JP4144559B2 - Hybrid vehicle engine reverse rotation prevention control device - Google Patents

Description

  The present invention relates to an engine reverse rotation prevention control device for a hybrid vehicle including a driving force synthesis transmission having a relationship in which engine rotation is accompanied by output rotation.

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. (For example, refer to Patent Document 1).
JP 2003-32808 A

  However, in the hybrid vehicle equipped with the conventional driving device, four input / output elements are arranged on the levers on the nomograph, and the engine rotation has a relationship with the output rotation. When a rollback occurs that causes the vehicle to move backward when the vehicle stops or when the vehicle starts moving uphill, if the output rotation is reversed, the engine rotation is reversed due to the reverse rotation of the output rotation. There is a problem that the engine life is reduced, for example, a malfunction occurs.

  The present invention has been made paying attention to the above problems, and improves engine durability reliability by preventing reverse rotation of the engine regardless of whether rollback occurs or not when the vehicle is stopped with the engine stopped. An object of the present invention is to provide an engine reverse rotation prevention control device for a hybrid vehicle.

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,
An engine clutch is provided between the engine and an element to which the engine is assigned in the differential device,
Vehicle speed detecting means for detecting the vehicle speed is provided;
An engine reverse rotation prevention control means for separating the engine clutch when the vehicle is stopped with the engine stopped is provided.
In addition, a rollback prediction determination means for predicting and determining the occurrence of a rollback in which the vehicle moves backward when starting forward is provided.
The engine reverse rotation prevention control means disengages the engine clutch only when the occurrence of the rollback is predicted.

  Therefore, in the engine reverse rotation prevention control device for a hybrid vehicle according to the present invention, the engine reverse rotation prevention control means disengages the engine clutch when the vehicle is stopped after the engine is stopped. That is, by disengaging the engine clutch, the element to which the engine on the nomograph is assigned and the engine are separated, and the engine is not rotated by the output rotation. As a result, when the vehicle is stopped with the engine stopped, the engine can be prevented from reversing regardless of whether rollback occurs or not, thereby improving the durability of the engine.

  Hereinafter, the best mode for realizing an engine reverse rotation prevention control device for a hybrid vehicle of the present invention will be described based on Example 1 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 engine reverse rotation prevention control device of the first embodiment 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. 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 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.

  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 engine reverse rotation prevention control in the “10 travel mode” 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.

[Engine reverse rotation prevention control processing]
FIG. 6 is a flowchart showing the flow of the engine reverse rotation prevention control process executed by the integrated controller 6 according to the first embodiment. Each step will be described below (engine reverse rotation prevention control means).

  In step S1, it is determined whether or not the vehicle is in the “EV mode”. If YES, the process proceeds to step S3. If NO, the process proceeds to step S2.

  In step S2, based on the determination that the “HEV mode” is selected in step S1, normal control (“HEV mode” is a travel mode using the engine E, so that, for example, it is released in the transition period of mode transition. The engine clutch EC is kept engaged unless the engine is required.) Is executed, and a return is made.

In step S3, it is determined whether or not the vehicle is stopped based on the determination that “EV mode” in which the engine E is not used in step S1 is selected. If YES, the process proceeds to step S4. If NO, the process proceeds to step S4. The process proceeds to step S6.
Here, the vehicle stop is determined when the wheel rotation speed is zero (stop). For example, the vehicle speed detection value from the vehicle speed sensor 8 (vehicle speed detection means) that detects the output rotation speed is the vehicle speed. When the vehicle is in the stop region, or when the wheel speed detection value from the wheel speed sensor is in the vehicle stop region, or when the vehicle is in the vehicle stop region based on these judgments and when the brake is being operated, etc. To be judged.

In step S4, on the basis of the vehicle stop determination in step S3, the road surface on which the own vehicle is stopped or the road surface on which the vehicle is scheduled to travel after the start of the own vehicle is an uphill road whose road surface inclination angle is a set value or more If YES, the process proceeds to step S5. If NO, the process proceeds to step S6 (rollback prediction determination means).
Here, of the determination of the uphill road, for example, the inclination angle of the road surface on which the own vehicle is stopped is determined using sensor information from the road surface inclination sensor, the front / rear G sensor, etc., and the vehicle travels after the vehicle starts. The planned inclination angle of the road surface is determined based on road surface information from the navigation system, road surface information from the infrastructure, road surface information by inter-vehicle communication, or the like.

  In step S5, an instruction to release the engine clutch EC is issued based on the determination that the road is an uphill road in step S4, and the process proceeds to return.

In step S6, if it is determined in step S3 that the vehicle is traveling, or if it is determined in step S4 that the vehicle is not a climbing road but a flat road or a downhill road, the vehicle speed (output rotational speed) is negative (the rotational speed in the vehicle reverse direction). That is, whether or not rollback has occurred is determined. If YES, the process proceeds to step S5, and if NO, the process proceeds to step S7 (rollback occurrence determination means).
Here, the determination of the occurrence of rollback is, for example, when the vehicle speed detection value VSP (output rotation speed) from the vehicle speed sensor 8 that detects the carrier rotation speed of the third planetary gear PG3 is a negative rotation speed, or the wheel speed. When the wheel speed detection value from the sensor is a negative rotation speed, the occurrence of rollback is determined by, for example.

  In step S7, based on the detection that the vehicle is not in the reverse state (= rollback) in step S6, the engine clutch EC is engaged, and the routine proceeds to return.

[Challenges when stopping the vehicle when "EV mode" is selected]
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 the driving mode, “EV mode” and “HEV mode” are driven by a continuously variable transmission ratio in each of “EV mode” and “HEV mode”, and “low gear fixed” is fixed by a fixed gear ratio in which a low brake is engaged. Mode ". For example, when starting from a stop where the driving force requirement is low during the stop, select “EV-continuous speed change mode” to ensure a smooth start, and from the stop where the driving force requirement is high during the stop When starting off, the EV-low gear fixed mode is selected to ensure startability.

  When the vehicle stops before starting, the engine speed becomes zero by selecting the “EV mode”, so the engine clutch is released, the engine is disconnected from the element, and the element matches the engine speed. However, when the engine clutch is engaged after starting, an engagement shock is likely to occur due to a shift in clutch engagement timing or the like, and this shock prevention control is difficult.

  Therefore, when the vehicle is stopped, the engine clutch is engaged, and the engine is rotated by the lever relationship in the nomograph, and the engine is started when the engine speed exceeds a predetermined value. Shock can be reduced.

  However, if the engine clutch is engaged even when the vehicle is stopped, four input / output elements are arranged in the lever on the nomograph, and the engine rotation is related to the output rotation. If a rollback occurs that causes the vehicle to move backward when stopping or starting from a stop on an uphill road, and the output rotation is reversed, the engine rotation is also reversed due to the reverse rotation of the output rotation. The engine life will be reduced due to the occurrence of problems.

[Engine reverse prevention control action]
On the other hand, in the hybrid vehicle engine reverse rotation prevention control device of the first embodiment, on the premise of occurrence of rollback, the engine reverse rotation prevention control means for disconnecting the engine clutch EC when the vehicle E stops with the engine E stopped. The above-mentioned problem was solved by providing.

  That is, when starting and running with the “HEV mode” using the engine E selected, the flow from step S1 to step S2 to return is repeated in the flowchart of FIG. The engine clutch EC remains engaged unless it is necessary to release it during the period.

  On the other hand, when the vehicle is stopped after selecting “EV mode” and the traveling road surface is an uphill road, in the flowchart of FIG. 6, go to step S 1 → step S 2 → step S 3 → step S 4 → step S 5. The engine clutch EC is released.

  If rollback occurs when starting from a stop state, the flow proceeds from step S1 to step S3 to step S6 to step S5 in the flowchart of FIG. 6, and the release of the engine clutch EC is maintained. .

  Furthermore, when the rollback generated when starting from the stop state converges and the vehicle starts moving forward, in the flowchart of FIG. 6, the flow proceeds from step S1 to step S3 to step S6 to step S7. The engine clutch EC is engaged.

  During reverse travel with the “EV mode” selected, in the flowchart of FIG. 6, the flow proceeds from step S 1 → step S 3 → step S 6 → step S 5, the engine clutch EC is released, and the reverse travel continues. As long as the engine clutch EC is released. Then, when the vehicle travels from reverse travel to forward travel, the flow proceeds from step S1 to step S3 to step S6 to step S7 in the flowchart of FIG. 6, and the engine clutch EC is engaged. Hereinafter, as a specific example, a description will be given based on FIG. 7 when traveling on a flat road and when traveling on an uphill road with or without rollback countermeasures.

* When traveling on a flat road when traveling on a flat road In the flowchart of FIG. 6, the process proceeds from step S1, step S3, step S4, step S6, and step S7, and the engine clutch EC is engaged. If there is no rollback due to a forward start from a flat road, the process proceeds from step S1 to step S3 to step S6 to step S7 in the flowchart of FIG. 6, and the engagement of the engine clutch EC is maintained. Will remain.
Therefore, when starting from a stop on a flat road, since the engine clutch EC continues to be engaged even after starting from a vehicle stop state, as shown in FIG. The engine rotation is rotated according to the change in the output rotation due to the lever relationship in the nomogram of “mode”, and the engine E is started when the engine speed exceeds the predetermined rotation speed that is optimal for the engine start. Shock associated with engagement of the clutch EC can be reduced.

* When going uphill (no rollback measures)
The case where the engine clutch EC is continuously engaged even after starting from a vehicle stop state will be described from the standpoint that it is advantageous for reducing the shock as described above.
For example, when the roll surface where the vehicle is stopped is an uphill road and the vehicle moves backward after starting, as shown in FIG. 7 (b), as shown in FIG. Since the engine rotation is rotated together with the output rotation by being constrained by the rotation relationship of 3), if the output rotation is reversed due to the occurrence of rollback, the engine rotation is also reversed due to the reverse rotation of the output rotation.
Due to the reverse rotation of the engine E, the engine life is shortened, for example, a problem occurs in the oil pump.

* When going uphill (with rollback measures)
Therefore, the operation when the vehicle advances forward on an uphill road to which the engine reverse rotation prevention control of the present invention that temporarily releases the engine clutch EC when the occurrence of rollback is predicted when the vehicle is stopped will be described.
For example, if the road surface on which the vehicle is stopped is an uphill road, the flow proceeds from step S1 to step S3 to step S4 to step S5 in the flowchart of FIG. 6, and the engine clutch EC is released. Then, when a rollback occurs in which the vehicle moves backward after starting from this stop state, the flow proceeds from step S1 to step S3 to step S6 to step S5 in the flowchart of FIG. 6, and the release of the engine clutch EC is maintained. The Therefore, as shown in FIG. 7 (b), the engine E is disconnected from the lever (3) on the nomogram of the “EV-Low mode”, thereby preventing the engine rotation from being reversed due to rotation with respect to the output rotation. The Then, when the rollback is settled and the vehicle starts to move forward, in the flowchart in FIG. 6, the flow proceeds to step S1, step S3, step S6, step S7, and the released engine clutch EC is engaged, Thereafter, the engine rotation and the output rotation are accompanied, and when the engine speed reaches a predetermined speed, the engine is started with the shock suppressed.
Therefore, when starting on an uphill road where rollback occurs, the engine clutch EC is temporarily released from when the vehicle is stopped until the rollback converges and the vehicle starts to travel forward, and the vehicle travels forward. Since the engine clutch EC is engaged once the engine clutch EC is started, the engine E is improved in durability reliability by preventing the engine E from reversing, and the engine start that suppresses the shock caused by maintaining the engagement of the engine clutch EC when a forward start is confirmed. And both can be achieved.

Next, the effect will be described.
In the engine reverse rotation prevention control device for a hybrid vehicle according to the first embodiment, the effects listed below 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. In a hybrid vehicle equipped with a TM, an engine clutch EC is provided between the engine E and an element to which the engine E is assigned, and a vehicle speed sensor 8 for detecting a vehicle speed VSP is provided, and the engine E is stopped. Since the engine reverse rotation prevention control means for disengaging the engine clutch EC is provided when the vehicle is stopped, whether the rollback occurs or not when the vehicle is stopped with the engine E stopped. However, by preventing reverse rotation of the engine E, the durability reliability of the engine E can be improved.

  (2) Since the engine reverse rotation prevention control means engages the separated engine clutch EC after the vehicle speed is increased in the forward direction, the engine E reverse rotation prevention prevents the engine E from rotating reversely and suppresses shock. The engine E can be started at the same time.

  (3) When starting forward, rollback prediction determination means for predicting and determining the occurrence of rollback in which the vehicle moves backward is provided, and the engine reverse rotation prevention control means is provided only when the occurrence of the rollback is predicted. In order to disengage the engine clutch EC, the unnecessary engagement / release operation of the engine clutch EC is suppressed, and when the occurrence of rollback is not predicted, the engine clutch EC is kept engaged from the time when the vehicle is stopped, thereby suppressing the shock. The engine E can be started.

  (4) Since the rollback prediction determination means predicts and determines the occurrence of rollback in which the vehicle moves backward when starting forward when the traveling road surface of the host vehicle is an uphill road, there is a possibility that rollback may occur. The highest uphill starting time can be predicted reliably.

  (5) A rollback occurrence determination means for determining the occurrence of a rollback in which the vehicle moves backward when starting forward is provided, and the engine reverse rotation prevention control means is configured to stop the vehicle after disconnecting the engine clutch EC by stopping the vehicle. Even when the rollback is released, the engine clutch EC is kept disengaged and the engine clutch EC is engaged when the vehicle starts to move forward. Therefore, the engine E is reliably prevented from reversing and the durability of the engine E is reliably reversed. It is possible to achieve both improvement of the engine and start of the engine E with reduced shock.

  (6) The rollback occurrence determination means determines that a rollback in which the vehicle moves backward occurs when the detected output rotation speed is the rotation speed in the vehicle reverse direction when starting forward. It is possible to easily determine the occurrence of rollback simply by monitoring the output speed.

  (7) 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 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 second rotating member M2 and a high / low brake HLB is provided between the element arranged at one end on the alignment chart of the second planetary gear PG2 and the transmission case TC. When starting in the direction, "EV-Low mode" obtained by using only the second motor generator MG2 as the drive source, engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB is selected. The engine reverse rotation prevention control means temporarily releases the engine clutch EC from the stop state of the vehicle until the start of forward running, and engages the engine clutch EC when the forward running is started. Mo Smooth mode from "EV-Low mode" to "HEV-Low mode" by improving engine D's durability reliability by preventing reverse rotation of engine E and starting the engine with reduced shock It is possible to achieve compatibility with transition.

  The hybrid vehicle engine reverse rotation prevention control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention.

  In the first embodiment, as an example of rollback prediction determination means, an example of means for predicting and determining rollback by an uphill road is shown. For example, in addition to uphill road determination, occurrence of another rollback such as a towing determination is predicted. It may be a means for judging the situation.

  In the first embodiment, as the rollback occurrence determination means, an example of means for determining the occurrence of rollback based on the output rotational speed being the rotational speed in the vehicle reverse direction is shown. However, the vehicle longitudinal acceleration is reduced in the deceleration direction when starting. Other rollback occurrence determination means, such as determining the occurrence of rollback by occurrence, may be used.

  The engine reverse rotation prevention control device for the hybrid vehicle according to the first embodiment is an example of a driving force combining transmission having a differential gear constituted by three single pinion planetary gears. For example, Japanese Patent Application Laid-Open No. 2003-32808 As described in the gazette, etc., the present invention can also be applied to a driving force synthesis transmission having a differential constituted by a Ravigneaux type planetary gear. The present invention can be applied to a hybrid vehicle provided with a driving force synthesizing transmission that rotates with output rotation.

1 is an overall system diagram showing a drive system and a control system of a hybrid vehicle to which an engine reverse rotation prevention control device of Embodiment 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. 4 is a flowchart illustrating a flow of an engine reverse rotation prevention control process executed in the integrated controller of the first embodiment. FIG. 5 is a collinear diagram showing each of countermeasures for forward, forward rollback, and forward rollback when “EV-Low mode” is selected in the hybrid vehicle of the first embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator (motor generator)
OUT Output shaft (output member)
TM Driving force transmission
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)
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

Claims (6)

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 ,
An engine clutch is provided between the engine and an element to which the engine is assigned in the differential device,
Vehicle speed detecting means for detecting the vehicle speed is provided;
An engine reverse rotation prevention control means for disengaging the engine clutch when the vehicle is stopped with the engine stopped ,
A rollback prediction determination means for predicting and determining the occurrence of a rollback in which the vehicle moves backward when starting forward,
The engine reverse rotation prevention control device for a hybrid vehicle, wherein the engine reverse rotation prevention control means disengages the engine clutch only when the occurrence of the rollback is predicted . In the hybrid vehicle engine reverse rotation prevention control device according to claim 1,
The engine reverse rotation preventive control device for a hybrid vehicle, wherein the engine reverse rotation preventive control means fastens the disconnected engine clutch after the vehicle speed is increased in the forward direction. In the hybrid vehicle engine reverse rotation prevention control device according to claim 1,
The rollback prediction determination means predicts and determines the occurrence of rollback in which the vehicle moves backward when starting forward when the traveling road surface of the host vehicle is an uphill road, and the engine reverse rotation prevention control device for a hybrid vehicle is characterized in that . 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 ,
An engine clutch is provided between the engine and an element to which the engine is assigned in the differential device,
Vehicle speed detecting means for detecting the vehicle speed is provided;
An engine reverse rotation prevention control means for disengaging the engine clutch when the vehicle is stopped with the engine stopped,
A rollback occurrence determination means is provided for determining the occurrence of a rollback in which the vehicle moves backward when starting forward,
The engine reverse rotation preventing control means maintains the disengagement of the engine clutch while the rollback is generated even after the vehicle stop is released after the engine clutch is disengaged by stopping the vehicle, and the engine clutch when the vehicle starts moving forward. An engine reverse rotation prevention control device for a hybrid vehicle, characterized in that In the hybrid vehicle engine reverse rotation prevention control device according to claim 4,
The rollback occurrence determination means determines that a rollback in which the vehicle moves backward occurs when the detected output rotation speed is a rotation speed in the vehicle reverse direction when starting forward. Hybrid vehicle engine reverse rotation prevention control device. The engine reverse rotation prevention control device for a hybrid vehicle according to any one of claims 1 to 5,
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 on one end on the nomographic chart of the third differential device, and assigning the engine A first motor generator is assigned to an element arranged at one end on a collinear diagram of the moving device, and an element arranged at one end on the collinear diagram of the first differential device and the collinear line of the second differential device The second motor generator is assigned by connecting the elements arranged at the other end on the diagram, the output member is assigned to the elements arranged on the inner side on 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, and the first A collinear diagram of the first differential device and an element to which a second motor generator is assigned by providing a first friction engagement element between an element arranged on the inner side of the differential device and a transmission case A second frictional engagement element is provided between the element arranged on the inside and a third frictional engagement between the element arranged at one end on the alignment chart of the second differential and the transmission case. Providing elements,
When starting in the forward direction, a low gear fixing mode obtained by using only the second motor generator as a drive source, fastening the first friction fastening element, releasing the second friction fastening element, and fastening the third friction fastening element is provided. Selected
The engine reverse rotation prevention control means temporarily releases the engine clutch from the stop state of the vehicle until the start of forward running, and fastens the engine clutch when the forward running is started . Engine reverse rotation prevention control device.

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