JP2006298079A - Hybrid vehicle mode transition control apparatus and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle mode transition control apparatus and method capable of preventing shocks from occurring, due to the output limit of a motor, while making full use of the torque range of the motor. <P>SOLUTION: The hybrid vehicle mode transition control apparatus includes a motor torque ceiling value setting means (step S5) for setting the motor torque ceiling value 1, according to the condition of the motor; an extra torque calculating means (step S6) for calculating extra torque, that is the difference between the motor torque ceiling value 1 and the current motor's generated torque; and a mode transition required torque calculating means (step S7) for calculating the mode transition required torque that is the motor torque required for mode transition. A mode transition control means starts mode transition, when the extra torque is not larger than the torque required at mode transition required (step S10). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a mode transition control device and a mode transition control method for a hybrid vehicle using an engine and a motor as driving force generation sources.

In a conventional hybrid vehicle mode transition control device, the transition from the electric vehicle travel mode to the hybrid vehicle travel mode is started based on the required driving force obtained from the vehicle speed and the accelerator opening (for example, Patent Document 1). reference).
Japanese Patent Laid-Open No. 11-165666

  However, in the prior art, since a large motor torque is required during the mode transition, there is a problem that the motor output is limited during the mode transition and a shock is generated. On the other hand, if a margin is provided at the mode transition start timing more than necessary so that the motor output is not limited during the mode transition, the motor torque range cannot be used to the maximum and the driving force can be tracked to the driving force demand. There is a problem that the sex gets worse.

  The present invention has been made paying attention to the above problems, and the object of the present invention is to make the best use of the motor torque range in the mode transition from the electric vehicle travel mode to the hybrid vehicle travel mode. It is an object of the present invention to provide a mode transition control device and a mode transition control method for a hybrid vehicle that can prevent the occurrence of a shock due to the output limit.

In order to achieve the above object, in the hybrid vehicle mode transition control method of the present invention,
A driving force generation transmission having an engine and a motor as a driving force generation source, connecting the engine, the motor, and an output member; and a predetermined mode transition permission condition, the engine is started with the driving force of the motor; In the hybrid vehicle equipped with mode transition control means for performing mode transition from the electric vehicle traveling mode to the hybrid vehicle traveling mode,
Based on the state of the motor or the battery that supplies power to the motor, a motor torque upper limit value is set, a margin torque that is a difference between the motor torque upper limit value and a current generated torque of the motor is calculated, and the mode A required torque at the time of mode transition, which is a motor torque required for transition, is calculated, and mode transition is started when the margin torque is equal to or less than the required torque at the time of mode transition.

  Therefore, in the present invention, in consideration of the required torque at the time of mode transition, when the margin torque is equal to or less than the required torque at the time of mode transition, the mode transition is started. By applying a limiter to the motor output during the transition, the occurrence of shock can be avoided.

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

First, the configuration will be described.
[Drive system configuration of hybrid vehicle]
FIG. 1 is an overall system diagram illustrating a drive system of a hybrid vehicle according to a first embodiment. 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 gear OG (output member). And a driving force synthesis transmission TM.

  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 target engine torque command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. This synchronous motor generator includes a first motor generator MG1 composed of an outer rotor OR and a stator S in a multi-layer motor CM in which an inner rotor IR, a stator S, and an outer rotor OR are overlapped in the radial direction. The OR and stator S constitute a second motor generator MG2. The inner rotor IR and the outer rotor OR are independently controlled by applying a three-phase alternating current generated by the inverter 3 to the stator S based on a control command from a motor controller 2 described later.

  The driving force synthesis transmission TM has a Ravigneaux type planetary gear train PGR and a low brake LB. The Ravigneaux planetary gear train PGR has a first sun gear S1, a first pinion P1, and a first ring gear R1. And the second sun gear S2, the second pinion P2, the second ring gear R2, and the common carrier PC that supports the first pinion P1 and the second pinion P2 that mesh with each other. That is, the Ravigneaux type planetary gear PGR has five rotating elements: the first sun gear S1, the first ring gear R1, the second sun gear S2, the second ring gear R2, and the common carrier PC. The connection relationship of the input / output members with respect to these five rotating elements will be described.

  A first motor generator MG1 is connected to the first sun gear S1. The first ring gear R1 is provided so as to be fixed to the case via a low brake LB. A second motor generator MG2 is connected to the second sun gear S2. An engine E is connected to the second ring gear R2 via an engine clutch EC. An output gear OG is directly connected to the common carrier PC. A driving force is transmitted from the output gear OG to the left and right driving wheels via a differential and a drive shaft (not shown).

  2, the first motor generator MG1 (first sun gear S1), engine E (second ring gear R2), output gear OG (common carrier PC), low brake LB (first It is possible to introduce a rigid lever model that is arranged in the order of 1 ring gear R1) and second motor generator MG2 (second sun gear S2) and can simply express the dynamic operation of the Ravigneaux planetary gear train PGR.

  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, The rotation number (rotation speed) of the rotation element is taken, each rotation element is taken on the horizontal axis, and the interval between each rotation element is arranged so as to be a collinear lever ratio based on the gear ratio of the sun gear and the ring gear. .

  The engine clutch EC and the low brake LB are a multi-plate friction clutch and a multi-plate friction brake that are fastened by hydraulic pressure from a hydraulic control device 5 to be described later. The engine clutch EC is the engine E in the collinear diagram of FIG. The low brake LB is arranged at a position that coincides with the rotational speed axis of the second ring gear R2, and the low brake LB has a rotational speed axis of the first ring gear R1 (second rotational speed axis of the output gear OG (Position between the rotational speed axis of the sun gear S2).

[Hybrid vehicle control system configuration]
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 second ring gear speed sensor 12 are configured. Has been.

  The engine controller 1 responds to a target engine torque command from the integrated controller 6 that inputs the accelerator opening AP from the accelerator opening sensor 7 and the engine speed Ne from the engine speed sensor 9, in accordance with the engine operating point (Ne, A command for controlling Te) is output to, for example, a throttle valve actuator (not shown).

  The motor controller 2 operates the motor of the first motor generator MG1 in response 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. A command (device control signal) for independently controlling the point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to the respective stator coils of the first motor generator MG1 and the second motor generator MG2, and generates an independent three-phase alternating current according to a command from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic pressure command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC and the low brake LB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on the slip engagement control and the 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. The first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the input rotational speed (engine input shaft rotational speed) ωi from the second ring gear rotational speed sensor 12, etc. Is input, and predetermined calculation 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.

[Driving mode of hybrid vehicle]
The travel modes in the hybrid vehicle of the first embodiment include an electric vehicle continuously variable transmission mode (hereinafter referred to as “EV mode”), an electric vehicle fixed transmission mode (hereinafter referred to as “EV-LB mode”), and a hybrid. It has a vehicle fixed speed change mode (hereinafter referred to as “LB mode”) and a hybrid vehicle continuously variable speed change mode (hereinafter referred to as “E-iVT mode”). The “EV mode” and the “EV-LB mode” are “electric vehicle travel mode”, and the “LB mode” and the “E-iVT mode” are “hybrid vehicle travel mode”.

  The “EV mode” is a continuously variable transmission mode in which only two motor generators MG1 and MG2 run as shown in the collinear diagram of FIG. 2 (a), and the engine E is driven (minimum speed control). The engine clutch EC is released.

  The “EV-LB mode” is a fixed speed change mode in which only the two motor generators MG1 and MG2 run with the low brake LB engaged, as shown in the collinear diagram of FIG. E is drive (minimum speed control) and the engine clutch EC is released. Since the reduction ratio from the first motor generator MG1 to the output Output and the reduction ratio from the second motor generator MG2 to the output Output are large, this is a mode in which a large driving force is generated.

  As shown in the collinear diagram of FIG. 2 (c), the “LB mode” is a fixed speed change mode in which the engine E and the motor generators MG1 and MG2 travel with the low brake LB engaged. The engine clutch EC is engaged during operation. This is a mode in which the driving force is large because the reduction ratio from the engine E and the motor generators MG1, MG2 to the output Output is large.

  The “E-iVT mode” is a continuously variable transmission mode in which the engine E and the motor generators MG1 and MG2 run as shown in the nomogram of FIG. 2 (d). The engine E is operated and the engine clutch EC is It is conclusion.

  Then, the mode transition control of the four travel modes is performed by the integrated controller 6. That is, the integrated controller 6 has a travel mode in which the four travel modes as shown in FIG. 3 are allocated to the three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. When the vehicle is stopped or running, the driving mode map is searched based on the detected values of the required driving force Fdrv, vehicle speed VSP, and battery SOC, and the vehicle operating point determined by the required driving force Fdrv and vehicle speed VSP. The optimum driving mode is selected according to the battery charge amount. FIG. 3 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.

  When mode transition is performed between the “EV mode” and the “EV-LB mode” by selecting the travel mode map, the low brake LB is engaged / released as shown in FIG. When mode transition is performed between the “E-iVT mode” and the “LB mode”, the low brake LB is engaged / released as shown in FIG. Further, when the mode transition is performed between the “EV mode” and the “E-iVT mode”, the engagement / release of the engine clutch EC is performed as shown in FIG. When mode transition is performed between the “EV-LB mode” and the “LB mode”, the engine clutch EC is engaged / released as shown in FIG.

Next, the operation will be described.
[Mode transition control processing]
FIG. 5 is a flowchart showing the flow of mode transition control processing executed in the electric vehicle travel mode (EV mode or EV-LB mode) in the integrated controller 6 of the first embodiment. Each step will be described below. For convenience of explanation, the first and second motor generators MG1 and MG2 are regarded as one motor, and the following description will be given by assuming that the combined driving force is the driving force of the motor.

  In step S1, it is determined whether or not the current travel mode is an electric vehicle travel mode (EV mode or EV-LB mode). If YES, the process proceeds to step S2, and if NO, the process proceeds to step S9.

  In step S2, the hybrid vehicle travel mode flag is cleared, and the process proceeds to step S3.

  In step S3, it is determined whether or not the hybrid vehicle travel mode flag is zero. If YES, the process proceeds to step S4. If NO, the process proceeds to return.

  In step S4, the motor torque upper limit value 2 (second motor torque upper limit value) is set based on the time rating or continuous rating of the motor, and the current torque generated by the driving force of the motor is smaller than the motor torque upper limit value 2. It is determined whether or not. If YES, the process proceeds to step S5, and if NO, the process proceeds to step S10 (corresponding to motor torque upper limit setting means).

  In step S5, a motor torque upper limit value 1 (first motor torque upper limit value) is calculated based on the instantaneous rating of the motor, and the process proceeds to step S6 (corresponding to motor torque upper limit value setting means).

  In step S6, a difference between the motor torque upper limit value 1 calculated in step S5 and the current torque generated by the motor is calculated as a surplus torque, and the process proceeds to step S7 (corresponding to a surplus torque calculation means).

  In step S7, the required torque at the time of mode transition is calculated as the motor torque required for the mode transition, and the process proceeds to step S8 (corresponding to the required torque at the time of mode transition). A method for calculating the required torque at the time of mode transition will be described later.

  In step S8, it is determined whether or not the margin torque calculated in step S6 is smaller than the required torque at the time of mode transition calculated in step S7. If YES, the process proceeds to return, and if NO, the process proceeds to step S10.

  In step S9, the hybrid vehicle travel mode flag is set (= 1), and the process proceeds to return.

  In step S10, mode transition is started, a hybrid vehicle travel mode flag is set, and the routine proceeds to return (corresponding to mode transition control means).

  That is, in the flowchart of FIG. 5, when the vehicle is traveling in the EV mode or the EV-LB mode, the process proceeds from step S1, step S2, step S3, step S4, step S5, step S6, step S7, and step S8. The flow is repeated. When the motor torque for the driving force is smaller than the motor torque upper limit value 2 in step S4, or when the margin torque is smaller than the required torque at the time of mode transition in step S8, the process proceeds to step S10 and mode transition is started. .

[About motor rating and motor upper limit]
FIG. 6 is a diagram illustrating the instantaneous rating, time rating, and continuous rating of the motor.
Instantaneous rating refers to the torque or power that can be produced instantaneously (depending on the product, but for several seconds). The instantaneous rating is the maximum torque or maximum power when the temperature of the coil or the like does not exceed the upper limit value within the rated time.

  The time (short-term) rating indicates the torque or power that can be produced in a predetermined time (depending on the product, but a few minutes). The continuous rating indicates the torque or power that can be continuously generated. The continuous rating is the maximum torque or maximum power when the equilibrium temperature such as the coil temperature does not exceed the upper limit value. Incidentally, the coil temperature reaches the equilibrium temperature greatly depending on the cooling performance, and may be about 1 minute or about 1 hour.

  At the time of mode transition, a large torque is required only at that moment (about 1 or 2 seconds), so the torque can be used up to near the instantaneous rating. On the other hand, after the mode transition, there are cases where the vehicle runs continuously for a few minutes under certain operating conditions, so basically the time rating or continuous rating is set as the upper limit value.

  In the first embodiment, motor torque upper limit values 1 and 2 are set based on the upper limit values of motor torque, motor power, and battery power. Further, each upper limit value of the motor torque, motor power, and battery power is a value that is changed based on the coil temperature, stator temperature, rotor temperature, and battery temperature of the motor.

[Calculation method of required torque during mode transition]
In the first embodiment, the required torque at the time of mode transition is (i) the drag torque compensation torque necessary to compensate the motor for the drag torque of the engine E when the engine clutch EC is engaged, or (ii) the engine start as much as possible. The engine input shaft (second ring gear R2) rotation speed is set to one of the shift torques required to shift the rotation speed to an easy rotation speed. The calculation methods of the drag torque compensation torque and the shift torque will be described below.

(i) Drag torque compensation torque calculation method The drag torque compensation torque Ti can be obtained from the following equation (1).
Ti = P × K
T1 = r1 × Ti
T2 = r2 × Ti (1)
Here, P is the engine clutch hydraulic pressure, K is the gain, T1 is the torque of the first motor generator MG1, T2 is the torque of the second motor generator MG2, r1 is the torque sharing ratio of the first motor generator MG1, and r2 is the second motor. This is the torque sharing ratio of generator MG2.

  That is, the value of the drag torque compensation torque Ti is determined by the correlation with the hydraulic pressure. The gain K is adjusted so as to be equivalent to the transmission torque. The torque sharing ratios r1 and r2 of the first and second motor generators MG1 and MG2 are arbitrarily set according to the lever ratio (see FIG. 2), the maximum torque range, and the like.

(ii) Speed change torque calculation method The speed change torque Ti ′ can be obtained from the following equation (2).
Ti = Kp {(ωi_ref−ωi) + ∫ (ωi_ref−ωi) dt / Ki}
T1 = k1 x Ti
T2 = k2 x Ti (2)
Here, ωi is the engine input shaft speed, Kp is the feedback control proportional gain, Ki is the feedback control integral gain, k1 is the shift torque conversion coefficient of the first motor generator MG1, and k2 is the shift torque of the second motor generator MG2. Conversion coefficient.

  That is, the value of the shift torque Ti ′ is set according to the deviation between the target rotation and the actual rotation. In the case of a PI controller, calculation is performed using a proportional gain Kp and an integral gain Ki. The conversion coefficients k1 and k2 of the first and second motor generators MG1 and MG2 are arbitrarily set according to the lever ratio, inertia, and the like.

[Mode transition start action according to surplus torque]
FIG. 7 is a diagram showing the relationship between the motor torque upper limit value, the margin torque, and the required torque at the time of mode transition when the motor rotation speed is set on the horizontal axis and the motor torque is set on the vertical axis. As described above, the motor torque upper limit value 1 is the instantaneous rating of the motor, the motor torque upper limit value 2 is the time rating of the motor, and the required torque at the time of mode transition required for mode transition is the motor torque upper limit value 2 and the motor torque upper limit value. Located between 1 and 1. Since the surplus torque is a deviation between the motor torque upper limit value 1 and the current motor generated torque, the surplus torque decreases as the current motor generated torque increases.

  In Example 1, since the mode transition is started when the surplus torque becomes the motor torque upper limit value 1 or less, the motor torque range is used to the maximum without exceeding the instantaneous rating of the motor during the mode transition. Mode transition can be performed.

  Further, in the first embodiment, even when the surplus torque is larger than the motor torque upper limit value 1, when the current motor driving force becomes equal to or less than the motor torque upper limit value 2, the mode transition is started. Even when the vehicle continuously runs under certain operating conditions later, it is possible to prevent the motor torque from exceeding the time rating of the motor.

[Mode transition control action]
8 and 9 are time charts showing the mode transition control operation of the first embodiment. FIG. 8 shows an example in which mode transition is started after the motor torque upper limit value 1 is exceeded. FIG. 9 shows that the motor torque upper limit value 2 is exceeded. This is an example in which mode transition is started.

  In the example of FIG. 8, since the surplus torque becomes equal to the required torque at the time of mode transition at time t1, the mode transition is started, the engine clutch EC is completely engaged at time t2, and the engine speed is input to the engine at time t3. The mode transition is completed in synchronization with the shaft rotational speed (second ring gear rotational speed). Here, since the maximum value of the motor torque does not exceed the motor torque upper limit value 1 from the start of the mode transition to the completion of the mode transition, the motor output is instantaneous during the mode transition while using the maximum torque range of the motor. The limit is avoided by exceeding the rating.

  In the example of FIG. 9, since the driving force of the motor torque becomes equal to the motor torque upper limit value 2 at time t1 ′, the mode transition is started, and the engine clutch EC is completely engaged at time t2 ′. The mode transition is completed when the engine speed is synchronized with the engine input shaft speed. Here, since the motor torque does not exceed the motor torque upper limit value 2 even after the mode transition at the time point t3 ′ is completed, avoid using the motor torque range to the maximum while avoiding the motor output exceeding the time rating. Yes.

Next, the effect will be described.
In the mode transition control device and the mode transition control method for the hybrid vehicle of the first embodiment, the effects listed below can be obtained.

  (1) Based on the state of the motor, motor torque upper limit value setting means (step S5) for setting the motor torque upper limit value 1, and a margin torque that is the difference between the motor torque upper limit value 1 and the current generated torque of the motor. A margin torque calculating means for calculating (step S6) and a mode transition required torque calculating means (step S7) for calculating a required torque at the time of mode transition, which is a motor torque required for the mode transition, and the mode transition control means, When the surplus torque is equal to or less than the required torque during mode transition, mode transition is started (step S10). Therefore, it is possible to avoid the occurrence of a shock by applying a limiter to the motor output during the mode transition while maximally utilizing the motor torque range.

  (2) The motor torque upper limit setting means sets the instantaneous rating of the motor or battery as the motor torque upper limit value 1, and the margin torque detection means calculates the margin from the difference between the motor torque upper limit value 1 and the current generated torque of the motor. Torque is detected, and the mode transition control means starts mode transition when the surplus torque is equal to or less than the first motor torque upper limit value. Therefore, the torque range of the motor can be utilized to the maximum without exceeding the instantaneous rating of the motor.

  (3) The motor torque upper limit setting means sets one of the time rating and continuous rating of the motor or battery as the motor torque upper limit value 2 (step S4), and the mode transition control means generates the current motor driving force. When the torque is greater than or equal to the motor torque upper limit value 2, mode transition is started (step S10). Therefore, even when the vehicle continuously travels under certain operating conditions after the mode transition, it is possible to prevent the motor torque from exceeding the time rating (or continuous rating).

  (4) The motor torque upper limit setting means sets the motor torque upper limit values 1 and 2 based on at least one of the motor torque, motor power, and battery power upper limit values. That is, since the motor torque upper limit value 1 is set in consideration of not only the motor torque but also the motor power, the optimum motor torque upper limit values 1 and 2 can be set.

  (5) The motor torque upper limit setting means changes the motor torque, motor power, and battery power upper limit values based on at least one of the motor coil temperature, stator temperature, rotor temperature, and battery temperature. Even when the motor torque upper limit values 1 and 2 change, the result can be reflected, and the motor torque range can be utilized to the maximum in all temperature conditions.

  (6) Since the required torque Ti for compensating for the drag torque of the engine by the motor when the engine clutch EC is engaged is the required torque at the time of mode transition, the means for calculating the required torque at the time of mode transition is compensated for disturbance at the start of the engine. The required torque range of the motor can be utilized to the maximum in the required system.

  (7) The mode transition required torque calculation means sets the necessary torque Ti ′ for shifting the engine input shaft rotational speed to the rotational speed at which the engine can be started as easily as possible. Even when the shift torque is required, the torque range of the motor can be utilized to the maximum by calculating the necessary margin driving force in consideration of the shift torque.

(Other examples)
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 Example 1 about a concrete structure, It concerns on each claim of a claim Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, an example of a hybrid vehicle with an engine clutch having an engine and two motor generators as a driving force generation source has been shown, but the present invention has an engine and one or more motors as a driving force generation source, The present invention can be applied to a parallel hybrid vehicle capable of mode transition between the electric vehicle traveling mode and the hybrid vehicle traveling mode. Moreover, although the example which has a Ravigneaux type planetary gear train as a driving force synthetic | combination transmission was shown, for example, it can apply also to the driving force synthetic | combination transmission which has a differential apparatus etc. provided with several simple planetary gear trains. .

1 is an overall system diagram showing a hybrid vehicle of Example 1. FIG. FIG. 3 is a collinear diagram showing each traveling mode by a Ravigneaux planetary gear train employed in the hybrid vehicle of the first embodiment. It is a figure which shows an example of the driving mode map in the hybrid vehicle of Example 1. FIG. It is a figure which shows the mode transition path | route between the four driving modes in the hybrid vehicle of Example 1. FIG. 6 is a flowchart illustrating a flow of mode transition control processing executed in the electric vehicle travel mode in the integrated controller 6 of the first embodiment. It is a figure explaining the instantaneous rating, time rating, and continuous rating of a motor. It is a figure which shows the relationship between the motor torque upper limit of Example 1, a margin torque, and the required torque at the time of mode transition. 3 is a time chart illustrating an example of a mode transition control operation according to the first embodiment. 6 is a time chart showing another example of the mode transition control operation of the first embodiment.

Explanation of symbols

E engine
MG1 1st motor generator (motor)
MG2 Second motor generator (motor)
OG output gear (output member)
TM Driving force transmission
PGR Ravigneaux type planetary gear train
EC engine clutch
LB Low brake 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 Hydraulic control device 6 Integrated controller 6a Target rotational speed calculation section 6b Torque command value setting section 7 Accelerator opening sensor 8 Vehicle speed sensor 9 Engine rotational speed sensor 10 First motor generator Speed sensor 11 Second motor generator speed sensor 12 Second ring gear speed sensor

Claims (8)

It has an engine and a motor as a driving force generation source,
A driving force combining transmission that connects the engine, the motor, and an output member;
Mode transition control means for starting the engine with the driving force of the motor and performing mode transition from the electric vehicle traveling mode to the hybrid vehicle traveling mode when a predetermined mode transition permission condition is satisfied;
In a hybrid car with
Motor torque upper limit setting means for setting a motor torque upper limit value based on the state of the motor or a battery supplying electric power to the motor;
A margin torque calculating means for calculating a margin torque that is a difference between the motor torque upper limit value and the torque generated by the current motor;
Mode transition required torque calculating means for calculating a mode transition required torque which is a motor torque required for the mode transition;
With
The mode transition control unit starts a mode transition when the margin torque is equal to or less than a required torque during the mode transition. In the hybrid vehicle mode transition control device according to claim 1,
The motor torque upper limit setting means sets the instantaneous rating of the motor or battery as a first motor torque upper limit,
The margin torque detecting means detects margin torque from the difference between the first motor torque upper limit value and the current generated torque of the motor,
The mode transition control means starts the mode transition when the margin torque is less than or equal to the first motor torque upper limit value. In the hybrid vehicle mode transition control device according to claim 1 or 2,
The motor torque upper limit setting means sets one of a time rating and a continuous rating of the motor or battery as a second motor torque upper limit value,
The mode transition control unit is a mode transition control device for a hybrid vehicle, which starts the mode transition when a torque generated by the current driving force of the motor is equal to or greater than the second motor torque upper limit value. In the hybrid vehicle mode transition control device according to any one of claims 1 to 3,
The mode transition control device for a hybrid vehicle, wherein the motor torque upper limit setting means sets the motor torque upper limit based on at least one of motor torque, motor power, and battery power upper limit values. In the hybrid vehicle mode transition control device according to claim 4,
The motor torque upper limit setting means changes the upper limit values of the motor torque, motor power, and battery power based on at least one of the coil temperature, stator temperature, rotor temperature, and battery temperature of the motor. A mode transition control device for a hybrid vehicle. In the hybrid vehicle mode transition control device according to any one of claims 1 to 5,
The mode transition required torque calculation means sets the required torque for compensating for the drag torque of the engine by the motor when the engine clutch is engaged as the required torque for mode transition. Mode transition control device. In the hybrid vehicle mode transition control device according to any one of claims 1 to 6,
The hybrid vehicle characterized in that the mode transition required torque calculation means uses the torque required for shifting the engine input shaft rotational speed up to a rotational speed at which the engine can be started as easily as possible as the mode transition required torque. Mode transition control device. It has an engine and a motor as a driving force generation source,
A driving force combining transmission that connects the engine, the motor, and an output member;
Mode transition control means for starting the engine with the driving force of the motor and performing mode transition from the electric vehicle traveling mode to the hybrid vehicle traveling mode when a predetermined mode transition permission condition is satisfied;
In a hybrid car with
Based on the state of the motor or a battery that supplies power to the motor, a motor torque upper limit is set,
Calculate the margin torque that is the difference between this motor torque upper limit value and the current torque generated by the motor,
Calculate the required torque at the time of mode transition, which is the motor torque required for the mode transition,
A mode transition control method for a hybrid vehicle, characterized in that mode transition is started when the margin torque is equal to or less than the torque required for mode transition.

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