JP4228970B2 - Hybrid vehicle mode transition control device - Google Patents

Description

  In the mode transition between the two traveling modes, the present invention allows the friction engagement element to be engaged / released after zeroing at least one of the first motor generator rotational speed and the second motor generator rotational speed. The present invention relates to a mode transition control device for a hybrid vehicle having a mode transition pattern from a first travel mode to a second travel mode.

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 drive device described above, in the case of a mode transition from the “continuously variable transmission mode” to the “low gear fixed mode” and a scene where the accelerator opening is large (kick down), a driving force request is required. The two motor generators assist each other, but at least one motor generator of the two motor generators must make the rotational speed = 0 (mode transition condition) while outputting a positive torque, and smooth mode transition And there is a problem that acceleration is not possible.

  The present invention has been made paying attention to the above problems, and achieves smooth mode transition and acceleration at the time of mode transition under the condition that the motor generator rotational speed is zero and when the driver acceleration demand is large. An object of the present invention is to provide a hybrid vehicle mode transition control device.

In order to achieve the above object, in the present invention,
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 And assigning output members to the system, respectively, connecting a first motor generator and a second motor generator to two elements arranged on both outer sides of the inner element, and the first motor generator and the transmission case; Or a hybrid vehicle including a driving force combining transmission provided with a brake between the second generator and the transmission case ,
Of the set plurality of traveling modes, the mode change between the two driving modes, the first motor-generator rotational speed and the second of the motor generator rotational speed, after the zero of at least one rotational speed, the brake Having a mode transition pattern from the first traveling mode for releasing to the second traveling mode for engaging the brake ;
Driver acceleration request detection means for detecting the driver's acceleration request is provided,
At the time of the mode transition from the first travel mode to the second travel mode, when the driver acceleration request is equal to or higher than the set value, the assist torque is not added to the motor generator on the side where the rotational speed is zero. Acceleration corresponding mode transition control means for performing torque control is provided.

  Therefore, in the hybrid vehicle mode transition control device of the present invention, the acceleration-responsive mode transition control means is in the mode transition from the first travel mode to the second travel mode, and the driver acceleration request is a set value. When this is the case, torque control is performed so that the assist torque is not added to the motor generator on the side where the rotational speed is zero. Therefore, the motor generator rotational speed can be quickly reduced to zero as compared with the case where the motor generator rotational speed is made zero while adding the assist torque and outputting the positive torque. As a result, smooth mode transition and acceleration can be achieved at the time of mode transition on the condition that the motor generator rotational speed is zero and when the driver acceleration request is large.

  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 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 ( second brake ), the high clutch HC ( clutch ), and the high / low brake HLB ( first brake ).

  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.

A 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 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. For example, the “Low mode” is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB. "Low-iVT mode" can be obtained by engaging low brake LB, releasing high clutch HC, releasing high low brake HLB. The “2nd mode” is obtained by engaging the low brake LB, high clutch HC, and high / low brake HLB. "High-iVT mode" can be obtained by releasing the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. "High mode" is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB.

  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.

  Next, the operation will be described.

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

  In step S1, it is determined whether or not it is a shift command when the driving point crosses the boundary of each mode region on the travel mode map (= mode shift command in the downshift direction). If YES, the process proceeds to step S3. If NO, the process proceeds to step S2.

  In step S2, normal mode transition control is executed based on the determination in step S1 that the shift command is not being received (= mode shift command in the downshift direction), and the process proceeds to return. Here, the normal mode transition control refers to the optimal driving mode among the “10 driving modes” according to the driving point of the vehicle (a point determined by the required driving force Fdrv, the vehicle speed VSP, and the battery SOC) on the driving mode map. This means that mode transition control is performed between the two travel modes when the driving point of the vehicle enters the region of the travel mode that is selected and is different from the currently selected travel mode. For example, as will be described in detail later, FIG. 7 shows an example of normal mode transition control in the downshift direction.

  In step S3, the accelerator opening is set to a set opening (for example, 60% opening to enter the kick-down region) based on the determination that the shift command is in step S1 (= mode transition command in the downshift direction). It is determined whether or not this is the case. If YES, the process proceeds to step S4. If NO, the process proceeds to step S2. In other words, whether or not the acceleration request by the driver is large is determined by the magnitude of the accelerator opening that represents the amount of depression of the accelerator pedal.

  In step S4, based on the determination that the mode transition command condition in the downshift direction in step S1 and the accelerator opening condition in step S3 are satisfied, the currently selected travel mode is “EV-High-iVT mode”. "Or" HEV-High-iVT mode "is determined. If YES, the process proceeds to step S5. If NO, the process proceeds to step S9.

  In step S5, based on the determination that the “EV-High-iVT mode” or “HEV-High-iVT mode” is set in step S4, the assist torque (acceleration request amount) is added to the torque command value of the first motor generator MG1. Torque) is added and added, and the torque command value of the second motor generator MG2 is not added with assist torque (torque required for acceleration), and the process proceeds to step S6.

  In step S6, after the assist torque addition control to both motor generators MG1 and MG2 in step S5, after waiting for the rotation speed of the second motor generator MG2 not to add the assist torque to zero, the low brake LB is applied. Fasten and go to step S7.

  In step S7, following the engagement of the low brake LB in step S6, the high clutch HC is released, and the process proceeds to step S8.

  In step S8, from the “EV-High-iVT mode” or “HEV-High-iVT mode” to “EV-Low-” by engaging the low brake LB in step S6 and releasing the high clutch HC in step S7. Executes mode transition to "iVT mode" or "HEV-Low-iVT mode" and shifts to return.

  In step S9, the currently selected travel mode is set to “EV-Low-iVT mode” based on the determination that it is not “EV-High-iVT mode” or “HEV-High-iVT mode” in step S4. ”Or“ HEV-Low-iVT mode ”is determined. If YES, the process proceeds to step S10, and if NO, the process proceeds to step S2.

  In step S10, based on the determination that the “EV-Low-iVT mode” or “HEV-Low-iVT mode” is set in step S9, the torque command value of the first motor generator MG1 includes an assist torque (acceleration request). No additional torque) is added, and assist torque (torque required for acceleration) is added to the torque command value of the second motor generator MG2, and the process proceeds to step S11.

  In step S11, after the assist torque addition control to both motor generators MG1 and MG2 in step S10, after waiting for the rotation speed of the first motor generator MG1 not to add the assist torque to zero, the high / low brake HLB is set. Fasten and go to step S12.

  In step S12, the mode is changed from "EV-Low-iVT mode" or "HEV-Low-iVT mode" to "EV-Low mode" or "HEV-Low mode" by engaging the high / low brake HLB in step S11. Execute transition and move to return.

[Normal mode transition control processing]
FIG. 7 is a flowchart showing the flow of normal mode transition control processing (processing in step S2 of FIG. 6) executed in the integrated controller 6 of the first embodiment. Each step will be described below. This example corresponds to the process from step S3 to step S2 in FIG. 6, in the case of mode transition from "continuously variable transmission mode (High)" to "continuously variable transmission mode (Low)" The case of mode transition from “step shift mode (Low)” to “low gear fixed mode” is shown.

  In step S21, the accelerator opening AP is read from the accelerator opening sensor 7, and the process proceeds to step S22.

  In step S22, the vehicle speed VSP is read from the vehicle speed sensor 8, and the process proceeds to step S23.

  In step S23, the required driving force Fdrv is calculated from the accelerator pedal opening AP, the battery SOC is read, and which driving mode region of the driving mode map the driving point determined by the required driving force Fdrv, the vehicle speed VSP, and the battery SOC belongs to. The current travel mode is read in and the process proceeds to step S24.

  In step S24, it is determined whether or not the currently selected travel mode read in step S23 is “EV-High-iVT mode” or “HEV-High-iVT mode”. If YES, step S25 is performed. If NO, the process proceeds to step S29.

  In step S25, based on the determination in step S24 that the "EV-High-iVT mode" or the "HEV-High-iVT mode" is in effect, a command to set the rotation speed of the second motor generator MG2 to zero is issued. Thereafter, the rotational speed of the second motor generator MG2 is monitored and waits until it becomes zero. When the rotational speed of the second motor generator MG2 becomes zero, the routine proceeds to step S26.

  In step S26, when the rotation speed of the second motor generator MG2 becomes zero in the process of step S25, the low brake LB is engaged, and the process proceeds to step S27.

  In step S27, following the engagement of the low brake LB in step S26, the high clutch HC is released, and the process proceeds to step S28.

  In step S28, from the “EV-High-iVT mode” or the “HEV-High-iVT mode” to “EV-Low-” by engaging the low brake LB in step S26 and releasing the high clutch HC in step S27. Executes mode transition to "iVT mode" or "HEV-Low-iVT mode" and shifts to return.

  In step S29, the currently selected travel mode is set to “EV-Low-iVT mode” based on the determination that it is not “EV-High-iVT mode” or “HEV-High-iVT mode” in step S24. ”Or“ HEV-Low-iVT mode ”is determined. If YES, the process proceeds to step S30. If NO, the process returns to step S21.

  In step S30, based on the determination in step S29 that the "EV-Low-iVT mode" or "HEV-Low-iVT mode" is in effect, a command to set the rotation speed of the first motor generator MG1 to zero is issued. Thereafter, the number of revolutions of the first motor generator MG1 is monitored and waits until it reaches zero. When the number of revolutions of the first motor generator MG1 becomes zero, the process proceeds to step S31.

  In step S31, when the rotation speed of the first motor generator MG1 becomes zero in the process of step S30, the high / low brake HLB is engaged, and the process proceeds to step S32.

  In step S32, the mode is changed from "EV-Low-iVT mode" or "HEV-Low-iVT mode" to "EV-Low mode" or "HEV-Low mode" by engaging the high / low brake HLB in step S31. Execute transition and move to return.

[Problems during acceleration by normal mode transition control]
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 Each of the output members to the system is assigned, and the first motor generator MG1 and the second motor generator MG2 are connected to the two elements arranged on both outer sides of the inner element, respectively. 2 “Continuously variable transmission mode (High)” in which the connecting element of the motor generator is engaged with the clutch 1; “Continuously variable transmission mode (Low)” in which the clutch 1 is released and another element is fixed with the brake 2; In a drive device having a “low gear fixing mode” in which either one of the motor generator elements or another element is fixed by the brake 1, the accelerator opening degree is changed at the time of mode transition. Consider a scene with a large (kick down).

First, FIG. 8 is a collinear diagram showing the relationship of torque of the four input / output elements in the “low gear fixed mode”, “continuously variable transmission mode (Low)”, and “continuously variable transmission mode (High)”.
In the “low gear fixed mode”, the second motor generator MG2 generates positive torque to assist the engine IN, and the first motor generator MG1 generates negative torque to generate part of the engine output. Can be turned to.
In the “continuously variable transmission mode (Low)”, the engine output is transmitted to the output shaft OUT by basically generating the positive torque from the first motor generator MG1 and the negative torque from the second motor generator MG2.
In the “continuously variable transmission mode (High)”, the engine output is transmitted to the output shaft OUT basically by the first motor generator MG1 producing negative torque and the second motor generator MG2 producing positive torque.

  Therefore, in the above scene, since the accelerator opening is large, both motor generators MG1 and MG2 perform torque control to add assist torque. However, in the case of mode transition with clutch / brake engagement / release, two motor generators At least one of the motor generators MG1 and MG2 must be set to rotation speed = 0 (mode transition condition) while outputting a positive torque.

  For example, from the “continuously variable transmission mode (High)” in which the driving force is output by supporting the input of the engine IN by the first motor generator MG1 and the second motor generator MG2 connected to the two elements on the outer sides thereof, “ In the case of mode transition to the “continuously variable transmission mode (Low)”, as shown in steps S24 to S28 of the flowchart of FIG. Mode transition is performed by control.

  Further, when the mode is changed from the “continuously variable transmission mode (Low)” to the “low gear fixed mode”, the first motor generator rotational speed is reduced from zero to brake 1 as shown in steps S29 to S32 of the flowchart of FIG. The mode transition is performed by sequence control of fastening.

  Therefore, when torque control that adds assist torque according to the driving force request is performed on both motor generators MG1 and MG2 at the time of mode transition and in a scene where the accelerator opening is large, the “continuously variable transmission mode (High ) ”To“ Continuously Variable Mode (Low) ”, the mode transition condition of zero rotation of the second motor generator MG2 while outputting positive torque with assist torque is satisfied In the case of mode transition from “continuously variable transmission mode (Low)” to “low gear fixed mode”, rotation of the first motor generator MG1 while outputting positive torque with assist torque added. There is a problem that it takes time until the mode transition condition of zero is satisfied, and smooth mode transition and acceleration cannot be performed.

[Acceleration mode transition control action]
On the other hand, in the first embodiment, at the time of mode transition from “continuously variable transmission mode (High)” to “continuously variable transmission mode (Low)” or from “continuously variable transmission mode (Low)” to “ At the time of mode transition to `` Low gear fixed mode '' and when the driver acceleration request is greater than or equal to the set value, torque control is performed so that the assist torque is not added to the motor generator on the side that makes the rotation speed zero, Solved the above problem.

  That is, if the accelerator opening AP is greater than or equal to the set opening at the time of the mode transition from “continuously variable transmission mode (High)” to “continuously variable transmission mode (Low)”, step S1 in the flowchart of FIG. → Step S3 → Step S4 → Step S5 → Step S6 → Step S7 → Step S8 In Step S5, the torque command value of the second motor generator MG2 is not added to the assist torque. In Step S6, The low brake LB is engaged after waiting for the rotation speed of the second motor generator MG2 to become zero, and in step S7, the high clutch HC is released to change the “continuously variable transmission mode (High)” to “continuously variable transmission”. The mode is changed to “Mode (Low)”.

  Also, when the mode is changed from the “continuously variable transmission mode (Low)” to the “low gear fixed mode” and the accelerator opening AP is greater than or equal to the set opening, step S1 → step S3 → The flow proceeds from step S4 to step S9 to step S10 to step S11 to step S12. In step S10, the torque command value of the first motor generator MG1 is not added to the assist torque, and in step S11, the first motor generator is added. By waiting for the rotation speed of MG1 to become zero and engaging the high / low brake HLB, the mode is changed from the “continuously variable transmission mode (Low)” to the “low gear fixed mode”.

Here, a time chart in the scene shown in FIG. 9 at the time of mode transition from the “continuously variable transmission mode (High)” to the “continuously variable transmission mode (Low)” and the accelerator opening is the opening in the kick-down region. The conventional control (= torque control for applying assist torque to both motor generators MG1, MG2) is compared with the torque control of the present invention.
First, in the case of conventional control, when a mode transition command is issued at time t0, torque control for adding assist torque to both motor generators MG1 and MG2 is performed, so that the second motor is reached even at time t3. The speed of the generator MG2 does not become zero, the mode transition that releases the high clutch HC by engaging the low brake LB does not proceed, and as shown in the acceleration characteristics of the conventional control, the acceleration rise is gentle and smooth It can be seen that the acceleration is not obtained.

  On the other hand, in the case of the control according to the present invention, when a mode transition command is issued at time t0, torque control for adding assist torque is performed for the first motor generator MG1, but for the second motor generator MG2. By performing torque control to make the addition of the assist torque zero, the rotation speed of the second motor generator MG2 becomes zero at the time t1, and the mode transition in which the low brake LB is engaged and the high clutch HC is released is quick. As shown in the acceleration characteristics of the control according to the present invention, it can be seen that the transition to the time point t1 increases rapidly with a high gradient of the acceleration, and a smooth acceleration meeting the high driving force requirement of the driver is obtained. In addition, the area | region shown by hatching of FIG. 9 becomes the acceleration increase margin of this invention control with respect to conventional control.

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. the output shaft OUT to drive system assigns each other, connected first motor generator MG1 respectively a second motor generator MG2 to the two elements which are arranged on both outer sides of said inner element, said first In the hybrid vehicle including the driving force synthesis transmission TM provided with a brake between the motor generator and the transmission case or between the second generator and the transmission case, among a plurality of set traveling modes, in mode transition between the two driving modes, among the first motor-generator rotational speed N1 of the second motor-generator rotational speed N2, after the zero of at least one rotational speed, the solution of the brake There is provided a driver acceleration request detecting means for detecting a driver's acceleration request, having a mode transition pattern from a first traveling mode for releasing to a second traveling mode for engaging a brake . Acceleration support mode that performs torque control so that no assist torque is added to the motor generator on the side where the rotational speed is zero when the driver acceleration request is greater than or equal to the set value at the time of mode transition to the 2 driving mode. Since the transition control means is provided, smooth mode transition and acceleration can be achieved at the time of mode transition on the condition that the motor generator rotational speed is zero and when the driver acceleration request is large.

(2) 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 the 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. Assign the first motor generator MG1 elements are arranged, they are arranged in the other end in the alignment chart of the first element and the second planetary gearset PG2 to be arranged in one end in the alignment chart of the planetary gear PG1 The second motor generator MG2 is allocated by connecting the elements, the output shaft OUT is allocated to the elements arranged inside on the alignment chart of the third planetary gear PG3, and on the alignment chart of the first planetary gear PG1. The second rotation of the element arranged at the other end and the element arranged at the other end on the alignment chart 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 differential device PG1 and an element arranged on the inner side of the nomograph, and in the first traveling mode, the low brake LB is released and the high clutch HC is engaged. Is the “continuously variable transmission mode (High)”, and the second traveling mode is the “continuously variable transmission mode (Low)” obtained by engaging the low brake LB and releasing the high clutch HC. The acceleration corresponding mode transition control means is at the time of mode transition from `` continuously variable transmission mode (High) '' to `` continuously variable transmission mode (Low) '', and when the driver acceleration request is a set value or more, Assist torque is added to the first motor generator MG1 Since the second motor generator MG2 performs torque control so that the assist torque is not added, the second motor generator MG2 is in the mode transition from the “continuously variable transmission mode (High)” to the “continuously variable transmission mode (Low)”. In addition, when the driver acceleration demand is large, smooth mode transition and acceleration can be achieved.

  (3) The driving force synthesis transmission TM has a high / low brake HLB provided between the first motor generator MG1 and the transmission case TC. It is a “continuously variable mode (Low)” obtained by releasing the clutch HC and releasing the high / low brake HLB. The second driving mode is that the low brake LB is engaged, the high clutch HC is released, and the high / low It is a `` low gear fixed mode '' obtained by engaging the brake HLB, the acceleration corresponding mode transition control means is at the time of mode transition from `` continuously variable transmission mode (Low) '' to `` low gear fixed mode '', When the driver acceleration request is greater than or equal to a set value, the first motor generator MG1 has no additional assist torque, and the second motor generator MG2 has an additional assist torque. To do, an when the mode transition from the "continuously variable transmission mode (Low)" to "low gear fixed mode", and when a large driver acceleration request, it is possible to achieve a smooth mode transition and acceleration.

  (4) The driver acceleration request detecting means is an accelerator opening sensor 7 for detecting an accelerator opening AP, and the acceleration corresponding mode transition control means is changed from “first traveling mode” to “second traveling mode”. When the accelerator opening AP is equal to or greater than the set opening at the time of the mode transition, the driver acceleration request is made using the existing accelerator opening sensor 7 in order to perform assist torque control for both motor generators MG1, MG2. It can be easily detected.

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

  In the first embodiment, the driver acceleration request is determined based on the accelerator opening. However, for example, the driver acceleration request is determined using the accelerator opening changing speed, or the accelerator opening and the accelerator opening changing speed are combined. You may make it do.

  In the first embodiment, an example of mode transition is shown on condition that only one of the two motor generators MG1 and MG2 is set to zero. However, the number of rotations of both motor generators MG1 and MG2 is set to zero. It can also be applied to mode transitions that are conditional on.

  The mode transition control device of the hybrid vehicle according to the first embodiment is an example of a driving force combining transmission having a differential gear configured by three single pinion type planetary gears. For example, Japanese Patent Laid-Open No. 2003-32808 Can be applied to a driving force synthesizing transmission having a differential device composed of Ravigneaux type planetary gears as described in the above, and even in other differential devices, the motor generator speed The present invention can be applied to a hybrid vehicle equipped with a driving force synthesis transmission that uses zero as a mode transition condition.

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 illustrating a flow of acceleration corresponding mode transition control processing executed in the integrated controller of the first embodiment. 6 is a flowchart illustrating an example of a flow of a normal mode transition control process executed in the integrated controller according to the first embodiment. It is a collinear diagram showing the relationship of torque of the four input / output elements in “low gear fixed mode”, “continuously variable transmission mode (Low)”, and “continuously variable transmission mode (High)”. Acceleration, motor generator rotation speed, and motor generator in a scene when the mode is changed from “Continuously Variable Mode (High)” to “Continuously Variable Mode (Low)” and the accelerator position is the kickdown range It is a comparison time chart of this invention control which shows each characteristic of torque, and conventional control.

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
EC engine clutch
LB Low brake
HC high clutch
HLB High / Low Brake 1 Engine Controller 2 Motor Controller 3 Inverter 4 Battery 5 Hydraulic Control Device 6 Integrated Controller 7 Accelerator Opening Sensor 8 Vehicle Speed Sensor 9 Engine Speed Sensor 10 First Motor Generator Speed Sensor 11 Second Motor Generator Speed Sensor 12 Third ring gear speed sensor

Claims (4)

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 And assigning output members to the system, respectively, connecting a first motor generator and a second motor generator to two elements arranged on both outer sides of the inner element, and the first motor generator and the transmission case; Or a hybrid vehicle including a driving force combining transmission provided with a brake between the second motor generator and the transmission case ,
Of the set plurality of traveling modes, the mode change between the two driving modes, the first motor-generator rotational speed and the second of the motor generator rotational speed, after the zero of at least one rotational speed, the brake Having a mode transition pattern from the first traveling mode for releasing to the second traveling mode for engaging the brake ;
Driver acceleration request detection means for detecting the driver's acceleration request is provided,
At the time of the mode transition from the first travel mode to the second travel mode, when the driver acceleration request is equal to or higher than the set value, the assist torque is not added to the motor generator on the side where the rotational speed is zero. A mode transition control device for a hybrid vehicle, characterized in that an acceleration-compatible mode transition control means for performing torque control is provided. In the hybrid vehicle mode transition control device according to claim 1,
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 assign a second motor-generator and connects the elements arranged in the other end on the diagram, assign the output member to the element to be arranged inside in the alignment chart of the third differential unit,
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 The brake is provided between an element arranged inward on the nomographic chart of the differential device and the transmission case, and the element to which the second motor generator is allocated and the collinear chart of the first differential apparatus Provide a clutch between the elements arranged inside ,
The first travel mode is a high-side continuously variable transmission mode obtained by releasing the brake and engaging the clutch .
The second traveling mode is a low-side continuously variable transmission mode obtained by engaging the brake and releasing the clutch .
The acceleration-compatible mode transition control means is configured to switch the first motor generator when the driver acceleration request is equal to or higher than a set value at the time of mode transition from the high-side continuously variable transmission mode to the low-side continuously variable transmission mode. A mode transition control device for a hybrid vehicle, wherein torque control is performed such that an assist torque is added and no assist torque is added to the second motor generator. In the hybrid vehicle mode transition control device according to claim 1 ,
The driving force combining transmission is composed of a first differential device, a second differential device, and a third differential device with 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 motor A first brake is provided between the generator and the transmission case, a second brake is provided between the element arranged on the inner side of the first differential device and the transmission case, and the second brake A clutch is provided between an element to which a motor generator is assigned and an element arranged on the collinear diagram of the first differential device;
Wherein the first drive mode, the first to release the brake, entered into the second brake, a low-side stepless mode which is obtained by releasing the clutch,
The second drive mode, the first entered into brake, entered into the second brake, a low gear fixed mode which is obtained by releasing the clutch,
The acceleration corresponding mode transition control means is configured to cause the first motor generator to output assist torque when the driver acceleration request is equal to or greater than a set value 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, wherein no torque is added and torque control is performed to add assist torque to the second motor generator. In the hybrid vehicle mode transition control device according to any one of claims 1 to 3,
The driver acceleration request detection means is an accelerator opening sensor that detects an accelerator opening,
The acceleration corresponding mode transition control means performs assist torque control for both motor generators when the mode is shifted from the first travel mode to the second travel mode and the accelerator opening is equal to or larger than the set opening. A hybrid mode transition control device.

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