JP4135672B2 - Hybrid vehicle mode transition control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a mode transition control device for securing the travel of a hybrid vehicle in response to a driving force request when the request is output depending on the intention of a driver or on travelling environment during travel with a non-stage gear ratio selected. <P>SOLUTION: The hybrid vehicle has an engine E and a driving force combining transmission TM having a first motor generator MG1 and a second motor generator MG2 connected thereto. It has, as travel modes, "the non-stage gear ratio mode" for travel with a non-stage gear ratio and "a low-side fixed gear ratio mode" for travel with a low-side fixed gear ratio. A driving force request detecting means detects the condition of a driving force request, and a driving force request corresponding mode transition control means performs mode transition from "the non-stage gear ratio mode" to "the low-side fixed gear ratio mode" when the driving force request detecting means detects the travel in the condition of the driving force request during travel with "the non-stage gear ratio mode" selected. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a mode transition control device for a hybrid vehicle having, as travel modes, a continuously variable transmission ratio mode that travels by a continuously variable transmission ratio and a low-side fixed transmission ratio mode that travels by a low-side fixed transmission ratio.

Conventionally, a four-element two-degree-of-freedom planetary gear mechanism in which four input / output elements are arranged on a collinear diagram is configured, and one of the two elements arranged on the inner side of the input / output elements is supplied from the engine. There is known a hybrid drive device in which an input is assigned to an output to the drive system on the other side, and a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively. In this hybrid drive device, as the travel mode, the “continuously variable transmission mode” that travels using the engine and the two motor generators, the low brake is engaged, the engine and the two motor generators, or the two motors. And a “low gear fixed mode” that travels using only the generator (see, for example, Patent Document 1).
JP 2003-32808 A

  However, in the conventional hybrid vehicle described above, the “continuously variable transmission mode” is preferentially selected with the intention of smooth running (in this specification, “running” means starting and cruising). When driving, for example, when a driver requests a high driving force in towing, rough road driving, etc., or when the driver requests a high driving force by an accelerator operation, or when the driving environment has a high driving force As long as the driving point of the vehicle does not enter the `` Low gear fixed mode '' area on the travel mode map, there is no mode transition to the `` Low gear fixed mode '' and the driver and travel environment There is a problem that it is not possible to meet the driving force requirement.

  The present invention has been made paying attention to the above-mentioned problem. When driving with a driver's intention or driving environment during driving with the continuously variable transmission ratio mode selected, the driving responding to the driving power request An object of the present invention is to provide a mode transition control device for a hybrid vehicle capable of ensuring the above.

In order to achieve the above object, the present invention has a differential device in which four or more input / output elements are arranged on a collinear diagram, and two elements arranged inside the input / output elements. The input from the engine is assigned to one side, and the output member to the drive system is assigned to the other side, and the first motor generator and the second motor generator are connected to the two elements arranged on both outer sides of the inner elements, respectively. In a hybrid vehicle equipped with a driving force synthesis transmission,
As the running mode, it has a continuously variable speed ratio mode that travels with a continuously variable speed ratio, and a low side fixed speed ratio mode that travels with a fixed speed ratio on the low side,
A driving force request detecting means for detecting a driving force request is provided,
An engine clutch is provided between the engine and the engine input element of the differential;
One element of the differential is fixed to the case, and a low-side fixed gear ratio brake for obtaining a low-side fixed gear ratio is provided,
When starting with the continuously variable transmission ratio mode selected, if the driving force request detecting means detects that the vehicle is traveling in a driving force request state, the engine clutch is released, and the first motor generator and the second motor are released. By controlling the number of revolutions of the generator, the slope of the collinear diagram is controlled to the slope of the low-side fixed gear ratio mode, and the sequence control for engaging the brake for the low-side fixed gear ratio mode is used to drive the motor generator from the continuously variable speed ratio mode. Driving force request corresponding mode transition control means for mode transition to the low-side fixed gear ratio mode is provided.

  Therefore, in the mode transition control device for a hybrid vehicle according to the present invention, the driving force demand detection state is detected by the driving force demand detection means in the driving force demand corresponding mode transition control means at the time of starting after selecting the continuously variable transmission ratio mode. When it is detected that the vehicle travels at a speed, control for mode transition from the continuously variable gear ratio mode to the low-side fixed gear ratio mode is performed. In other words, the low-side fixed gear ratio mode that can output a large driving force when a driving force request is issued at the driver's will by accelerator operation, switch operation, etc. The mode transition to is automatically performed. As a result, during driving with the continuously variable transmission ratio mode selected, if a driving force request is issued depending on the driver's intention or driving environment, it is possible to ensure driving that meets the driving force request.

  Hereinafter, the best mode for realizing a mode transition control device for a hybrid vehicle of the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the drive system configuration of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the mode transition control device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first motor generator MG1, a second motor generator MG2, an output shaft OUT (output member), and a driving force synthesis transmission. TM. The driving force combined transmission TM includes a first planetary gear PG1 (first differential), a second planetary gear PG2 (second differential), and a third planetary gear PG3 (third differential). The engine clutch EC, the low brake LB (first friction engagement element), the high clutch HC (second friction engagement element), and the high / low brake HLB (third friction engagement element).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators having a rotor in which permanent magnets are embedded and a stator around which a stator coil is wound. Based on this, the three-phase alternating current generated by the inverter 3 is independently controlled by applying it to each stator coil.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 of the driving force combining transmission TM are all single-pinion type planetary gears with two degrees of freedom. 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, 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 The third ring gear R3 is 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. It has 6 rotating elements.

The connection relationship between the power sources E, MG1, MG2, the output shaft OUT, and the engagement elements EC, LB, HC, HLB for the six rotating elements of the differential device will be described.
A second motor generator MG2 is connected to the first rotating member M1 (S1, S2).
The second rotating member M2 (R1, R3) is not connected to any input / output element.
An engine E is connected to the third rotating member M3 (PC2, R3) via an engine clutch EC.
A second motor generator MG2 is connected to the first pinion carrier PC1 via a high clutch HC. Further, it is connected to the transmission case TC via a low brake LB.
A first motor generator MG1 is connected to the second ring gear R2. Further, it is connected to the transmission case TC via a high / low brake HLB.
An output shaft OUT is 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).

  Due to the above connection relationship, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), and the second motor generator MG2 (S1, S2) on the alignment chart shown in FIG. A rigid lever model that is arranged in order and can easily express the dynamic operation of the planetary gear train (the first planetary gear PG1 lever (1), the second planetary gear PG2 lever (2), the third planetary gear PG3 lever) (3)) 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 (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the interval between each rotating element to the collinear lever ratio (α , Β, δ).

  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 chart of FIG. Is input to the third rotation member M3 (PC2, R3) which is an engine input rotation element.

  The low brake LB is a multi-plate friction brake fastened by hydraulic pressure, and is disposed on the outer side of the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. The "low gear fixed mode" and the "low-side continuously variable transmission mode" that share the low-side gear ratio by the engagement are 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 chart of FIG. "2-speed fixed mode", "high-side continuously variable transmission mode" and "high gear fixed mode" are realized.

  The high / low brake HLB is a multi-plate friction brake fastened by hydraulic pressure, and is arranged at a position coincident with the rotational speed axis of the first motor generator MG1 on the alignment chart of FIG. 2 and fastened together with the low brake LB. Thus, the gear ratio is set to the “low gear fixed mode” on the underdrive side, and the gear ratio is set to the “high gear fixed mode” on the overdrive side by engaging with the high clutch HC.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, and an accelerator opening. Sensor 7, vehicle speed sensor 8, engine speed sensor 9, first motor generator speed sensor 10, second motor generator speed sensor 11, third ring gear speed sensor 12, navigation system 13 (display) Device), a low mode switch 14 (low-side fixed gear ratio mode switch), and a road surface inclination angle sensor 15 (road surface inclination angle detecting means).

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

  The hydraulic control device 5 receives a hydraulic 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, the engine input rotational speed ωin from the third ring gear rotational speed sensor 12, and the like. Predetermined arithmetic processing is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1 and the integrated controller 6 and the motor controller 2 are connected by bidirectional communication lines 14 and 15 for information exchange, respectively.

  The navigation system 13 provides the integrated controller 6 with the terrain information of the vehicle position and the terrain information of the road on which the vehicle is scheduled to pass, and mode transition corresponding to the driving force request from the integrated controller 6. Is displayed on the display screen to indicate that the “low gear fixed mode” is selected, based on a display command issued after the operation is executed.

  The low mode switch 14 is an ON / OFF switch disposed at an instrument panel position that can be reached by a driver sitting in the driver's seat. The low mode switch 14 is low when the vehicle is stopped or traveling in the “low-side continuously variable transmission mode”. When the mode switch 14 is turned on, the mode transition to the “low gear fixed mode” is performed based on the switch signal input to the integrated controller 6.

  The road surface inclination angle sensor 15 detects the inclination angle of the vehicle traveling road surface, and outputs a road surface inclination angle signal to the integrated controller 6.

  Next, the travel mode of the hybrid vehicle will be described.

  The driving mode includes a low gear fixed mode (hereinafter referred to as “Low mode”), a low-side continuously variable transmission mode (hereinafter referred to as “Low-iVT mode”), and a two-speed fixed mode (hereinafter referred to as “2nd mode”). ), A high-side continuously variable transmission mode (hereinafter referred to as “High-iVT mode”), and a high gear fixed mode (hereinafter referred to as “High mode”).

  Regarding the five driving modes, an 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 an 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. 2 (five driving modes related to EV mode) and FIG. 3 (five driving modes related to HEV mode), the combination of “EV mode” and “HEV mode” is “10 driving modes”. Will be realized. Here, Fig. 2 (a) is an alignment chart of "EV-Low mode", Fig. 2 (b) is an alignment chart of "EV-Low-iVT mode", and Fig. 2 (c) is "EV-2nd mode". 2D is an alignment chart of “EV-High-iVT mode”, and FIG. 2E is an alignment chart of “EV-High mode”. Fig. 3 (a) is a nomogram for "HEV-Low mode", Fig. 3 (b) is a nomogram for "HEV-Low-iVT mode", and Fig. 3 (c) is "HEV-2nd mode". FIG. 3D is a collinear diagram of “HEV-High-iVT mode”, and FIG. 3E is a collinear diagram of “HEV-High mode”.

The “Low mode” is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB, as shown in the collinear diagram of FIG. 2 (a) and FIG. 3 (a). Low gear fixed mode.
In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, and the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is the low-side continuously variable transmission mode obtained in
The “2nd mode” is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB, as shown in the collinear diagrams of FIG. 2 (c) and FIG. 3 (c). 2 speed fixed mode.
In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, and the high / low brake HLB is released, as shown in the collinear charts of FIGS. 2 (d) and 3 (d). Is a high-side continuously variable transmission mode obtained in
The “High mode” is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB, as shown in the nomographs of FIGS. 2 (e) and 3 (e). High gear fixed mode.

  Then, the mode transition control of the “10 travel modes” is performed by the integrated controller 6. That is, the integrated controller 6 is provided with the “10 travel modes” as shown in FIG. 4, for example, in a three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. The allocated travel mode map is set in advance. When the vehicle travels, the travel mode map is searched based on the detected values of the required driving force Fdrv, the vehicle speed VSP, and the battery SOC, and is determined by the required driving force Fdrv and the vehicle speed VSP. The optimum travel mode is selected according to the vehicle operating point and the battery charge amount. FIG. 4 is an example of a travel mode map that is represented in two dimensions by the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 5, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed.

  Further, when mode transition between the five modes of the “EV mode” and mode transition between the five modes of the “HEV mode” are performed, they are performed according to the ON / OFF operation table shown in FIG. Also, among the controls that change the running mode, for example, when starting / stopping the engine E and engaging / disengaging clutches and brakes are necessary at the same time, when engaging / disengaging multiple clutches and brakes are necessary, In the case where the motor generator rotation speed control is necessary prior to the start / stop of E or the engagement / release of the clutch or brake, the sequence control is performed according to a predetermined procedure.

  Next, the operation will be described.

[Driving force request response mode transition control processing]
FIG. 6 is a flowchart showing the flow of the driving force request corresponding mode transition control process executed in the integrated controller 6 of the first embodiment. Each step will be described below (driving force request corresponding mode transition control means).

  In step S1, for example, by confirming low brake LB engagement, high clutch HC release, and high / low brake HLB release, it is determined whether or not the vehicle is running in "HEV-Low-iVT mode". The process proceeds to S2, and in the case of NO, the determination to Step S1 is repeated.

  In step S2, it is determined whether the switch signal from the low mode switch 14 is an ON signal or an OFF signal based on the determination in step S1 that the vehicle is starting in “HEV-Low-iVT mode”. Shifts to step S5, and in the case of an OFF signal, shifts to step S3 (driving force request detecting means).

  In step S3, based on the determination that the switch signal from the low mode switch 14 is an OFF signal in step S2, if driving force is required based on the terrain information from the road surface inclination sensor 15 or the navigation system 13 (own vehicle) It is determined whether the traveling road surface is an uphill road or the road surface on which the vehicle is scheduled to travel a little later is an uphill road. If YES, the process proceeds to step S5. If NO, the process proceeds to step S4. .

  In step S4, whether or not the accelerator opening AP from the accelerator opening sensor 7 is equal to or greater than the driving force request threshold APO based on the determination in step S3 that the driving environment does not require an uphill road. If YES, the process proceeds to step S5. If NO, the process proceeds to return.

  In step S5, if one of the switch operation conditions in step S2, the uphill traveling condition in step S3, or the accelerator opening condition in step S4 is satisfied, “HEV-Low-iVT mode” is changed to “ In order to make a mode transition to the “HEV-Low mode” via the “EV-Low mode”, first, the engine clutch EC is released, and the process proceeds to Step S6.

  In step S6, following the release of the engine clutch EC in step S5, the rotational speed N1 of the first motor generator MG1 and the second motor generator MG2 so that the inclination of the nomographic chart in the “EV-Low mode” is obtained. , N2 is controlled to be 0 rpm, and the process proceeds to step S7.

  In step S7, following the control in which the slope of the nomograph in “EV-Low mode” in step S6 is set and the rotation speed of the second ring gear R2 that is the input element of the first motor generator MG1 is substantially zero, The brake HLB is engaged and the process proceeds to step S8.

  In step S8, the mode shift to the “EV-Low mode” using only the second motor generator MG2 as a drive source by fixing the second ring gear R2 to the transmission case TC by engaging the high / low brake HLB in step S7. Whether or not the engine speed Ne and the speed ωin of the third rotating member M3 match, that is, whether the engine speed Ne matches the lever of the second planetary gear PG2 on the nomograph. If YES, the process proceeds to step S9. If NO, the determination in step S8 is repeated.

  In step S9, based on the determination in step S8 that the engine rotational speed Ne and the rotational speed ωin of the third rotational member M3 coincide with each other, the engine clutch EC is engaged, and the engine E and the second motor generator MG2 are driven. The mode transitions to the “HEV-Low mode” as the source. At the same time, a display command indicating the selection of the “HEV-Low mode” is output to the navigation system 13, and the process proceeds to return.

[Problems when driving in continuously variable transmission ratio mode]
Japanese Patent Application Laid-Open No. 2003-32808 discloses a planetary gear mechanism having four elements and two degrees of freedom in which four input / output elements are arranged on a collinear diagram, and two arranged inside the input / output elements. An input from the engine is assigned to one of the elements, and an output to the drive system is assigned to the other, and the first motor generator and the second motor generator are assigned to the two elements arranged on both outer sides of the inner element, respectively. A coupled hybrid drive is described. As a result, the torque on the motor generator side with respect to the engine output can be reduced to reduce the size thereof, and the energy passing through the motor generator can be further reduced, so that the transmission efficiency as the drive device is improved.

  In this hybrid drive device, as a travel mode, a “continuously variable transmission mode” that travels using an engine and two motor generators, and a low brake are engaged, and the engine and two motor generators or only two motor generators are coupled. For example, a flat road while slowly depressing the accelerator pedal has been configured to generate a low vehicle speed driving force in the “continuously variable transmission mode”. When starting off, selecting the “Continuously Variable Transmission Mode” allows you to ensure a smooth start while changing the gear ratio steplessly. When the accelerator work is gentle, change the gear ratio steplessly. Smooth running can be ensured.

  However, when the “continuously variable transmission mode” is selected, for example, when the driver requests a high driving force during towing or rough road driving, the driving point of the vehicle is displayed in the “low gear fixed mode” on the driving mode map. As long as it does not enter the region “”, there is no mode transition to the “low gear fixed mode”, and the driver's driving force requirement cannot be met. Similarly, when a driver requests a high driving force by an accelerator operation, the driver's driving force request cannot be satisfied. Further, even when the traveling environment is an uphill road that requires a high driving force, the driving force request of the traveling environment cannot be similarly satisfied.

[Mode transition control action for driving force requirement]
On the other hand, in the hybrid vehicle mode transition control apparatus according to the first embodiment, the driving is performed in the driving force request state by the driving force request detecting means at the time of starting after selecting the “continuously variable transmission ratio mode”. Is detected (including when the driving force is requested by the driver and when the driving force is requested by the driving environment), the driving force request for mode transition from the “continuously variable gear ratio mode” to the “low-side fixed gear ratio mode”. The above problem has been solved by providing the corresponding mode transition control means.

  That is, when driving with the HEV-Low-iVT mode selected, if there is no high driving force requirement due to the driver or the driving environment, step S1, step S2, step S3, step S4 in the flowchart of FIG. → The process of returning to the return will be repeated, and the selection of “HEV-Low-iVT mode” will be maintained.

  Therefore, in the “HEV-Low-iVT mode”, the collinear chart shown in FIG. 7 is obtained. For example, when starting on a flat road while slowly depressing the accelerator, shifting is performed by selecting the “HEV-Low-iVT mode”. While changing the ratio steplessly, the engine torque Teng and the first motor generator torque T1 are summed to increase the vehicle speed while gradually increasing the output torque Tout, thereby ensuring smooth startability.

  On the other hand, when the low mode switch 14 is turned ON during traveling with the "HEV-Low-iVT mode" selected, in the flowchart of FIG. 6, step S1, step S2, step S5, step S6, step S7 in the flowchart of FIG. → Step S8 → Step S9. Also, when driving with the “HEV-Low-iVT mode” selected, the low mode switch 14 is OFF, but the vehicle traveling road surface is an uphill road, or the road surface on which the vehicle is scheduled to travel a little later In the case of an uphill road, in the flowchart of FIG. 6, the flow proceeds from step S1, step S2, step S3, step S5, step S6, step S7, step S8, and step S9. In addition, when driving with the “HEV-Low-iVT mode” selected, the low mode switch 14 is OFF and the vehicle is not running on an uphill road, but the accelerator pedal is depressed deeply, the flow chart in FIG. , Step S1, Step S2, Step S3, Step S4, Step S5, Step S6, Step S7, Step S8, Step S9. In any case, the sequence transition from the “HEV-Low-iVT mode” shown in FIG. 7 to the “HEV-Low mode” shown in FIG.

Here, the operation transition of the sequence control will be described with reference to FIG.
First, FIG. 9A is a collinear diagram showing when the vehicle is stopped in the “HEV-Low-iVT mode”, and the motor generators MG1 and MG2 balance the levers on the collinear diagram. When starting in this "HEV-Low-iVT mode", for example, when the driver requests a high driving force and turns on the low mode switch 14, as shown in the collinear diagram of FIG. EC is released, and at the same time, the rotational speeds N1 and N2 of the first motor generator MG1 and the second motor generator MG2 are controlled to be 0 rpm. Next, as shown in the collinear diagram of FIG. 9 (c), the high / low brake HLB is engaged and the second ring gear R2 is fixed to the case, so that only the second motor generator MG2 is used as the drive source. Start off in "Low mode". Thereafter, the positive torque of the second motor generator MG2 is increased, and when the engine speed Ne and the rotation speed of the third rotation member M3 coincide on the alignment chart, the engine clutch EC is engaged, and the engine E and the second motor generator MG2 are engaged. Shifts to “HEV-Low mode” with and as the drive source.

  Therefore, when driving with “HEV-Low-iVT mode” selected, if a driving force request is issued due to the driver's intention or driving environment, it will automatically switch to “HEV-Low mode”, which can output a high driving force. By changing the mode, it is possible to ensure traveling that meets the driving force requirement.

  In addition, when driving force is requested, when the mode transition from “HEV-iVT mode” to “HEV-Low mode” occurs, the engine clutch EC is released and the rotational speed control of the first motor generator MG1 and the second motor generator MG2 is performed. Controls the slope of the nomograph to “EV-Low mode” and performs mode transition to “EV-Low mode” using only the second motor generator MG2 as the drive source by sequence control to engage the high-low brake HLB. Therefore, the mode transition shock can be prevented when the high / low brake HLB is engaged.

  Further, when driving force is requested, the engine of the differential device is changed after the mode transition from the “HEV-iVT mode” to the “EV-Low mode” using the second motor generator MG2 as a driving source by engaging the high / low brake HLB. When the rotational speed of the second ring gear R2 that is the input element matches the engine rotational speed Ne, the engine clutch EC is engaged to enter the "HEV-Low mode" in which the engine E and the second motor generator MG2 are the drive sources. Therefore, the mode transition shock due to the engagement of the engine clutch EC can be prevented.

Next, the effect will be described.
In the hybrid vehicle mode transition control apparatus of the first embodiment, the following effects can be obtained.

  (1) It has a differential device in which four or more input / output elements are arranged on the nomograph, and an input from the engine E is input to one of the two elements arranged inside the input / output elements. In addition, an output member to the drive system is assigned to the other, and a driving force combining transmission in which a first motor generator MG1 and a second motor generator MG2 are connected to two elements arranged on both outer sides of the inner element, respectively. Hybrid vehicles equipped with TM have “continuously variable transmission ratio mode” that travels with a continuously variable transmission ratio and “low fixed gear ratio mode” that travels with a fixed fixed gear ratio on the low side. The driving force request detecting means for detecting the driving force request state is provided, and the driving force request detecting means detects that the vehicle is traveling in the driving force request state when traveling with the “continuously variable speed ratio mode” selected. If Since the drive force request corresponding mode transition control means for changing the mode from the "step gear ratio mode" to the "low-side fixed gear ratio mode" is provided, the driver's intention and travel during driving with the "stepless gear ratio mode" selected When a driving force request is issued depending on the environment, traveling that meets the driving force request can be ensured.

  (2) The driving force request detecting means is in a driving force request state when the signal from the low mode switch 14 operated by the driver is an ON signal during traveling with the “continuously variable transmission mode” selected. Therefore, the driving force request corresponding mode transition control for mode transition to the “low-side fixed gear ratio mode” can be executed, reflecting the driver's driving force request intention expressed by the switch operation.

  (3) When the driving force request detecting means travels with the “continuously variable transmission mode” selected, the road surface on which the vehicle travels is determined to be an uphill road or the vehicle travels according to the terrain information from the navigation system 13. When the road surface is an uphill road, it is detected that the driving force request state is detected, so that the traveling road surface of the own vehicle is an uphill road surface, or the road surface on which the vehicle is going to travel is an uphill road surface. The driving force request corresponding mode transition control for changing the mode to the “low-side fixed gear ratio mode” can be executed by reflecting the driving force request according to the environment.

  (4) The driving force request detecting means detects that the driving force is in a required state when the value detected from the road surface inclination angle sensor 15 indicates an uphill slope road surface during traveling with the “continuously variable transmission mode” selected. Therefore, it is possible to execute the driving force request corresponding mode transition control for mode transition to the “low-side fixed gear ratio mode”, reflecting the driving force request due to the traveling environment that the traveling road surface of the own vehicle is an uphill road surface.

  (5) The driving force request detecting means is in a driving force request state when the accelerator opening AP from the accelerator opening sensor 7 is equal to or larger than a set value APO during traveling with the “continuously variable transmission mode” selected. In order to detect that there is, it is possible to execute driving force request corresponding mode transition control for changing the mode to the “low-side fixed gear ratio mode”, reflecting the driving force request intention that appears in the accelerator operation of the driver.

  (6) An engine clutch EC is provided between the engine E and the engine input element of the differential gear, and one element of the differential gear is fixed to the transmission case TC to obtain a low-side fixed gear ratio. The low-side fixed gear ratio brake is provided, and the driving force request corresponding mode transition control means releases the engine clutch EC when the mode transition from the “continuously variable gear ratio mode” to the “low-side fixed gear ratio mode”, The rotation of the first motor generator MG1 and the second motor generator MG2 controls the inclination of the nomograph to the inclination of the “low-side fixed speed ratio mode”, and the motor is controlled by sequence control for engaging the low-side fixed speed ratio brake. The mode transition to the “low-side fixed gear ratio mode” using the generator as the drive source prevents the mode-transition shock when the low-side fixed gear ratio brake is engaged. The

  (7) The driving force request corresponding mode transition control means switches from the “continuous speed ratio mode” to the “low side fixed speed ratio mode” using the motor generator as a drive source by engaging the low side fixed speed ratio brake. After the mode transition, the engine clutch EC is engaged when the rotational speed of the engine input element of the differential device and the engine rotational speed Ne coincide with each other, so that the engine E and the motor generator are used as driving sources. Since the mode transition to the “ratio mode” is performed, a mode transition shock due to the engagement of the engine clutch EC can be prevented.

  (8) When the mode transition control means according to the driving force request corresponding mode shifts from the “continuous speed ratio mode” to the “low side fixed speed ratio mode”, the selected travel mode is “low side fixed speed ratio mode”. Is displayed on a display device provided at a position visible from the driver, the driver can be informed of the system state that the “low-side fixed transmission ratio mode” is being selected. As in the first embodiment, when the navigation system 13 is used as a display device, there is no need to newly install a display device, which is advantageous in terms of cost.

(9) The driving force combined transmission TM is constituted by a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3 having three elements of two degrees of freedom, and is on a collinear diagram of the second planetary gear PG2. Are connected to the elements arranged at one end on the collinear diagram of the third planetary gear PG3 and assigned to the engine E, and at one end on the collinear diagram of the second planetary gear PG2. The first motor generator MG1 is assigned to the arranged elements, and the elements arranged at one end on the alignment chart of the first planetary gear PG1 and the elements arranged at one end on the alignment chart of the second planetary gear PG2 And the second motor generator MG2 is allocated, the output shaft OUT is allocated to the elements arranged inside on the collinear diagram of the third planetary gear PG3, and the collinear diagram of the first planetary gear PG1 is allocated. Second rotation of the element arranged at the other end and the element arranged at the other end on the collinear diagram of the third planetary gear PG3 A low brake LB is provided between an element arranged on the nomographic chart of the first planetary gear PG1 and a transmission case TC, to which the second motor generator MG2 is assigned. A high clutch HC is provided between the first planetary gear PG1 and an element arranged on the inner side of the collinear diagram, and the element arranged at one end on the collinear diagram of the second planetary gear PG2 and a transmission case A high / low brake HLB is provided between the TC and the continuously variable transmission ratio mode is obtained by engaging the low brake LB, releasing the high clutch HC, and releasing the high / low brake HLB. The low-side fixed gear ratio mode is the “HEV-Low mode” obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB, and the driving force request The corresponding mode transition control means is “HE When driving with “V-Low-iVT mode” selected, if the driving force request detection means detects that the vehicle is running in a driving force request state, the “HEV-Low-iVT mode” to “HEV-Low” In order to transition to `` mode '', when driving with `` HEV-Low-iVT mode '', which is the low gear side continuously variable transmission ratio mode, ensuring smooth running performance when driving force is not required and driving force It is possible to achieve both high driving force driving performance when requested.

  The second embodiment is an example of a hybrid vehicle including a driving force combining transmission having a series low gear fixed mode as a traveling mode.

  That is, as shown in FIG. 10, the driving force synthesis transmission TM of the second embodiment includes a low brake LB (first friction engagement element) and a high clutch HC (second friction engagement element) as friction engagement elements that determine the travel mode. An engagement element), a high / low brake HLB (third friction engagement element), a motor generator clutch MGC (fourth friction engagement element), and a series clutch SC (fifth friction engagement element). The motor generator clutch MGC is provided with a first motor generator MG1 and a second ring gear R2 in a connection path. The series clutch SC is provided in a connection path between the engine E and the first motor generator MG1. Since other configurations are the same as those of the first embodiment shown in FIG. 1, the same reference numerals are given to the drawings and the description thereof is omitted.

  Next, the operation will be described.

[Driving force request response mode transition control processing]
FIG. 11 is a flowchart showing the flow of the driving force request corresponding mode transition control process executed in the integrated controller 6 of the second embodiment. Each step will be described below (driving force request corresponding mode transition control means). In addition, since each step of step S21-step S29 is a step which performs the same process as step S1-step S9 of FIG. 6, description is abbreviate | omitted.

  In step S30, the mode shift to the “EV-Low mode” in which only the second motor generator MG2 is used as a drive source by fixing the second ring gear R2 to the transmission case TC by engaging the high / low brake HLB in step S27. If the battery SOC is high, that is, if the mode shifts to the “HEV-Low mode”, it is determined whether the engine torque can be assisted sufficiently by the second motor generator MG2. If YES Shifts to step S28, and if NO, shifts to step S31.

  In step S31, based on the determination that the battery SOC is not high in step S30, the motor generator clutch MGC is released and the series clutch SC is engaged to disconnect the engine E and the first motor generator MG1 from the differential device ( “Series low gear fixed mode (S-Low mode)” shown in FIG. 12, the first motor generator MG1 is driven by the engine E to generate electric power. When the battery SOC becomes higher than the set capacity, the motor generator clutch MGC is engaged and the series is engaged. The clutch SC is released to return to the “EV-Low mode”, and the process proceeds to step S28.

[Mode transition control action for driving force requirement]
In the hybrid vehicle of the second embodiment, when the mode transition from the “HEV-Low-iVT mode” to the “HEV-Low mode” is performed, the battery SOC is low when the mode transition is made to the “EV-Low mode”. In this case, in the flowchart shown in FIG. 11, the flow proceeds from step S27 to step S30 → step S31 → step S28 → step S29, and the engine generator E and the first motor are engaged by releasing the motor generator clutch MGC and engaging the series clutch SC. The generator MG1 is disconnected from the differential device, the first motor generator MG1 is driven by the engine E to generate electric power, and then the mode shifts to the “HEV-Low mode”.

  Therefore, when a driving force request is issued when the battery SOC is lower than the set capacity, after the mode transition from "HEV-Low-iVT mode" to "EV-Low mode", temporarily "S-Low mode" By charging the battery 4 as described above, in the travel after the mode transition to the “HEV-Low mode”, the travel by the high driving force is ensured while sufficiently assisting the engine torque by the second motor generator MG2. Will be. Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the hybrid vehicle mode transition control apparatus of the second embodiment, the following effects can be obtained in addition to the effects (1) to (9) of the first embodiment.

  (10) A motor generator clutch MGC is provided between the second ring gear R2 arranged at one end on the collinear diagram of the second planetary gear PG2 and the first motor generator MG1, and the engine E and the first motor generator MG1 are connected to each other. A series clutch SC is provided between the motor generator clutch MGC and the driving force request corresponding mode transition control means when the battery SOC is low when the mode transition from the “HEV-Low-iVT mode” to the “HEV-Low mode” is performed. Is disengaged and the series clutch SC is engaged to disconnect the engine E and the first motor generator MG1 from the differential, and the engine E drives the first motor generator MG1 to generate power, and then "HEV-Low mode" Even when the driving force request is issued when the battery SOC is lower than the set capacity, the travel after the mode transition to `` HEV-Low mode '' While carefully assist the engine torque by the second motor generator MG2, it is possible to ensure travel by high driving force.

  As mentioned above, although the mode transition control apparatus of the hybrid vehicle of this invention has been demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, Claim of Claim Design changes and additions are allowed without departing from the spirit of the invention according to each claim.

  In the first embodiment, as the driving force request detecting means, the example by the driver's switch operation and the accelerator operation and the example in which the driving environment is detected by the road surface inclination angle sensor and the navigation system are shown. It may be detected by a combination operation, and the traveling environment may be obtained by communication information from infrastructure, vehicle-to-vehicle communication, or the like.

  In the hybrid vehicle mode transition control apparatus according to the first and second embodiments, an example of a driving force combining transmission having a differential gear constituted by three single pinion planetary gears is shown. For example, Japanese Patent Application Laid-Open No. 2003-32808 Can be applied to a driving force synthesizing transmission having a differential constituted by a Ravigneaux type planetary gear as described in Japanese Patent Publication No. As described above, the present invention is applied to a hybrid vehicle equipped with a driving force synthesis transmission having a continuously variable transmission ratio mode that travels by a continuously variable transmission ratio and a low fixed speed ratio mode that travels by a low fixed transmission ratio. Can do.

1 is an overall system diagram illustrating a drive system and a control system of a hybrid vehicle to which a mode transition control device of Example 1 is applied. FIG. 5 is a collinear diagram showing five driving modes in an electric vehicle mode in the hybrid vehicle of the first embodiment. FIG. 5 is a collinear diagram showing five travel modes in a hybrid vehicle mode in the hybrid vehicle of the first embodiment. It is a figure which shows an example of the driving mode map used for selection of driving modes in the hybrid vehicle of Example 1. 4 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, and a high / low brake in “10 travel modes” in the hybrid vehicle of the first embodiment. 6 is a flowchart showing a flow of a driving force request corresponding mode transition control process executed in the integrated controller of the first embodiment. FIG. 4 is a collinear diagram showing “HEV-Low-iVT mode” in the hybrid vehicle of the first embodiment. FIG. 4 is a collinear diagram illustrating a “HEV-Low mode” in the hybrid vehicle of the first embodiment. FIG. 10 is a collinear diagram illustrating an operation change state when the mode is changed from the “HEV-Low-iVT mode” to the “HEV-Low mode” when the driving force is requested in the integrated controller according to the first embodiment. It is a whole system figure which shows the drive system and control system of a hybrid vehicle to which the mode transition control apparatus of Example 2 was applied. 12 is a flowchart illustrating a flow of a driving force request corresponding mode transition control process executed in the integrated controller of the second embodiment. FIG. 11 is a collinear diagram illustrating an “S-Low mode” selected during power generation that is temporarily executed when a driving force is requested in the integrated controller according to the second embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT Output shaft (output member)
PG1 first planetary gear (first differential)
PG2 Second planetary gear (second differential)
PG3 3rd planetary gear (3rd differential)
EC engine clutch
LB Low brake (first friction engagement element)
HC high clutch (second frictional engagement element)
HLB high / low brake (third friction engagement element)
MGC motor generator clutch (4th friction engagement element)
SC series clutch (5th friction engagement element)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 Hydraulic control apparatus 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 Rotational speed sensor 13 Navigation system (display device)
14 Low mode switch (Low-side fixed gear ratio mode switch)
15 Road surface inclination angle sensor (Road surface inclination angle detecting means)

Claims (9)

It has a differential device in which four or more input / output elements are arranged on a nomogram, and the input from the engine is driven to one of the two elements arranged inside the input / output element, and the other is driven In a hybrid vehicle provided with driving force combining transmissions, each of which is assigned an output member to a system, and has a first motor generator and a second motor generator connected to two elements arranged on both outer sides of the inner element ,
As the running mode, it has a continuously variable speed ratio mode that travels with a continuously variable speed ratio, and a low side fixed speed ratio mode that travels with a fixed speed ratio on the low side,
A driving force request detecting means for detecting a driving force request is provided,
An engine clutch is provided between the engine and the engine input element of the differential;
One element of the differential is fixed to the case, and a low-side fixed gear ratio brake for obtaining a low-side fixed gear ratio is provided,
When traveling with the continuously variable transmission ratio mode selected, if the driving force request detecting means detects that the vehicle is traveling in a driving force request state, the engine clutch is released, and the first motor generator and the second motor are released. By controlling the number of revolutions of the generator, the slope of the collinear diagram is controlled to the slope of the low-side fixed gear ratio mode, and the sequence control for engaging the brake for the low-side fixed gear ratio mode is used to drive the motor generator from the continuously variable speed ratio mode. A mode transition control device for a hybrid vehicle, further comprising driving force request corresponding mode transition control means for mode transition to the low-side fixed gear ratio mode. In the hybrid vehicle mode transition control device according to claim 1,
The driving force request detecting means detects a driving force request state when a signal from a low-side fixed gear ratio mode switch operated by a driver is an ON signal during driving with the continuously variable transmission mode selected. A hybrid vehicle mode transition control device. In the hybrid vehicle mode transition control device according to claim 1,
When the driving force request detecting means travels with the continuously variable transmission mode selected, the road surface on which the vehicle travels is an uphill road or the road surface on which the vehicle is scheduled to travel is an uphill road according to the terrain information from the navigation system. If so, a mode transition control device for a hybrid vehicle is detected that is in a driving force request state. In the hybrid vehicle mode transition control device according to claim 1,
The driving force request detecting means detects that the driving force is in a required state when the detected value from the road surface inclination angle detecting means indicates an uphill slope road surface during traveling with the stepless speed change mode selected. A mode transition control device for a hybrid vehicle. In the hybrid vehicle mode transition control device according to claim 1,
The driving force request detecting means detects that the driving force is in a required state when the detected value from the accelerator opening detecting means is equal to or greater than a set value during traveling with the continuously variable transmission mode selected. A mode transition control device for a hybrid vehicle . In the hybrid vehicle mode transition control device according to any one of claims 1 to 5 ,
The driving force request corresponding mode transition control means performs the mode transition from the continuously variable speed ratio mode to the low side fixed speed ratio mode using the motor generator as a drive source by engaging a low side fixed speed ratio brake. The mode transition to the low-side fixed gear ratio mode in which the engine and the motor generator are used as the driving sources is performed by engaging the engine clutch when the engine speed of the engine input element matches the engine speed. A mode transition control device for a hybrid vehicle. In the hybrid vehicle mode transition control device according to any one of claims 1 to 6 ,
When the mode transition control means by the driving force request corresponding mode transition mode transits from the continuously variable transmission ratio mode to the low-side fixed transmission ratio mode, it can be visually recognized from the driver that the selected traveling mode is the low-side fixed transmission ratio mode. A mode transition control device for a hybrid vehicle, characterized by displaying on a display device provided at a position. It has a differential device in which four or more input / output elements are arranged on a nomogram, and the input from the engine is driven to one of the two elements arranged inside the input / output element, and the other is driven A hybrid vehicle having a driving force synthesis transmission in which a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively, while assigning output members to the system. Leave
The driving force combining transmission is composed of a first differential device, a second differential device, and a third differential device having two degrees of freedom and three elements,
An engine is assigned by connecting an element arranged inside on the nomographic chart of the second differential device and an element arranged at one end on the nomographic chart of the third differential device,
A first motor generator is assigned to an element arranged at one end on the nomographic chart of the second differential device,
An element arranged at one end on the collinear diagram of the first differential device and an element arranged at one end on the collinear diagram of the second differential device are connected to allocate a second motor generator,
An output unit is assigned to elements arranged on the inner side of the alignment chart of the third differential device,
An element arranged at the other end on the collinear diagram of the first differential device and an element arranged at the other end on the collinear diagram of the third differential device are connected by a direct connection element,
A first frictional engagement element is provided between the element arranged on the nomographic chart of the first differential and the transmission case;
A second frictional engagement element is provided between an element to which the second motor generator is assigned and an element arranged inward on the collinear diagram of the first differential ,
A third frictional engagement element is provided between the element arranged at one end on the alignment chart of the second differential and the transmission case;
As the running mode, the first friction engagement element is fastened, the second friction engagement element is released, the low friction continuously variable mode obtained by releasing the third friction engagement element, and the first friction engagement element are engaged. A low gear fixing mode obtained by releasing the second frictional engagement element and fastening the third frictional engagement element ,
A driving force request detecting means for detecting a driving force request is provided,
Before when traveling by selecting kilometers over side stepless speed change mode, when it is detected to be traveling by the driving force required state by the driving force demand detection unit, a low side infinite variable speed mode to the low gear fixed mode A mode transition control device for a hybrid vehicle, characterized in that mode transition control means corresponding to a driving force request for mode transition is provided . In the hybrid vehicle mode transition control device according to claim 8 ,
A fourth friction engagement element is provided between an element arranged at one end on the nomographic chart of the second differential device and the first motor generator, and a fifth friction engagement is performed between the engine and the first motor generator. Providing elements,
The driving force request corresponding mode transition control means releases the fourth friction engagement element and engages the fifth friction engagement element when the battery capacity is low at the time of mode transition from the low-side continuously variable transmission mode to the low gear fixed mode. A mode transition control device for a hybrid vehicle characterized in that the engine and the first motor generator are separated from the differential device, the first motor generator is driven by the engine to generate electric power, and then the mode is shifted to the low gear fixed mode.

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