JP3945456B2 - Hybrid vehicle mode transition control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a mode transition controller for a hybrid car capable of eliminating a waste of fuel caused by the start and operating point transition of the engine and waste of power caused by the operating point transition of the motor when a running mode transition including an instantaneously variable one is expected. <P>SOLUTION: In a hybrid car mode transition controller comprising a mode selecting means for selecting one of a plurality of preset running modes and a mode transition controlling means for performing mode transition to a new running mode by way of sequence control when a running mode different from the current running mode is selected by the mode selecting means, the mode selecting means anticipates a future target running mode to be selected in a near future and skips a transitional running mode through which the currently selected running mode is judged to instantly transition to the future target running mode. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention belongs to the technical field of a mode transition control device for a hybrid vehicle that performs mode transition to a new travel mode by sequence control when a travel mode different from the currently selected travel mode is selected by the mode selection means. .
[0002]
[Prior art]
In the prior art, the running mode is predicted, and the torque of the engine and the motor is adjusted so as to eliminate the shift shock, thereby smoothly shifting. Here, the details of the torque adjustment are to correct the engine torque error with the motor torque (see, for example, Patent Document 1).
[0003]
[Patent Document 1]
JP 2001-315552 A.
[0004]
[Problems to be solved by the invention]
However, in the conventional mode change control device for a hybrid vehicle, only a method for reducing the shift shock is described. Therefore, since a travel mode transition (travel mode A → travel mode B → travel mode C) including a travel mode that changes only instantaneously occurs, fuel consumption is wasted due to engine start and operation point transition, and motor operation point transition. There was a problem of wasted power.
[0005]
The present invention has been made paying attention to the above problem, and when it is predicted that the driving mode transition including a driving mode that changes only instantaneously will result in waste of fuel consumption due to engine start and driving point transition and motor operation. It is an object of the present invention to provide a hybrid vehicle mode transition control device that can eliminate waste of electric power due to point transitions.
[0006]
[Means for Solving the Problems]
  To achieve the above object, according to the present invention, a power source by an engine and at least one motor,
  A differential gear transmission having a planetary gear train in which each of the power sources is connected to a rotating element, and an engaging element that is fastened to obtain a fixed gear ratio;
  Mode selection means for selecting one of the plurality of travel modes,
  Mode transition control means for performing mode transition to a new travel mode by sequence control when a travel mode different from the currently selected travel mode is selected by the mode selection means;
  In the hybrid vehicle mode transition control device with
  Vehicle speed means for detecting the vehicle speed;
  A throttle opening detecting means for detecting the throttle opening; and
  The mode selection means includes
  A driving force search unit that searches for driving force based on the detected values of the vehicle speed and the throttle opening;
  A pre-read vehicle speed calculation unit that predicts the vehicle speed after a predetermined time based on the detected value of the vehicle speed and the throttle opening;
  A target travel mode search unit for searching for a normal target travel mode based on the driving force, the vehicle speed, and the travel mode map;
  A future driving mode search unit for searching for a future target driving mode that will be selected in the near future based on the driving force, the look-ahead vehicle speed, and the driving mode map
  A travel mode comparison and determination unit for comparing and determining the normal target travel mode and the future target travel mode;
  Based on the result of the travel mode comparison determination unit,From the currently selected travel modeA driving mode determination unit that determines a target driving mode by skipping a driving mode that passes instantaneously;
  It is characterized by having.
[0007]
【The invention's effect】
  Therefore, in the mode transition control device for a hybrid vehicle of the present invention, the mode selection means predicts the future target travel mode that will be selected in the near future, and instantaneously from the currently selected travel mode. If it is determined to shift to the target travel mode in the future via the travel mode that passes, the travel mode transition that includes the travel mode that changes only instantaneously may be skipped because the travel mode that passes instantaneously is skipped. When predicted, it is possible to eliminate waste of fuel consumption due to engine start and operation point transition and waste of electric power due to motor operation point transition.
  Further, fuel efficiency and power saving can be achieved by skipping the travel mode that passes instantaneously by predicting the future target travel mode using the look-ahead vehicle speed.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment for realizing a mode transition control device for a hybrid vehicle of the present invention will be described based on a first example shown in the drawings.
[0009]
(First embodiment)
First, the configuration will be described.
[0010]
[Hybrid system configuration]
FIG. 1 is an overall view showing a hybrid system to which a hybrid vehicle mode transition control apparatus according to a first embodiment is applied. As shown in FIG. 1, the drive system of the first embodiment apparatus has an engine 1 and a coaxial multilayer motor 2 (motor) as a power source, a differential gear transmission 3 as a transmission, and an output. The mechanism includes an output gear 4 (output member), a counter gear 5, a drive gear 6, a differential 7, and drive shafts 8 and 8.
[0011]
The engine 1 is connected to a second ring gear R2 of the differential gear transmission 3 via an engine output shaft 10 and an engine clutch EC. The engine clutch EC is constituted by a hydraulic multi-plate clutch.
[0012]
As shown in FIG. 1, the coaxial multilayer motor 2 is disposed in a motor chamber 13, fixed to a motor & gear case 9, and a stator S as a fixed armature wound with a coil, and disposed outside the stator S. The outer rotor OR in which permanent magnets (not shown) are embedded, and the inner rotor IR, which is arranged inside the stator S and embedded with permanent magnets (not shown), are arranged coaxially.
A first motor generator output shaft 11 is connected to the inner rotor IR constituting the coaxial multilayer motor 2, and a second motor generator output shaft 12 is connected to the outer rotor OR constituting the coaxial multilayer motor 2. Hereinafter, “stator S + inner rotor IR” is referred to as first motor generator MG1, and “stator S + outer rotor OR” is referred to as second motor generator MG2.
[0013]
The differential gear transmission 3 includes a Ravigneaux type planetary gear train disposed in the gear chamber 14, a low brake LB (engaging element), and a high brake HB (engaging element). ing.
The Ravigneaux planetary gear train includes a common carrier C that supports a first pinion P1 and a 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 first ring gear R1 meshing with the first pinion P1 and the second ring gear R2 meshing with the second pinion P2 are provided.
The low brake LB is constituted by a hydraulic multi-plate clutch, and fixes the first ring gear R1 to the motor & gear case 9 by fastening.
The high brake HB is constituted by a hydraulic multi-plate clutch, and fixes the first sun gear S1 to the motor & gear case 9 by fastening.
[0014]
The four rotational elements of the differential gear transmission 3 are connected to a power source and an output member by connecting the second ring gear R2 and the engine output shaft 10 via an engine clutch EC, and the first sun gear S1. And the first motor generator output shaft 11, the second sun gear S 2 and the second motor generator output shaft 12 are connected, and the output gear 4 is connected to the common carrier C.
As a result, the rotation speeds of the first motor generator MG1 (S1), the engine ENG (R2), the output gear 4Out (C), and the second motor generator MG2 (S2) are represented on the alignment chart shown in FIG. In addition, a rigid lever model that can simply express the dynamic operation of the planetary gear train can be introduced.
[0015]
  Therefore, assuming that the output shaft rotational speed No is known, all the rotational speed relationships are determined by determining one of the three rotational speeds No, N1 and N2 for the engine 1 and the two motor generators MG1 and MG2. (Speed relationship) is determined, that is, the gear ratio is also determined. In this sense, the engine 1 and one of the two motor generators MG1, MG2 are speed controlled.ControlThis is equivalent to controlling the gear ratio. On the other hand, regarding the relationship between the four torques T1, Te, To, and T2 on the velocity diagram, it is known that by determining the two torques, the values of the remaining two torques are determined regardless of the velocity relationship. . For example, in the differential gear transmission 3 shown in FIG.
T1 + Te + T2 = To
(Α + 1) T1 + Te = βT2
Two torque balance formulas always hold.
[0016]
Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear, The rotational speed (rotational speed) of the rotating element is taken, each rotating element such as a ring gear, carrier, sun gear, etc. is taken on the horizontal axis, and the spacing between the rotating elements is arranged so as to be the gear ratio of the sun gear and the ring gear. .
[0017]
The high brake HB is arranged at a position coincident with the rotational speed axis of the first motor generator MG1 on the alignment chart of FIGS. 2 and 3, and the gear ratio is fixed to the high gear ratio on the overdrive side by fastening. As shown in the rigid lever when the high brake is engaged in FIG. 3, overdrive traveling is ensured.
[0018]
The low brake LB is arranged at a position between the rotational speed shaft of the output gear 4 and the rotational speed shaft of the second motor generator MG2 on the alignment chart of FIGS. Underdrive is secured as shown in the rigid lever at the time of low brake engagement in FIG.
[0019]
The output rotation and output torque from the output gear 4 are transmitted from the drive shafts 8 and 8 to drive wheels (not shown) through the counter gear 5 → the drive gear 6 → the differential 7.
[0020]
As shown in FIG. 1, the control system of the first embodiment apparatus includes an engine controller 21, a throttle valve actuator 22, a motor controller 23, an inverter 24, a battery 25, a hybrid controller 26, and a throttle opening sensor. 27, a vehicle speed sensor 28 (vehicle speed detection means), a mode selection switch 29, an engine speed sensor 30, a first motor generator speed sensor 31, a second motor generator speed sensor 32, and a hydraulic control unit 33. And is configured.
[0021]
The engine controller 21 inputs the throttle opening information from the throttle opening sensor 27 and the engine rotation speed information from the engine rotation speed sensor 30, and controls the engine rotation speed and the engine torque in accordance with a command from the hybrid controller 26. Is output to the throttle valve actuator 22.
[0022]
The motor controller 23 receives rotational speed information from both motor generator rotational speed sensors 31 and 32 by a resolver, the rotational speed and torque of the first motor generator MG1, and the rotational speed and torque of the second motor generator MG2. Is output to the inverter 24.
[0023]
The inverter 24 is connected to a coil of the stator S of the coaxial multilayer motor 3 and, according to a command from the motor controller 23, a composite current obtained by combining the drive current to the inner rotor IR and the drive current to the outer rotor OR. produce. A battery 25 is connected to the inverter 24.
[0024]
The hydraulic control unit 33 receives a command from the hybrid controller 26 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the high brake HB, and the low brake LB.
[0025]
The hybrid controller 26 inputs vehicle speed information from the vehicle speed sensor 28, throttle opening information, engine speed information, and the like from the engine controller 21, and performs predetermined calculation processing. Then, a control command is output to the engine controller 21, the motor controller 23, and the hydraulic control unit 33 according to the calculation processing result.
[0026]
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.
[0027]
[About hybrid controller 26]
FIG. 4 is a control block diagram showing the hybrid controller 26 of the first embodiment device. The driving force search unit 26a, the look-ahead vehicle speed calculation unit 26b, the target travel mode search unit 26c, the future travel mode search unit 26d, and the travel mode comparison determination. A unit 26e, a travel mode determination unit 26f, and a travel mode sequence calculation unit 26g. The driving force search unit 26a, the look-ahead vehicle speed calculation unit 26b, the target travel mode search unit 26c, the future travel mode search unit 26d, the travel mode comparison determination unit 26e, and the travel mode determination unit 26f correspond to mode selection means. The traveling mode sequence calculation unit 26g corresponds to mode transition control means.
[0028]
The driving force search unit 26a searches for the driving force based on the throttle opening from the throttle opening sensor 27, the vehicle speed from the vehicle speed sensor 28, and the driving force map shown in FIG.
[0029]
The look-ahead vehicle speed calculation unit 26b calculates a look-ahead vehicle speed after a predetermined time,
Acceleration = vehicle speed 2-vehicle speed 1
Look-ahead vehicle speed = ∫acceleration dt + vehicle speed 1 (integration is a predetermined time)
That is, the acceleration is calculated from the vehicle speed 1 a predetermined time before the current time and the vehicle speed 2 at the current time, and the integrated value of the acceleration at the predetermined time and the vehicle speed 2 at the current time are added.
[0030]
The target travel mode search unit 26c searches for the normal target travel mode based on the drive force from the drive force search unit 26a, the vehicle speed from the vehicle speed sensor 28, and the travel mode map shown in FIG.
[0031]
The future travel mode search unit 26d determines the future target travel mode based on the driving force from the driving force search unit 26a, the pre-read vehicle speed from the pre-read vehicle speed calculation unit 26b, and the travel mode map shown in FIG. Search for.
[0032]
The travel mode comparison / determination unit 26e compares and determines whether the normal target travel mode from the target travel mode search unit 26c is equal to the future target travel mode from the future travel mode search unit 26d.
[0033]
When it is determined from the information of the travel mode comparison / determination unit that the normal target travel mode and the future target travel mode are the same and the mode does not change, the travel mode determination unit 26f sets the normal target travel mode as the target travel mode. decide. If it is determined that the normal target travel mode and the future target travel mode are different, the future target travel mode is determined as the target travel mode.
[0034]
The travel mode sequence calculation unit 26g determines whether the engine power is necessary, whether the motor power and power are generated, the engine clutch EC, the high brake HB, and the low brake LB according to the travel mode determined by the travel mode determination unit 26f. Is sequentially instructed to the engine controller 21, the motor controller 23, and the hydraulic control unit 33 according to a predetermined sequence process.
[0035]
[About driving mode]
In the case of the first embodiment device, as a running mode by this hybrid system, one of the “continuously variable gear ratio mode” in which both the brakes LB and HB are released to obtain a continuously variable gear ratio and one of the two brakes LB and HB. And “fixed gear ratio mode” for obtaining a fixed gear ratio by engaging a brake.
The “continuously variable transmission ratio mode” includes the “E-iVT mode” that uses the engine 1 and both motor generators MG1 and MG2 as power sources, and the “EV mode that uses only both motor generators MG1 and MG2 as power sources. ”.
The “fixed gear ratio mode” includes the “HEV-HB mode” in which the engine 1 and the second motor generator MG2 run with the high brake HB engaged, and the second motor generator MG2 with the high brake HB engaged. "EV-HB mode" that runs only on the vehicle, "HEV-LB mode" that runs on the engine 1 and one of the motor generators MG1 and MG2 with the low brake LB engaged, and 2 with the low brake LB engaged And an “EV-LB mode” that travels with only one motor generator MG1, MG2.
[0036]
In addition, it can also classify | categorize from the viewpoint of "engine stop mode" which does not use the engine 1, and "engine use mode" which uses the engine 1. FIG.
The “engine stop mode” includes “EV mode”, “EV-HB mode”, and “EV-LB mode”, and “engine use mode” includes “E-iVT mode”. , “HEV-HB mode” and “HEV-LB mode”.
[0037]
When the mode is changed from the currently selected travel mode to the newly selected travel mode, or the travel mode is selected by operating the mode selection switch 29, the travel mode selected from the current travel mode is selected. When mode transition is performed, mode transition sequence control is performed for mode transfer.
[0038]
In this mode transition sequence control, when mode transition is performed between the “engine stop mode” and the “engine use mode”, the engine start and engine stop are performed by passing the operating points of the engine 1 and both motor generators MG1 and MG2. And engine clutch EC engagement / release control is required. Further, when mode transition is performed between the “continuously variable gear ratio mode” and the “fixed gear ratio mode”, the engagement control and release control of the low brake LB and the high brake HB must be performed.
[0039]
  The “E-iVT mode” will be described as a representative example of the travel mode. The “E-iVT mode” is a mode in which the speed ratio that travels using the engine 1 and the motor generators MG1 and MG2 is variable. In the “E-iVT mode”, the SOC and charge from the battery state determination unit 26b are charged. The battery output power is determined from the dischargeable power range. When battery output power is determined,Vehicle speedSince the engine output is determined from the driving force and the engine output plane, the equal engine output line is traced on the engine operation plane (horizontal engine rotational speed / vertical engine torque), {(vehicle speed) × (driving force) + ( The engine operating point (Ne, Te) with the maximum system efficiency can be selected by selecting the point where battery charging power) − (total motor loss)} / (engine fuel flow rate) is maximized.
[0040]
The motor operating point (N1, T1, N2, T2) is input the engine speed Ne, output shaft speed No (= vehicle speed), engine torque Te,
N1 ＝ Ne ＋ α （Ne-No）… (1)
N2 ＝ No-β （Ne-No）… (2)
To = T1 + T2 + Te (3)
N1 ・ T1 ＋ N2 ・ T2 ＝ Pb (4)
αT1 + To = (1 + β) T2 (5)
N1, T1: Number of rotations and torque of the first motor generator MG1
N2, T2: Second motor generator MG2 speed and torque
α, β: gear ratio of planetary gear
In the equations (1) to (5) (E-iVT balance equation) expressed as follows, the battery power Pb in the equation (4) is calculated by solving the simultaneous equations of motion with Pb = 0 (see FIG. 2). .
[0041]
Next, the operation will be described.
[0042]
[Mode selection processing]
FIG. 5 is a flowchart showing a flow of mode selection processing repeatedly executed at a constant cycle by the pre-read vehicle speed calculation unit 26b to the travel mode determination unit 26f of the hybrid controller 26 of the first embodiment apparatus. Each step will be described below. To do.
[0043]
In step S1, the vehicle speed detected by the vehicle speed sensor 28 a predetermined time before the current time is set to the vehicle speed 1, and the process proceeds to step S2.
[0044]
In step S2, it is determined whether or not a predetermined time for acceleration detection has elapsed. If YES, the process proceeds to step S3. If NO, the process proceeds to the end.
[0045]
In step S3, based on the determination that the predetermined time for acceleration detection in step S2 has elapsed, the vehicle speed detected by the vehicle speed sensor 28 is set again to the vehicle speed 2, and the process proceeds to step S4.
[0046]
In step S4, the acceleration is calculated by subtracting the vehicle speed 1 which is the previous vehicle speed from the vehicle speed 2 which is the current vehicle speed (vehicle speed 2-vehicle speed 1), and the process proceeds to step S5.
[0047]
In step S5, the look-ahead vehicle speed is determined by performing a constant integration for a predetermined time.
Look-ahead vehicle speed = ∫acceleration dt + vehicle speed 1 (integration is a predetermined time)
And the process proceeds to step S6.
As a method of the pre-reading vehicle speed, a method described in Japanese Patent Laid-Open No. 3-103661 or Japanese Patent Laid-Open No. 9-210159 may be used.
[0048]
In step S6, the vehicle speed detected by the vehicle speed sensor 28 and the driving force searched in the driving force map in FIG. 6 are used to search the driving mode map in FIG. 7, the normal target driving mode is set, and the process proceeds to step S7. Transition.
[0049]
In step S7, using the calculated look-ahead vehicle speed and the driving force searched in the driving force map of FIG. 6, the driving mode map of FIG. 7 is searched, the future target driving mode is set, and the process proceeds to step S8.
[0050]
In step S8, it is determined whether or not the travel modes set in step S6 and step S7 are equal. If YES, the process proceeds to step S11. If NO, the process proceeds to step S9.
[0051]
  In step S9, step S98Based on the determination that the normal target travel mode is not equal to the future target travel mode, the future target travel mode is set as the target travel mode, and the process proceeds to step S10.
[0052]
In step S10, in accordance with the setting of the future target travel mode in the target travel mode in step S9, the target travel mode update flag is set, and the process proceeds to the end.
[0053]
In step S11, it is determined whether or not the target travel mode update flag is set. If YES, the process proceeds to step S13, and if NO, the process proceeds to step S12.
[0054]
In step S12, based on the determination that the target travel mode update flag is not set in step S11, the normal target travel mode is set to the target travel mode, and the process proceeds to the end.
[0055]
In step S13, based on the determination that the target travel mode update flag is set in step S11, the normal target travel mode is set to the target travel mode, and the process proceeds to step S14.
[0056]
In step S14, the set target travel mode update flag is cleared, and the process proceeds to the end.
[0057]
[Mode selection action]
First, in the calculation of the pre-reading vehicle speed, the flow of steps S1 → step S2 → end is repeated in the flowchart of FIG. 5, and when a predetermined time for acceleration detection has elapsed, step S1 → step S2 → Proceeding from step S3 to step S4 to step S5, the acceleration is calculated from the vehicle speed 1 before the predetermined time for acceleration detection and the current vehicle speed 2 from the current time, and the integrated value of the acceleration at the predetermined time and the current vehicle speed 2 are calculated. The pre-reading vehicle speed is calculated by adding.
[0058]
In step S6, the vehicle speed detected by the vehicle speed sensor 28 and the driving force searched in the driving force map in FIG. 6 are used to search the driving mode map in FIG. 7, and the normal target driving mode is set. In S7, using the calculated look-ahead vehicle speed and the driving force searched with the driving force map of FIG. 6, the driving mode map of FIG. 7 is searched and the future target driving mode is set.
[0059]
Next, when the normal target travel mode in step S6 is equal to the future target travel mode in step S7, the flow proceeds from step S8 to step S11 to step S12 in the flowchart of FIG. Then, the normal target travel mode is set as the target travel mode.
[0060]
Thus, for example, the currently selected travel mode, the travel mode region to which the current operation point belongs on the travel mode map, and the travel mode region in which a future operation point is expected to belong are the same. In some cases, the currently selected travel mode is maintained.
[0061]
In addition, for example, the travel mode area to which the current operation point belongs on the travel mode map is the same as the travel mode area in which the future operation point is expected to belong, but the currently selected travel mode When the mode is an adjacent travel mode, the mode is changed from the currently selected travel mode to the normal target travel mode.
[0062]
On the other hand, when the normal target travel mode in step S6 is different from the future target travel mode in step S7, the flow proceeds from step S8 to step S9 to step S10 in the flowchart of FIG. The future target travel mode is set as the target travel mode.
[0063]
Thus, for example, the driving mode A selected at the current time a on the driving mode map shown in FIG. 7, the driving mode B to which the current driving point b belongs on the driving mode map shown in FIG. If the driving mode C is predicted to belong to the future driving point c on the driving mode map, the driving mode B that passes instantaneously is skipped, and the future target driving mode is set as the target driving mode. The mode is changed to traveling mode C.
[0064]
However, when the normal target travel mode in step S6 and the future target travel mode in step S7 are both equal due to a change in driving force during the mode transition from travel mode A to travel mode C, In the flowchart of FIG. 5, the flow proceeds from step S8 to step S11 to step S13 to step S14. In step S13, the travel mode C that is the future target travel mode is canceled, and the target travel mode is returned to the normal target travel mode. It is.
[0065]
[Contrast of mode selection]
In the hybrid vehicle mode transition control device, when the mode transition is performed according to the travel mode selected in the travel mode map, the travel mode transition (for example, travel mode A → Travel mode B → travel mode C or travel mode A → travel mode B → travel mode A) always occurs. Therefore, there are problems as listed below.
(1) Waste of fuel consumption due to engine start and operation point transition and waste of power due to motor operation point transition occur.
(2) In the travel mode with engine start, a predetermined torque cannot be obtained instantaneously, or torque hunting with initial explosion occurs, and even if the engine clutch is engaged in this state, a shift shock is generated. In addition, when the engine torque is erroneously detected and erroneously calculated, the engine torque cannot be transmitted smoothly, and a shift shock occurs. Further, when the correction range of the motor is exceeded, engine torque cannot be transmitted smoothly in the same manner, and a shift shock is generated.
(3) When the running mode transitions transiently to a fixed gear ratio as realized by a brake element, the motor torque cannot instantaneously follow and a gear shift shock occurs.
(4) When starting the engine, engaging / disengaging the engine clutch, and releasing / engaging the brake element, a time delay of the operation occurs, and the travel mode cannot be realized instantaneously, resulting in a shift shock.
[0066]
On the other hand, in the first embodiment apparatus, the traveling mode that passes instantaneously is skipped at the time of mode transition including the traveling mode in which the traveling mode changes only instantaneously. For example, in the case of “travel mode A → travel mode B → travel mode C”, “travel mode A → travel mode C”, and in the case of “travel mode A → travel mode B → travel mode A”, “travel mode A” ”. Therefore, the above problems (1) to (4) can be solved.
[0067]
As a specific example, a case will be described in which travel mode A is “EV mode”, travel mode B is “HEV-LB mode”, and travel mode C is “EV-HB mode”.
[0068]
When mode transition is performed in accordance with the travel mode selected in the travel mode map, from [EV mode] which is the travel mode A using both motor generators MG1 and MG2 as a power source, [shift] → [engine clutch Transition to the “HEV-LB mode”, which is the running mode B, is performed by mode transition control in which EC engagement] → [shift] → [engine 1 start] → [shift] → [low brake LB engagement].
[0069]
Furthermore, from “HEV-LB mode” which is the travel mode B, [shift] → [release engine clutch EC] → [stop engine 1] → [shift] → [release low brake LB] → [shift] → [shift] The mode is shifted to “EV-HB mode”, which is the running mode C, by the mode transition control in which “engagement of the high brake HB”.
[0070]
On the other hand, when the travel mode B is skipped and the mode transition is made from the “EV mode” as the travel mode A to the “EV-HB mode” as the travel mode C, [shift] → [engagement of the high brake HB] ] → [Transition to EV-HB mode] is performed by mode transition control in which [stop of first motor generator MG1] elapses.
[0071]
Next, the effect will be described.
In the hybrid vehicle mode transition control device of the first embodiment, the following effects can be obtained.
[0072]
(1) A differential having a power source by the engine 1 and at least one motor, a planetary gear train in which each of the power sources is connected to a rotating element, and an engaging element that obtains a fixed gear ratio by being fastened. When the gear transmission 3, the mode selection means for selecting one of the plurality of travel modes, and a travel mode different from the travel mode currently selected by the mode selection means are selected. A mode transition control device for a hybrid vehicle comprising mode transition control means for performing mode transition to a new travel mode by sequence control, wherein the mode selection means is a future target travel mode that will be selected in the near future. Is determined to shift to the future target driving mode via the driving mode that passes instantaneously from the currently selected driving mode. In this case, in order to skip a driving mode that passes instantaneously, if it is predicted that a driving mode transition including a driving mode that changes only instantaneously will occur, waste of fuel consumption due to engine start and driving point transition and motor operation Waste of electric power due to point transition can be eliminated.
[0073]
(2) A vehicle speed sensor 28 for detecting the vehicle speed and a throttle opening sensor 27 for detecting the throttle opening are provided, and the mode selection means searches for the driving force based on the detected values of the vehicle speed and the throttle opening. The normal target travel mode is searched by the driving force search unit 26a, the look-ahead vehicle speed calculation unit 26b that predicts the vehicle speed after a predetermined time based on the detected values of the vehicle speed and the throttle opening, and the driving force, the vehicle speed, and the travel mode map. A target travel mode search unit 26c, a future travel mode search unit 26c that searches for a future target travel mode based on a driving force, a look-ahead vehicle speed, and a travel mode map, and a travel mode comparison that determines a comparison between the normal target travel mode and the future target travel mode. Based on the result of the determination unit 26e and the travel mode comparison determination unit, the target travel mode is skipped from the travel mode that passes instantaneously. And a travel mode determination unit 26f that determines the fuel consumption and power consumption by skipping the travel mode that passes instantaneously by predicting the future target travel mode using the look-ahead vehicle speed. it can.
[0074]
(3) Since the mode selection means skips a traveling mode that is intermittently started and interrupted by the engine torque and passes through instantaneously, it is possible to prevent the occurrence of a shift shock due to the engine torque.
[0075]
(4) Since the mode selection unit skips a travel mode that involves a gear ratio step and passes instantaneously, it is possible to prevent a shift shock from occurring due to the gear step.
[0076]
(5) The differential gear transmission 3 is a two-degree-of-freedom planetary gear connected in order of rotational speeds of the first motor generator MG1, the engine 1, the output gear 4, and the second motor generator MG2 on the collinear chart. A gear train, an engaging element, which is arranged at the position of the first motor generator MG1 on the nomograph, and that fixes the gear ratio to the high gear ratio by fastening, and the output gear 4 on the nomograph A low brake LB which is disposed at a position between the second motor generator MG2 and fixes the transmission gear ratio to the low transmission gear ratio by engagement, and the mode selection means includes engine start, engagement release of the engine clutch EC, In order to skip the travel mode that involves passing and releasing the low brake LB and releasing the high brake HB, the shift shock due to the time delay of each operation is prevented in advance. Rukoto can.
[0077]
(6) The mode selection means cancels the future target travel mode and returns the target travel mode to the normal travel mode when the driving force is changed even when the future target travel mode is selected during the transition of the travel mode. Therefore, it is possible to avoid the target travel mode that is incompatible with the driving conditions and eliminate the shift shock.
[0078]
The hybrid vehicle mode transition control apparatus of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and each claim of the claims is described below. Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.
[0079]
For example, in the first embodiment, an example using a Ravigneaux type planetary gear train as the planetary gear train is shown, but other planetary gear trains that can be shifted to the fixed gear ratio mode by engaging engagement elements (clutch and brake) can be applied. .
[0080]
In the first embodiment, an example of a hybrid vehicle using two motors is shown, but the present invention can also be applied to a hybrid vehicle using one motor. In addition, as the first motor generator and the second motor generator, an application example of the coaxial multilayer motor 2 that achieves two motor generators in terms of function is shown by a common stator and two rotors in appearance. However, it may be one using two independent motor generators.
[0081]
In the first embodiment, an example of a two-dimensional map based on vehicle speed and driving force is shown as the traveling mode map. However, a three-dimensional traveling mode map including the battery state of charge (SOC) may be used. .
[Brief description of the drawings]
FIG. 1 is an overall view showing a hybrid system to which a hybrid vehicle mode transition control apparatus according to a first embodiment is applied.
FIG. 2 is an alignment chart of a differential gear transmission in the first embodiment device.
FIG. 3 is a diagram showing travel modes on a nomographic chart of a differential gear transmission in the first embodiment device.
FIG. 4 is a block diagram showing a hybrid control system of the first embodiment apparatus.
FIG. 5 is a flowchart showing a flow of a mode selection process that is repeatedly executed at a constant cycle by a pre-read vehicle speed calculation unit to a travel mode determination unit of the hybrid controller of the first embodiment device.
FIG. 6 is a diagram illustrating an example of a driving force map used for searching for a driving force by a driving force search unit in the first embodiment apparatus.
FIG. 7 is an example of a driving mode map used for searching for a normal target driving mode and a future target driving mode in a driving mode search unit in the first embodiment apparatus;
[Explanation of symbols]
1 engine
2 Coaxial multilayer motor (motor)
MG1 1st motor generator
MG2 Second motor generator
3 Differential gear transmission
4 Output gear (output member)
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
EC engine clutch
HB high brake (engaging element)
LB Low brake (engagement element)
21 Engine controller
22 Throttle valve actuator
23 Motor controller
24 inverter
25 battery
26 Hybrid controller
26a Driving force search unit
26b Pre-reading vehicle speed calculator
26c Target travel mode search part
26d Future mode search part
26e travel mode comparison / determination unit
26f Traveling mode determination unit
26g Traveling mode sequence calculation unit (mode transition control means)
27 Throttle opening sensor (throttle opening detecting means)
28 Vehicle speed sensor (vehicle speed detection means)
29 Mode selection switch
30 Engine speed sensor
31 1st motor generator rotation speed sensor
32 Second motor generator rotational speed sensor
33 Hydraulic control unit

Claims (5)

A power source with an engine and at least one motor;
A differential gear transmission having a planetary gear train in which each of the power sources is connected to a rotating element, and an engaging element that is fastened to obtain a fixed gear ratio;
Mode selection means for selecting one of the plurality of travel modes,
Mode transition control means for performing mode transition to a new travel mode by sequence control when a travel mode different from the currently selected travel mode is selected by the mode selection means;
In the hybrid vehicle mode transition control device with
Vehicle speed detection means for detecting the vehicle speed;
A throttle opening detecting means for detecting the throttle opening; and
The mode selection means includes
A driving force search unit that searches for driving force based on the detected values of the vehicle speed and the throttle opening;
A pre-read vehicle speed calculation unit that predicts the vehicle speed after a predetermined time based on the detected value of the vehicle speed and the throttle opening;
A target travel mode search unit for searching for a normal target travel mode based on the driving force, the vehicle speed, and the travel mode map;
A future driving mode search unit that searches for a future target driving mode that will be selected in the near future based on the driving force, the look-ahead vehicle speed, and the driving mode map;
A travel mode comparison and determination unit for comparing and determining the normal target travel mode and the future target travel mode;
Based on the results of the travel mode comparison and determination unit, a travel mode determination unit that determines a target travel mode by skipping a travel mode that instantaneously passes from the currently selected travel mode;
A mode transition control device for a hybrid vehicle characterized by comprising: In the hybrid vehicle mode transition control device according to claim 1 ,
A mode transition control device for a hybrid vehicle, characterized in that the mode selection means skips a travel mode that instantaneously passes through the engine torque intermittently and intermittently. In the hybrid vehicle mode transition control device according to claim 1 or 2,
A mode transition control device for a hybrid vehicle, characterized in that the mode selection means skips a travel mode that involves a gear ratio step and passes instantaneously. In the hybrid vehicle mode transition control device according to any one of claims 1 to 3 ,
The differential gear transmission includes two-degree-of-freedom planetary gear trains connected in order of rotation speeds of the first motor generator, the engine, the output member, and the second motor generator on the alignment chart, and as an engagement element A high brake that is arranged at the position of the first motor generator on the alignment chart and fixes the transmission gear ratio to the high transmission ratio by fastening, and is arranged at a position between the output member and the second motor generator on the alignment chart. A low brake that fixes the transmission gear ratio to the low transmission gear ratio when engaged,
The mode selection means is characterized by skipping a travel mode that instantaneously passes through engine start, engine clutch engagement / release, low brake engagement / release, and high brake engagement / release. Mode transition control device for hybrid vehicles. In the hybrid vehicle mode transition control device according to any one of claims 1 to 4,
The mode selection means cancels the future target travel mode and returns the target travel mode to the normal travel mode when the driving force is changed even when the future target travel mode is selected during the transition of the travel mode. A mode transition control device for a hybrid vehicle.

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