JP3613273B2 - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle capable of reaching a speed ratio (gear ratio) and a drive torque to target values with a good response according to a drive torque change instruction and providing the effect of an improvement in fuel economy. <P>SOLUTION: In this hybrid vehicle, a plurality of motor generators MG1 and MG2 used as a main torque source and an auxiliary torque source are connected to a floating gear transmission mechanism with two degrees of freedom, and the speed ratio (gear ratio) of the main torque source and a load is determined by the motor speeds N1 and N2 of the plurality of motor generators MG1 and MG2. The hybrid vehicle comprises a first associated control means performing a transmission control for first varying the speed ratio (gear ratio) of the main torque source and the load against a drive torque variation instruction and varying an output drive torque later when the torque response of the main torque source is delayed relative to the torque response of the auxiliary torque source. <P>COPYRIGHT: (C)2004,JPO&amp;NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention belongs to the technical field of control devices for hybrid vehicles using an engine and two or more motor generators as torque sources.
[0002]
[Prior art]
Conventionally, in a vehicle equipped with an automatic transmission, it has been very difficult to independently control the driving force and the gear ratio between so-called gears when changing gears. This is because if the transmission torque of the torque converter is controlled while controlling the driving torque by the hydraulic clutch between the shift stages, the driving force and the shift can be controlled independently, but the transmission torque of the hydraulic clutch is particularly transient. This is a complicated and unstable function of the rotational speed difference and the pressing pressure, and the torque transmitted by the torque converter is a function of the incoming side rotational speed and the rotational speed difference. This is due to the reason that the number of rotations must be controlled at a high speed (see, for example, Patent Document 1).
[0003]
[Patent Document 1]
JP 2002-187460 A.
[0004]
[Problems to be solved by the invention]
However, in this type of automatic transmission, not only is the uncertainty of the transmission torque of the hydraulic clutch, but also the responsiveness of the shift due to the restriction that the sum of the torque for shifting and the torque for driving force is the engine torque. There was a trade-off that the transient driving force response deteriorates when trying to increase, and the response of the shift decreases when the response of the transient driving force is increased. That is, when a high-speed response shift that exceeds the responsiveness of the engine torque is performed, the engine torque can be regarded as constant during the shift, so that the speed of the rotating element in the transmission is changed from that torque, that is, the kinetic energy is changed. In order to subtract the acceleration / deceleration torque, the output drive torque, which is a residual, is always changed, which causes a problem that the driver feels a sense of incongruity.
[0005]
The present invention has been made by paying attention to the above-mentioned problem, and can achieve a target value with a speed ratio (gear ratio) and a drive torque in a short time in response to a drive torque fluctuation command. An object of the present invention is to provide a control device for a hybrid vehicle capable of obtaining an effect of improving fuel consumption.
[0006]
[Means for Solving the Problems]
In order to solve the above problems, in the present invention,
A main torque source and a plurality of motors serving as auxiliary torque sources are connected to a floating gear transmission mechanism having two degrees of freedom, and a plurality of motors having an auxiliary speed ratio (speed ratio) between the main torque source and the load In a hybrid vehicle determined by the rotational speed of
When the torque response of the main torque source is slower than the torque response of the auxiliary torque source, the speed ratio (transmission ratio) between the main torque source and the load is changed first in response to the drive torque fluctuation command, A first cooperative control means of shift control and drive torque control for changing the output drive torque with delay is provided.
[0007]
Instead of the first cooperative control means, when the torque response of the main torque source is slower than the torque response of the auxiliary torque source, the speed ratio between the main torque source and the load with respect to the drive torque fluctuation command. You may make it provide the 2nd cooperation control means of the shift control and drive torque control which change (speed ratio) largely, and change an output drive torque small.
[0008]
【The invention's effect】
Therefore, in the hybrid vehicle control apparatus of the present invention, the torque response of the motor is sufficiently fast with respect to the torque response of the engine and the human perception, and the engine torque response delay and the human perception are uncomfortable. In the absence period, the output drive torque is not increased (or the increase in the output drive torque is suppressed), and the battery output is exclusively used for the shift, thereby enabling a fast shift. Thus, by approaching the gear ratio suitable for the change in the output drive torque in advance, it becomes easy to increase the output drive torque that is required later, and at the same time, the deviation of the engine operating point from the fuel efficiency optimum line is reduced. So you get fuel efficiency improvement effect.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment for realizing a control device for a hybrid vehicle of the present invention will be described based on a first example and a second example illustrated.
[0010]
(First embodiment)
First, the configuration will be described.
FIG. 1 is an overall system diagram showing a control apparatus for a hybrid vehicle according to a first embodiment. The hybrid drive system will be described with reference to FIG. 1. 1 is an engine (main torque source), 2 is a coaxial multilayer motor (a plurality of motors that are auxiliary torque sources), and 3 is a Ravigneaux type compound planetary gear train (with two degrees of freedom). (Planetary gear transmission mechanism), 4 is an output gear (load), 5 is a counter gear, 6 is a drive gear, 7 is a differential, 8 and 8 are drive shafts, 9 is a motor and gear case, 10 is an engine output shaft, 11 is a first gear 1 motor generator output shaft, 12 a second motor generator output shaft, 13 a motor chamber, 14 a gear chamber, 15 a clutch, 16 a high brake, and 17 a low brake.
[0011]
The coaxial multilayer motor 2 is fixed to a motor & gear case 9 and has a stator S as a fixed armature wound with a coil, an outer rotor OR disposed outside the stator S and embedded with a permanent magnet (not shown), The inner rotor IR, which is disposed inside the stator S and embedded with permanent magnets (not shown), is arranged coaxially. Hereinafter, the stator S + inner rotor IR is referred to as a first motor generator MG1, and the stator S + outer rotor OR is referred to as a second motor generator MG2.
[0012]
The Ravigneaux type planetary gear train 3 includes a common carrier C that supports the first pinion P1 and the second pinion P2 that mesh with each other, a first sun gear S1 that meshes with the first pinion P1, and a second sun gear that meshes with the second pinion P2. There are five rotating elements: S2, a first ring gear R1 that meshes with the first pinion P1, and a second ring gear R2 that meshes with the second pinion P2.
[0013]
The hybrid drive system connects the second ring gear R2 and the engine output shaft 10 via a clutch 15, connects the first sun gear S1 and the first motor generator output shaft 11, and the second sun gear S2. And the second motor generator output shaft 12 and the output gear 4 is connected to the common carrier C.
[0014]
In the Ravigneaux type compound planetary gear train 3, the first sun gear S1, the first pinion P1, the second pinion P2, and the second ring gear R2 constitute a double pinion type planetary gear. It becomes (S-R-C or C-R-S) sequence on the diagram. In the Ravigneaux type compound planetary gear train 3, the second sun gear S2, the second pinion P2, and the second ring gear R2 constitute a single pinion type planetary gear. This single pinion type planetary gear is shown on the collinear diagram ( S-C-R or R-C-S) sequence.
[0015]
Therefore, the four rotational elements of the engine 1, the first motor generator MG1, the second motor generator MG2 and the output gear 4 connected to the Ravigneaux type planetary gear train 3 are aligned as shown in FIG. In the above, the first motor generator MG1, the engine 1, the output gear 4, and the second motor generator MG2 are connected in order of rotation speed.
[0016]
Here, the collinear diagram (velocity diagram) is a velocity diagram that is used in a simple and easy-to-understand method of drawing instead of the method of obtaining by a formula when considering the gear ratio of the planetary gear. The rotational speed (rotational speed) of each rotating element is taken and the ring gear, the carrier, and the sun gear are arranged on the horizontal axis so that the distance is the gear ratio of the sun gear and the ring gear. In the case of a single pinion type planetary gear, the sun gear and the ring gear rotate in reverse, so the rotation speed axis of the carrier is arranged in the middle. In the case of a double pinion type planetary gear, the sun gear and the ring gear are the same. In order to rotate, it arrange | positions so that the rotational speed axis of a carrier may become outside.
[0017]
The high brake 16 is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the alignment chart, and fixes the gear ratio to the high gear ratio on the overdrive side by fastening (see FIG. 2). The high brake 16 of the first embodiment is disposed at a position where the first sun gear S1 can be fixed to the motor & gear case 9.
[0018]
The low brake 17 is arranged at a position between the rotational speed axis of the output gear 4 and the rotational speed axis of the second motor generator MG2 on the nomograph, and the gear ratio is changed to a low gear ratio on the underdrive side by fastening. Fix (see FIG. 2). The low brake 17 of the first embodiment is arranged at a position where the first ring gear R1 can be fixed to the motor & gear case 9.
[0019]
The output rotation and output torque from the output gear 4 are transmitted from the drive shafts 8 and 8 to the drive wheels (not shown) through the counter gear 5 → the drive gear 6 → the differential 7.
[0020]
Next, the control system configuration of the hybrid vehicle will be described with reference to FIG. 1. 21 is an engine controller, 22 is a throttle valve actuator, 23 is a motor controller, 24 is an inverter, 25 is a battery, 26 is a hybrid controller, and 27 is an accelerator opening. A sensor, 28 is a vehicle speed sensor, 29 is a motor temperature sensor, and 30 is an engine speed sensor.
[0021]
The engine controller 21 outputs a command for controlling the engine speed Ne and the engine torque Te to the throttle valve actuator 22 in accordance with a command from the hybrid controller 26. That is, the throttle valve is controlled to open and close using the detected value of the engine speed from the engine speed sensor 30 as feedback information.
[0022]
The motor controller 23 outputs commands to the inverter 24 for independently controlling the rotation speed N1 and torque T1 of the first motor generator MG1, and the rotation speed N2 and torque T2 of the second motor generator MG2.
[0023]
The inverter 24 is connected to the coil of the stator S of the coaxial multi-layer motor 3, and in response to a command from the motor controller 23, the drive current to the inner rotor IR and the drive current to the outer rotor OR (one is a three-phase AC, the other is Produces a composite current that is combined with six-phase alternating current). A battery 25 is connected to the inverter 24.
[0024]
The hybrid controller 26 inputs sensor signals from an accelerator opening sensor 27, a vehicle speed sensor 28, a motor temperature sensor 29, an engine speed sensor 30, and the like, and performs predetermined calculation processing. The hybrid controller 26 outputs a control command to the engine controller 21 in accordance with the calculation processing result, and outputs a control command to the motor controller 23 in accordance with the calculation processing result. The program is embedded.
[0025]
The hybrid controller 26 and the engine controller 21, and the hybrid controller 26 and the motor controller 23 are connected to each other by bidirectional communication lines.
[0026]
Next, features of the hybrid drive system employed in the first embodiment will be described.
(1) Adoption of coaxial multilayer motor
By adopting the 2-rotor / 1-stator coaxial multilayer motor 2 as the motor generator, two magnetic field lines are created for the outer rotor magnetic field lines and the inner rotor magnetic field lines, and the coil and inverter 24 are connected to the two inner rotors IR and the outer rotor OR. It can be shared. The two rotors IR and OR can be controlled independently by applying a composite current obtained by superimposing the current for the inner rotor IR and the current for the outer rotor OR to one coil. That is, in appearance, it is a single coaxial multilayer motor 2, but it can be used as a combination of different or similar functions of the motor function and the generator function.
[0027]
Therefore, for example, compared to the case where two independent motor generators each having a rotor and a stator are provided, cost (reduced number of parts, reduced inverter current rating, reduced magnet) and size (reduced by coaxial structure, reduced inverter size) ) ・ Efficiency (iron loss reduction / inverter loss reduction) can be advantageous.
[0028]
In addition, since it has a high degree of freedom in selection, such as using (motor + motor) or (generator + generator) as well as using (motor + generator) only with composite current control, When the coaxial multilayer motor 2 is adopted as the torque source of the hybrid vehicle as in the first embodiment, the most effective or efficient combination can be selected from these many options according to the vehicle state. .
[0029]
(2) Adoption of Ravigneaux type planetary gear train
As in the first embodiment, the hybrid drive system having four elements of the engine, the first motor generator, the second motor generator, and the output member has at least four rotating elements to connect the four elements. If so, various planetary gear mechanisms can be employed.
[0030]
However, among the many planetary gear mechanisms, a rigid lever model that can easily express the dynamic operation of the planetary gear mechanism can be introduced, and the axial dimension can be shortened to make a compact planetary gear mechanism. The Ravigneaux type compound planetary gear train 3 was adopted because it was possible.
[0031]
That is, the Ravigneaux type compound planetary gear train 3 realizes a combination of four planetary gears (two parallel longitudinal planetary gears and two crossing front and rear planetary gears) while having the width of two planetary gears. Therefore, for example, the axial dimension is significantly shortened compared to the case where four planetary gears are arranged in the axial direction.
[0032]
(3) Compatibility of coaxial multilayer motor and Ravigneaux type complex planetary gear train
When the coaxial multilayer motor 2 and the Ravigneaux type compound planetary gear train 3 are applied to the hybrid drive system, there are merits listed below.
[0033]
(1) Since they are coaxial with each other, the output shafts 11 and 12 of the coaxial multilayer motor 2 and the sun gears S1 and S2 of the Ravigneaux type planetary gear train 3 can be easily connected by, for example, spline fitting. Thus, the compatibility with the combination is very good, which is extremely advantageous in terms of space, cost, and weight.
[0034]
(2) When one of the coaxial multilayer motors 2 is used as a discharge (motor) and the other is used as a power generator (generator), the motor current can be controlled via one inverter 24. Carrying out can be reduced. For example, in the case of the direct power distribution control mode, the carry-out from the battery 25 can theoretically be zero.
[0035]
(3) When both the coaxial multilayer motors 2 are used as discharges (motors), the driving range can be widened. In other words, all the areas where the value obtained by multiplying the two motor powers is less than the maximum power value (constant value) can be used as a driveable range. it can.
[0036]
Next, the operation will be described.
[0037]
[Cooperative control processing of shift control and drive torque]
FIG. 3 is a flowchart showing the flow of the cooperative control process of the shift control and the drive torque executed by the cooperative control unit of the hybrid controller 26 of the first embodiment. Each step will be described below (first cooperative control means). ).
[0038]
In step S1, the accelerator opening APS is read from the accelerator opening sensor 27, and the vehicle speed Vsp is read from the vehicle speed sensor 28, and the process proceeds to step S2.
[0039]
In step S2, engine operating points Ne, Te and motor operating points N1, T1, N2, T2 are determined by a direct power distribution mode described later, and the process proceeds to step S23.
[0040]
In step S3, the target drive torque To calculated this time^~ _nAnd the previously calculated target drive torque To^~ _n-1It is determined whether or not the absolute value of the difference between the two is greater than or equal to the drive torque fluctuation threshold value α.
[0041]
In step S4, a command for obtaining the engine operating points Ne and Te determined in step S2 is output to the engine controller 21 based on the determination that the fluctuation of the drive torque in step S3 is small, and the process proceeds to step S5.
[0042]
In step S5, a command for obtaining the motor operating points N1, T1, N2, and T2 determined in step S2 is output to the motor controller 23, and the process proceeds to RETURN.
[0043]
In step S6, a command for obtaining the engine operating points Ne and Te determined in step S2 is output to the engine controller 21 based on the determination that the drive torque variation in step S3 is large, and the process proceeds to step S7.
[0044]
In step S7, a command for obtaining the motor rotational speeds N1, N2 among the motor operating points N1, T1, N2, T2 determined in step S2 is output to the motor controller 23, and the process proceeds to step S8.
[0045]
In step S8, the actual speed ratio i obtained by calculation based on the ratio between the input rotational speed from the engine rotational speed sensor 30 and the output rotational speed from the vehicle speed sensor 28 is the engine rotational speed Ne obtained in step S2 and the output shaft. Target gear ratio i based on the ratio to the rotational speed No^*If YES, the process proceeds to step S9. If NO, the process returns to step S7.
[0046]
In step S9, based on the shift completion determination in step S8, a command for obtaining motor torques T1, T2 among the motor operating points N1, T1, N2, T2 determined in step S2 is output to the motor controller 23. Move to RETURN.
[0047]
[Determination of engine operating point and motor operating point]
First, in the “direct power distribution control mode”, one of the first motor generator MG1 and the second motor generator MG2 is used for discharging and the other is used for power generation. , N2 and the control mode in which the torques T1 and T2 are determined and controlled.
[0048]
This direct power distribution control mode will be described. FIG. 4 is a block diagram of direct power distribution control, where 50 is a target drive torque determination unit, 51 is an output shaft rotation number calculation unit, 52 is a target power calculation unit, and 53 is a target engine power calculation. , 54 is an optimum fuel efficiency engine speed determining unit, 55 is an engine operating point calculating unit, and 56 is a motor operating point calculating unit.
[0049]
The target drive torque determination unit 50 determines the target drive torque To based on the accelerator opening detection value APS, the vehicle speed detection value Vsp, and a target drive torque map as shown.^~To decide.
[0050]
The output shaft rotational speed calculation unit 51 calculates the output shaft rotational speed No using the vehicle speed detection value Vsp and the conversion coefficient K1.
[0051]
The target power calculation unit 52 receives the target drive torque To from the target drive torque determination unit 50.^~, The output shaft rotational speed No from the output shaft rotational speed calculation unit 51, and the conversion coefficient K2, the target power Po^~Is calculated.
[0052]
The target engine power calculation unit 53 is configured to output the target power Po.^~And mechanical efficiency ηm, the target engine power Pe^~Is calculated.
[0053]
The optimum fuel efficiency engine speed determination unit 54 is configured to output the target engine power Pe.^~Then, the optimum fuel consumption engine speed Neα is determined using the engine output map of the optimum fuel consumption line and the equal power line.
[0054]
The engine operating point calculation unit 55 sets the optimum fuel efficiency engine speed Neα as the engine speed Ne and sets the target engine power Pe.^~The engine torque Te is calculated from the engine speed Ne.
[0055]
The motor operating point calculation unit 56 inputs the engine speed Ne, the output shaft speed No, and the engine torque Te,
In the balance equations (1) to (5), which will be described later, the battery power Pb in the equation (4) is set to Pb = 0, and the simultaneous motion equation is solved to obtain the motor operating point (N1 in the direct power distribution control mode). , T1, N2, T2).
[0056]
First, in the hybrid drive system of FIG. 1, the gear ratio from the engine 1 to the output gear 4 is 1, and the gear ratio from the engine 1 to the first motor generator MG1 is α, and from the output gear 4 to the second motor generator MG2. Is defined as β (see FIG. 2).
When the target output torque To of the tire output is specified, the target gear ratio i, the first motor torque T1, the second motor torque T2, the first motor rotation speed N1, and the second motor rotation speed are achieved so as to achieve this. N2, engine torque Te, and engine speed Ne are set. At this time, the output torque To, the engine torque Te, the engine speed Ne, the output shaft speed No, and the gear ratio i (= Ne / No) are determined by a torque map or the like as shown in FIG. ,
Each motor speed N1, N2 is
N1 = Ne + α (Ne−No). . . (1)
N2 = No-β (Ne-No). . . (2)
It is expressed by the following formula.
Further, the balance on the nomograph can be expressed by the following equation when the motor torques T1 and T2 are used.
Torque vertical balance
To = T1 + T2 + Te. . . (3)
Motor power balance
N1 · T1 + N2 · T2 = Pb. . . (4)
Torque balance in the direction of lever rotation around the engine
αT1 + To = (1 + β) T2. . . (5)
It is expressed by the following formula.
In these equations (1) to (5) (E-IVT balance equation), when the battery power Pb of equation (4) is set to Pb = 0,
T1 = {N2 · Te} / {β · N1 + (α + 1) · N2}. . . (6)
T2 = {N1 · Te} / {β · N1 + (α + 1) · N2}. . . (7)
It becomes. That is, the motor operating points (N1, T1, N2, T2) in the direct power distribution control mode are calculated by the equations (1), (2), (6), and (7).
[0057]
Therefore, the alignment chart in the direct power distribution traveling mode is as shown in FIG. 2, and the rigid lever is controlled by controlling the rotational speed N1 of the first motor generator MG1 and the rotational speed N2 of the second motor generator MG2. Moves, and a wide gear ratio from underdrive to overdrive can be achieved. Theoretically, the battery load can be made zero, and good fuel efficiency can be ensured. Furthermore, the direct power distribution control mode has the following merits.
(1) The motor operating point (the rotational speeds N1, N2 and torques T1, T2 of the first motor generator MG1 and the second motor generator MG2) can be easily calculated by a balance formula.
(2) Two gear ratios at which the motor power (= motor passing power) becomes “zero” (for example, 1 / gear ratio = around 0.6 and 1 / gear ratio = around 1.5) is there.
(3) The motor torque increases toward the low side. That is, the electric lowest side gear ratio is determined by the motor torques T1 and T2.
{Circle around (4)} When the engine 1 is at a low output, the motor torque T1, T2 and the rotational speeds N1, N2 are not restricted on both sides, and the shift range can be made very wide.
[0058]
[Relationship between shift control and drive torque]
In a hybrid vehicle with an electric transmission having three independent torque sources, that is, the engine 1, the first motor generator MG1, and the second motor generator MG2, by controlling these three torques, The speed change response can be controlled and adjusted independently. Among them, the response of the engine torque is relatively low, and can be regarded as a constant output torque when a high speed shift is performed, so the torque of the remaining two motor generators MG1 and MG2 is controlled. At this time,
(1) Increase / decrease (power) of kinetic energy of the rotating system by shifting
(2) Power dissipated out of the system by output driving force (output power),
(3) The product of the constant engine torque and the engine speed at the time of shifting (input power),
(4) Power consumed from the battery by a plurality of motors,
Will be balanced.
[0059]
Of the changes in the output drive torque command by a normal driver, for example, regarding the sudden increase in the output drive torque command called kick down, increasing the output drive torque means that the power dissipated out of the system in (2) above. Will be bigger. At this time, in a normal transmission mechanism, immediately after the kick-down command is generated, a shift (low shift) that increases the engine speed and an increase in output drive torque are commanded. Since the total rotational energy of the transmission mechanism increases at a shift (low shift) that increases the engine speed, the battery uses the power of this energy increase and the increase in dissipated power due to the increase in output drive torque. Will be supplied through. At this time, if the increase in the output drive torque is increased due to the battery power constraint, a fast shift becomes impossible.
[0060]
More specifically, when the target drive torque changes, the appropriate gear ratio changes in the process of setting the appropriate gear ratio by some means. For example, when the main torque source is the engine 1 as in the first embodiment, the optimum efficiency line is determined by the line on the engine speed-torque curve as shown in the engine output map of FIG. There is a means for determining a gear ratio for maintaining the optimum speed. That is, in FIG. 4, when the “drive torque request” that appears in the accelerator operation by the driver changes, the target engine power Pe is changed.^~Changes, the optimal combination of the engine torque Te and the engine speed Ne is calculated, and the “optimal speed ratio (target speed ratio i) determined by the engine speed and the vehicle speed (output shaft speed)” is calculated.^*) "Changes. By the way, the target gear ratio i^*Changes, the torque ratios T1 and T2 of the motor generators MG1 and MG2 are increased or decreased accordingly to change the gear ratio. Here, the response of the engine torque Te is slower than the motor torques T1 and T2, and is assumed to be constant during this period. At this time, if the drive torque is also changed, if the response of the engine torque Te is slow and the change can be ignored, the change of the drive torque must also be covered by the increase and decrease of the motor torques T1 and T2, and the speed ratio is changed. Motor torques T1 and T2 are insufficient, and fast shifting is impossible.
[0061]
[Cooperative control action of shift control and drive torque]
On the other hand, in the first embodiment of the present invention, the torque response of the motor is sufficiently fast with respect to the engine torque response and human perception, and the engine torque response delay and human perception are not felt strange. During the period, the output driving torque is not increased, and the output of the battery 25 is used exclusively for shifting, thereby enabling a fast shifting. This makes it easy to increase the output drive torque required with a delay by approaching the gear ratio suitable for changes in the output drive torque in advance, and also shifts the engine operating points Ne and Te from the fuel efficiency optimum line. Since the fuel consumption becomes smaller, the fuel efficiency improvement effect is obtained.
[0062]
That is, when the change width of the target drive torque is equal to or greater than the drive torque fluctuation threshold value α, in the flowchart of FIG. 3, the flow proceeds from step S1, step S2, step S3, step S6, step S7, and the motor torque T1. , T2 is preceded by a command for obtaining motor rotational speeds N1 and N2, and the gear ratio is set to the target gear ratio i.^*Control to match with is executed. In step S8, the actual speed ratio i is changed to the target speed ratio i.^*, That is, if it is determined that the shift is complete, the process proceeds to step S9 to output a command for obtaining the motor torques T1 and T2.
[0063]
FIG. 5 shows the behavior when trying to change the drive torque and the gear ratio at the same time. Immediately after the accelerator pedal is depressed, the engine torque responds slowly. On the other hand, the motor 1 torque and the motor 2 torque respond immediately, but each (or one) is limited. Since this torque is used for shifting and driving torque compensation, the shifting speed is slow and the driving torque cannot be sufficiently compensated.
[0064]
On the other hand, FIG. 6 shows the behavior when the gear ratio is changed first and then the drive torque is changed according to the first embodiment of the present invention. When performing a high-speed shift, the motor torque is limited (or one) as in the prior art of FIG. Since all this torque is used only for gear shifting, the gear ratio reaches the target value in a shorter time than the prior art of FIG. In FIG. 6, after that, the drive torque is changed. Since the shift is completed, the motor torques T1 and T2 can all be used for response delay compensation of the engine torque Te, and the drive torque is output. Thereafter, since the engine torque Te responds, the compensation by the motor torques T1 and T2 gradually decreases. As described above, when the gear shift is completed first, it is possible to perform a high speed gear shift utilizing the quick response of the motor torques T1 and T2.
[0065]
Thus, in the first embodiment, the target drive torque To^~However, since the drive torque is deferred for a while, the auxiliary torque source motor torque can be increased without increasing the power to the outside of the system as the drive torque increases. All can be used for changing the gear ratio, and a quick gear change is possible. Compared to the case where the drive torque is changed immediately, the gear ratio suitable for producing the drive torque is fast, so the period until the shift is completed is long, and the drive torque is insufficient for that period. Even if a problem occurs, it is possible to avoid problems such as deterioration of fuel consumption during that period. Furthermore, since the transient state is short and the engine state is stabilized immediately, there is a merit of improved fuel consumption compared with the prior art.
[0066]
Next, the effect will be described.
In the hybrid vehicle control apparatus of the first embodiment, the effects listed below can be obtained.
[0067]
(1) A main torque source and a plurality of motor generators MG1 and MG2 as auxiliary torque sources are connected to a two-degree-of-freedom floating gear transmission mechanism, and a speed ratio (speed ratio) between the main torque source and a load. In the hybrid vehicle in which is determined by the motor rotational speeds N1 and N2 of the plurality of auxiliary motor generators MG1 and MG2, when the torque response of the main torque source is slower than the torque response of the auxiliary torque source, the drive torque In response to the change command, the first cooperative control means of the shift control for changing the speed ratio (speed ratio) between the main torque source and the load first and the drive torque control for changing the output drive torque with delay is provided. The speed ratio (transmission ratio) and drive torque can be reached to the target value in a short time with good response to the drive torque fluctuation command, and at the same time, the fuel efficiency can be improved. It is possible to obtain.
[0068]
(2) The first cooperative control means is configured so that the actual speed ratio i is set to the target speed ratio i by the previously performed speed change control.^*Since the drive torque control for obtaining the motor torques T1 and T2 is executed immediately after the delay time has elapsed, the shift from shift control to drive torque control is performed by timer management, for example. Compared to the case, it can be performed at an optimal timing that is neither too early nor too late, and the gear ratio and the drive torque can reach the target value in a very short time due to high response.
[0069]
(3) The two-degree-of-freedom floating gear speed change mechanism includes four elements of the engine 1, the first motor generator MG1, the second motor generator MG2, and the output gear 4 on the nomographic chart, the first motor generator MG1, the engine 1, the output gear 4 and the Ravigneaux type planetary gear train 3 connected so as to be in the order of the rotational speeds of the second motor generator MG2, and the rotational speeds of the engine 1, the first motor generator MG1 and the second motor generator MG2 respectively. The operating point represented by Ne, N1, N2 and torque Te, T1, T2 is a rigid lever model that can simply express the dynamic operation of the Ravigneaux type planetary gear train 3, and the battery power Pb is zero. The balance equation of the rigid lever is established on the nomograph so that the It is possible to achieve a wide gear ratio to overdrive, theoretically to zero the battery load, it is possible to ensure excellent fuel economy performance.
[0070]
(4) The first motor generator MG1 and the second motor generator MG2 are arranged as a stator S as a fixed armature wound with a coil, an outer rotor OR in which a permanent magnet is embedded, An inner rotor IR which is arranged on the inner side and embedded with permanent magnets, and an inverter 24 which is connected to a coil of the stator S and produces a composite current obtained by combining the drive current to the inner rotor IR and the drive current to the outer rotor OR Since the coaxial multi-layer motor 2 includes the battery 25 connected to the inverter 24, the cost (reducing the number of parts, the inverter current, and the case of providing two independent motor generators each having a rotor and a stator are provided. (Reduced rating, reduced magnet) and size (miniaturized by coaxial structure, reduced inverter size) and effectiveness It can be advantageous in terms of (iron loss reducing inverter losses reduction).
[0071]
(5) The planetary gear mechanism includes a common carrier C that supports the first pinion P1 and the second pinion P2 that mesh with each other, a first sun gear S1 that meshes with the first pinion P1, and a second sun gear S2 that meshes with the second pinion P2. The Ravigneaux type planetary gear train 3 having five rotating elements, ie, a first ring gear R1 meshing with the first pinion P1 and a ring gear R2 meshing with the second pinion P2, is used, and the second ring gear R2 and the engine output shaft 10 are clutched. 15, the first sun gear S1 and the first motor generator output shaft 11 are connected, the second sun gear S2 and the second motor generator output shaft 12 are connected, and the output gear 4 (Out) is connected to the common carrier C. ) On the nomograph, the first motor generator MG1, the engine 1, the output gear 4, and the second motor Since the connection is made in the order of the rotation speeds of the nelator MG2, a rigid lever model that can easily express the dynamic operation of the planetary gear mechanism can be introduced, and the axial dimension can be shortened to provide a compact planetary gear mechanism. .
[0072]
(Second embodiment)
In this second embodiment, instead of the first cooperative control means for changing the output drive torque by changing the gear ratio first with a delay with respect to the drive torque fluctuation command, the gear ratio is changed with respect to the drive torque fluctuation command. This is an example in which the second cooperative control means for changing the output drive torque and changing the output drive torque to a small value is adopted. Since the configuration is the same as that of the first embodiment apparatus, illustration and description thereof are omitted.
[0073]
Next, the operation will be described.
[0074]
[Cooperative control processing of shift control and drive torque]
FIG. 7 is a flowchart showing the flow of the cooperative control process between the shift control and the drive torque executed by the cooperative control unit of the hybrid controller 26 of the second embodiment. Each step will be described below (second cooperative control means). ).
[0075]
In step S21, the accelerator opening degree sensor 27 reads the accelerator opening degree APS and the vehicle speed sensor 28 reads the vehicle speed Vsp, and the process proceeds to step S2.
[0076]
In step S22, engine operating points Ne, Te and motor operating points N1, T1, N2, T2 are determined by the direct power distribution mode, and the process proceeds to step S23.
[0077]
In step S23, the currently calculated target drive torque To^~ _nAnd the previously calculated target drive torque To^~ _n-1It is determined whether or not the absolute value of the difference between the two values is equal to or greater than the drive torque fluctuation threshold value α.
[0078]
In step S24, a command for obtaining the engine operating points Ne and Te determined in step S22 is output to the engine controller 21 based on the determination that the drive torque variation in step S23 is small, and the process proceeds to step S25.
[0079]
In step S25, a command for obtaining the motor operating points N1, T1, N2, and T2 determined in step S22 is output to the motor controller 23, and the process proceeds to RETURN.
[0080]
In step S26, a command for obtaining the engine operating points Ne and Te determined in step S22 is output to the engine controller 21 based on the determination that the drive torque variation in step S23 is large, and the process proceeds to step S27.
[0081]
In step S27, a command for obtaining the motor rotation speeds N1, N2 among the motor operating points N1, T1, N2, T2 determined in step S2 is output to the motor controller 23, and the process proceeds to step S28.
[0082]
In step S28, if the motor torques T1 and T2 determined in step S2 are larger than the current value, the previous motor torque T1 is determined._n-1, T2_n-1When the motor torque T1, T2 determined in step S2 is smaller than the current value by adding a constant value ΔT to the previous motor torque T1_n-1, T2_n-1The value obtained by subtracting a constant value ΔT from the current motor torque T1_n, T2_nThe current motor torque T1_n, T2_nIs output to the motor controller 23, and the process proceeds to step S28.
[0083]
In step S29, the current motor torque T1_n, T2_nAre determined to be equal to or greater than the motor torques T1 and T2 determined in step S2, respectively. If NO, the process proceeds to step S30, and if YES, the process proceeds to RETURN.
[0084]
In step S30, the current motor torque T1_n, T2_nAre the previous motor torque T1_n-1, T2_n-1It can be rewritten as
[0085]
[Cooperative control action of shift control and drive torque]
In the second embodiment of the present invention, it is utilized that the torque response of the motor is sufficiently fast with respect to the engine torque response and human perception. By suppressing the increase in torque to a small extent and using most of the output of the battery 25 for shifting, a fast shifting can be achieved. This makes it easy to increase the output drive torque required with a delay by approaching the gear ratio suitable for changes in the output drive torque in advance, and also shifts the engine operating points Ne and Te from the fuel efficiency optimum line. Since the fuel consumption becomes smaller, the fuel efficiency improvement effect is obtained.
[0086]
That is, when the change width of the target drive torque is equal to or greater than the drive torque fluctuation threshold value α, the flow proceeds from step S21 → step S22 → step S23 → step S26 → step S27 in the flowchart of FIG. A command for obtaining Ne, Te and motor rotational speeds N1, N2 is output. Then, in step S28 → step S29 → step S30, a command for finally obtaining the motor torques T1 and T2 is output over a predetermined time while the command value changes little by little.
[0087]
Therefore, also in the second embodiment, when high-speed gear shifting is performed, the motor torque is limited (or one of them) as in the prior art of FIG. Since this torque is mostly used only for gear shifting, the gear ratio reaches the target value in a shorter time than the prior art of FIG. When the shift is completed, all the motor torques T1 and T2 can be used for response delay compensation of the engine torque Te, and the drive torque is output. Thereafter, since the engine torque Te responds, the compensation by the motor torques T1 and T2 gradually decreases. As described above, when the gear shift is completed first, it is possible to perform a high speed gear shift utilizing the quick response of the motor torques T1 and T2.
[0088]
Thus, in the second embodiment, the target drive torque To^~The gear ratio change starts immediately when the change occurs, but in order to moderate the increase and decrease of the drive torque, the increase in power to the outside of the system due to the sudden increase in drive torque is suppressed, and the auxiliary torque source Most of the motor torque can be used to change the gear ratio, and a quick gear shift is possible. Compared to the case where the drive torque is changed immediately, the gear ratio suitable for generating the drive torque is faster, so the period until the shift is completed is longer, and the drive torque is insufficient for that period. Even if a problem occurs, it is possible to avoid problems such as deterioration of fuel consumption during that period. Furthermore, since the transient state is short and the engine state is stabilized immediately, there is a merit of improved fuel consumption compared with the prior art.
[0089]
In addition, in the first embodiment, the response of the drive torque is delayed than usual, and a driver with a sharp sense feels uncomfortable, but in the application of the second embodiment, the drive torque changes immediately after the change of the target drive torque. Therefore, there is an advantage that a sense of incongruity is reduced compared to the case where there is an engine that does not change at all.
[0090]
Next, the effect will be described.
In the hybrid vehicle control apparatus of the second embodiment, the effects listed below can be obtained.
[0091]
(6) A main torque source and a plurality of motor generators MG1 and MG2 as auxiliary torque sources are connected to a two-degree-of-freedom floating gear transmission mechanism, and a speed ratio (speed ratio) between the main torque source and a load. In a hybrid vehicle in which is determined by the motor rotational speeds N1 and N2 of the plurality of auxiliary motor generators MG1 and MG2, when the torque response of the main torque source is slower than the torque response of the auxiliary torque source, the drive torque Since there is provided a second cooperative control means for changing the speed ratio (speed ratio) between the main torque source and the load, and the driving torque control for changing the output driving torque to a small value, Speed ratio (transmission ratio) and drive torque can reach the target value in a short time with good response to the torque fluctuation command. It is possible to obtain.
[0092]
(7) The second cooperative control means simultaneously executes the shift control and the drive torque control with respect to the drive torque variation command. On the shift control side, the final target value of the speed ratio (speed ratio) is set as the command value. On the drive torque control side, since the torque change suppression value in which the drive torque change width per fixed time is suppressed to a small width is used as the command value, the drive torque changes immediately after the change of the target drive torque. Even a sharp driver will not feel uncomfortable.
[0093]
As mentioned above, although the control apparatus of the hybrid vehicle of this invention has been demonstrated based on 1st Example and 2nd Example, about a concrete structure, it is not restricted to these Examples, Claim of Claim Design changes and additions are allowed without departing from the spirit of the invention according to each claim.
[0094]
In the first and second embodiments, the first motor generator and the second motor generator are one motor generator in terms of appearance due to the common stator and the two rotors, but two motor generators are functionally achieved. Although an application example of the coaxial multilayer motor 2 has been shown, two independent AC motor generators or DC motor generators may be used.
[0095]
In the first embodiment and the second embodiment, the application example of the Ravigneaux type compound planetary gear train 3 is shown as the planetary gear mechanism, but four elements of the engine, the first motor generator, the second motor generator, and the output member are provided. The coupling is not limited to the Ravigneaux type planetary gear train 3 as long as it is a mechanism constituted by planetary gears having at least four rotating elements.
[Brief description of the drawings]
FIG. 1 is an overall system diagram showing a control apparatus for a hybrid vehicle of a first embodiment.
FIG. 2 is an alignment chart in a direct power distribution control mode of the first embodiment device;
FIG. 3 is a flowchart showing a flow of cooperative control processing of shift control and drive torque executed by a cooperative controller of the hybrid controller in the first embodiment device.
FIG. 4 is a motor control block diagram in a direct power distribution control mode in the hybrid controller of the first embodiment apparatus.
FIG. 5 is a time chart showing an accelerator pedal, a driving force command / actual record, a transmission ratio command / actual record, an engine torque, a motor 1 torque, and a motor 2 torque when an attempt is made to simultaneously change the drive torque and the gear ratio.
FIG. 6 is a time chart showing an accelerator pedal, a driving force command / actual record, a transmission ratio command / actual record, an engine torque, a motor 1 torque, and a motor 2 torque when the gear ratio is changed first and then the driving force is changed. is there.
FIG. 7 is a flowchart showing a flow of cooperative control processing of shift control and drive torque executed by the cooperative controller of the hybrid controller in the second embodiment device.
[Explanation of symbols]
1 Engine (main torque source)
2 Coaxial multilayer motor (multiple motors that are auxiliary torque sources)
3 Ravigneaux type compound planetary gear train (two-degree-of-freedom planetary gear transmission mechanism)
4 Output gear (load)
5 Counter gear
6 Drive gear
7 Differential
8,8 Drive shaft
9 Motor & gear case
10 Engine output shaft
11 First motor generator output shaft
12 Second motor generator output shaft
13 Motor room
14 Gear chamber
15 clutch
16 High brake
17 Low brake
21 Engine controller
22 Throttle valve actuator
23 Motor controller
24 inverter
25 battery
26 Hybrid controller
27 Accelerator opening sensor
28 Vehicle speed sensor
29 Motor temperature sensor
30 Engine speed sensor

Claims (7)

A main torque source and a plurality of motors serving as auxiliary torque sources are connected to a floating gear transmission mechanism having two degrees of freedom, and a plurality of motors having an auxiliary speed ratio (speed ratio) between the main torque source and the load In a hybrid vehicle determined by the rotational speed of
When the torque response of the main torque source is slower than the torque response of the auxiliary torque source, a shift that changes the speed ratio (speed ratio) between the main torque source and the load first in response to a drive torque fluctuation command. A hybrid vehicle control device comprising first cooperative control means for control and drive torque control for changing output drive torque with a delay. In the hybrid vehicle control device according to claim 1,
The first cooperative control means sets a time until the speed ratio (speed ratio) reaches a target value by the speed change control performed earlier, and executes the drive torque control immediately after the delay time elapses. A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 1 or 2,
The two-degree-of-freedom floating gear speed change mechanism includes four elements, an engine, a first motor generator, a second motor generator, and an output member, on a collinear diagram, the first motor generator, the engine, the output member, and the second motor generator. The planetary gear mechanism is connected in order of the rotational speed of
The operating points represented by the rotational speed and torque of the engine, the first motor generator, and the second motor generator are introduced with a rigid lever model that can easily express the dynamic operation of the planetary gear mechanism, and the battery power is reduced. A control device for a hybrid vehicle, characterized in that a balance formula of rigid levers is established on a nomograph when zero is set. In the hybrid vehicle control device according to claim 3,
The first motor generator and the second motor generator are a stator as a fixed armature wound with a coil, an outer rotor disposed outside the stator and having a permanent magnet embedded therein, an inner rotor and a permanent magnet. An embedded inner rotor, an inverter connected to a stator coil and generating a composite current obtained by combining a drive current to the inner rotor and a drive current to the outer rotor, and a battery connected to the inverter A control apparatus for a hybrid vehicle, characterized by being a coaxial multilayer motor. In the hybrid vehicle control device according to claim 2 or 3,
The planetary gear mechanism includes a common carrier that supports a first pinion and a second pinion that mesh with each other, a first sun gear that meshes with the first pinion, a second sun gear that meshes with the second pinion, and a first ring gear that meshes with the first pinion. And a Ravigneaux type compound planetary gear train having five rotating elements with a second ring gear meshing with the second pinion,
Connecting the second ring gear and the engine output shaft via a clutch, connecting the first sun gear and the first motor generator output shaft, connecting the second sun gear and the second motor generator output shaft, A control apparatus for a hybrid vehicle, wherein an output member is connected to a common carrier so that the first motor generator, the engine, the output member, and the second motor generator are connected in order of rotation speed on the collinear diagram. A main torque source and a plurality of motors that are auxiliary torque sources are connected to a floating gear transmission mechanism with two degrees of freedom, and a plurality of motors that have an auxiliary speed ratio (transmission ratio) between the main torque source and the load In a hybrid vehicle determined by the rotational speed of
Shift control that greatly changes the speed ratio (speed ratio) between the main torque source and the load in response to a drive torque fluctuation command when the torque response of the main torque source is slower than the torque response of the auxiliary torque source And a second cooperative control means for driving torque control for changing the output driving torque to a small value. In the hybrid vehicle control device according to claim 6,
The second cooperative control means simultaneously executes the shift control and the drive torque control with respect to the drive torque variation command. On the shift control side, the final target value of the speed ratio (speed ratio) is set as the command value, and the drive torque A control apparatus for a hybrid vehicle, characterized in that on the control side, a torque change suppression value in which a drive torque change width at regular intervals is suppressed to a small width is used as a command value.

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