JP4066943B2 - Control device for rapid deceleration of hybrid transmission - Google Patents

Description

  The present invention relates to a control device for rapid deceleration of 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 five rotating elements. Is.

Conventionally, in a transmission having a mechanism for generating a gear ratio by two motor generators, for example, during traveling with the accelerator operation amount kept constant, the gear ratio is controlled while keeping the engine speed constant. 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, in the above conventional hybrid transmission, when sudden deceleration is performed by a sudden braking operation or the like, if the motor control is stopped in a state where there is an input from the engine (engagement of the engine clutch), each rotation on the nomograph Due to the inertia and friction balance of the elements, the lever on the nomograph may rotate around an engine with a large inertia, which may cause the motor generator to over-rotate.

  The present invention has been made paying attention to the above problems, and provides a control device for sudden deceleration of a hybrid transmission that can achieve both vehicle deceleration and prevention of over-rotation of a motor generator during sudden deceleration. The purpose is to provide.

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 five rotating elements with two degrees of freedom. In
Rapid deceleration detection means for detecting rapid deceleration of the vehicle, and when either of the first motor generator and the second motor generator reaches a predetermined rotational speed when the rapid deceleration is detected And a rapid deceleration control means for controlling the rotational speed of the motor generator so as not to exceed a predetermined rotational speed.

  Therefore, in the sudden deceleration control device of the hybrid transmission according to the present invention, when sudden deceleration is detected by the sudden deceleration control means, one of the first motor generator and the second motor generator is selected. When the number of rotations reaches the predetermined number of rotations, the motor generator is controlled so that the number of rotations does not exceed the predetermined number of rotations. There is no control interference with the engine speed maintenance control as described above, and it is possible to achieve both vehicle deceleration and prevention of over-rotation of the motor generator.

  Hereinafter, the best mode for realizing a rapid deceleration control device for a hybrid transmission according to the present invention will be described based on Examples 1 to 4 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 a travel mode selection device 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, PC1), 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 rotation speed (rotation speed) of the rotating element, take the rotating elements such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the spacing between each rotating element to the gear ratio of the sun gear and ring gear (α, β, δ) It is arranged to become. 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) and (b) of FIG. 5 and (a) and (b) of FIG. 5, a low-side gear ratio mode for sharing the low gear ratio is realized.

  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 (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. 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 the EV-Low mode collinear diagram, EV-Low-iVT mode collinear diagram, EV-2nd mode collinear diagram, EV-High-iVT mode collinear diagram, EV-High A collinear chart of each mode is shown. Fig. 5 shows HEV-related HEV-Low mode alignment chart, HEV-Low-iVT mode alignment chart, HEV-2nd mode alignment chart, HEV-High-iVT mode alignment chart, HEV-High A collinear chart of each mode is shown.

  Here, the integrated controller 6 is preset 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.

[Control processing during sudden deceleration]
FIG. 6 is a flowchart showing the flow of control processing during sudden deceleration executed by the integrated controller 6 according to the first embodiment. Each step will be described below (control unit during rapid deceleration). The flow chart shown in FIG. 6 shows motor generators M1 and MG2 that are units having an engine clutch EC and that can reliably absorb and absorb the maximum sudden deceleration torque of the vehicle as in the hybrid transmission of the first embodiment. If it is adopted.

In step S1, it is determined whether or not the vehicle is suddenly decelerated. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S11 (rapid deceleration detection means).
Here, as the detection of sudden deceleration, using the means normally used in automatic transmission AT and continuously variable transmission CVT, which makes sudden deceleration when the vehicle speed sensor rotation pulse period becomes longer than the threshold value Alternatively, it may be detected by detecting “the gear ratio has changed suddenly within a predetermined time” that is unique to this unit. Further, the deceleration G may be detected by a front-rear G sensor.

  In step S2, control of both motor generators MG1 and MG2 is released, both motor generators MG1 and MG2 are set to free run, and the process proceeds to step S3.

In step S3, it is determined whether or not first motor generator MG1 is lower than a predetermined rotational speed. If YES, the process proceeds to step S4, and if NO, the process proceeds to step S5.
Here, “predetermined rotational speed of first motor generator MG1” is set to the upper limit rotational speed of first motor generator MG1.

In step S4, it is determined whether or not the second motor generator MG2 is lower than the predetermined rotational speed based on the determination that the first motor generator MG1 is lower than the predetermined rotational speed in step S3. If YES, the process proceeds to step S3. If NO, the process proceeds to step S6.
Here, “predetermined rotational speed of second motor generator MG2” is set to the upper limit rotational speed of second motor generator MG2.

  In step S5, control of the first motor generator rotational speed N1 is performed so that the rotational speed of the first motor generator MG1 that has been free-runned in step S2 does not exceed a predetermined rotational speed, that is, does not cause excessive rotation. Then go to step S7.

  In step S6, control of the second motor generator rotational speed N2 is performed so that the rotational speed of the second motor generator MG2 that has been free-runned in step S2 does not exceed a predetermined rotational speed, that is, does not cause excessive rotation. Then go to step S8.

  In step S7, it is determined whether or not the rotational speed of first motor generator MG1 is higher than the predetermined rotational speed. If YES, that is, if the rotational speed is higher than the predetermined rotational speed regardless of the overspeed prevention control in step S5. The process proceeds to step S9, and if NO, the process proceeds to step S11.

  In step S8, it is determined whether or not the rotational speed of second motor generator MG2 is higher than a predetermined rotational speed. If YES, that is, if the rotational speed is higher than the predetermined rotational speed regardless of the overspeed prevention control in step S6. The process proceeds to step S10, and if NO, the process proceeds to step S11.

  In step S9, based on the determination that the rotational speed of the first motor generator MG1 is higher than the predetermined rotational speed in step S7, the engaged engine clutch EC is released, and the process proceeds to the end.

  In step S10, based on the determination that the rotational speed of the second motor generator MG2 is higher than the predetermined rotational speed in step S8, the engaged engine clutch EC is released and the process proceeds to the end.

  In step S11, if it is determined in step S1 that it is not sudden deceleration, or if it is determined in step S7 or step S8 that the motor generator rotational speed is lower than the predetermined rotational speed, it corresponds to the selected travel mode. Then, control such as a normal engine operating point and a motor operating point is executed.

[Problems during sudden deceleration]
The low brake LB is actuated when a large driving force is required when starting. The maximum driving force that can be generated is greater when the low brake LB is engaged (when the Low mode is selected) than when the low brake LB is engaged, and the change in driving force when the low brake LB is moved from the engaged state to the released state is reduced. By controlling the output torque of both motor generators MG1, MG2, smooth driving force characteristics can be obtained. In addition, when the low mode is selected with the low brake LB engaged, the motor generators MG1 and MG2 can be deactivated to operate with a balance of electricity.

  When the continuously variable transmission ratio mode in which the low brake LB is released is selected and the first motor generator MG1 is in the reverse rotation state, the first motor generator MG1 generates power and is driven by the second motor generator MG2. When MG1 is in the forward rotation state, power can be generated with the second motor generator MG2 and driven with the first motor generator MG1, so that operation can be performed with a balance of electricity. Further, it is possible to output more than the engine power by increasing the output on the drive side relative to the power generation side or using both motor generators MG1 and MG2 in the drive state.

  Further, when the continuously variable transmission ratio mode in which the low brake LB is released is selected, the ratio (speed ratio) of the input rotation speed and the output rotation speed at which the rotation of the first motor generator MG1 or the second motor generator MG2 becomes zero is There are two types. At this point, the vehicle can be operated without electrically transmitting power. Also, with the gear ratio between these two points, the ratio of electrically transmitted power that is less efficient than mechanical transmission can be reduced with respect to the power transmitted as a transmission, so that transmission efficiency is improved. Can do.

  In addition, it is also possible to use two motor generators MG1 and MG2 for driving, and output can be performed, so that electric vehicles can run.

  In a hybrid transmission having a mechanism that creates a gear ratio by the motor generators MG1 and MG2 as in this unit, the gear ratio is normally controlled while keeping the engine speed constant. Further, when a deceleration operation is performed, the vehicle is decelerated while controlling the gear ratio in accordance with the traveling state such as the required driving force and the vehicle speed. However, in the case of sudden deceleration, if the motor control is stopped and the engine clutch is engaged and then decelerated, the alignment chart shown in FIG. 7 can be drawn due to the inertia and friction balance of each rotating element on the alignment chart. In the case of the hybrid transmission 1, there is a possibility that the lever rotates on the nomograph with the engine having the largest inertia as the center, and the second motor generator is excessively rotated. The inertia at the time of sudden deceleration has a relationship of engine inertia> first motor generator inertia> second motor generator inertia. The alignment charts shown in FIGS. 7, 8, and 9 are one form of the alignment charts shown in FIGS.

  In addition, when sudden deceleration is performed, the engine clutch is released, and the motor control is stopped and decelerated, so that, for example, the alignment chart shown in FIG. 8 is obtained due to the inertia and friction balance of each rotating element on the alignment chart. In the case of a hybrid transmission that can be drawn, there is a possibility that the lever rotates on the nomographic chart around the first motor generator having the largest inertia as the engine clutch is released, and the second motor generator is over-rotated.

  Further, when the control is started so that each motor is set to a predetermined number of rotations or is fixed at a predetermined speed ratio from the time of detection of rapid deceleration so that the second motor generator does not excessively rotate as described above, Interference with control to maintain the number, and the effectiveness of the engine brake is reduced, so there is a possibility that the deceleration is reduced as compared with the case where only the service brake is applied.

[Control action during sudden deceleration]
On the other hand, in the first embodiment, when sudden deceleration is detected, when either one of the motor generators MG1 and MG2 reaches a predetermined rotation speed, the motor generator rotation speed is exceeded. Control is performed so that the rotation speed is not reached.

  For example, in the case where the second motor generator MG2 reaches the limit condition of overspeed by setting both motor generators MG1 and MG2 to free run during sudden deceleration, step S1 → step S2 → step S3 in the flowchart of FIG. The flow proceeds from step S4 to step S6. In step S6, control is performed so that the second motor generator MG2 that is over-rotated immediately before over-rotation does not become over-rotation (for example, constant rotation speed control). Is implemented.

  When the second motor generator MG2 is controlled so as not to become the excessive rotation speed, the second motor generator rotation speed N2 becomes equal to or higher than the predetermined rotation speed, and the process proceeds from step S6 to step S8 → step S10. The engine clutch EC is released.

  Therefore, when the vehicle decelerates rapidly during traveling in the continuously variable transmission ratio mode as shown in FIG. 9 (a), both motor generators MG1 and MG2 are free-runned, so that the engine E having the largest inertia is shared. The lever in the diagram rotates, the rotation speed of the first motor generator MG1 decreases, and the rotation speed of the second motor generator MG2 increases. Then, as shown in FIG. 9B, when the rotational speed of the second motor generator MG2 reaches a predetermined rotational speed, the second motor generator MG2 is controlled so as not to become an excessive rotational speed. However, despite the control of second motor generator MG2, engine clutch EC is released when second motor generator rotational speed N2 becomes equal to or higher than a predetermined rotational speed. As the engine clutch EC is released, the lever on the nomograph that rotates around the engine E changes to the lever rotation around the first motor generator MG1 having a large inertia, as shown in FIG. 9 (c). As described above, since the rotation speed of the second motor generator rotation speed N2 with the smaller inertia decreases and the rotation speed of the first motor generator rotation speed N1 with the larger inertia does not increase any more, the motor generators MG1 and MG2 Over-rotation can be prevented.

  Further, the engine rotation as in the case of starting the motor control to suppress the motor over-rotation immediately after the sudden deceleration detection is made by setting both motor generators MG1, MG2 to free run until just before the over-rotation condition of the second motor generator MG2. It is possible to prevent over-rotation of both motor generators MG1 and MG2 while obtaining sufficient initial braking force with engine braking applied without interference with the number maintenance control.

  The above operation is exactly the same even when the vehicle is suddenly decelerated during driving with the HEV-Low-iVT mode or HEV-High-iVT mode of the first embodiment selected. It is possible to prevent over-rotation of both motor generators MG1, MG2 while obtaining a sufficient braking force.

Next, the effect will be described.
In the control device for rapid deceleration of the hybrid transmission according to the first embodiment, the following effects can be obtained.

  (1) In a hybrid transmission in which an engine E, an output shaft OUT, a first motor generator MG1, and a second motor generator MG2 are connected to separate rotation elements in a differential device having two degrees of freedom and at least five rotation elements, Rapid deceleration detection means for detecting rapid deceleration, and when the rotational speed of one of the first motor generator MG1 and the second motor generator MG2 reaches a predetermined rotational speed when the rapid deceleration is detected Therefore, it is provided with a control device for sudden deceleration that controls the motor generator so that the rotational speed thereof does not exceed a predetermined rotational speed, so that it is possible to ensure vehicle deceleration during sudden deceleration and to prevent over-rotation of the motor generator. , Both can be achieved.

  (2) The sudden deceleration control means makes the motor generators MG1 and MG2 free-run when a sudden deceleration is detected, thereby preventing over-rotation of the motor generator without impairing the initial deceleration force. Is possible.

  (3) Since the control means at the time of sudden deceleration has set the predetermined rotation speed to the upper limit rotation speed of each motor generator MG1, MG2, the vehicle speed range where the deceleration is high can be expanded to the limit rotation speed of the motor generator, making it safer It becomes possible to stop at.

  (4) An engine clutch EC is provided in an engine input system connecting the engine E and the differential, and the sudden deceleration control means releases the engine clutch EC when a sudden deceleration is detected. The inclination of the lever on the nomograph is determined without depending on the friction, and the motor generator that can arbitrarily overspeed can be selected by engaging and releasing the engine clutch EC. As a result, layout becomes possible without considering the rotational speed limit of each motor generator MG1, MG2, and the degree of freedom of layout is increased.

  (5) On the collinear chart, the control means at the time of sudden deceleration is rotating around the engine point to release the engine clutch EC when the rotational speed of at least one motor generator reaches a predetermined rotational speed. This lever can be changed to lever rotation around the motor generator point with the larger inertia. As a result, if the motor generator with the smaller inertia reaches the predetermined rotational speed, the rotational speed will drop if it is released, and when the motor generator with the larger inertia reaches the predetermined rotational speed, the rotation will no longer increase. It is possible to prevent over-rotation of the motor generator.

  (6) Since a high-rotation type motor generator is used as the over-rotating motor generator of the first motor generator MG1 and the second motor generator MG2, the vehicle speed range where the deceleration is high is extended to a low vehicle speed. Can be stopped more safely.

  (7) When the power of one of the first motor generator MG1 and the second motor generator MG2 is reduced, the power of the other motor generator is increased compared to the case where two motor generators MG1 and MG2 are used simultaneously. Therefore, it is possible to generate a large amount of torque necessary to maintain the rotation speed, and it is possible to reduce the size of the inverter even with the same necessary torque.

  The second embodiment is an example in which the release timing of the engine clutch is determined by the upper limit of the battery charge amount. Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described.

[Control processing during sudden deceleration]
FIG. 10 is a flowchart showing the flow of control processing during rapid deceleration executed by the integrated controller 6 according to the second embodiment. Each step will be described below. Note that the flowchart shown in FIG. 10 is for a unit having an engine clutch EC, as in the hybrid transmission of the first embodiment, in consideration of the charge capacity of the battery.

  Steps S1 to S6, step S10, and step S11 in FIG. 10 are the same as the corresponding steps in the flowchart of the first embodiment shown in FIG.

  In step S12, after controlling so that the rotation speed of both motor generators MG1 and MG2 does not exceed the predetermined rotation speed in step S5 or step S6, it is determined whether or not the battery charge amount is an upper limit. The process proceeds to step S10 to release the engine clutch EC. If NO, the process proceeds to step S11 and normal control is executed.

[Control action during sudden deceleration]
In the second embodiment, for example, when the second motor generator MG2 reaches the limit condition of overspeed by setting both motor generators MG1 and MG2 to free run during sudden deceleration, step S1 → The flow proceeds from step S2 to step S3 to step S4 to step S6. In step S6, control is performed so that the second motor generator MG2 that is over-rotated immediately before over-rotation does not become over-rotation (for example, rotation) Number constant control) is performed. Then, the battery charge amount is monitored while controlling the second motor generator MG2 so as not to overspeed, and when the battery charge amount reaches the upper limit, the process proceeds from step S6 to step S12 to step S10, and the engine clutch EC Is released.

  That is, the timing of releasing the engine clutch EC may be when the power applied during deceleration due to the regenerative power of the motor generator cannot be absorbed, or the engine clutch EC may be released when a predetermined number of revolutions is reached. . In the former case, it is possible to recover the energy during regeneration up to the regeneration limit of the motor generator, which is effective when the battery capacity is low. In the latter case, when the battery 4 has no remaining charge capacity. Effective because no regeneration is performed.

  Therefore, the two may be combined and switched depending on the battery capacity. In the second embodiment, when the battery charge amount reaches the upper limit, energy recovery during regeneration cannot be expected thereafter, and therefore the engine clutch EC is released.

Next, the effect will be described.
In the control device for sudden deceleration of the hybrid transmission of the second embodiment, in addition to the effects of (1), (2), (3), (4), (6), (7) of the first embodiment, The following effects can be obtained.

  (8) When the battery charge amount is at the upper limit or when the battery charge amount is at the upper limit, the rapid deceleration control means releases the engine clutch EC, so that the energy can be recovered during regeneration. By waiting for the release of the engine clutch EC, it is possible to effectively recover energy during deceleration regeneration.

  The third embodiment is an example in which the engine clutch is released immediately when one of the motor generators reaches a predetermined number of revolutions in a state where both motor generators are in a free-run state by detecting sudden deceleration. Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described. FIG. 11 is a flowchart showing the flow of control processing during rapid deceleration executed in the integrated controller 6 of the third embodiment. Steps S1 to S4 and Steps S9 to S11 in FIG. These are the same as the corresponding steps in the flowchart of the first embodiment shown in FIG.

  Therefore, in the rapid deceleration control device for the hybrid transmission of the third embodiment, the effects of (1), (2), (3), (4), (6), (7) of the first embodiment are obtained. Obtainable.

  The fourth embodiment is an example in which, when both motor generators are in a free-run state by sudden deceleration detection, when one motor generator reaches a predetermined rotational speed, the rotational speed suppression control is only performed (engine clutch release is omitted). Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described. FIG. 12 is a flowchart showing a flow of control processing at the time of rapid deceleration executed in the integrated controller 6 of the fourth embodiment. Steps S1 to S6 and Step S11 in FIG. Since this is the same as the corresponding step of the flowchart of the first embodiment shown in FIG.

  Therefore, in the rapid deceleration control device for the hybrid transmission of the fourth embodiment, the effects (1), (2), (3), (6), (7) of the first embodiment can be obtained. . The fourth embodiment is effective in the case of a hybrid transmission that does not have an engine clutch or is equipped with a motor generator that can reliably regenerate and absorb a sudden deceleration torque of a vehicle.

  As described above, the control device for sudden deceleration of the hybrid transmission according to the present invention has been described based on the first to fourth embodiments. However, the specific configuration is not limited to these embodiments, and Design changes and additions are permitted without departing from the spirit of the invention according to each claim of the scope.

  Although the example in which the control device at the time of sudden deceleration of the present invention is applied to a hybrid transmission by a differential device constituted by three single pinion type planetary gears has been shown, a differential device of at least 5 rotation elements with 2 degrees of freedom, As long as it is a hybrid transmission in which the engine, output member, first motor generator, and second motor generator are connected to separate rotating elements, it can also be applied to a hybrid transmission having a differential gear constituted by a Ravigneaux type planetary gear train. can do.

1 is an overall system diagram illustrating a hybrid transmission to which a rapid deceleration control device according to a first embodiment 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. 6 is a flowchart illustrating a flow of control processing during rapid deceleration executed in the integrated controller according to the first embodiment. It is a collinear diagram which shows the motion of the lever at the time of rapid deceleration in an engine clutch fastening state. It is an alignment chart which shows the movement of the lever at the time of rapid deceleration in an engine clutch release state. FIG. 6 is a collinear diagram illustrating the movement of the lever when the engine clutch is engaged after both motor generators are set to free run during sudden deceleration in the first embodiment. 7 is a flowchart illustrating a flow of control processing during rapid deceleration executed in the integrated controller according to the second embodiment. It is a flowchart which shows the flow of the control processing at the time of rapid deceleration performed in the integrated controller of Example 3. 10 is a flowchart illustrating a flow of control processing during rapid deceleration that is executed in the integrated controller of the fourth embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT output shaft
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 (8)

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 of at least 5 rotating elements with 2 degrees of freedom,
Sudden deceleration detection means for detecting sudden deceleration of the vehicle;
When sudden deceleration is detected, when the rotational speed of one of the first motor generator and the second motor generator reaches a predetermined rotational speed, the rotational speed of the motor generator is equal to or higher than the predetermined rotational speed. Sudden deceleration control means for controlling so as not to become,
A control device for rapid deceleration of a hybrid transmission, comprising: In the control apparatus for rapid deceleration of the hybrid transmission according to claim 1,
The rapid deceleration control device of the hybrid transmission, wherein the rapid deceleration control means sets each motor generator to free run when the rapid deceleration is detected. In the control device for rapid deceleration of the hybrid transmission according to claim 1 or 2,
The rapid deceleration control device of the hybrid transmission, wherein the rapid deceleration control means sets a predetermined rotational speed to an upper limit rotational speed of each motor generator. The rapid deceleration control device for a hybrid transmission according to any one of claims 1 to 3,
An engine clutch is provided in an engine input system that connects the engine and the differential,
The rapid deceleration control device for a hybrid transmission, wherein the rapid deceleration control means releases the engine clutch when a sudden deceleration is detected. In the control device for rapid deceleration of the hybrid transmission according to claim 4,
The rapid deceleration control device according to claim 1, wherein the rapid deceleration control means releases the engine clutch when the rotational speed of at least one of the motor generators reaches a predetermined rotational speed. In the control device for rapid deceleration of the hybrid transmission according to claim 4,
The rapid deceleration control means releases the engine clutch when the battery charge amount is at the upper limit or when the battery charge amount is at the upper limit. In the control device for rapid deceleration of the hybrid transmission according to any one of claims 1 to 6,
A rapid-deceleration deceleration control device for a hybrid transmission, wherein a high-rotation type motor generator is used as a motor generator that is over-rotated of the first motor generator and the second motor generator. The rapid deceleration control device for a hybrid transmission according to any one of claims 1 to 7,
When the power of one of the first motor generator and the second motor generator is reduced, an actuator capable of increasing the power of the other motor generator is used compared to the case where two motor generators are used simultaneously. A rapid deceleration control device for a hybrid transmission.

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