JP4135692B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to mode transition control when a required driving force increases.

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 inside the input / output elements is connected to 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. and it is (for example, see Patent Document 1).
JP 2003-32808 A

  The hybrid vehicle has a continuously variable transmission ratio mode and a fixed transmission ratio mode as traveling modes, and a fixed transmission ratio that provides a high driving force when the required driving force increases during traveling in the continuously variable transmission ratio mode. Transition to mode. At this time, since the first motor generator or the second motor generator is fixed to shift to the fixed gear ratio mode, it is necessary to set the rotation speed of the motor generator to 0, and this operation is a torque in a direction to suppress the driving force. Therefore, it is necessary to temporarily prevent the driving force from being lowered or raised, which may cause the driver to feel uncomfortable.

  The present invention has been made paying attention to the above problem, and provides a hybrid vehicle control device that does not cause a decrease in driving force even when transitioning from a continuously variable gear ratio mode to a fixed gear ratio mode. The purpose is to do.

In order to achieve the above object, according to the present invention, four or more input / output elements are arranged on a collinear diagram, and an input from the engine is input to one of two elements arranged inside the input / output elements. A differential device in which a first motor generator and a second motor generator are respectively connected to two elements arranged on both outer sides of the inner element, and an output member to the drive system is assigned to the other, In a hybrid vehicle control device comprising: a plurality of fastening elements provided on an output element; and mode control means for achieving a continuously variable transmission ratio mode and a fixed transmission ratio mode by a combination of fastening and releasing of the fastening elements When transitioning from the continuously variable transmission ratio mode to the fixed transmission ratio mode, it is possible to generate only the short-time rated time and to generate the first and second motor generators continuously. Use a torque larger than the effective torque, determine the distribution of engine torque, first motor generator torque, and second motor generator torque so that the mode transition is completed within the short-time rated time, and transition to the fixed gear ratio mode A rapid transition control means is provided.
The rapid transition control means sets the rate of increase of the engine torque based on a deviation between the current engine torque and the target engine torque and the short-time rated time, and the fixed gear ratio mode is collinear. In the figure, a fixed gear ratio mode for fixing the first motor generator adjacent to the engine is set, and the rapid transition control means calculates the target deceleration of the first motor generator, and the actual deceleration of the first motor generator is the target. When the speed is smaller than the deceleration, the increase in the engine torque is prohibited.

  Therefore, mode transition can be performed in a short time while securing the driving force by using the torque that can be generated only in the short-time rated time.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration of the drive system 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 control device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle of the first embodiment includes an engine E, a first motor generator MG1 (generator), a second motor generator MG2 (motor generator), and an output shaft OUT (output member). And the differential device (first planetary gear PG1, second planetary gear PG2, third planetary gear PG3) to which these input / output elements E, MG1, MG2, and OUT are connected, and the selected traveling mode. Friction engagement elements (low brake LB, high clutch HC, high / low brake HLB) whose engagement / release is controlled by control hydraulic pressure from a hydraulic control device 5 described later, engine clutch EC (first clutch), and motor generator clutch MGC (Second clutch) and series clutch SC (third clutch).

  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 serving as the differential devices are all single-pinion type planetary gears having 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 respective engaging elements LB, HC, HLB, EC, SC, MGC 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 and a first oil pump OP1.
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 via a motor generator clutch MGC. 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).
The first motor generator MG1 is connected via a series clutch SC.

  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 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. As shown in the diagram, the "low gear fixed mode" and the "low side continuously variable transmission mode" that share the low gear ratio are realized by fastening.

  The high clutch HC is a multi-plate friction clutch that is fastened 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. As shown in the nomograph, the “two-speed fixed mode”, the “high-side continuously variable transmission mode”, and the “high gear fixed mode” that share the high-side gear ratio are realized by fastening.

  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 alignment chart of FIG. As shown in the nomograph, the gear ratio is set to the "low gear fixing mode" on the underdrive side by engaging with the low brake LB, and the "high gear fixing mode" on the overdrive side by engaging with the high clutch HC. And

  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 series clutch SC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position where the engine E and the first motor generator MG1 are connected on the alignment chart of FIG. 1 Motor generator MG1 is connected.

  The motor generator clutch MGC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is arranged at a position connecting the first motor generator MG1 and the second ring gear R2 on the collinear diagram of FIG. Release the engagement between MG1 and the second ring gear R2.

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. A 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 are configured. Has been.

  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 pressure supply from at least one of an oil pump OP1 driven by the engine E or an electric oil pump OP2 driven by an electric motor or the like, and based on a hydraulic command from the integrated controller 6, the low brake Engagement hydraulic control and release hydraulic pressure control of LB, high clutch HC, high / low brake HLB, engine clutch EC, series clutch SC, and motor generator clutch MGC are performed. 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. 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 road surface inclination angle sensor 13. Information such as the road surface inclination angle from the wheel and the wheel cylinder pressure from the brake sensor 14 is input, and predetermined calculation 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 15 and 16 for information exchange, respectively.

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”.

  In the “Low mode”, as shown in the collinear diagram of FIG. 2 (a) and FIG. 3 (a), the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is engaged, This is a low gear fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is a low-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  In the “2nd mode”, as shown in the collinear diagram of FIG. 2 (c) and FIG. 3 (c), the low brake LB is engaged, the high clutch HC is engaged, the high / low brake HLB is released, and the series clutch is engaged. This is a two-speed fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (d) and FIG. 3 (d). This is a high-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  In the “High mode”, as shown in the collinear diagram of FIGS. 2 (e) and 3 (e), the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is engaged, and the series clutch is engaged. This is a high gear fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  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. 5, 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. 5 is an example of a travel mode map represented by a two-dimensional representation of 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.

  Furthermore, as a result of employing the series clutch SC and the motor generator clutch MGC, in addition to the above “10 driving modes”, as shown in FIG. 6, a series low gear fixing mode (hereinafter referred to as “S -Low mode ") is added. This “S-Low mode” is obtained by engaging the low brake LB and the high / low brake HLB, releasing the engine clutch EC, the high clutch HC and the motor generator clutch MGC, and engaging the series clutch SC.

  That is, the “10 travel modes” are travel modes as a parallel hybrid vehicle, but the “S-Low mode” which is a series low gear fixed mode is a collinear diagram between the engine E and the first motor generator MG1. The battery 4 for generating electric power by driving the first motor generator MG1 by the engine E and receiving and charging the electric power generated by the first motor generator MG1, and the second motor generator MG2 using the charging electric power of the battery 4 To achieve the driving mode as a series type hybrid vehicle. That is, Example 1 is configured as a hybrid vehicle that combines series in parallel.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 6, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed. Further, when mode transition between five modes of “EV mode” or mode transition between five modes of “HEV mode” is performed, it is performed according to the ON / OFF operation table shown in FIG.

  Among these mode transition controls, for example, when engine E start / stop and clutch / brake engagement / release are required at the same time, when multiple clutches / brake engagement / release are required, engine E start When the motor generator rotational speed control is required prior to stopping or engaging / disengaging of the clutch or brake, the sequence control is performed according to a predetermined procedure.

(Rapid transition control processing)
Next, the rapid transition control process according to the first embodiment will be described. For the sake of explanation, the transition from the Low-iVT mode to the Low mode will be described, but it is not particularly limited. FIG. 7 is a flowchart showing the rapid transition control process. In addition, this control flow shall be repeatedly performed by 10 msec as a control period.
In step 101, it is determined whether or not the current travel mode is the low-iVT mode. If the current travel mode is the low-iVT mode, the process proceeds to step 102, and otherwise the control flow is terminated.
In step 102, it is determined whether or not the required driving force Fdrv is within a range achievable with Low-iVT. If it is within the range, the process proceeds to step 103. Otherwise, the process proceeds to step 105.
In step 103, the engine torque TE and the first and second motor generator torques that realize the required driving force Fdrv are calculated.
In step 104, the calculated torque command values are output.

In step 105, it is determined whether the calculation end flag fCALFIN indicating that the engine torque TE and the first and second motor generator torques have been calculated is set to 1. If it is set to 1, it is determined that the calculation has been completed. The process proceeds to step 111. Otherwise, it is determined that the calculation has not been completed, and the process proceeds to step 107.
In step 106, the target deceleration rate α and the maximum driving force TFMX when the first motor generator rotational speed is set to 0 within the short time rated time Tα are calculated.
In step 107, the smaller of the maximum driving force TFMX and the required driving force Fdrv is set as the target driving force.
In step 108, the target engine torque TTE and the first and second motor generator torques are calculated from the target driving force.
In step 109, the torque increase rate β of the engine torque TE is calculated by the following equation.
β = (TTE−TE) × 10 msec / Tα
In step 110, the calculation end flag fCALFIN is set to 1.

In step 111, it is determined whether or not the first motor generator rotational speed has reached 0. If it has reached, the process proceeds to step 117, otherwise the process proceeds to step 112.
In step 112, the deceleration of the first motor generator MG1 is calculated.
In step 113, it is determined whether or not the deceleration of the first motor generator MG1 is greater than or equal to the target acceleration α. If it is greater than or equal to α, the process proceeds to step 114. Otherwise, the process proceeds to step 115.
In step 114, a value obtained by adding the torque increase rate β to the previous engine torque value TE is set as the engine torque TE.
In step 115, a value obtained by subtracting the torque increase rate β from the previous engine torque value TE is set as the engine torque TE. The previous value of the engine torque may be output as it is without being subtracted, and is not particularly limited.
In step 116, torque command values are output to the first and second motor generators and the engine.

In step 117, the high / low brake HLB is turned ON.
In step 118, the mode transition from the Low-iVT mode to the Low mode is terminated.

The control flow will be described.
(About rapid transition control processing)
FIG. 8 is a diagram showing an outline of a travel mode map determined by the vehicle speed VSP and the required driving force Fdrv. As shown in FIG. 8, the low mode can generate a high driving force in the region below the vehicle speed V1, and the low-iVT mode can generate a low driving force in the region below the vehicle speed V2. Areas indicated by hatching can achieve both driving modes. When the operating point P1 is present in the hatched region, the Low-iVT mode is selected to select the traveling mode that minimizes the fuel consumption.

  When the driver depresses the accelerator pedal and the required driving force Fdrv increases, the vehicle speed VSP does not change suddenly, and the driving point P1 moves upward as shown in FIG. Here, if the required driving force Fdrv is in a range that can be achieved in the Low-iVT mode, mode transition is not particularly required, but if a driving force that cannot be achieved in the Low-iVT mode is required (for example, operating point P2), Low mode is selected.

  FIG. 9 is a collinear diagram showing a transition from the Low-iVT mode to the Low mode. As shown in FIG. 9, during traveling in the Low-iVT mode, the first motor generator MG1 and the second motor generator MG2 are driven at a certain rotational speed. In order to transition from this state to the Low mode, the rotational speed of the first motor generator MG1 must be reduced and the high / low brake HLB must be fixed. When the rotational speed of the first motor generator MG1 is reduced, it is necessary to control the first motor generator MG1 with low rotation and high torque in order to change the mode with the output shaft torque being constant. However, in actuality, if the rotation speed of the first motor generator MG1 decreases, there is a concern about heat generation of the drive circuit or the like, so that a sufficient torque cannot be generated, and the output shaft torque may be decreased. Further, if the engine torque is increased in order to compensate for the decrease in the output shaft torque, a thrust torque may be generated on the contrary depending on the increase rate.

  Therefore, in the rapid transition control of the first embodiment, the mode transition is performed using the maximum torque that can be generated by the short-time rating of the first motor generator MG1. FIG. 10 is a diagram showing the relationship between the rotational speed of first motor generator MG1 and the torque. In FIG. 10, the thin solid line represents the relationship between the rotational speed and torque that can be generated when used continuously, and the thick solid line in FIG. 10 represents the relationship between the rotational speed and torque that can be generated when generated only for 2 seconds. In FIG. 10, the dotted line represents the relationship between the number of rotations that can be generated and the torque that can be generated when generating only for 0.5 seconds. As shown in FIG. 10, the maximum torque that can be generated with a short-time rating can be larger than that in the case of continuous use.

FIG. 11 is a time chart when the rapid transition control is executed when transitioning from the Low-iVT mode to the Low mode.
When the driver's required driving force Fdrv increases at time T1, it is determined that the driver cannot be achieved in the Low-iVT mode, and a transition to the Low mode is started. Specifically, first, the current first motor generator rotational speed is read, and the maximum torque of the first motor generator MG1 and / or the second motor generator MG2 that can be generated with a short-time rating according to the rotational speed is used. Find the maximum driving force TFMX that can be generated at the moment. Next, the target deceleration rate α of the first motor generator MG1 for making the first motor generator rotational speed 0 within the short time rated time Tα is calculated.

  Next, the smaller of the maximum driving force TFMX using the short-time rated maximum torque and the required driving force Fdrv is set as the target driving force. If the required driving force Fdrv is larger than the maximum driving force TFMX, it cannot be selected because the driving force cannot actually be achieved.If the maximum driving force TFMX is larger than the required driving force Fdrv, the maximum driving force TFMX is set. This is because an excessive driving force is generated.

  The target torques of the first motor generator MG1, the second motor generator MG2 and the engine are calculated from the selected target driving force. Here, if the target torque TTE of the engine E is increased at a stroke, the torque of the first motor generator MG1 and / or the second motor generator MG2 cannot catch up as shown in FIG. 12, and the rotational speed of the first motor generator MG1 is reduced. The scene that cannot be made is considered. At this time, since the engine torque is once reduced and the rotational speed of the first motor generator MG1 is reduced, and then the engine torque is increased again, there is a possibility that the mode transition takes time on the contrary. Therefore, the torque increase rate β is set using a value obtained by dividing the deviation between the target engine torque TTE and the current engine torque TE by the short-time rated time. Thereby, the engine torque TE does not increase at a stretch, and the problem that the engine torque must be decreased again can be avoided.

  Next, the deceleration of the first motor generator MG1 is calculated, and it is determined whether this deceleration is equal to or greater than the target deceleration α. If the deceleration of the first motor generator MG1 is less than the target deceleration, the mode transition cannot be completed within the short-time rated time. At this time, in order to prohibit the engine torque from increasing, the engine torque TE is controlled the previous time. A value obtained by subtracting the torque increase rate β from the engine torque TE in the cycle is set as the engine torque TE. It is to be noted that the purpose here is to avoid the fact that sufficient deceleration cannot be obtained because the effect is to increase the rotational speed of the first motor generator MG1 when the increase in engine torque is large. The engine torque TE in the control cycle may be set while maintaining the engine torque TE in the current control cycle, and is not particularly limited.

  If the deceleration is equal to or greater than the target deceleration α, the engine torque TE in the current control cycle is set as the engine torque TE by adding the torque increase rate β to the engine torque TE in the previous control cycle. By repeating this operation, mode transition within the short-time rated time Tα can be achieved without impairing the driving force.

  When the rotation speed of the first motor generator MG1 becomes 0 at time T2, the high / low brake HLB is engaged, and the mode transition from the Low-iVT mode to the Low mode is terminated. After the mode transition to the low mode is completed, the required driving force Fdrv is achieved by the driving force control in the low mode.

Here, the comparison with the mode transition control when the short-time rating is not used will be described.
(Pttern1: When changing mode while increasing driving force in Low-iVT mode)
In the case of Pattern 1 indicated by a thin dotted line in FIG. 11, when the mode transition is performed while increasing the driving force in the Low-iVT mode, the engine torque is increased, and therefore, the rotation speed of the first motor generator MG1 can be easily reduced. Therefore, the mode transition takes time. After the mode transition is completed, the driving force is increased to the required driving force Fdrv, but it will take time.

(Pattern2: When performing mode transition while sacrificing required driving force)
In the case of Pattern 2 indicated by a thin dotted line in FIG. 11, first, a transition from the Low-iVT mode to the Low mode is performed. At this time, the torques of the first motor generator MG1 and the second motor generator MG2 are used for the mode transition, and the mode transition is performed by suppressing the increase of the engine torque, and the difference from the required driving force Fdrv is large. Give a sense of incongruity. Further, since the driving force is increased by the Low mode, the required driving force Fdrv is reached in a shorter time than Pattern 1, but it still takes time.

  In contrast, in the first embodiment, the mode transition is performed in a short time while increasing the driving force by performing the rapid transition control using the maximum torque of the first motor generator MG1 and / or the second motor generator MG2 at the short-time rating. It is possible to achieve this, and by outputting the required driving force Fdrv quickly, stable mode transition control can be achieved without causing the driver to feel uncomfortable.

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

  (1) When transitioning from the Low-iVT mode to the Low mode, only the short-time rated time Tα can be generated, and the torque is greater than the torque that can be generated continuously by the first and second motor generators MG1 and MG2. To determine the distribution of engine torque, first motor generator torque, and second motor generator torque so that the mode transition is completed within the short rated time Tα, and to perform the rapid transition control to transition to the Low mode. . Thereby, mode transition can be achieved while increasing the driving force according to the required driving force.

  (2) The engine torque increase rate β is set based on the deviation between the current engine torque TE and the target engine torque TTE and the short-time rated time Tα. Therefore, it is possible to prevent the loss of mode transition time due to the engine torque increasing too early.

  (3) The deceleration α of the first motor generator MG1 is calculated, and the increase rate β of the engine torque is added, subtracted or maintained so that the deceleration α can be maintained. Therefore, the first motor generator MG1 is set to 0 within the rated time for a short time, and the mode transition to the low mode can be achieved.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention. For example, in the first embodiment, the rapid transition control from the Low-iVT mode to the Low mode is shown, but the present invention may be applied to the transition from the High-iVT mode to the Higi mode. Moreover, you may apply to the transition from 2nd mode to High-iVT mode or Low-iVT mode. Further, the mode transition may be performed using the maximum torque rated for a short time in the EV mode without being limited to the HEV mode using the engine driving force. Further, since the torque that can be generated varies depending on the short-time rated time as shown in FIG. 10, the short-time rated time is set according to the driver's accelerator pedal operation, etc., and according to the set short-time rated time. Alternatively, rapid transition control may be performed.

  The hybrid vehicle control device of the first embodiment has an example of a hybrid differential device that includes a differential device composed of three single pinion type planetary gears and can select a parallel travel mode and a series travel mode. However, for example, as described in Japanese Patent Application Laid-Open No. 2003-32808 and the like, a hybrid differential device having a differential device constituted by a Ravigneaux type planetary gear and capable of selecting a parallel travel mode and a series travel mode It can also be applied to. Furthermore, the present invention can be applied to a series type hybrid vehicle having only a series running mode.

1 is an overall system diagram illustrating a hybrid vehicle according to a first embodiment. FIG. 5 is a collinear diagram showing five driving modes in an electric vehicle mode in the hybrid vehicle of the first embodiment. FIG. 6 is a collinear diagram showing five travel modes in a hybrid vehicle mode in the hybrid vehicle of the first embodiment. FIG. 3 is a collinear diagram illustrating a relationship with each engagement element 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. 3 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, a high / low brake, a series clutch, and a motor generator clutch in the “10 travel modes” in the hybrid vehicle of the first embodiment. 3 is a flowchart illustrating a flow of a rapid transition control process according to the first embodiment. 3 is a mode map representing a travel mode determined by the vehicle speed and the required driving force according to the first embodiment. FIG. 6 is a collinear diagram illustrating a transition from the Low-iVT mode to the Low mode according to the first embodiment. It is a figure showing the relationship between the rotation speed which can be generate | occur | produced by the short-time rating of Example 1, and a torque. 3 is a time chart showing rapid transition control using the short-time rating of the first embodiment. It is a time chart showing mode transition in case an engine torque rises too early.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT Output shaft (output member)
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
LB Low brake
HC high clutch
HLB High / Low brake
EC engine clutch
MGC motor generator clutch
SC series clutch 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 rotation speed sensor 13 Inclination angle sensor 14 Brake sensor

Claims (1)

Four or more input / output elements are arranged on the alignment chart, one of two elements arranged inside the input / output elements is input from the engine, and the other is an output member to the drive system. And a differential device in which a first motor generator and a second motor generator are respectively connected to two elements arranged on both outer sides of the inner element;
A plurality of fastening elements provided on the input / output element;
Mode control means for achieving a continuously variable gear ratio mode and a fixed gear ratio mode by a combination of fastening and releasing of the fastening elements;
In a hybrid vehicle control device comprising:
When transitioning from the continuously variable transmission ratio mode to the fixed transmission ratio mode, a torque that can be generated only for a short time rated time and that can be generated continuously by the first and second motor generators is used, Quick transition control means for determining the distribution of the engine torque, the first motor generator torque and the second motor generator torque so that the mode transition is completed within the short time rated time and transitioning to the fixed gear ratio mode ;
The rapid transition control means sets an increase rate of the engine torque based on a deviation between a current engine torque and a target engine torque and the short-time rated time,
The fixed gear ratio mode is a fixed gear ratio mode for fixing the first motor generator adjacent to the engine on the nomograph.
The rapid transition control means calculates a target deceleration of the first motor generator, and prohibits an increase in the engine torque when the actual deceleration of the first motor generator is smaller than the target deceleration.
A hybrid vehicle control device.

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