun gear S2.
The carrier C1 of the first planetary gear set G1 and the ring gear R2 of the second planetary gear set G2 are mutually coupled to the sun gear S2 of the second planetary gear set G2 and the sun gear S1 of the first planetary gear set G1, respectively. The ring gear R3 and the sun gear S3 of the third planetary gear set G3 are coupled.

In addition, a low brake L / B for fixing the carrier C3 of the third planetary gear set G3 is provided, and the carrier C3 and the sun gear S3 of the third planetary gear set G3 are coupled to each other, so that the sun gears S1 and S2 are integrated. A high clutch H / C to be rotated (in FIG. 3, for the sake of convenience, it is interposed between the sun gears S1 and S2) is provided.
The ring gear R1 of the first planetary gear set G1 is coupled to the first motor / generator MG1 and can be fixed by the high & low brake HL / B.

Input In from engine ENG is coupled to carrier C1 of first planetary gear set G1 and ring gear R2 of second planetary gear set G2.
An output Out to the wheel drive system is coupled to the carrier C2 of the second planetary gear set G2, and a second motor / generator MG2 is coupled to the sun gear S1 of the first planetary gear set G1 and the sun gear S3 of the third planetary gear set G3. To do.
The horizontal axis in FIG. 3 represents the distance ratio between the rotating members determined by the gear ratio of the planetary gear sets G1, G2, and G3, and the vertical axis represents the rotating speed of the rotating member (upward is the forward rotating speed and 0 Represents the reverse rotation speed).

The hybrid transmission represented by the collinear diagram of FIG. 3 described above operates as follows.
As shown in Fig. 4 (a), the carrier C3 is fixed by engaging the low brake L / B and the rotation speed is zero, and the ring gear R1 is fixed by engaging the high & low brake HL / B and the rotation speed is fixed. = 0,
As indicated by the lever G3 in FIG. 4 (a), the rotation of the sun gear S2 with respect to the sun gears S1 and S3 is a reverse rotation determined by the gear ratio between the ring gear R3 and the sun gear S3.
Therefore, the output Out coupled to the carrier C2 as shown by the lever G2 is lower than the input (In) rotational speed of the carrier C1 and the ring gear R2 on the lever G1, and power can be transmitted at a low gear ratio. .

Moreover, in FIG. 4 (a), when the motor / generator MG2 changes the rotational speed of the output Out by moving the sun gear S1 (S3) and the sun gear S2 away from each other or approaching each other via the lever G3, the lever Since G1 swings around the ring gear R1 in a fixed state where the rotational speed = 0, the power transmission in the low gear ratio fixed mode in which the gear ratio is fixed can be performed.
In this low gear ratio fixed mode, the engine ENG can be assisted when the motor / generator MG2 outputs a positive torque, and a partial output of the engine ENG is used when the motor / generator MG2 outputs a negative torque. It can generate electricity.

As shown in Fig. 4 (b), the carrier C3 is fixed by engaging the low brake L / B and the rotation speed is set to 0, but the ring gear R1 can be rotated by releasing the high & low brake HL / B. ,
As indicated by the lever G3 in FIG. 4 (b), the rotation of the sun gear S2 with respect to the sun gears S1, S3 is a reverse rotation determined by the gear ratio between the ring gear R3 and the sun gear S3.
The output Out coupled to the carrier C2 as indicated by the lever G2 is lower than the input (In) rotational speed of the carrier C1 and the ring gear R2 on the lever G1, and power can be transmitted at a low gear ratio.

In FIG. 4 (b), the ring gear R1 can freely rotate, and the motor / generator MG1 can control the rotation speed of the ring gear R1, so that the motor / generator MG1 and MG2 are connected to the sun gear S1 (S3 ) And the sun gear S2 can be changed in a stepless manner, although it is the low-side gear ratio for the above reasons, when the rotational speed of the output Out is changed by moving away from each other or approaching each other. Power transmission can be performed in the low-side continuously variable transmission mode.
In this low-side continuously variable transmission mode, the motor / generator MG1 outputs a positive torque and the motor / generator MG2 outputs a negative torque, so that the output of the engine ENG can be directed to the wheel drive system Out.

  If the rotation of the input In is constant in this low-side continuously variable transmission mode, the output coupled to the carrier C2 is increased by increasing the rotation of the sun gear S1 (S3) and decreasing the rotation of the sun gear S2 by the motor / generator MG2. The rotation of Out decreases, and the gear ratio can be shifted to the low side, and further, the gear ratio can be shifted from the low side infinite (stopped) gear ratio to the reverse gear ratio.

As shown in Fig. 4 (c), the carrier C3 is fixed by engaging the low brake L / B and the rotational speed becomes zero, and further, the high gear H / C is connected between the sun gear S1 (S2) and the sun gear S2. In a state where these rotation speeds are also reduced to 0,
Since the rotational speed of the sun gear S1 (S2) and the sun gear S2 is 0, the lever G2 rides on the lever G1, and the differential gear constituted by the planetary gear sets G1 and G2 is represented by a straight line of four elements and two degrees of freedom. The motor / generator MG1, the input In from the engine ENG, the output Out to the wheel drive system, and the motor / generator MG2 are arranged in the order of the rotational speed of the rotating members.
Accordingly, the rotation of the output Out (carrier C2) becomes higher than that in the speed change state shown in FIGS. 4 (a) and 4 (b), and power can be transmitted at a speed ratio equivalent to the second speed.

In addition, in FIG. 4 (c), when the motor / generator MG1 changes the rotation speed of the output Out via the levers G1 and G2, the sun gears S1, S2 in which the levers G1 and G2 are fixed at a rotation speed = 0. , Swinging about the position of S3 as a fulcrum makes it possible to transmit power in the second speed fixed mode fixed to the second speed described above.
In this two-speed fixed mode, the engine ENG can be assisted when the motor / generator MG1 outputs a positive torque, and power is generated using a part of the output of the engine ENG when the motor / generator MG1 outputs a negative torque. It can be performed.

As shown in FIG. 4 (d), the sun gears S1, S2, and S3 are coupled to each other by engaging the high clutch H / C, but the carrier C3 can be freely rotated by releasing the low brake L / B, and the sun gear S1 , S2 and S3 can be rotated together,
The lever G2 rides on the lever G1 as described above with reference to FIG. 4 (c), and the differential gear constituted by the planetary gear sets G1 and G2 provides a shift state represented by a straight line of four elements and two degrees of freedom. The rotation of the output Out (carrier C2) becomes higher than that in the shifting state shown in FIGS. 4 (a) and 4 (b), and power can be transmitted at the high gear ratio.

In FIG. 4 (d), since the sun gears S1, S2, S3 can freely rotate and the motor / generator MG2 can control the rotation speed, the motor / generator MG1, MG2 controls the levers G1, G2. Thus, the speed ratio when the rotational speed of the output Out is changed can be changed steplessly in the high side speed ratio region as described above, and power can be transmitted in the high side continuously variable speed mode.
In this high-side continuously variable transmission mode, motor / generator MG1 outputs a negative torque, and motor / generator MG2 outputs a positive torque, so that the output of engine ENG can be directed to wheel drive system Out.

Low gear ratio fixed mode, low-side continuously variable transmission mode, 2-speed fixed mode, and high-side continuously variable transmission mode, and high and low brake HL / B, low brake L / The relationship between B and the high clutch H / C is as shown in FIG.
In FIG. 5, ON means that the brake or clutch is engaged, and OFF means that the brake or clutch is released.

As described above, in the case of a hybrid transmission having a continuously variable transmission mode (low-side continuously variable transmission mode and high-side continuously variable transmission mode) and a fixed gear ratio mode (low transmission ratio fixed mode and two-speed fixed mode) When switching from the latter fixed gear ratio mode to the former continuously variable transmission mode, the brakes that were engaged in the fixed gear ratio mode (high and low when switching from the low fixed gear ratio mode to the low continuously variable transmission mode) When switching from the brake HL / B, 2-speed fixed mode to the high-side continuously variable transmission mode, the low brake L / B) is released and the mode is switched.
At the time of the mode switching, the motor / generator related to the element engaged by the brake in the fixed gear ratio mode is set to rotation speed = 0, while the motor / generator has a predetermined driving force in the continuously variable transmission mode. If the brake is released for mode switching in this state in order to obtain a positive torque in advance, the brake will increase in rotation due to the positive torque of the motor / generator between the start of release and the complete release. There is a concern that it acts as a negative force (a drag force) that prevents the motor / generator from apparently decreasing to generate a deceleration shock due to a decrease in driving force.

It is an object of the present invention to propose a mode change control device for a hybrid transmission that can mitigate or avoid a deceleration shock at the time of switching from the fixed gear ratio mode to the continuously variable transmission mode.
In order to achieve this object, the control system for the engine ENG and the hybrid transmission 1 is as shown in FIG.
Reference numeral 2 denotes a hybrid controller that manages integrated control of the engine ENG and the hybrid transmission 1 (motor / generator MG1, MG2, high & low brake HL / B, low brake L / B, and high clutch H / C).
The hybrid controller 2 supplies a command related to the target engine torque tTe of the engine ENG to the engine controller 3, and the engine controller 3 operates the engine ENG so that the torque command value tTe is achieved.

The hybrid controller 2 further supplies a command related to the target torques tTm1, tTm2 of the motor / generators MG1, MG2 to the motor controller 4, and the motor controller 4 uses the inverter 5 and the battery 6 to control the motor / generators MG1, MG2 respectively. Control is performed so that the command values tTm1 and tTm2 are achieved.
In addition, the hybrid controller 2 supplies a hydraulic command to the hydraulic control device 7 for engaging and releasing the high and low brake HL / B, the low brake L / B, and the high clutch H / C in the hybrid transmission 1, The hydraulic control device 7 supplies hydraulic pressure according to these hydraulic commands to the high & low brake HL / B, the low brake L / B, and the high clutch H / C, and controls these to be engaged and released.

For the above control, the hybrid controller 2 has
A signal from the battery state detection unit 8 that detects the battery storage state SOC (carryable power) of the battery 6;
A signal from the accelerator opening sensor 9 that detects the accelerator pedal depression amount (accelerator opening) APO,
A signal from the vehicle speed sensor 10 that detects the vehicle speed VSP (proportional to the output rotation speed to the drive system);
A signal from the oil temperature sensor 11 for detecting the hydraulic oil temperature TMP of the hybrid transmission is input.

  The hybrid controller 2 performs the shift control intended by the present invention in accordance with these input information, that is, the battery storage state SOC (power that can be taken out), the accelerator opening APO, the vehicle speed VSP, and the transmission hydraulic oil temperature TMP. The target engine torque tTe is commanded to the engine controller 3, the target motor / generator torques tTm1 and tTm2 are commanded to the motor controller 4, and the hydraulic command is output to the hydraulic control device 7.

The shift control executed by the hybrid controller 2 is as shown in FIGS. 7 to 10, where FIG. 7 is a main routine, and FIGS. 8 to 10 are subroutines showing control programs for each selected mode.
In the main routine of FIG. 7, first, in step S1, the required driving force of the vehicle is obtained from the accelerator opening APO and the vehicle speed VSP, and the current operating state is determined from the accelerator opening APO and the vehicle speed VSP based on the mode map of FIG. It is determined whether or not there is a mode switching request by obtaining a suitable mode matching the above and comparing it with the currently selected mode.
In this embodiment, when there is a mode switching request, the mode switching request is held until the corresponding mode switching is completely completed.

Note that FIG. 6 does not have the area of the 2-speed fixed mode shown in FIG. 4 (c). This is because the 2-speed fixed mode is the low-side continuously variable mode of FIG. 4 (b) and FIG. 4 (d). This is because the mode temporarily passes when the mode is switched between the high-side continuously variable transmission mode and is located on the boundary line between the low-side continuously variable transmission mode and the high-side continuously variable transmission mode in FIG.
However, it goes without saying that the region for the second speed fixed mode can also be set on the map of FIG. 6 and power transmission in the second speed fixed mode can be continued in this region.

Next, in step S2 of FIG. 7, the target engine speed tNe is obtained.
When the flag OnschgLow (described later) is 1 to indicate that switching from the low gear ratio fixed mode to the low side continuously variable transmission mode is being performed, the target engine speed tNe is set to the high & low brake HL / B (motor / The engine speed is such that the ring gear R1 related to the generator MG1) is rotated at a predetermined speed in the reverse direction (reverse direction) to the engine ENG.
When the flag OnschgHigh (described later) is 1 to indicate that switching from the 2-speed fixed mode to the high-side continuously variable transmission mode is in progress, the target engine speed tNe is set to the low brake L / B (motor / generator MG2). The engine rotation speed is such that the carrier C3 (sun gear S1) related to is rotated in a reverse direction (reverse direction) to the engine ENG at a predetermined speed.

However, the target engine speed tNe is determined as usual except during the mode switching from the fixed gear ratio mode to the continuously variable transmission mode.
In other words, in the gear ratio fixed mode, the target engine speed tNe is set to a rotational speed determined by the fixed gear ratio and the vehicle speed VSP (transmission output rotational speed) in the mode,
In the continuously variable transmission mode, the target engine speed tNe is determined so as to obtain a suitable gear ratio according to the driving state.

Here, as described above, the predetermined rotational speeds of the ring gear R1 and the carrier C3 (sun gear S1) rotated in the reverse direction (reverse direction) to the engine ENG are the motor / generator MG1 related to the ring gear R1 and the carrier C3 (sun gear S1). Therefore, the rotational speed is within the rotational speed range where the coil temperature rise rate of MG2 does not become so high as to be a problem.
Incidentally, the motor / generator MG1 (MG2) has a tendency that the internal coil temperature rapidly rises when the rotation speed is less than a predetermined value regardless of the rotation direction, and the rotation speed of the motor / generator MG1 (MG2) exceeds the predetermined value. There must be.

In the next step S3, the target engine torque tTe and the target of the motor / generators MG1, MG2 required to achieve the required driving force (step S1) and the target engine speed tNe (step S2) are selected according to the selection mode. Calculate motor torque tTm1, tTm2.
In step S4, target engine torque tTe is commanded to engine controller 3, target motor torques tTm1, tTm2 are commanded to motor controller 4, and hydraulic commands for brakes and clutches to be engaged and released according to the selection mode are hydraulically controlled. Supply to device 7.

In step S5, it is checked whether or not there is a mode switching request based on the determination result in step S1.
If there is no mode switching request, the control is terminated as it is. If there is a mode switching request, in step S6, step S7 and step S8, the mode switching request to the low gear ratio fixed mode or the low side continuously variable transmission mode is entered. It is determined whether the mode change request is a mode change request to the high-side continuously variable transmission mode.
If it is a mode switching request to the low gear ratio fixed mode, in step S9, the low gear ratio fixed mode shown in FIG. 8 is executed,
If it is a mode switching request to the low-side continuously variable transmission mode, the low-side continuously variable transmission mode shown in FIG. 9 is executed in step S10.
If it is a mode switching request to the high-side continuously variable transmission mode, the high-side continuously variable transmission mode shown in FIG. 10 is executed in step S11.

In order to explain the low gear ratio fixed mode shown in FIG. 8, first, in step S21, an engagement command for the high & low brake HL / B is issued, and whether or not the high & low brake HL / B has completed the engagement in step S22. Is determined based on the rotation speed of the motor / generator MG1 and the time from the start of fastening.
If the high & low brake HL / B has not completed the engagement, the control is terminated and the high & low brake HL / B is continuously engaged. The high & low brake HL / B completes the engagement. If so, a signal indicating that switching to the low gear ratio fixed mode has been completed is output in step S23.

To describe the low-side continuously variable transmission mode shown in FIG. 9, first, in step S31, it is checked whether or not the previous low-speed ratio fixing mode was set.
When it is determined that the previous low gear ratio fixed mode has been selected, this is the time when the low gear ratio fixed mode is switched to the low-side continuously variable transmission mode. In step S32, the high & low brake HL / Command B to be released.
In step S33, it is checked whether or not the release of the high & low brake HL / B has been completed. If the release has not been completed, the low-speed continuously variable transmission mode is being switched to the low-side continuously variable transmission mode. In step S34, the flag OnschgLow is set to 1 to indicate this.
When it is determined in step S33 that the high & low brake HL / B has been released, a signal indicating that the switching from the low gear ratio fixed mode to the low side continuously variable transmission mode is completed in step S35. In step S36, the flag OnschgLow is reset to 0 to indicate this.

When it is determined in step S31 that the previous mode was not the low gear ratio fixed mode, it is not the time to switch from the low gear ratio fixed mode to the low side continuously variable transmission mode. Command the brake L / B to be engaged.
In step S38, it is checked whether or not the low brake L / B has been completely engaged. If the low brake L / B has not yet been completed, the control is terminated as it is and the engagement of the low brake L / B is continuously advanced.
When it is determined in step S38 that the low brake L / B has been engaged, the high clutch H / C is instructed to be released in step S39 to select the low-side continuously variable transmission mode. Check whether has completed the release.

  While it is determined in step S40 that the release of the high clutch H / C has not yet been completed, the control is ended as it is, and the release of the high clutch H / C is continuously advanced. In step S40, the high clutch H / C is released. When it is determined that the release has been completed, since the transition to the low-side continuously variable transmission mode has been completed, a signal indicating the completion of the transition to the low-side continuously variable transmission mode is output in step S41.

In order to explain the high-side continuously variable transmission mode shown in FIG. 10, as described above, in order to select the high-side continuously variable transmission mode via the 2-speed fixed mode shown in FIG. A high clutch H / C engagement command is issued to select the 2-speed fixed mode in cooperation with the low brake L / B in the state.
In step S52, it is determined whether or not the high clutch H / C has been engaged. If the engagement of the high clutch H / C is not yet completed, the control is terminated as it is and the engagement of the high clutch H / C is completed. Proceed continuously.

When it is determined in step S52 that the high clutch H / C has completed engagement, a low brake L / B release command is issued in step S53 for selecting the high-side continuously variable transmission mode.
Then, in step S54, it is checked whether or not the low brake L / B has been released. If it has not been completed, it is in the process of switching from the second speed fixed mode to the high-side continuously variable transmission mode. In order to indicate this, the flag OnschgHigh is set to 1.
When it is determined in step S54 that the low brake L / B has been released, in step S56, a signal indicating that the switching from the second speed fixed mode to the high-side continuously variable transmission mode has been completed is output, and step S57. The flag OnschgHigh is reset to 0 to indicate this.

According to the shift control of the hybrid transmission configured as described above, as described above with reference to step S2 in FIG.
While the mode is being switched from the low gear ratio fixed mode shown in FIG. 4 (a) to the low-side continuously variable transmission mode shown in FIG. 4 (b) (while the flag OnschgLow is set to 1 in step S34), the target engine speed tNe Is the engine rotation speed that provides a shift state in which the ring gear R1 related to the high / low brake HL / B (motor / generator MG1) is rotated at a predetermined speed in the reverse direction (reverse direction) to the engine ENG. The following effects can be obtained.

FIG. 11 is an operation time chart when the above-described mode switching is performed at the instant t1.
In this case, the braking torque of the high & low brake HL / B in the low gear ratio fixed mode in FIG. 4 (a) is transferred to the torque Tm1 of the motor / generator MG1 in the low side continuously variable transmission mode in FIG. 4 (b). Because there is a response delay before reaching the required torque when shifting to the low-side continuously variable transmission mode, the torque Tm1 of the motor / generator MG1 must be raised in advance as shown in the figure from the instant t2 in FIG. There is.
At the instant t3 when the start-up of the motor / generator torque Tm1 is completed, a high & low brake HL / B release command is issued, and in response to this, the engagement hydraulic pressure Phlb of the high & low brake HL / B decreases as shown in the figure As a result, the high & low brake HL / B is released at the instant t4 after the response delay of the hydraulic pressure drop.

During this time, generally, the torque Tm2 of the motor / generator MG2 starts to change toward the torque required in the low-side continuously variable transmission mode as indicated by the broken line simultaneously with the release command instant t3 of the high & low brake HL / B. The motor / generator torque Tm2 becomes the torque required in the low-side continuously variable transmission mode after a certain response delay from the instant t3.
On the other hand, since the braking torque of the high / low brake HL / B is transferred to the torque Tm1 of the motor / generator MG1 by mode switching, the rotation speed Nm1 of the motor / generator MG1 starts to increase as shown by the broken line from the instant t3. On the contrary, the rotational speed Nm2 of the motor / generator MG2 starts to decrease as indicated by the broken line from the instant t3.

However, since the engagement hydraulic pressure Phlb of the high & low brake HL / B does not become 0 unless it is the instantaneous t4 after the response delay of the hydraulic pressure drop from the instantaneous t3, the high & low brake HL / B will have a drag force between the instant t3 and t4. Is generated.
The drag force of the high and low brake HL / B applies a negative torque that tries to rotate it to 0 for the elements that rotate in the forward direction, and 0 for the elements that rotate in the reverse direction. Apply positive torque to rotate.
Therefore, the high / low brake HL / B acts as a negative torque that prevents the motor / generator MG1 from increasing the rotational speed Nm1 in the positive direction by the positive torque Tm1 between the instants t3 and t4. Since the positive torque Tm1 of MG1 is reduced between the instants t3 and t4, the vehicle driving force is reduced as indicated by the broken line between the instants t3 and t4, and a deceleration shock is generated.

By the way, in this embodiment, the torque Tm2 of the motor / generator MG2 is required in the low-side continuously variable transmission mode according to the time t3 to t4 during which the engagement hydraulic pressure Phlb of the high & low brake HL / B is delayed. By delaying the timing of starting to change toward the torque as shown by the solid line, the speed change state of the hybrid transmission in which the rotation speed Nm1 of the motor / generator MG1 becomes a negative value during the instant t3 to t4 is created.
The drag of the high and low brake HL / B generates a force that assists the increase in rotation of the corresponding element by the motor / generator torque Tm1 during the mode switching, and the vehicle driving force is indicated by a solid line between instants t3 and t4. It can be changed with time.
Therefore, it is possible to eliminate the concern that the vehicle driving force is reduced as shown by the wavy line between the instants t3 and t4 and causes a deceleration shock.

In addition, the above has described the operational effects when shifting from the low gear ratio fixed mode of FIG. 4 (a) to the low-side continuously variable transmission mode of FIG. 4 (b).
Even when switching from the low-side continuously variable transmission mode in FIG. 4 (b) to the high-side continuously variable transmission mode in FIG. 4 (b) through the second speed fixed mode in FIG. As described above, during mode switching from the 2-speed fixed mode to the high-side continuously variable transmission mode (while the flag OnschgHigh is set to 1 in step S55), the target engine speed tNe is set to the low brake L / B (motor / generator). Since the engine speed is such that the carrier C3 (sun gear S1) related to MG2) is rotated at a predetermined speed in the reverse direction (reverse direction) to the engine ENG, the same as described above with reference to FIG. An effect can be obtained.

Furthermore, in this embodiment, the motor / generator MG1 (MG2) has a tendency that the internal coil temperature rapidly increases when the rotation speed is less than a predetermined value regardless of the rotation direction, and the rotation speed of the motor / generator MG1 (MG2). Must be greater than or equal to the above specified value,
As described above, the predetermined rotation speeds of the ring gear R1 and the carrier C3 (sun gear S1) that rotate in the reverse direction (reverse direction) to the engine ENG when switching from the fixed gear ratio mode to the continuously variable transmission mode are set to the ring gear R1 and the carrier C3. Because the coil temperature rise rate of the motor / generator MG1, MG2 related to (Sungear S1) is set to a rotational speed within a rotational speed range that does not become so high as to be a problem,
It is possible to improve the durability of the hybrid transmission by preventing the internal coil temperature of the motor / generator MG1 (MG2) from rapidly increasing during the mode switching.

Due to the above effects, the ring gear R1 and the carrier C3 (sun gear S1) related to the motor / generators MG1 and MG2 are rotated in the reverse direction (reverse direction) to the engine ENG when switching from the fixed gear ratio mode to the continuously variable transmission mode. The time during which the shift control of the hybrid transmission is controlled so as to be in a shift state is set between the flag OnschgLow = 1 and the flag OnschgHigh = 1, that is, the high speed engaged for selecting the gear ratio fixed mode. & Until the low brake HL / B and low brake L / B are completely released,
The above speed change state can be minimized, and the ring gear R1 and carrier C3 (sun gear S1) related to the motor / generators MG1 and MG2 are unnecessarily extended in the reverse direction (reverse direction) from the engine ENG. It is not rotated, the mode switching time can be shortened, and the above-described effects can be achieved while minimizing the decrease in driving force.

Although not described above, the ring gear R1 and the carrier C3 (sun gear S1) related to the motor / generators MG1 and MG2 are rotated in the reverse direction (reverse direction) to the engine ENG when switching from the fixed gear ratio mode to the continuously variable transmission mode. It is preferable that the time during which the shift control of the hybrid transmission is controlled so as to be in a shift state is shorter as the shift hydraulic fluid temperature TMP is higher and longer as the shift hydraulic fluid temperature TMP is lower.
In this case, the higher the gear change hydraulic fluid temperature TMP, the shorter the engagement hydraulic pressure exclusion time for the high & low brake HL / B and the low brake L / B, and the lower the gear change hydraulic fluid temperature TMP, the higher The above operation and effect can be reliably achieved under any shift hydraulic fluid temperature TMP, because the engagement hydraulic pressure exclusion time of the low brake HL / B and the low brake L / B becomes long.

Although not described above, the ring gear R1 and the carrier C3 (sun gear S1) related to the motor / generators MG1 and MG2 are rotated in the opposite direction (reverse direction) to the engine ENG when switching from the fixed gear ratio mode to the continuously variable transmission mode. While controlling the shift of the hybrid transmission so that
The motor / generator target motor torque related to the element rotating in the reverse direction of the engine and the total torque of the drag torque due to the remaining hydraulic pressure of the high & low brake HL / B or low brake L / B is the problem of the motor / generator. When the torque value is smaller than the motor torque range that causes an increase in size, the motor / generator motor torque is corrected so that the drag torque is corrected by the motor / generator, and the total torque is within the motor torque range. When the torque value exceeds the value, it is preferable that the rotational speed of the motor / generator be a negative value.
In this case, the torque of the motor / generators MG1 and MG2 can be suppressed, the cost and layout can be improved, and the rotation speed of the motor / generators MG1 and MG2 can be increased to avoid an increase in electrical loss. can do.

It is a block diagram classified by function which shows the control system of the hybrid transmission which can apply the mode switching control apparatus by this invention. FIG. 2 is a schematic diagram of the hybrid transmission. FIG. 3 is a collinear diagram related to the hybrid transmission of FIG. (A) is a collinear diagram for the low gear ratio fixed mode, (b) is a collinear diagram for the low-side continuously variable transmission mode, and (c) (D) is a collinear diagram for the high-side continuously variable transmission mode. FIG. 3 is a logic diagram showing a combination of a mode of the hybrid transmission shown in FIG. 2 and engagement / release of a brake and a clutch. FIG. 3 is a region diagram relating to a mode of the hybrid transmission shown in FIG. 3 is a main routine showing a shift control program executed by the hybrid controller in FIG. It is a subroutine which shows the shift control in the low gear ratio fixed mode in the main routine. It is a subroutine which shows the shift control in the low side continuously variable transmission mode in the main routine. It is a subroutine which shows the shift control in the high side continuously variable transmission mode in the main routine. 6 is an operation time chart when switching from a low gear ratio fixed mode to a low-side continuously variable transmission mode.

Explanation of symbols

ENG engine (main power source)
DESCRIPTION OF SYMBOLS 1 Hybrid transmission 2 Hybrid controller 3 Engine controller 4 Motor controller 5 Inverter 6 Battery 7 Hydraulic control apparatus 8 Battery state detection part 9 Accelerator opening sensor
10 Vehicle speed sensor
11 Oil temperature sensor
MG1 1st motor / generator
MG2 Second motor / generator
20 Transmission mechanism (differential device)
G1 simple planetary gear set
G2 simple planetary gear set
G3 simple planetary gear set
HL / B High & Low brake
L / B Low brake
H / C high clutch
21 Transmission input shaft
22 Transmission output shaft
23 Differential gear unit
24 Left and right drive wheels

Claims (6)

A differential that determines the rotational state of the other elements when the rotational state of the two elements is determined,
The outputs to the main power source and the drive system are respectively coupled to the two elements of the differential device located in the middle of the forward direction of the rotational speed on the nomograph representing this differential device. The main power source side motor / generator and the output side motor / generator are respectively coupled to the two elements of the differential device located outside the rotational speed forward direction on the diagram,
A brake capable of fixing the element is provided in association with at least one of the two elements of the differential unit to which the main power source side motor / generator and the output side motor / generator are coupled,
In a hybrid transmission capable of transmitting power in a fixed gear ratio mode by engaging the brake, and transmitting power in a continuously variable transmission mode by releasing the brake,
During the mode switching from the fixed gear ratio mode in which the brake is engaged to the continuously variable transmission mode in which the brake is released, a gear shift state in which the elements of the differential device related to the brake are rotated in the direction opposite to the main power source is achieved. A hybrid transmission mode switching control apparatus characterized in that the hybrid transmission is configured to perform shift control. In the mode switching control device according to claim 1,
The hybrid transmission includes two sets of differential devices as the differential device, and a predetermined gear ratio in which one element of these differential devices is coupled to each other and the remaining one element is mutually reversed, A gear train that enables selection of a predetermined gear ratio that rotates in the same direction is provided.
With the predetermined gear ratio rotating in the same direction selected, the main power source side motor / generator, the main power source, and the drive in order of rotational speed with respect to the elements of the differential device arranged on the alignment chart The motor / generator and the input / output are coupled to the two sets of differential devices so that the output to the system and the output side motor / generator are coupled.
In connection with each of the two elements of the differential unit in which the main power source side motor / generator and the output side motor / generator are combined, a brake capable of individually fixing these elements is provided,
Power transmission in the fixed gear ratio mode is possible by selective engagement of these brakes, and power transmission in the continuously variable transmission mode is possible by releasing these brakes. Control device. In the mode switching control device according to claim 1 or 2,
The time during which the shift of the hybrid transmission is controlled so that the elements of the differential device related to the brake are rotated in the opposite direction to the main power source is fastened to select the fixed gear ratio mode. A mode change control device for a hybrid transmission, which is a time until the brake is completely released. In the mode switching control device according to any one of claims 1 to 3,
The time during which the shift control of the hybrid transmission is controlled so that the elements of the differential device related to the brake are rotated in the direction opposite to that of the main power source is shortened as the transmission hydraulic oil temperature is higher. A mode change control device for a hybrid transmission. In the mode switching control device according to any one of claims 1 to 4,
When the shift control of the hybrid transmission is performed so that the element of the differential device related to the brake is in a shift state in which the element is rotated in the direction opposite to the main power source, the rotation speed of the element rotated in the direction opposite to the main power source is A mode switching control device for a hybrid transmission, characterized in that the coil temperature rise rate of the motor / generator related to the element is set to a value within a rotational speed range that does not become so high as to be a problem. In the mode switching control device according to any one of claims 1 to 5,
A motor / generator related to an element rotated in a direction opposite to the main power source while controlling the shift of the hybrid transmission so that the elements of the differential device related to the brake are in a shift state rotated in a direction opposite to the main power source. If the total torque of the target motor torque and the drag torque due to the remaining hydraulic pressure of the brake is a torque value smaller than the motor torque range that causes the motor / generator to become large, the motor / generator The motor torque of the motor / generator is corrected so as to correct the drag torque, and when the total torque exceeds the motor torque range, the rotation speed of the motor / generator is set to a negative value. A mode change control device for a hybrid transmission.

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