JP4259481B2 - Mode transition control device and mode transition control method for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a mode transition controller and a mode transition control method of a hybrid car, with which mode transition from electric vehicle running mode to hybrid car running mode can be performed without delay, from optimum timing. <P>SOLUTION: An integral controller 6 starts mode transition, when the sum of engine input rotational speed &omega;i and the value obtained by multiplying engine input rotational acceleration (d&omega;i/dt) by gain (K) exceeds the driving force request threshold A which has been set previously at the electric vehicle run mode. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a mode transition control device and a mode transition control method for a hybrid vehicle using an engine and a motor as driving force generation sources.

In a conventional hybrid vehicle mode transition control device using an engine and a motor as a driving force generation source, when a predetermined mode transition permission condition (for example, vehicle speed and accelerator opening) is satisfied, the hybrid vehicle travel mode is changed from the electric vehicle travel mode. The mode transition is performed. When a high driving force is required, the target engine speed is set higher than the desired engine speed according to the driving force request, and the engine clutch is slipped to start, thereby reducing the time required for mode transition. A hybrid vehicle drive control device is known (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 10-68335

  However, in the prior art, since the mode transition is started when a predetermined mode transition permission condition is satisfied, the mode transition is started from the start of engine clutch engagement until the engine clutch is completely engaged, that is, from the mode transition start to the mode transition. There is a problem that a delay occurs until completion, and the mode transition cannot be completed when the optimum mode transition timing, that is, the mode transition permission condition is satisfied.

  The present invention has been made paying attention to the above-mentioned problem, and the object of the present invention is to provide a hybrid vehicle mode capable of performing mode transition from the electric vehicle travel mode to the hybrid vehicle travel mode without delay from the optimal timing. A transition control device and a mode transition control method are provided.

In order to achieve the above object, in the mode transition control method for a hybrid vehicle of the present invention, a driving force synthesis transmission having an engine and a motor as a driving force generation source and connecting the engine, the motor and an output member, and the engine And a mode transition control means for starting a mode transition from the electric vehicle travel mode to the hybrid vehicle travel mode according to a predetermined mode transition permission condition. In hybrid vehicles,
In the electric vehicle running mode, when the driving force request value indicating the height of the driving force request exceeds a preset driving force request threshold, the mode is set at an earlier time point than the mode transition permission condition. It is characterized by starting a transition.
Here, the “electric vehicle traveling mode” refers to a mode in which the engine clutch is released and the vehicle is driven by the driving force of the motor. The “hybrid vehicle travel mode” refers to a mode in which the engine clutch is engaged and the vehicle travels by the driving force of the engine and motor.

Therefore, in the present invention, the mode transition start timing from the electric vehicle travel mode to the hybrid vehicle travel mode is set at a timing earlier than the time when a predetermined mode transition permission condition (for example, vehicle speed and accelerator opening) is satisfied. for cormorants line it can be performed without delay a mode transition from the optimum timing.

  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 configuration will be described.
[Drive system configuration of hybrid vehicle]
FIG. 1 is an overall system diagram illustrating a drive system of a hybrid vehicle according to a first embodiment. 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 (motor), a second motor generator MG2 (motor), and an output gear OG (output member). And a driving force synthesis transmission TM.

  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 target engine torque command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. This synchronous motor generator comprises a first motor generator MG1 composed of an outer rotor OR and a stator S out of a multilayer motor CM in which an inner rotor IR, a stator S and an outer rotor OR are overlapped in the radial direction. The OR and stator S constitute a second motor generator MG2. The inner rotor IR and the outer rotor OR are independently controlled by applying a three-phase alternating current generated by the inverter 3 to the stator S based on a control command from a motor controller 2 described later.

  The driving force synthetic transmission TM has a Ravigneaux type planetary gear train PGR and a low brake LB. The Ravigneaux planetary gear train PGR has a first sun gear S1, a first pinion P1, and a first ring gear R1. And the second sun gear S2, the second pinion P2, the second ring gear R2, and the common carrier PC that supports the first pinion P1 and the second pinion P2 that mesh with each other. That is, the Ravigneaux type planetary gear PGR has five rotating elements: the first sun gear S1, the first ring gear R1, the second sun gear S2, the second ring gear R2, and the common carrier PC. The connection relationship of the input / output members with respect to these five rotating elements will be described.

  A first motor generator MG1 is connected to the first sun gear S1. The first ring gear R1 is provided so as to be fixed to the case via a low brake LB. A second motor generator MG2 is connected to the second sun gear S2. An engine E is connected to the second ring gear R2 via an engine clutch EC. An output gear OG is directly connected to the common carrier PC. A driving force is transmitted from the output gear OG to the left and right driving wheels via a differential and a drive shaft (not shown).

By the connection relationship, the alignment chart shown in FIG. 2, the first motor generator MG1 (first sun gear S1), the engine E (the second ring gear R2), the output formic Ya OG (common carrier PC), low brake LB ( It is possible to introduce a rigid lever model that is arranged in the order of the first ring gear R1) and the second motor generator MG2 (second sun gear S2) and can simply express the dynamic operation of the Ravigneaux planetary gear train PGR.

  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, The rotation number (rotation speed) of the rotation element is taken, each rotation element is taken on the horizontal axis, and the interval between each rotation element is arranged so as to be a collinear lever ratio based on the gear ratio of the sun gear and the ring gear. .

  The engine clutch EC and the low brake LB are a multi-plate friction clutch and a multi-plate friction brake that are fastened by hydraulic pressure from a hydraulic control device 5 to be described later. The engine clutch EC is the engine E in the collinear diagram of FIG. The low brake LB is arranged at a position that coincides with the rotational speed axis of the second ring gear R2, and the low brake LB has a rotational speed axis of the first ring gear R1 (second rotational speed axis of the output gear OG (Position between the rotational speed axis of the sun gear S2).

[Hybrid vehicle control system configuration]
As shown in FIG. 1, the control system of the hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, and an integrated controller (mode transition control means). 6, an accelerator opening 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 second ring gear speed sensor (input) Member rotation speed detection means) 12.

  The engine controller 1 responds to a target engine torque command from the integrated controller 6 that inputs the accelerator opening AP from the accelerator opening sensor 7 and the engine rotational speed Ne from the engine rotational speed sensor 9 in accordance with the engine operating point (Ne, A command for controlling Te) is output to, for example, a throttle valve actuator (not shown).

  The motor controller 2 operates the motor of the first motor generator MG1 in response 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. A command (device control signal) for independently controlling the 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 and the low brake LB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on the slip engagement control and the slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. The first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the engine input rotational speed (input member rotational speed) ωi from the second ring gear rotational speed sensor 12, etc. Is input, and predetermined calculation processing is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

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

[Driving mode of hybrid vehicle]
The travel modes in the hybrid vehicle of the first embodiment include an electric vehicle continuously variable transmission mode (hereinafter referred to as “EV mode”), an electric vehicle fixed transmission mode (hereinafter referred to as “EV-LB mode”), and a hybrid. It has a vehicle fixed speed change mode (hereinafter referred to as “LB mode”) and a hybrid vehicle continuously variable speed change mode (hereinafter referred to as “E-iVT mode”). The “EV mode” and the “EV-LB mode” are “electric vehicle travel mode”, and the “LB mode” and the “E-iVT mode” are “hybrid vehicle travel mode”.

  The “EV mode” is a continuously variable transmission mode in which only two motor generators MG1 and MG2 run as shown in the collinear diagram of FIG. 2 (a), and the engine E is driven (minimum speed control). The engine clutch EC is released.

  The “EV-LB mode” is a fixed speed change mode in which only the two motor generators MG1 and MG2 run with the low brake LB engaged, as shown in the collinear diagram of FIG. E is drive (minimum speed control) and the engine clutch EC is released. Since the reduction ratio from the first motor generator MG1 to the output Output and the reduction ratio from the second motor generator MG2 to the output Output are large, this is a mode in which a large driving force is generated.

  As shown in the collinear diagram of FIG. 2 (c), the “LB mode” is a fixed speed change mode in which the engine E and the motor generators MG1 and MG2 travel with the low brake LB engaged. The engine clutch EC is engaged during operation. This is a mode in which the driving force is large because the reduction ratio from the engine E and the motor generators MG1, MG2 to the output Output is large.

  The “E-iVT mode” is a continuously variable transmission mode in which the engine E and the motor generators MG1 and MG2 run as shown in the nomogram of FIG. 2 (d). It is conclusion.

  Then, the mode transition control of the four travel modes is performed by the integrated controller 6. That is, the integrated controller 6 has a travel mode in which the four travel modes as shown in FIG. 3 are allocated to the three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. When the vehicle is stopped or running, the driving mode map is searched based on the detected values of the required driving force Fdrv, vehicle speed VSP, and battery SOC, and the vehicle operating point determined by the required driving force Fdrv and vehicle speed VSP. The optimum driving mode is selected according to the battery charge amount. FIG. 3 is an example of a travel mode map represented by a two-dimensional representation of the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  When mode transition is performed between the “EV mode” and the “EV-LB mode” by selecting the travel mode map, the low brake LB is engaged / released as shown in FIG. When mode transition is performed between the “E-iVT mode” and the “LB mode”, the low brake LB is engaged / released as shown in FIG. Further, when the mode transition is performed between the “EV mode” and the “E-iVT mode”, the engagement / release of the engine clutch EC is performed as shown in FIG. When mode transition is performed between the “EV-LB mode” and the “LB mode”, the engine clutch EC is engaged / released as shown in FIG.

FIG. 5 is a travel mode map used only at the time of mode transition from the electric vehicle travel mode (EV-LB mode, EV mode) to the hybrid vehicle travel mode (LB mode, E-iVT mode) according to the first embodiment. In this travel mode map, the mode transition permission condition from the electric vehicle travel mode to the hybrid vehicle travel mode is set by the following equation (1) from the engine input rotational speed ωi and the engine input rotational acceleration dωi / dt. ing.
ωi + dωi / dt × K> A (1)
Here, K is a gain, and A is a preset driving force request threshold value.

Next, the operation will be described.
[Mode transition control processing]
FIG. 6 is a flowchart showing the flow of the mode transition control process executed by the integrated controller 6 according to the first embodiment. Each step will be described below. This control process is executed every predetermined control cycle.

  In step S1, it is determined whether or not the current travel mode is the electric vehicle travel mode, that is, whether or not it is the EV mode or the EV-LB mode. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S7.

  In step S2, the request mode is calculated from the engine input rotational speed ωi and the engine input rotational acceleration dωi / dt with reference to the travel mode map of FIG. 5, and the process proceeds to step S3 (corresponding to driving force request detecting means). . Here, the required mode is when the sum of the engine input rotational speed (rotational speed) ωi and the engine input rotational acceleration dωi / dt multiplied by the gain K is equal to or less than the driving force required threshold A. The electric vehicle traveling mode is set, and when the driving force request threshold A is exceeded, the hybrid vehicle traveling mode is set.

  In step S3, it is determined whether or not the request mode calculated in step S2 is the hybrid vehicle travel mode, that is, the LB mode or the E-iVT mode. If YES, the process proceeds to step S4. If NO, the process proceeds to step S7.

  In step S4, the engine clutch EC is engaged and the hybrid vehicle travel mode (LB mode or E-iVT mode) is transitioned to, and then the process transitions to step S5.

  In step S5, the time required from the start to completion of engagement of the engine clutch EC is calculated, and the process proceeds to step S6.

  In step S6, the gain K is corrected based on the calculation result of step S5, and the process proceeds to return.

  In step S7, the request mode is calculated with reference to the travel mode map of FIG. 3, and the process proceeds to step S8.

  In step S8, the travel mode is set according to the request mode calculated in step S7, and the process proceeds to return.

  That is, when the vehicle is traveling in the electric vehicle traveling mode (EV mode or EV-LB mode), the process proceeds from step S1 to step S2 in the flowchart of FIG. 6, and in step S2, the input from the map of FIG. The required mode is calculated based on the shaft rotational speed ωi and the input shaft rotational acceleration dωi / dt. Subsequently, if it is determined in step S3 that the request mode is the hybrid vehicle travel mode (LB mode or E-iVT mode), the process proceeds from step S4 to step S5 to step S6. In step S4, the engine The mode transition to the hybrid vehicle running mode is executed by engaging the clutch EC. Further, in step S6, the gain K is corrected according to the engagement time of the engine clutch EC.

  If it is determined in step S3 that the required mode is the electric vehicle traveling mode, the process proceeds from step S3 to step S7 to step S8. In step S7, the required driving force Fdrv and the vehicle speed VSP are determined from the map of FIG. Based on the above, the request mode is calculated, and in step S8, the travel mode is set according to the request mode. Further, when the vehicle travels in the hybrid vehicle travel mode (LB mode or E-iVT mode), the flow proceeds from step S1 to step S7 to step S8.

[Request mode calculation control]
FIG. 7 is a control block diagram showing the flow of the request mode calculation control process executed in step S2 of FIG. 6. First, the block 201 differentiates the engine input rotational speed ωi to obtain the engine input rotational acceleration dωi / dt. Is a differentiator (input member rotational acceleration detecting means), and outputs the differentiation result to the block 203.

  In block 202, a gain correction value K1 based on the engine coolant temperature TWN, a gain correction value K2 based on the gear ratio ωi / ωo of the driving force synthesizing transmission TM, and a gain correction value K3 corresponding to the speed change mode are calculated, respectively. Output.

  Here, as shown in FIG. 8, the gain correction value K1 is set to be larger as the engine coolant temperature TWN is lower. Further, as shown in FIG. 9, the gain correction value K2 is set so as to become larger as the gear ratio ωi / ωo is larger, that is, as the gear ratio is lower. The gain correction value K3 is set to be larger when the current travel mode is the continuously variable transmission mode (EV mode) than when it is the fixed transmission mode (EV-LB mode). For example, when the gain correction value K3 in the EV-LB mode is set to 1, the gain correction value K3 in the EV mode is set to a value larger than 1 (1.5 or the like).

  In block 203, the gain K is multiplied by the three gain correction values K1, K2, K3 set in block 202 to correct K, and the corrected K is multiplied by the engine input rotational acceleration dωi / dt. Output to 204. The block 204 is an adder that adds the input shaft rotation speed ωi and the output K × dωi / dt of the block 203, and outputs the added value to the block 205.

  In block 205, it is determined whether or not the output of block 204 is greater than the driving force request threshold A. The block 206 is a switch that outputs 1 when the output of the block 204 is larger than A based on the determination result of the block 204, and outputs zero when the output of the block 204 is A or less.

  In block 207, when 1 is output from block 206, the mode transition permission flag is set (= 1), and when zero is output from block 206, the mode transition permission flag is reset (= 0). When the mode transition permission flag is set, the hybrid vehicle travel mode becomes the request mode, and when the mode transition permission flag is reset, the electric vehicle travel mode becomes the request mode.

[Problems of the conventional mode transition method]
As shown in FIG. 10, in the conventional hybrid vehicle, the mode transition permission condition from the electric vehicle travel mode to the hybrid vehicle travel mode is set based on the required driving force obtained from the vehicle speed and the accelerator opening (here Then, for simplicity of explanation, the battery SOC is not considered).

  However, in the prior art, when a high driving force is requested, the mode transition is started when the vehicle speed and the requested driving force (accelerator opening) reach the mode transition permission line that is the mode transition permission condition. There was a problem that there was a delay before completion.

  FIG. 11 shows the engine input shaft rotation speed and the engine rotation speed in a time series when the mode transition permission condition is performed based on the vehicle speed and the required driving force. When the engine clutch is engaged when the value reaches the value, it takes time to raise the engine speed to the engine input speed, so from the time when the engine input speed corresponding to the mode transition permission condition is reached, There is actually a delay before the mode transition is completed. In particular, as the amount of increase in the required driving force, that is, the engine input rotational acceleration increases, this delay becomes even greater. Therefore, the clutch load becomes excessive when the engine clutch is engaged, and durability is reduced. In addition, as the transition timing is delayed, the difference between the engine input speed and the engine speed increases, and there is a problem that output fluctuation occurs due to clutch engagement.

[Mode transition control action]
In contrast, in the first embodiment, in the electric vehicle traveling mode, the request mode is determined from the engine input rotational speed ωi and the engine input rotational acceleration dωi / dt with reference to the traveling mode map of FIG. When the sum of the rotational speed ωi and the value obtained by multiplying the engine input rotational acceleration dω / dt by the gain K exceeds the driving force request threshold A, the engine clutch EC is engaged with the request mode as the hybrid vehicle travel mode. Then, it shifts to the hybrid vehicle running mode. That is, since the mode transition is started before the mode transition permission condition according to the vehicle speed and the accelerator opening is satisfied, the mode transition can be performed without delay from the optimal timing (when the mode transition permission condition is satisfied) (FIG. 12). .

  In the first embodiment, since the mode transition start timing is set based on the engine input rotational speed ωi and the engine input rotational acceleration dωi / dt, it is possible to set an optimal transition timing in consideration of the transient state. Based on 1), the higher the engine input rotational speed ωi or the engine input rotational acceleration dωi / dt, the faster the engine clutch EC is engaged. Therefore, the load on the engine clutch EC can be suppressed, and the durability can be improved. Can be planned.

[Gain K setting action according to engine water temperature]
In the first embodiment, the gain K for calculating the mode request is increased as the engine coolant temperature TWN is lower. In other words, at low water temperatures, it is assumed that engine friction is large and it takes a long time to start the engine. Therefore, by setting the gain K value to be larger than that at high water temperatures, the engine start time varies depending on the engine water temperature TWN. Even under different conditions, the transition timing to the hybrid vehicle travel mode can be made closer to the optimum timing.

[Gain K setting action according to gear ratio]
In the first embodiment, the gain K is increased as the gear ratio ωi / ωo of the driving force combining transmission TM is larger. That is, at the low gear ratio, it is assumed that it takes time to start the engine because the input shaft rotational speed is large. Therefore, the gear ratio ωi / ωo is set by increasing the gain K as the gear ratio ωi / ωo increases. Even under operating conditions where the engine start time is assumed to be different due to the difference, the transition timing to the hybrid vehicle travel mode can be made closer to the optimal timing.

[Gain K setting action according to driving mode]
In the first embodiment, the gain K is increased in the continuously variable transmission mode than in the fixed transmission mode. That is, in the continuously variable transmission mode, it is assumed that the engine startup takes time because the load at the time of engine startup is larger than in the fixed transmission mode. Therefore, by setting the gain K larger in the continuously variable transmission mode than in the fixed transmission mode, even if the driving conditions are assumed to differ depending on the driving mode, The transition timing can be made closer to the optimum timing.

[Gain K correction action according to engine clutch engagement time]
In the first embodiment, since the gain K is corrected based on the engagement time of the engine clutch EC, when the engine start time does not become as expected, the mode transition start timing can be changed by the gain setting. With regard to engine startability, even when there are unknown influencing factors (for example, changes over time of the engine clutch EC), the transition timing to the hybrid vehicle travel mode can be made closer to the optimum timing.

Next, the effect will be described.
In the mode transition control device and the mode transition control method for the hybrid vehicle according to the first embodiment, the effects listed below can be obtained.

(1) A driving force synthesis transmission TM having an engine E and a motor as a driving force generation source and connecting the engine E, the first and second motor generators MG1, MG2 and the output gear OG, and the engine E and the driving force synthesis In a hybrid vehicle including an engine clutch EC provided between the transmission TM and an integrated controller 6 that starts mode transition from the electric vehicle travel mode to the hybrid vehicle travel mode according to a predetermined mode transition permission condition. The driving force request detecting means (step S2) for calculating the driving force request value representing the height of the driving force request is provided, and the integrated controller 6 is a drive in which the driving force request value is set in advance in the electric vehicle traveling mode. When the force request threshold A is exceeded , the mode transition is started at a time earlier than the time when the mode transition permission condition according to the vehicle speed and the accelerator opening is satisfied. Therefore, mode transition can be performed without delay from the optimal timing. In addition, the load on the engine clutch EC can be kept small.

  (2) The second ring gear rotational speed sensor 12 for detecting the rotational speed of the second ring gear R2 and the engine input rotational acceleration detecting means (block 202) for detecting the rotational acceleration of the second ring gear R2 are provided, and a driving force request is provided. The detecting means detects the height of the driving force request based on the engine input rotational speed ωi and the engine input rotational acceleration dωi / dt. Therefore, it is possible to detect a more accurate driving force request in consideration of the transient state, and to make the transition timing to the hybrid vehicle traveling mode closer to the optimum timing.

  (3) The integrated controller 6 starts mode transition based on a mode transition map (FIG. 5) set in advance according to the engine input rotational speed ωi and the engine input rotational acceleration dωi / dt. Therefore, since a value corresponding to the engine input rotational acceleration dωi / dt can be set arbitrarily, the transition timing to the hybrid vehicle travel mode can be optimally set according to the situation.

  (4) The driving force request detecting means calculates the driving force request value by the sum of the engine input rotational speed ωi and the engine input rotational acceleration dωi / dt multiplied by the gain K, and the integrated controller 6 When the required value exceeds a preset driving force request threshold A, mode transition is started. Therefore, regardless of the engine input rotational acceleration dωi / dt, the transition timing to the hybrid vehicle travel mode can be set to a more optimal timing.

  (5) Since the driving force request detection means increases the gain K as the engine coolant temperature TWN is lower, the transition timing to the hybrid vehicle travel mode can be set to a more optimal timing regardless of the engine coolant temperature TWN.

  (6) The driving force request detecting means increases the gain K as the gear ratio ωi / ωo of the driving force synthesizing transmission TM is larger. Therefore, the timing for shifting to the hybrid vehicle travel mode regardless of the gear ratio ωi / ωo. Can be set at a more optimal timing.

  (7) When driving in the continuously variable transmission mode, the driving force request detecting means makes the gain K larger than when driving in the fixed transmission mode, so that the hybrid vehicle travels regardless of the travel mode. The transition timing to the mode can be set to a more optimal timing.

  (8) The driving force request detecting means learns the time required to engage the engine clutch EC and corrects the gain K based on the learned value, so that even if there is an unknown influence factor on the engine startability, the hybrid The transition timing to the vehicle travel mode can be made closer to the optimal timing.

(Other examples)
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.

  For example, in the first embodiment, the engine input rotation speed is used as the input member rotation speed, but the motor generator rotation speed may be used as the input member rotation speed. At this time, in the case of the configuration having two motor generators N1 and N2 as in the first embodiment, the absolute values of the rotational speeds N1 and N2 of the two motor generators are compared, and the larger value is determined as the input member rotational speed. And Similarly, the input member rotational acceleration having the larger absolute value is used.

  In the first embodiment, an example of a hybrid vehicle with an engine clutch having an engine and two motor generators as a driving force generation source is shown. However, the present invention has one engine as a driving force generation source as shown in FIG. The present invention can be applied to a parallel hybrid vehicle with an engine clutch that has the motor described above and is capable of mode transition between the electric vehicle traveling mode and the hybrid vehicle traveling mode. Moreover, although the example which has a Ravigneaux type planetary gear train as a driving force synthetic | combination transmission was shown, for example, it can apply also to the driving force synthetic | combination transmission which has a differential apparatus etc. provided with several simple planetary gear trains. .

1 is an overall system diagram showing a hybrid vehicle of Example 1. FIG. FIG. 3 is a collinear diagram showing each traveling mode by a Ravigneaux planetary gear train employed in the hybrid vehicle of the first embodiment. It is a figure which shows an example of the driving mode map in the hybrid vehicle of Example 1. FIG. It is a figure which shows the mode transition path | route between the four driving modes in the hybrid vehicle of Example 1. FIG. It is a driving mode map used only at the time of the mode transition from the electric vehicle driving mode of Example 1 to the hybrid vehicle driving mode. 6 is a flowchart illustrating a flow of mode transition control processing executed by the integrated controller 6 according to the first embodiment. FIG. 3 is a control block diagram illustrating a flow of request mode calculation control processing according to the first embodiment. It is a setting map of the gain correction value K1 according to the engine water temperature TWN. It is a setting map of the gain correction value K2 according to the gear ratio ωi / ωo. In the conventional hybrid vehicle, it is a driving mode map used at the time of mode transition from electric vehicle driving mode to hybrid vehicle driving mode. It is a figure which shows the problem of the conventional mode transition control. It is a figure which shows the mode transition control effect | action of Example 1. FIG. It is a figure which shows the structure of the drive system of the hybrid vehicle which can apply this invention.

Explanation of symbols

E engine
MG1 1st motor generator (motor)
MG2 Second motor generator (motor)
OG output gear (output member)
TM Driving force transmission
PGR Ravigneaux type planetary gear train
EC engine clutch
LB Low brake 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 Hydraulic control device 6 Integrated controller 6a Target rotational speed calculation section 6b Torque command value setting section 7 Accelerator opening sensor 8 Vehicle speed sensor 9 Engine rotational speed sensor 10 First motor generator Speed sensor 11 Second motor generator speed sensor 12 Second ring gear speed sensor

Claims (8)

A driving force synthesis transmission having an engine and a motor as a driving force generation source, connecting the engine, the motor, and an output member; an engine clutch provided between the engine and the driving force synthesis transmission; In a hybrid vehicle comprising mode transition control means for starting mode transition from an electric vehicle travel mode to a hybrid vehicle travel mode according to a mode transition permission condition,
A driving force request detecting means for calculating a driving force request value representing the height of the driving force request;
When the driving force request value exceeds a preset driving force request threshold value in the electric vehicle traveling mode, the mode transition control means is earlier than the mode transition permission condition. A mode transition control device for a hybrid vehicle characterized by starting mode transition. In the hybrid vehicle mode transition control device according to claim 1,
Input member rotation speed detecting means for detecting the rotation speed of the input member of the driving force combining transmission;
Input member rotational acceleration detection means for detecting rotational acceleration of the input member;
With
The driving force request detecting means calculates the driving force request value based on the input member rotation speed and the input member rotation acceleration. In the hybrid vehicle mode transition control device according to claim 2 ,
The driving force demand detection unit, said input member rotating speed, the input member sum by the hybrid vehicle mode transition control, characterized in Rukoto issuing calculate the driving force request value of the rotational acceleration and the value obtained by multiplying the gain apparatus. In the hybrid vehicle mode transition control device according to claim 3 ,
The mode transition control device for a hybrid vehicle, wherein the driving force request detecting means increases the gain as the engine water temperature is lower. In the hybrid vehicle mode transition control device according to claim 3 or 4 ,
The mode transition control device for a hybrid vehicle, wherein the driving force request detecting means increases the gain as the gear ratio of the driving force synthesizing transmission increases. In mode transition control apparatus for a hybrid vehicle according to any one of claims 3 to 5,
The mode transition control device for a hybrid vehicle, wherein the driving force request detecting means increases the gain when traveling in a continuously variable transmission mode than when traveling in a fixed transmission mode. In mode transition control apparatus for a hybrid vehicle according to any one of claims 3 to 6,
The driving force request detecting means learns the time required for engaging the engine clutch, and corrects the gain based on the learned value. A driving force synthesis transmission having an engine and a motor as a driving force generation source, connecting the engine, the motor, and an output member; an engine clutch provided between the engine and the driving force synthesis transmission; In a hybrid vehicle comprising mode transition control means for starting mode transition from an electric vehicle travel mode to a hybrid vehicle travel mode according to a mode transition permission condition,
In the electric vehicle running mode, when the driving force request value indicating the height of the driving force request exceeds a preset driving force request threshold, the mode is set at an earlier time point than the mode transition permission condition. A mode transition control method for a hybrid vehicle, characterized by starting a transition.

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