JP3922250B2 - Gear ratio control device for hybrid transmission - Google Patents

Description

  The present invention relates to a gear ratio control device for a hybrid transmission in which an engine, an output member, a first motor generator, and a second motor generator are connected to separate rotating elements in a differential device having two degrees of freedom and at least four rotating elements. It is.

Conventionally, in a transmission having a mechanism that generates a gear ratio by two motor generators, for example, during traveling while keeping the accelerator operation amount constant, the gear ratio is controlled by maintaining the engine speed at a command value. . Further, when an accelerator foot release operation or the like is performed, the vehicle is decelerated while controlling the gear ratio in accordance with the traveling state such as required driving force or vehicle speed (see, for example, Patent Document 1).
JP 2003-34154 A

  However, the control of the conventional hybrid transmission includes the input motor speed control (speed ratio control) corresponding to the speed ratio control operation amount and the first motor generator torque T1 and the second speed by, for example, a method of directly solving the equation of motion. Separated from the torque control that controls the instantaneous driving force while stabilizing the gear ratio by the three torques of the motor generator torque T2 and the engine torque Te, each operating point of the engine and both motor generators (rotation speed and torque) ) Control is included, so both torque control for stabilizing the gear ratio and torque control for obtaining instantaneous driving force are included during torque control, and the gear ratio is stable without affecting the gear ratio control. In order to perform the control and the instantaneous driving force control, there is a problem that adjustment between these controls is difficult and the arithmetic processing is complicated.

  The present invention has been made paying attention to the above-described problem, and can provide a speed change control torque that easily stabilizes the speed ratio on the speed ratio control side while making non-interference with the instantaneous driving force control, and a disturbance torque. It is an object of the present invention to provide a gear ratio control device for a hybrid transmission that can suppress gear ratio fluctuation and driving force fluctuation at the time of input.

To achieve the above object, in the present invention, a hybrid transmission in which an engine, an output member, a first motor generator, and a second motor generator are connected to separate rotating elements in a differential device having at least four rotating elements with two degrees of freedom. In
Deviation calculation means for calculating the deviation between the command value of the transmission ratio representative amount and the actual measurement value, and disturbance torque for calculating the estimated disturbance torque by subtracting the previous value of the transmission ratio control operation amount from the change amount of the actual transmission ratio representative amount An estimated value calculating means; a transmission ratio control operation amount calculating means for calculating a transmission ratio control operation amount based on the deviation and the disturbance torque estimated value; and the acceleration of each drive input element in the transmission ratio control operation amount and the shift motion Gear ratio component command value calculating means for calculating a gear ratio component command value for each drive input element torque according to the ratio and inertia; and a gear ratio for commanding the gear ratio component command value to the torque actuator of each drive input element Control command means.

  Therefore, in the gear ratio control device for a hybrid transmission according to the present invention, the gear ratio component command value of the drive input element torque is set to the gear ratio control operation amount calculated by the gear ratio control operation amount calculating means, By calculating the acceleration ratio of each drive input element in motion and the inertia of each drive input element in speed change motion, the gear ratio changes as the lever on the nomograph rotates around the output point. In addition, since a shift control torque is provided at which the vehicle body inertia reaction force with respect to the shift motion becomes zero at the lever output point, the shift ratio control side can easily stabilize the shift ratio without interfering with the instantaneous driving force control. A shift control torque can be applied. In addition, the transmission ratio control manipulated variable is calculated based on the disturbance torque estimated value from the disturbance torque estimated value calculating means, and the disturbance torque observer is configured as the disturbance acting on the input point to perform feedforward compensation. When the torque is input, the gear ratio fluctuation and the driving force fluctuation can be reduced.

  Hereinafter, the best mode for realizing a gear ratio control apparatus for a hybrid transmission according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
[Hybrid transmission drive system]
FIG. 1 is an overall system diagram showing a hybrid transmission to which the gear ratio control apparatus of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid transmission in the first embodiment has an engine E, a first motor generator MG1, and a second motor generator MG2 as power sources. A differential device in which these power sources E, MG1, MG2 and an output shaft OUT (output member) are connected includes a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, and an engine clutch. It has EC, low brake LB, high clutch HC, and high low brake HLB.

  A multilayer motor in which a stator S, an inner rotor IR, and an outer rotor OR are arranged on the same axis is applied to the first motor generator MG1 and the second motor generator MG2. This multi-layer motor controls the inner rotor IR and the outer rotor OR independently by applying a composite current (for example, a combined current of three-phase alternating current and six-phase alternating current) to the stator coil of the stator S. The stator S and the outer rotor OR constitute a first motor generator MG1, and the stator S and the inner rotor IR constitute a second motor generator MG2.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 constituting the differential device are all single pinion type planetary gears. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and the second pinion carrier PC2 And the third ring gear R3 are directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. 6 rotation elements.

  The connection relationship among the power sources E, MG1, MG2, the output shaft OUT, the engine clutch EC, and the engagement elements LB, HC, HLB for the six rotating elements of the differential device will be described. The second rotating member M2 is in a free state that is not connected to any of these, and the remaining five rotating elements are connected as follows.

  The engine output shaft of the engine E is connected to the third rotating member M3 via the engine clutch EC. That is, when the engine clutch EC is engaged, the second pinion carrier PC2 and the third ring gear R3 are set to the engine speed via the third rotation member M3.

  The first motor generator output shaft of the first motor generator MG1 is directly connected to the second ring gear R2. Further, a high / low brake HLB is interposed between the first motor generator output shaft and the transmission case TC. That is, when releasing the high / low brake HLB, the second ring gear R2 is set to the rotation speed of the first motor generator MG1. When the high / low brake HLB is engaged, the rotation of the second ring gear R2 and the first motor generator MG1 is stopped.

  The second motor generator output shaft of the second motor generator MG2 is directly connected to the first rotating member M1. Further, a high clutch HC is interposed between the second motor generator output shaft and the first pinion carrier PC1, and a low brake LB is interposed between the first pinion carrier PC1 and the transmission case TC. Is done. That is, when only the low brake LB is engaged, the first pinion carrier PC1 is stopped, and when only the high clutch HC is engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are connected to the second motor generator MG2. Set to rotation speed. Further, when the low brake LB and the high clutch HC are engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are stopped.

  The output shaft OUT is directly connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).

  As a result, as shown in FIGS. 4 and 5, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), the second motor generator MG2 (S1) , S2), and a rigid lever model that can simply represent the dynamic behavior of the planetary gear train can be introduced.

  Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. Take the number of rotations (rotational speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and align the intervals of each rotating element based on the gear ratio of sun gear and ring gear The lever ratios (α, β, δ) are arranged. Incidentally, (1) shown in FIGS. 4 (a) and 5 (a) is a collinear diagram of the first planetary gear PG1, (2) is a collinear diagram of the second planetary gear PG2, (3) Is a collinear diagram of the third planetary gear PG3.

  The engine clutch EC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the engine E on the alignment charts of FIGS. 4 and 5. The rotation and torque are input to the third rotation member M3 that is the engine input rotation element of the differential.

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed at a position outside the rotational speed axis of the second motor generator MG2 on the alignment chart of FIGS. As shown in (a), (b) of FIG. 5 and (a), (b) of FIG. 5, a low-side gear ratio mode for sharing the low-side gear ratio is realized, and the gear ratio is fixed to the low gear ratio.

  The high clutch HC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment charts of FIGS. 4 (d), (e) and (d), (e) of FIG. 5 realize the high side gear ratio mode for sharing the high side gear ratio.

  The high / low brake HLB is a multi-plate friction brake that is fastened by hydraulic pressure, and is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the collinear charts of FIGS. The gear ratio is fixed to the low gear ratio on the underdrive side by fastening together with the high gear ratio, and the gear ratio is fixed to the high gear ratio on the overdrive side by fastening with the high clutch HC.

[Control system for hybrid transmission]
As shown in FIG. 1, the control system in the hybrid transmission of 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, an accelerator opening. A degree sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, and a third ring gear speed sensor 12. Configured.

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

  The motor controller 2 responds to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver, and the motor of the first motor generator MG1. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3 (torque actuator). 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 a stator coil of the stator S common to the first motor generator MG1 and the second motor generator MG2, and generates a composite current according to a command from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the low brake LB, the high clutch HC, and the high / low brake HLB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information such as the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, and the engine input rotational speed ωin from the third ring gear rotational speed sensor 12. Then, a predetermined calculation process 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]
Since the hybrid transmission of the first embodiment can coaxially match the output shaft OUT of the transmission with the engine output shaft, the hybrid transmission is not limited to an FF vehicle (front engine / front drive vehicle) but also an FR vehicle (front engine It can be mounted on a rear drive vehicle) and is not divided into the low-side continuously variable gear ratio mode and the high-side continuously variable gear ratio mode, rather than covering the regular gear ratio range in one driving mode as the continuously variable gear ratio mode. Since the common gear ratio range is covered, the output sharing ratio by the two motor generators MG1 and MG2 can be suppressed to about 20% or less of the output generated by the engine E.

  As shown in FIG. 2, the traveling mode includes a low fixed speed ratio mode (hereinafter referred to as “Low mode”), a low-side continuously variable speed ratio mode (hereinafter referred to as “Low-iVT mode”), and 2-speed fixed mode (hereinafter referred to as “2nd mode”), high-side continuously variable gear ratio mode (hereinafter referred to as “High-iVT mode”), and high fixed gear ratio mode (hereinafter referred to as “High mode”). And 5) driving modes.

  As shown in FIG. 2, the Low mode is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB. The Low-iVT mode is obtained by engaging the low brake LB, releasing the high clutch HC, and releasing the high / low brake HLB. The 2nd mode is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High-iVT mode is obtained by releasing the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High mode is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB.

  For these five driving modes, the electric vehicle mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and the engine E and both motor generators MG1 and MG2 are used. And a hybrid vehicle mode (hereinafter referred to as “HEV mode”). Therefore, as shown in FIG. 3, when the EV mode and the HEV mode are combined, “10 driving modes” are realized. Figure 4 shows an EV-Low mode collinear diagram, EV-Low-iVT mode collinear diagram, EV-2nd mode collinear diagram, EV-High-iVT mode (electric vehicle continuously variable transmission ratio mode) ) And EV-High mode alignment charts are shown respectively. Fig. 5 shows HEV-low mode collinear diagram, HEV-Low-iVT mode collinear diagram, HEV-2nd mode collinear diagram, HEV-High-iVT mode (hybrid vehicle continuously variable gear ratio mode) ) And HEV-High mode alignment charts are shown respectively.

  Here, the integrated controller 6 is set in advance with a travel mode map in which the “10 travel modes” are allocated in a three-dimensional space by the accelerator opening AP, the vehicle speed VSP, and the battery SOC. When traveling, the travel mode map is searched based on the detected values of the accelerator opening AP, the vehicle speed VSP, and the battery SOC, and the optimal travel mode is selected according to the vehicle operating point and battery charge determined by the accelerator opening AP and the vehicle speed VSP. The

  When the mode is changed between the “EV mode” and the “HEV mode” by selecting the travel mode map, the engine clutch EC engagement control and the engine clutch EC Release control, or in addition, engagement / release control of engagement elements such as clutches and brakes is executed. In addition, when performing mode transition between the five modes of “EV mode” and mode transition between the five modes of “HEV mode”, the engagement / release control of the engagement elements such as clutches and brakes is executed. Is done. These mode transition controls are performed by sequence control according to a predetermined procedure so that the engine operating point and the motor operating point are smoothly transferred.

  Next, the operation will be described.

[Gear ratio control processing]
FIG. 6 is a flowchart showing the flow of the gear ratio control process executed in the integrated controller 6 of the first embodiment. Each step will be described below. This flowchart starts when “EV-High-iVT mode (FIG. 4 (d))” is selected during driving, and from “EV-High-iVT mode” to “HEV-High-iVT mode ( When the mode transition is made to “(d))” in FIG.

  In step S1, a transmission ratio representative amount actual measurement value ωi act [i] such as the engine input rotational speed ωin from the third ring gear rotation speed sensor 12 is calculated (however, i-th control calculation), and the process proceeds to step S2. .

In step S2, a transmission ratio representative amount command value ωi ref [i] such as an engine input rotational speed command value is calculated, and the transmission ratio representative amount command value ωi ref [i] and the transmission ratio representative amount actual measurement value ωi act [i] are calculated. Deviation Error [i] is calculated by the following equation (1), and the process proceeds to step S3 (deviation calculation means).
Error [i] ＝ ωi ref [i] −ωi act [i]… (1)

In step S3, a shift action torque is calculated based on the difference between the current value ωi act [i] and the previous value ωi act [i-1] of the actual change ratio value of the gear ratio, and the gear ratio control operation is calculated from this shift action torque. The disturbance torque estimated value Ti dis [i] is calculated by the following equation (2) obtained by subtracting the previous value Ti ref [i-1] of the quantity, and the process proceeds to step S4 (disturbance torque estimated value calculating means).
Ti dis [i] = f (ωi act [i] −ωi act [i-1]) − Ti ref [i-1] (2)

In step S4, based on the deviation Error [i] calculated in step S2 and the disturbance torque estimated value Ti dis [i] calculated in step S3, the gear ratio control operation is performed by the following equation (3). The amount Ti ref [i] is calculated, and the process proceeds to step S5 (speed ratio control operation amount calculation means).
Ti ref [i] = Kp (1 + 1 / (τs)) Error [i] −Ti dis [i] (3)

In step S5, the following equation (4) is obtained from the gear ratio control manipulated variable Ti ref [i] calculated in step S4, the acceleration ratio 1 of the engine E in the shift motion, and the engine inertia Je in the shift motion. ) To calculate the gear ratio component command value dTe of the engine torque Te and shift to step S6 (speed ratio component command value calculation means).
dTe = 1 ・ Je ・ Ti ref = Je ・ Ti ref [i] (4)
In the EV-High-iVT mode that does not use the engine E, the gear ratio component command value dTe of the engine torque Te is set to dTe = 0.

In step S6, the gear ratio control manipulated variable Ti ref [i] calculated in step S4, the acceleration ratio (α + 1) of the first motor generator MG1 in the shift motion, the first motor generator inertia J1 in the shift motion, Thus, the gear ratio component command value dT1 of the first motor generator torque T1 is calculated by the following equation (5), and the process proceeds to step S7 (speed ratio component command value calculation means).
dT1 = (α + 1) · J1 · Ti ref [i] (5)

In step S7, the speed ratio control operation amount Ti ref [i] calculated in step S4, the acceleration ratio (−β) of the second motor generator MG2 in the speed change motion, and the second motor generator inertia J2 in the speed change motion. Thus, the gear ratio component command value dT2 of the second motor generator torque T2 is calculated by the following equation (6), and the process proceeds to step S8 (speed ratio component command value calculating means).
dT2 = (− β) · J2 · Ti ref [i] (6)

  In step S8, each gear ratio component command value dTe, dT1, dT2 obtained by the above process is output to the torque actuator, and the process proceeds to step S9.

  In step S9, it is determined whether or not the control cycle has ended, and this determination is repeated until the control cycle ends. When the control cycle ends, the process proceeds to step S10.

  In step S10, it is determined whether or not the gear ratio control is terminated by mode transition from the HEV-High-iVT mode to the fixed gear ratio mode. If YES, the gear ratio control is terminated. If NO, the process proceeds to step S1. Return.

[Relationship between transmission mode control and transmission ratio control]
First, as shown in FIG. 7 (a), the variable speed movement mode is, for example, the highest inertia to balance the lever rotation direction by the first motor generator torque T1, the engine torque Te, and the second motor generator torque T2. In this mode, the lever on the nomograph is rotated around the large output shaft OUT.

  On the other hand, as an acceleration motion mode, as shown in FIG. 7B, for example, the instantaneous driving force to the output shaft OUT is distributed to the first motor generator torque T1 and the second motor generator torque T2, and the output shaft OUT A mode in which the lever on the nomograph is rotated around the engine E so as to increase the rotational speed, and, for example, as shown in FIG. There is a mode in which the lever on the nomograph is translated upward so as to distribute the torque T1, engine torque Te, and second motor generator torque T2 to increase the rotational speed of the output shaft OUT.

  Here, when FIGS. 7 (a) and 7 (b) are compared, the center of rotation of the lever on the nomograph is different, but the same is true in that the lever on the nomograph is rotated. There is a non-interfering relationship with the acceleration motion mode in which the levers on the nomogram are rotated. Focusing on this relationship, in the present invention, the instantaneous driving force control and the speed ratio stabilization control are separated from the torque control, and the torque control for speed ratio stabilization is incorporated in the speed ratio control.

  [Disturbance torque compensation]

  When the transmission ratio control by the transmission ratio stabilization torque control is employed, for example, there is no problem during traveling in which the traveling mode remains unchanged in the EV-High-iVT mode. However, when the engine E is started by the engagement of the engine clutch EC from the EV-High-iVT mode and the mode transitions to the HEV-High-iVT mode, the engine cranking at the time of engine start in the mode transition transition period There is a problem that torque becomes a disturbance, and the input rotation speed to the differential device decreases due to the disturbance torque, and the gear ratio changes to the upshift side.

  Therefore, in the first embodiment, as shown in the control block diagram of FIG. 8, as the speed ratio control at the time of engine start accompanying the mode transition to the engine use mode, in the first subtractor 21, the engine clutch speed command value, The deviation between the actual engine clutch speed actual value (= measured value by the third ring gear rotation speed sensor 12) obtained by feeding back the output after passing through the electric transmission (= hybrid transmission) is calculated. On the other hand, the second subtracter 22 subtracts the previous gear ratio control manipulated variable from the gear shift action torque (engine clutch point action torque estimated value) calculated from the change amount of the engine clutch speed actual value by the output feedback, and thereby generates disturbance torque. An estimated value (engine cranking torque estimated value) is calculated. Further, in the third subtracter 23, the disturbance torque calculated by the second subtracter 22 from the steady gear ratio control operation amount calculated by the gear ratio controller based on the deviation calculated by the first subtractor 21. Subtract the estimated value to calculate the gear ratio control manipulated variable. Then, by multiplying the calculated speed ratio control operation amount by the acceleration ratio (α + 1, −β) in the speed change motion in each motor generator MG1, MG2, the motor 1 acceleration in the speed change motion and the speed change speed in the speed change motion By calculating the motor 2 acceleration and multiplying each motor generator MG1, MG2 by the inertia (J1, J2) in the shifting motion, the gear ratio component command for the motor 1 torque and the gear ratio of the motor 2 torque The component command is calculated and input to the electric transmission.

  In other words, a disturbance observer is added to the transmission ratio control loop (input point rotational speed feedback control) in the electric vehicle traveling mode, and feedforward compensation is added to the transmission ratio control manipulated variable (input point rotational speed feedback control manipulated variable). Thus, the load torque when starting the engine is estimated, and the variation of the gear ratio and the driving force is suppressed to be small.

  Here, the disturbance observer passes the rotational speed of the input point (engine clutch rotational element) through the reverse system (pseudo-derivative) of the shift inertia moment, and the actual shift torque actual value (speed ratio control operation amount) to the input point. And the remaining one is estimated as the disturbance transmission torque to the input point. The disturbance speed change torque corresponds to the cranking torque at the time of starting the engine when the engine E is started in the electric vehicle traveling mode (the engine clutch EC is engaged or slip-engaged).

  In this way, the disturbance observer is not configured from the entire dynamic system model, but the observer is designed, configured, and adjusted by the number r of disturbance torque observers specified in the scene of engine start as described above. It can be simplified.

[Gear ratio control action]
During traveling with the EV-High-iVT mode selected, in the flowchart of FIG. 6, the flow proceeds from step S1, step S2, step S3, step S4, step S5, step S6, step S7, step S8, and disturbance. Since almost no torque is input, the disturbance torque estimated value Ti dis [i] is almost zero in step S3, and in step S4, the gear ratio control manipulated variable Ti ref [i] is calculated only in accordance with the deviation Error. The In step S5, the gear ratio component command value dTe of the engine torque Te is set to 0. In steps S6 and S7, the gear ratio control operation amount Ti ref [i] calculated in step S4 and the speed change motion are obtained. On the basis of the acceleration ratio (α + 1, −β) and the inertia (J1, J2) in the shift motion, the gear ratio component command value dT1 of the first motor generator torque T1 and the second motor generator torque T2 The gear ratio component command value dT2 is calculated, and in step S8, the gear ratio component command values dT1 and dT2 are output to the torque actuator.

  Next, at the time of mode transition from the EV-High-iVT mode to the HEV-High-iVT mode and when the engine E is started by the engagement (or slip engagement) of the engine clutch EC, in the flowchart of FIG. Step S1, step S2, step S3, step S4, step S5, step S6, step S7, step S8, and the engine cranking torque becomes disturbance torque. In step S3, the estimated disturbance torque value to the input point Ti dis [i] is calculated, and in step S4, the gear ratio control manipulated variable Ti ref [i] is calculated based on the deviation Error and the estimated disturbance torque Ti dis [i]. In step S5, the gear ratio component command value dTe of the engine torque Te is set to 0. In steps S6 and S7, the gear ratio control operation amount Ti ref [i] calculated in step S4 and the speed change motion are obtained. On the basis of the acceleration ratio (α + 1, −β) and the inertia (J1, J2) in the shift motion, the gear ratio component command value dT1 of the first motor generator torque T1 and the second motor generator torque T2 The gear ratio component command value dT2 is calculated, and in step S8, the gear ratio component command values dT1 and dT2 are output to the torque actuator.

  Further, when the vehicle travels in the HEV-High-iVT mode after the engine is started, in the flowchart of FIG. 6, the flow proceeds from step S1, step S2, step S3, step S4, step S5, step S6, step S7, and step S8. Since disturbance torque is hardly inputted, the disturbance torque estimated value Ti dis [i] is almost zero in step S3, and in step S4, the gear ratio control operation amount Ti ref [i] is determined only in accordance with the deviation Error. Is calculated. In step S5, step S6, and step S7, the gear ratio control operation amount Ti ref [i] calculated in step S4, the acceleration ratio (1, α + 1, −β) in the shift motion, Based on the inertia (je, J1, J2), the gear ratio component command value dTe of the engine torque Te, the gear ratio component command value dT1 of the first motor generator torque T1, and the second motor generator torque T2 The gear ratio component command value dT2 is calculated, and in step S8, the gear ratio component command values dTe, dT1, and dT2 are output to the torque actuator.

  Therefore, for example, when traveling in the HEV-High-iVT mode after the engine is started, as shown in FIG. 9, the lever on the nomograph is the transmission ratio control manipulated variable Ti ref [i ], The gear ratio is changed from the dotted line position to the solid line position, and the gear ratio component command value dT1 and the first motor generator inertia reaction force against the gear shift movement are balanced at the lever position after the gear shift. The ratio component command value dTe and the engine inertia reaction force with respect to the shift motion are balanced, and the gear ratio component command value dT2 and the second motor generator inertia reaction force with respect to the shift motion are balanced. As a result, at the position of the output shaft OUT, the vehicle body inertia reaction force with respect to the shift movement becomes zero, and the torque balance in the rotational direction is balanced and stable at the lever position after the shift, that is, a stable feedback control of the gear ratio is achieved. Will be.

  Next, the disturbance torque compensation is zero when the engine E is started by the engagement (or slip engagement) of the engine clutch EC during the mode transition from the EV-High-iVT mode to the HEV-High-iVT mode. The case (FIG. 10) is compared with the case (FIG. 11) with disturbance compensation in the first embodiment.

  When the disturbance torque compensation is zero, as shown in the disturbance torque characteristic diagram of FIG. 10, the engine cranking torque due to the sudden pull-in torque is input at the start of the engine start, whereas the feedback having a large response delay This is dealt with by the gear ratio control operation amount by the control. Therefore, as shown in the input rotational speed characteristic diagram of FIG. 10, for example, the input rotational speed drop during engine cranking is large, for example, 20 [rsd / s] (200 rpm), and the input rotational speed drop state is Continue for 2 [sec].

  On the other hand, in the case of the disturbance compensation of the first embodiment, as shown in the disturbance torque characteristic diagram of FIG. 11, the engine cranking torque due to the sudden pull-in torque is input at the time of starting the engine, whereas Disturbance torque is compensated by high-response feedforward compensation with a delay of one control cycle, and the speed ratio control operation amount rises quickly. Therefore, as shown in the input rotational speed characteristic diagram of FIG. 11, for example, the input rotational speed drop at the time of engine cranking can be suppressed to be as small as, for example, 7 [rsd / s] (70 rpm). The state ends in a short time of 0.5 [sec].

Next, the effect will be described.
In the gear ratio control apparatus for the hybrid transmission according to the first embodiment, the following effects can be obtained.

  (1) In a hybrid transmission in which the engine E, the output shaft OUT, the first motor generator MG1, and the second motor generator MG2 are connected to separate rotating elements in a differential device having two degrees of freedom and at least four rotating elements. Deviation calculation means for calculating the deviation between the representative amount command value and the actual transmission ratio representative amount actual value, the shift operation torque is calculated based on the difference between the current value and the previous value of the actual transmission ratio representative amount, and this transmission operation A disturbance torque estimated value calculating means for calculating a disturbance torque estimated value by subtracting the previous value of the transmission ratio control operation amount from the torque; a deviation from the deviation calculating means; and a disturbance torque estimated value from the disturbance torque estimated value calculating means Based on the transmission ratio control operation amount calculation means for calculating the transmission ratio control operation amount, the transmission ratio control operation amount calculated by the transmission ratio control operation amount calculation means, and each drive input element in the shift motion Gear ratio component command value calculation for calculating a gear ratio component command value for each drive input element torque input to the differential device based on the acceleration ratio and the inertia of each drive input element in the shift motion And a gear ratio component command value of each drive input element torque calculated by the gear ratio component command value calculating means is commanded to a torque actuator of each drive input element that is drivingly input to the differential device. Transmission ratio control command means, so that the transmission ratio control side can easily provide a transmission control torque that stabilizes the transmission ratio while maintaining non-interference with instantaneous driving force control, and the transmission ratio is controlled when disturbance torque is input. The fluctuation and the driving force fluctuation can be suppressed small.

  (2) An engine clutch EC is provided in an engine input system that connects the engine E and the differential device, and the disturbance torque estimated value calculation means starts from an EV-high-iVT mode in which the engine clutch EC is in a released state. When the engine clutch EC engagement or slip engagement has elapsed and the mode transitions to the HEV-high-iVT mode, the disturbance torque observer is used to calculate the estimated engine cranking torque generated by engine startup as the estimated disturbance torque. Design, configuration and adjustment can be simplified.

(3) The gear ratio component command value calculation means is configured to change the EV-high-iVT mode before starting the engine that releases the engine clutch EC when the mode transition from the EV-high-iVT mode to the HEV-high-iVT mode. In iVT mode,
dT1: dT2 = (α + 1) J1: (−β) J2
However, (α + 1): Acceleration ratio in the shifting motion of the first motor generator MG1, J1: Inertia in the shifting motion of the first motor generator MG1, (−β): Acceleration ratio in the shifting motion of the second motor generator MG2 , J2: Gear ratio component command value dT1 of the first motor generator torque T1 and gear ratio component of the second motor generator torque T2 so that the ratio relationship given by the inertia in the speed change motion of the second motor generator MG2 is established. Since the command value dT2 is calculated, the speed ratio stabilization feedback control can be performed without running interference with the instantaneous driving force during traveling with the EV-high-iVT mode selected.

(4) The gear ratio component command value calculating means is configured to enable HEV-high- after engine start with the engine clutch EC engaged when the mode transition is made from the EV-high-iVT mode to the HEV-high-iVT mode. In iVT mode,
dT1: dTe: dT2 = (α + 1) J1: (1) Je: (−β) J2
Where, (α + 1): Acceleration ratio in the shifting motion of the first motor generator, J1: Inertia in the shifting motion of the first motor generator, (1): Acceleration ratio in the shifting motion of the engine, Je: Shifting motion of the engine (−β); acceleration ratio in the shifting motion of the second motor generator; J2; the first motor generator torque T1 so that the ratio relationship given by the inertia in the shifting motion of the second motor generator is established. Select HEV-high-iVT mode to calculate the gear ratio component command value dT1, the gear ratio component command value dTe of the engine torque Te, and the gear ratio component command value dT2 of the second motor generator torque T2. During traveling, the speed ratio stabilizing feedback control can be performed without interference with the instantaneous driving force. In addition, since the engine torque Te is also used as the gear ratio stabilizing operation amount, the limit performance (upper / lower speed limit) during large-amplitude operation increases.

  Although the gear ratio control device for a hybrid transmission according to the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention.

  For example, in Example 1, although the example by HEV-High-iVT mode and EV-High-iVT mode was shown, it is applicable also to HEV-Low-iVT mode and EV-Low-iVT mode. In this case, the acceleration ratio (Ka) in the speed change motion of the first motor generator MG1 and the acceleration ratio (−Kb) in the speed change motion of the second motor generator MG2 are merely changed to values different from those in the first embodiment. is there.

  Although an example in which the transmission ratio control device of the present invention is applied to a hybrid transmission using a differential device composed of three single pinion type planetary gears has been shown, the differential device having at least 4 rotation elements with 2 degrees of freedom is used as an engine. If the transmission is a hybrid transmission in which the output member, the first motor generator, and the second motor generator are connected to separate rotating elements, for example, a hybrid transmission having a differential device composed of a Ravigneaux planetary gear train, etc. Can be applied.

1 is an overall system diagram showing a hybrid transmission to which a gear ratio control apparatus of Embodiment 1 is applied. It is a figure which shows the fastening / release state of three engagement elements in each driving mode in a hybrid transmission. FIG. 4 is a diagram showing respective operation tables of an engine, an engine clutch, a motor generator, a low brake, a high clutch, and a high / low brake in five driving modes in the electric vehicle mode and five driving modes in the hybrid vehicle mode in the hybrid transmission. . It is a collinear diagram which shows five driving modes in the electric vehicle mode in the hybrid transmission. It is a collinear diagram which shows five driving modes in a hybrid vehicle mode in a hybrid transmission. 3 is a flowchart illustrating a flow of a gear ratio control process executed in the integrated controller of the first embodiment. It is operation | movement explanatory drawing which shows each collinear lever operation | movement of the speed change motion mode and the speed change motion mode and the non-interference acceleration motion mode and normal acceleration motion mode. It is a control system block diagram in the case of performing gear ratio control during constant speed driving | running | working with the gear ratio control apparatus of Example 1. FIG. FIG. 6 is an explanatory diagram of a gear ratio stabilization operation when the gear ratio control is performed by the gear ratio control apparatus according to the first embodiment. It is a figure which shows the input torque characteristic, disturbance torque characteristic, and input rotation speed characteristic at the time of engine starting in the case of no disturbance torque compensation by the gear ratio control of the first embodiment. It is a figure which shows the input torque characteristic, disturbance torque characteristic, and input rotation speed characteristic at the time of engine starting in the case of disturbance torque compensation by the gear ratio control of Example 1.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT Output shaft (output member)
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
EC engine clutch
LB Low brake
HC high clutch
HLB High / Low Brake 1 Engine Controller 2 Motor Controller 3 Inverter 4 Battery 5 Hydraulic Control Device 6 Integrated Controller 7 Accelerator Opening Sensor 8 Vehicle Speed Sensor 9 Engine Speed Sensor 10 First Motor Generator Speed Sensor 11 Second Motor Generator Speed Sensor 12 Third ring gear speed sensor

Claims (4)

In a hybrid transmission in which an engine, an output member, a first motor generator, and a second motor generator are connected to separate rotating elements in a differential device having at least four rotating elements with two degrees of freedom,
Deviation calculating means for calculating a deviation between the transmission gear ratio representative amount command value and the transmission gear ratio representative amount actual measurement value;
Disturbance torque that calculates the shifting action torque based on the difference between the current value and the previous value of the actual transmission ratio representative value, and calculates the estimated disturbance torque by subtracting the previous value of the transmission ratio control manipulated variable from this shifting action torque An estimated value calculating means;
A gear ratio control manipulated variable calculating means for calculating a gear ratio control manipulated variable based on the deviation from the deviation calculating means and the disturbance torque estimated value from the disturbance torque estimated value calculating means;
The differential device according to the transmission ratio control operation amount calculated by the transmission ratio control operation amount calculation means, the acceleration ratio of each drive input element in the shift movement, and the inertia of each drive input element in the shift movement Gear ratio component command value calculating means for calculating a gear ratio component command value for each drive input element torque being input to
Gear ratio control for commanding the gear ratio component command value of each drive input element torque calculated by the gear ratio component command value calculating means to the torque actuator of each drive input element that is drivingly input to the differential device Command means;
A gear ratio control apparatus for a hybrid transmission, comprising: In the transmission ratio control apparatus for a hybrid transmission according to claim 1,
An engine clutch is provided in an engine input system that connects the engine and the differential,
The disturbance torque estimated value calculating means is configured to change the mode from the electric vehicle continuously variable gear ratio mode in which the engine clutch is in the released state to the hybrid vehicle continuously variable gear ratio mode after the engine clutch is engaged or slipped. A gear ratio control apparatus for a hybrid transmission, characterized in that an engine cranking torque estimated value generated by starting the engine is calculated as a disturbance torque estimated value. The gear ratio control device for a hybrid transmission according to claim 2,
The gear ratio component command value calculating means is configured to change the electric vehicle continuously variable gear ratio before starting the engine in which the engine clutch is disengaged when the mode transition is made from the electric vehicle continuously variable gear ratio mode to the hybrid vehicle continuously variable gear ratio mode. In mode
dT1: dT2 = (Ka) J1: (-Kb) J2
However, (Ka): Acceleration ratio in the shifting motion of the first motor generator, J1; Inertia in the shifting motion of the first motor generator, (−Kb); Acceleration ratio in the shifting motion of the second motor generator, J2; The gear ratio component command value dT1 for the first motor generator torque T1 and the gear ratio component command value dT2 for the second motor generator torque T2 so that the ratio relationship given by the inertia in the speed change motion of the second motor generator is established. A gear ratio control apparatus for a hybrid transmission, characterized in that In the gear ratio control apparatus for a hybrid transmission according to claim 2 or claim 3,
The gear ratio component command value calculating means is a hybrid vehicle continuously variable gear ratio after engine start with the engine clutch engaged when the mode transition is made from the electric vehicle continuously variable gear ratio mode to the hybrid vehicle continuously variable gear ratio mode. In mode
dT1: dTe: dT2 = (Ka) J1: (1) Je: (-Kb) J2
However, (Ka): Acceleration ratio in the shifting motion of the first motor generator, J1: Inertia in the shifting motion of the first motor generator, (1): Acceleration ratio in the shifting motion of the engine, Je: Shifting motion of the engine (−Kb); acceleration ratio in the shifting motion of the second motor generator, J2; the first motor generator torque T1 so that the ratio relationship given by the inertia in the shifting motion of the second motor generator is established. Gear ratio control of a hybrid transmission characterized by calculating a gear ratio component command value dT1, a gear ratio component command value dTe of the engine torque Te, and a gear ratio component command value dT2 of the second motor generator torque T2. apparatus.

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