JP4786553B2 - Rotational speed prediction apparatus, prediction method, program for realizing the method, and recording medium recording the program - Google Patents

Description

  The present invention relates to a rotation speed prediction device, a prediction method, a program for realizing the method, and a recording medium on which the program is recorded, and in particular, rotates in a power train having an engine and a rotating electrical machine as a power source and a speed change mechanism. It relates to a technique for predicting numbers.

  Conventionally, hybrid vehicles having an internal combustion engine and a rotating electric machine as drive sources are known. In such a hybrid vehicle, an internal combustion engine and a rotating electric machine are selectively used according to the traveling state of the vehicle. For example, the vehicle travels mainly using an internal combustion engine when traveling at a high speed, and travels mainly using a rotating electrical machine when traveling at a medium or low speed. One of such hybrid vehicles includes a differential mechanism that functions as a continuously variable transmission using a rotating electric machine.

  Japanese Patent Laying-Open No. 2005-337491 (Patent Document 1) includes a first element coupled to an engine, a second element coupled to a first electric motor (rotating electric machine), and a third element coupled to a second electric motor. A vehicle comprising: a continuously variable transmission having a differential mechanism configured to function as an electric continuously variable transmission; and a transmission (transmission mechanism) provided between the continuously variable transmission and the wheel. A control device for a drive device is disclosed. In the control device described in Patent Document 1, the gear of the continuously variable transmission unit is synchronized with the shift so that the gear ratio formed by the continuously variable transmission unit and the transmission unit is continuous when the transmission unit shifts. Including a continuously variable transmission control unit.

According to the control device described in this publication, the gear ratio formed by the continuously variable transmission unit and the transmission unit, that is, the gear ratio formed based on the transmission ratio of the continuously variable transmission unit and the transmission gear ratio. The overall gear ratio is continuously changed. As a result, the engine speed (the number of revolutions) is continuously changed before and after the speed change of the speed change unit to reduce the speed change shock.
JP 2005-337491 A

  By the way, as in the vehicle drive device described in Japanese Patent Application Laid-Open No. 2005-337491, when shifting of the continuously variable transmission unit is performed so that the engine speed continuously changes before and after shifting of the transmission mechanism, At the time of upshifting, the rotational speed of one of the two rotating electrical machines is reduced, but the rotational speed of the other rotating electrical machine is increased. At this time, the rotational speed increases greatly depending on the gear ratio in the differential mechanism. However, for example, a detection delay occurs when the rotational speed is detected by a sensor or the like. For this reason, the actual rotational speed and the detected rotational speed may differ greatly. Japanese Patent Application Laid-Open No. 2005-337491 has no description regarding such a problem.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a rotation speed prediction device that can accurately determine the rotation speed of a rotating electrical machine.

  According to a first aspect of the present invention, there is provided a rotation speed predicting apparatus including a first rotating element coupled to a first rotating electric machine, a second rotating element coupled to a second rotating electric machine, and a third rotating element coupled to an engine. This is a device for predicting the number of revolutions in a power train, comprising: a differential mechanism having a rotating element; and a transmission mechanism coupled to the second rotating element and transmitting a torque input from the second rotating element to the wheels. The predicting device determines the rotation speed of the first rotating electric machine based on the means for detecting the rotation speed of the second rotating electric machine, the target value of the engine speed and the rotation speed of the second rotating electric machine. Prediction means for prediction. The power train control method according to the third invention has the same requirements as the power train prediction apparatus according to the first invention.

  According to the first or third aspect of the invention, the power train includes the first rotating element connected to the first rotating electric machine, the second rotating element connected to the second rotating electric machine, and the first rotating element connected to the engine. A differential mechanism having three rotating elements, and a transmission mechanism connected to the second rotating element and transmitting torque input from the second rotating element to the wheels. The rotational speed of the second rotating electrical machine in this power train is detected. Since the first rotating electrical machine, the second rotating electrical machine, and the engine are coupled via a differential mechanism, the rotational speed of the first rotating electrical machine depends on the rotational speed of the second rotating electrical machine and the rotational speed of the engine. Determined. In order to predict the future rotational speed of the first rotating electrical machine, in addition to the rotational speed of the second rotating electrical machine, the rotational speed of the first rotating electrical machine is based on a target value that is the rotational speed of the future engine. Is predicted. Thereby, even if it is a case where the detection result using a sensor cannot follow the number of rotations of the 1st rotation electrical machinery rapidly, the number of rotations of the 1st rotation electrical machinery can be grasped. Therefore, it is possible to provide a rotation speed prediction device or a prediction method that can accurately grasp the rotation speed of the rotating electrical machine.

  In the rotation speed prediction device according to the second invention, in addition to the configuration of the first invention, the first rotation element is a sun gear. The second rotating element is a ring gear. The third rotating element is a carrier. The prediction device further includes means for detecting the rotation speed of the first rotating electrical machine. The predicting means calculates a predetermined second value and a second value from a value obtained by adding a product of a predetermined first value and a differential value of the target value to the detected rotation speed of the first rotating electrical machine. Means for predicting the rotational speed of the first rotating electrical machine by reducing the product of the differential value of the rotational speed of the rotating electrical machine. The power train control method according to the fourth invention has the same requirements as those of the power train prediction apparatus according to the second invention.

  According to the second or fourth invention, the first rotating element is a sun gear. The second rotating element is a ring gear. The third rotating element is a carrier. The rotation speed of the first rotating electrical machine is further detected. The rotation speed of the first rotation element connected to the sun gear is reduced when the rotation speed of the second rotation element connected to the ring gear is increased, and is increased when the rotation speed of the engine connected to the carrier is increased. . Therefore, a predetermined second value and second rotation are obtained from a value obtained by adding the product of the predetermined first value and the differential value of the target value to the detected rotation speed of the first rotating electrical machine. The product of the differential value of the rotational speed of the electrical machine is subtracted to predict the rotational speed of the first rotating electrical machine. Thereby, the rotation speed of a rotary electric machine can be grasped | ascertained accurately.

  A program according to a fifth invention is a program for causing a computer to realize the rotation speed prediction method according to the third or fourth invention, and a recording medium according to the sixth invention relates to the third or fourth invention. A computer-readable recording medium recording a program for causing a computer to realize a method for predicting a rotational speed.

  According to the fifth or sixth invention, the rotational speed prediction method according to the third or fourth invention can be realized using a computer (which may be general purpose or dedicated).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a hybrid vehicle equipped with a prediction device according to an embodiment of the present invention will be described. This hybrid vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used.

  The hybrid vehicle includes an engine 100, a transmission 200, a propeller shaft 500, a differential gear 600, and a rear wheel 700. A power train 800 of this hybrid vehicle includes an engine 100 and a transmission 200.

  The prediction apparatus according to the present embodiment is realized, for example, by executing a program recorded in ROM (Read Only Memory) 1410 of HV (Hybrid Vehicle) _ECU (Electronic Control Unit) 1400.

  Engine 100 is an internal combustion engine that burns a mixture of fuel and air injected from injector 102 in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  Transmission 200 is coupled to engine 100. Transmission 200 includes a first transmission unit 300 and a second transmission unit 400, as will be described later. Torque output from the transmission 200 is transmitted to the left and right rear wheels 700 via the propeller shaft 500 and the differential gear 600.

  The transmission 200 will be further described with reference to FIG. The transmission 200 includes an input shaft 204 as an input rotating member disposed on a common axis in a case 202 as a non-rotating member attached to a vehicle body, and a direct or damper (not shown) on the input shaft 204. The first transmission unit 300 coupled via the first transmission unit 300 and the second transmission unit 400 coupled in series via the transmission member (transmission shaft) 206 in the power transmission path between the first transmission unit 300 and the rear wheel 700. And an output shaft 208 as an output rotation member connected to the second transmission unit 400.

  Since the transmission 200 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the transmission 200 in FIG. The same applies to the following embodiments.

  First transmission unit 300 includes a power split device 310, a first MG (Motor Generator) 311, and a second MG 312. First transmission unit 300 further includes two friction engagement elements, that is, C0 clutch 314 and B0 brake 316.

  Power split device 310 splits the output of engine 100 input to input shaft 204 into first MG 311 and transmission member 206. Power split device 310 includes planetary gear 320.

  Planetary gear 320 includes a sun gear 322, a pinion gear 324, a carrier 326 that supports the pinion gear 324 so as to rotate and revolve, and a ring gear 328 that meshes with the sun gear 322 via the pinion gear 324.

  In power split device 310, carrier 326 is connected to input shaft 204, that is, engine 100. Sun gear 322 is connected to first MG 311. Ring gear 328 is connected to second MG 312 via transmission member 206.

  Power split device 310 functions as a differential device by relatively rotating sun gear 322, carrier 326, and ring gear 328. Due to the differential function of power split device 310, the output of engine 100 is distributed to first MG 311 and transmission member 206.

  The first MG 311 generates electric power using a part of the output of the distributed engine 100, or the second MG 312 is rotationally driven using electric power generated by the first MG 311 so that the power split mechanism 310 is a continuously variable transmission. Function as.

  First MG 311 and second MG 312 are three-phase AC rotating electric machines. First MG 311 is coupled to sun gear 322 of power split device 310. Second MG 312 is provided such that the rotor rotates integrally with transmission member 206.

  The C0 clutch 314 is provided so as to connect the sun gear 322 and the carrier 326. The B0 brake 316 is provided so as to connect the sun gear 322 to the case 202.

  As shown in FIG. 3, the rotational speeds of sun gear 322, carrier 326, and ring gear 328, that is, the rotational speeds of first MG 311, engine 100, and second MG 312 are connected by a straight line in the alignment chart.

  As indicated by the alternate long and short dash line in FIG. 3, if the rotation speed of second MG 312 increases by ΔN (1) without changing the rotation speed of engine 100, the rotation speed of first MG 311 becomes 1 / ρ × ΔN (1). Only decrease. ρ is a ratio of the number of teeth of the sun gear 322 and the number of teeth of the ring gear 328 in the power split mechanism 310 (the number of teeth of the sun gear 322 / the number of teeth of the ring gear 328).

  As indicated by a two-dot chain line in FIG. 3, when the rotation speed of engine 100 increases by ΔN (2) without changing the rotation speed of second MG 312, the rotation speed of first MG 311 is (1 + ρ) / ρ × ΔN. Increase by (2).

  Returning to FIG. 2, the second transmission unit 400 includes five single-pinion type planetary gears 411 to 413 and five friction engagements of the C1 clutch 421, the C2 clutch 422, the B1 brake 431, the B2 brake 432, and the B3 brake 433. Contains elements.

  By engaging the friction engagement elements of the first transmission unit 300 and the second transmission unit 400 in the combinations shown in the operation table shown in FIG. 4, five forwards from the first gear to the fifth gear in the transmission 200 are performed. A gear stage is formed.

  When the C0 clutch 314 and the B0 brake 316 are in the released state, relative rotation of the sun gear 322, the carrier 326, and the ring gear 328 is allowed. In this state, power split device 310 functions as a continuously variable transmission. That is, the transmission 200 is in a continuously variable transmission state.

  When the C0 clutch 314 is engaged, relative rotation of the sun gear 322, the carrier 326, and the ring gear 328 is prohibited. In this state, power split device 310 does not function as a continuously variable transmission. That is, the transmission 200 enters a stepped speed change state in which the speed ratio changes stepwise.

  When the B0 brake 316 is in the engaged state, the sun gear 322 is fixed to the case 202. In this state, power split device 310 does not function as a continuously variable transmission. That is, the transmission 200 is in the stepped speed change state.

  Shifting in the transmission 200 (including switching between a continuously variable transmission state and a stepped transmission state) is controlled based on, for example, a shift diagram shown in FIG. The shift map in the present embodiment is determined by using the target output torque calculated from the accelerator opening and the vehicle speed, and the vehicle speed as parameters. Note that the parameters of the shift map are not limited to these.

  A solid line in FIG. 5 is an upshift line, and a broken line is a downshift line. In FIG. 5, a region surrounded by a thick solid line indicates a region where the vehicle 100 travels using only the driving force of the second MG 312 without using the driving force of the engine 100. 5 is a switching line for switching from the continuously variable transmission state to the stepped transmission state. A two-dot chain line in FIG. 5 is a switching line for switching from the stepped shift state to the continuously variable shift state.

  When shifting, the C0 clutch 314, the B0 brake 316, the C1 clutch 421, the C2 clutch 422, the B1 brake 431, the B2 brake 432, and the B3 brake 433 are operated by hydraulic pressure. In the present embodiment, as shown in FIG. 6, the hybrid vehicle is provided with a hydraulic control device 900 that supplies and discharges hydraulic pressure to and from each friction engagement element and controls engagement / release.

  The hydraulic control apparatus 900 adjusts the hydraulic pressure generated by the mechanical oil pump 910, the electric oil pump 920, and the oil pumps 910 and 920 to the line pressure, and the hydraulic pressure adjusted using the line pressure as the original pressure. And a hydraulic circuit 930 that supplies oil for lubrication to an appropriate location.

  Mechanical oil pump 910 is a pump that is driven by engine 100 to generate hydraulic pressure. The mechanical oil pump 910 is arranged coaxially with the carrier 326 and is operated by receiving torque from the engine 100. That is, when the carrier 326 rotates, the mechanical oil pump 910 is driven, and hydraulic pressure is generated.

  On the other hand, the electric oil pump 920 is a pump driven by a motor (not shown). The electric oil pump 920 is attached to an appropriate location such as the outside of the case 202. Electric oil pump 920 is controlled by ECU 800 to generate a desired oil pressure. For example, the rotational speed of the electric oil pump 920 is feedback-controlled.

  The electric oil pump 920 is operated by electric power supplied from the battery 942 via the DC / DC converter 940. The electric power of battery 942 is supplied to first MG 311 and second MG 312 in addition to electric oil pump 920.

  The hydraulic circuit 930 includes a plurality of solenoid valves, switching valves, or pressure regulating valves (each not shown), and is configured to be able to electrically control pressure regulation and hydraulic supply / discharge. The control is performed by the ECU 800.

  In addition, check valves 912 and 922 that open at the discharge pressure of the oil pumps 910 and 920 and close in the opposite direction are provided on the discharge side of the oil pumps 910 and 920, and the hydraulic circuit 930 includes On the other hand, these oil pumps 910 and 920 are connected in parallel to each other. In addition, a valve (not shown) that regulates the line pressure increases the discharge amount to increase the line pressure, and conversely controls the line pressure to reduce the discharge amount to lower the line pressure. Is configured to do.

  Returning to FIG. 1, the hybrid vehicle further changes to an engine ECU 1000 that controls engine 100, a battery ECU 1100 that manages and controls a charge / discharge state (for example, SOC (State Of Charge)) of battery 942, and a hybrid vehicle state. Accordingly, the MG_ECU 1200 for controlling the first MG 311, the second MG 312, the battery ECU 1100, the ECT (Electronic Controlled Transmission) _ECU 1300 for performing the shift control in the second transmission unit 400 of the transmission 200, and these ECUs are mutually managed and controlled. HV_ECU 1400 for controlling the entire hybrid system so that the hybrid vehicle can operate most efficiently.

  The engine ECU 1000 is connected to a throttle opening sensor 1002, an engine speed sensor 1004, a water temperature sensor 1006, and the like. The throttle opening sensor 1002 detects the opening of the electronic throttle valve whose opening is adjusted by the actuator, and transmits a signal representing the detection result to the engine ECU 1000.

  Engine rotation speed sensor 1004 detects the rotation speed of the output shaft (crankshaft) of engine 100 and transmits a signal representing the detection result to engine ECU 1000. Water temperature sensor 1006 detects the temperature (water temperature) of cooling water for engine 100 and transmits a signal representing the detection result to engine ECU 1000.

  Signals transmitted from the throttle opening sensor 1002, the engine speed sensor 1004, the water temperature sensor 1006, and the like to the engine ECU 1000 are further transmitted to the HV_ECU 1400.

  Engine ECU 1000 sets a target value of engine speed that can satisfy the required output value of engine 100. A request value for the output of engine 100 is transmitted from HV_ECU 1400. Engine ECU 1000 sets an optimum rotational speed as a target value in consideration of fuel consumption among engine rotational speeds that can satisfy the required output value of engine 100. Engine ECU 1000 controls engine 100 so that the engine speed becomes a set target value. The set target value is transmitted to HV_ECU 1400.

  The battery ECU 1100 is connected to a temperature sensor 1102, a current sensor 1104, a voltage sensor 1106, and the like. Temperature sensor 1102 detects the temperature of battery 942 and transmits a signal representing the detection result to battery ECU 1100.

  Current sensor 1104 detects a charging current value to battery 942 and a discharging current value from battery 942, and transmits a signal representing the detection result to battery ECU 1100. Voltage sensor 1106 detects the voltage value of battery 942 and transmits a signal representing the detection result to battery ECU 1100.

  Signals transmitted from the temperature sensor 1102, the current sensor 1104, the voltage sensor 1106, and the like to the battery ECU 1100 are further transmitted to the HV_ECU 1400. Battery ECU 1100 sets discharge power limit value WOUT from battery 942, charge power limit value WIN to battery 942, and the like based on signals transmitted from temperature sensor 1102, current sensor 1104, voltage sensor 1106, HV_ECU 1400, and the like. .

  The set discharge power limit value WOUT and charge power limit value WIN are transmitted to HV_ECU 1400. The discharge power value from battery 942 and the charge power value to battery 942 are controlled so as not to exceed discharge power limit value WOUT or charge power limit value WIN.

  The MG_ECU 1200 is connected to a first MG rotation speed sensor 1201, a second MG rotation speed sensor 1202, and the like. First MG rotation speed sensor 1201 detects the rotation speed of first MG 311 and transmits a signal representing the detection result to MG_ECU 1200. Second MG rotation speed sensor 1202 detects the rotation speed of second MG 312 and transmits a signal representing the detection result to MG_ECU 1200.

  Signals transmitted from MG_ECU 1200 to first MG rotation speed sensor 1201, second MG rotation speed sensor 1202, and the like are further transmitted to HV_ECU 1400. MG_ECU 1200 controls first MG 311 and second MG 312 so as to satisfy the required output values of first MG 311 and second MG 312. Requested output values of the first MG 311 and the second MG 312 are transmitted from the HV_ECU 1400.

  The ECT_ECU 1300 is connected to an input shaft rotational speed sensor 1302, an output shaft rotational speed sensor 1304, an oil temperature sensor 1306, and the like. The input shaft rotational speed sensor 1302 detects the input shaft rotational speed NI of the second transmission unit 400 and transmits a signal representing the detection result to the ECT_ECU 1300.

  The output shaft rotational speed sensor 1304 detects the output shaft rotational speed NO of the transmission 200 (second transmission unit 400), and transmits a signal representing the detection result to the ECT_ECU 1300. The oil temperature sensor 1306 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of the transmission 200, and transmits a signal representing the detection result to the ECT_ECU 1300.

  Signals transmitted from the input shaft rotational speed sensor 1302, the output shaft rotational speed sensor 1304, the oil temperature sensor 1306, and the like to the ECT_ECU 1300 are further transmitted to the HV_ECU 1400.

  In the present embodiment, HV_ECU 1400, based on signals transmitted from engine ECU 1000, battery ECU 1100, MG_ECU 1200, ECT_ECU 1300, etc., request value for output of engine 100, request value for output of first MG 311 and request for output of second MG 312 Set the value.

  The required output value of engine 100, the required output value of first MG 311, and the required output value of second MG 312 are set so as to satisfy the required output value of the entire hybrid vehicle determined based on the accelerator opening, for example. .

  By the way, in the travel control using the driving force from the first MG 311 or the second MG 312, the discharge power value of the battery 942, that is, the sum of the power value consumed by the first MG 311 and the power value consumed by the second MG 312 is the discharge power limit value WOUT. It is performed on condition that it does not exceed.

  The power value consumed by first MG 311 is calculated from the command torque (target value of output torque) to first MG 311, the rotational speed of first MG 311, and the like. Similarly, the power value consumed by second MG 312 is calculated from the command torque to second MG 312, the rotational speed of second MG 312, and the like. Therefore, in order to prevent the battery 942 from being overdischarged, it is necessary for the HV_ECU 1400 to accurately grasp the rotation speeds of the first MG 311 and the second MG.

  With reference to FIG. 7, the function of HV_ECU 1400 which is the prediction device according to the present embodiment will be described. The functions of ECU 800 described below may be realized by hardware or may be realized by software.

  The HV_ECU 1400 includes a first detection unit 1401, a second detection unit 1402, a third detection unit 1403, and a prediction unit 1404. First detection unit 1401 detects the rotation speed of first MG 311 based on the signal transmitted from MG_ECU 1200. Similarly, second detection unit 1402 detects the rotation speed of second MG 312 based on the signal transmitted from MG_ECU 1200.

  Third detection unit 1403 detects a target value of the engine speed based on a signal transmitted from engine ECU 1000. Prediction unit 1404 predicts the rotational speed of first MG 311 based on the rotational speed of first MG 311, the rotational speed of second MG 312, and the target value of the engine rotational speed.

  The detected rotation speed of the first MG 311 is NM (1), the differential value of the rotation speed of the second MG 312 is dNM (2), the differential value of the target value of the engine speed is dNET, and the predicted rotation of the first MG 311 When the number is NMP, NMP is calculated by the following equation (1).

NMP = NM (1) + (1 + ρ) / ρ × dNET−1 / ρ × dNM (2) (1)
That is, from the value obtained by adding the product of (1 + ρ) / ρ and the differential value of the target value of the engine speed to the detected rotational speed of the first MG 311, 1 / ρ and the differential value of the rotational speed of the second MG 312 The number of rotations of the first MG 311 is predicted by reducing the product.

  With reference to FIG. 8, a control structure of a program executed by HV_ECU 1400 which is the prediction device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, HV_ECU 1400 detects the rotation speed of first MG 311 based on the signal transmitted from MG_ECU 1200. In S110, HV_ECU 1400 detects the rotation speed of second MG 312 based on the signal transmitted from MG_ECU 1200.

  In S120, HV_ECU 1400 detects a target value of the engine speed based on the signal transmitted from engine ECU 1000. In S130, HV_ECU 1400 predicts the rotation speed of first MG 311 by the above-described equation (1) based on the rotation speed of first MG 311, the rotation speed of second MG 312 and the target value of the engine rotation speed.

  An operation of HV_ECU 1400 that is the prediction device according to the present embodiment based on the above-described structure and flowchart will be described.

  When an upshift is performed in the second transmission unit 400 of the transmission 200, the gear ratio in the second transmission unit 400 decreases stepwise. Therefore, as shown in FIG. 9, the rotation speed of the second MG 312 decreases stepwise. At this time, as shown in FIG. 9, the rotation speed of the first MG 311 greatly increases. The amount of increase in the rotational speed of first MG 311 is 1 / ρ times the amount of decrease in second MG 312.

  In such a state, the HV_ECU 1400 obtains the rotation speed of the first MG 311 and the rotation speed of the second MG 312 based on signals transmitted from the first MG rotation speed sensor 1201 and the second MG rotation speed sensor 1202 via the MG_ECU 1200.

  Therefore, it can be said that the rotation speed of the first MG 311 and the rotation speed of the second MG 312 obtained by the HV_ECU 1400 are old rotation speeds by the communication delay between the HV_ECU 1400 and the MG_ECU 1200. That is, as shown in FIG. 10, the actual rotational speed may not match the rotational speed obtained by HV_ECU 1400.

  As described above, HV_ECU 1400 calculates the power value consumed by first MG 311 and second MG 312 using the rotational speeds of first MG 311 and second MG 312. Travel control using the driving force from the first MG 311 or the second MG 312 is performed on the condition that the calculated power value does not exceed the discharge power limit value WOUT.

  Therefore, if the actual rotational speed does not match the rotational speed obtained by HV_ECU 1400, the power value actually consumed in first MG 311 and second MG 312 may be larger than the power value calculated in HV_ECU 1400. In this case, the discharge from the battery 942 can be excessive. Therefore, it is necessary to predict the rotation speeds of the first MG 311 and the second MG 312.

  Here, the rotation speed of the second MG 312 can be predicted from the differential value of the rotation speed of the second MG 312. However, since the rotational speed of first MG 311 can vary with the rotational speed of engine 100, it is difficult to predict from only the differential value of the rotational speed of second MG 312 or the differential value of the rotational speed of first MG 311.

  Therefore, in the present embodiment, the rotation speed of first MG 311 is detected based on the signal transmitted from MG_ECU 1200 (S100). Further, based on the signal transmitted from MG_ECU 1200, the rotational speed of second MG 312 is detected (S110).

  Further, a target value of the engine speed is detected based on the signal transmitted from engine ECU 1000 (S120). Based on the target value of the rotational speed of the first MG 311, the rotational speed of the second MG 312, and the engine rotational speed, the rotational speed of the first MG 311 is predicted by the above-described equation (1) (S 130).

  Thereby, even when the detection result using the first MG rotation speed sensor 1201 cannot follow the rapid increase in the rotation speed of the first MG 311, the rotation speed of the first MG 311 can be accurately grasped.

  As described above, according to the HV_ECU that is the prediction device according to the present embodiment, the product of (1 + ρ) / ρ and the differential value of the target value of the engine speed is added to the detected speed of the first MG. By subtracting the product of 1 / ρ and the differential value of the second MG rotational speed from the obtained value, the rotational speed of the first MG is predicted. Thereby, even when the detection result using the first MG rotation speed sensor cannot follow the rapid increase in the rotation speed of the first MG, the HV_ECU can accurately grasp the rotation speed of the first MG.

  In addition, instead of making it possible to form five forward gears in the transmission 200, four forward gears from the first gear to the fourth gear may be formed. When the transmission 200 is configured so that four forward gears can be formed, as shown in FIG. 11, the second transmission unit 400 includes two single-pinion type planetary gears 441 and 442, and C1 clutches 451 and C2. 4 friction engagement elements of the clutch 452, the B1 brake 461, and the B2 brake 462. By engaging the friction engagement elements in the combinations shown in the operation table shown in FIG. 12, four forward gears from the first gear to the fourth gear are formed.

  Further, instead of switching between the continuously variable transmission state and the stepped transmission state based on the switching line defined in the shift diagram, as shown in FIG. 13, the output torque of the engine 100 and the engine speed NE are used as parameters. The stepless speed change state and the stepped speed change state may be switched based on the map.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the hybrid vehicle carrying the prediction apparatus which concerns on embodiment of this invention. FIG. 3 is a first diagram illustrating a transmission. It is a figure (the 1) which shows the alignment chart of a power split device. It is a figure (the 1) which shows an operation | movement table | surface. It is a figure which shows a shift map. It is a figure which shows a hydraulic control apparatus. It is a functional block diagram of HV_ECU. It is a flowchart which shows the control structure of the program which HV_ECU performs. FIG. 8 is a second diagram showing a nomographic chart of the power split mechanism. It is a timing chart which shows transition of number of rotations and power consumption value. FIG. 6 is a second diagram illustrating the transmission. It is a figure (the 2) which shows an operation | movement table | surface. It is a figure which shows the control area of a continuously variable transmission state and a stepped transmission state.

Explanation of symbols

  100 Engine, 200 Transmission, 300 1st transmission, 310 Power split mechanism, 311 1st MG, 312 2nd MG, 314 C0 clutch, 316 B0 brake, 320 Planetary gear, 322 Sun gear, 324 Pinion gear, 326 Carrier, 328 Ring gear, 400 1st 2-speed section, 500 propeller shaft, 600 differential gear, 700 rear wheel, 800 power train, 1000 engine ECU, 1100 battery ECU, 1200 MG_ECU, 1201 first MG speed sensor, 1202 second MG speed sensor, 1300 ECT_ECU, 1400 HV_ECU 1401 1st detection part, 1402 2nd detection part, 1403 3rd detection part, 1404 prediction part, 1410 ROM.

Claims (6)

A differential mechanism having a first rotating element coupled to the first rotating electrical machine, a second rotating element coupled to the second rotating electrical machine, and a third rotating element coupled to the engine; A rotation speed prediction device for a power train, comprising: a transmission mechanism coupled to the rotation element of the second transmission element, and a transmission mechanism that transmits torque input from the second rotation element to the wheels,
Means for detecting the rotational speed of the second rotating electrical machine;
A rotation speed prediction device comprising: a predicting unit for predicting the rotation speed of the first rotating electric machine based on a target value of the engine rotation speed and the rotation speed of the second rotating electric machine. The first rotating element is a sun gear;
The second rotating element is a ring gear;
The third rotating element is a carrier;
The prediction device further includes means for detecting the number of rotations of the first rotating electrical machine,
The predicting means has a predetermined second value from a value obtained by adding a product of a predetermined first value and a differential value of the target value to the detected rotation speed of the first rotating electrical machine. The rotation speed prediction device according to claim 1, further comprising means for subtracting a product of a differential value of the rotation speed of the second rotating electrical machine to predict the rotation speed of the first rotating electrical machine. A differential mechanism having a first rotating element coupled to the first rotating electrical machine, a second rotating element coupled to the second rotating electrical machine, and a third rotating element coupled to the engine; And a speed change mechanism for transmitting a torque input from the second rotating element to a wheel, and a method for predicting the number of revolutions in a power train,
Detecting the rotational speed of the second rotating electrical machine;
Based on the number of rotations of the target value and the second rotating electric machine of said engine, said first comprises first the step of predicting the rotational speed of the rotary electric machine, the prediction method of the rotational speed. The first rotating element is a sun gear;
The second rotating element is a ring gear;
The third rotating element is a carrier;
The prediction method further includes a step of detecting a rotation speed of the first rotating electrical machine,
The step of predicting the rotational speed of the first rotating electrical machine is a value obtained by adding a product of a predetermined first value and a differential value of the target value to the detected rotational speed of the first rotating electrical machine. And subtracting a product of a second value determined in advance and a differential value of the rotational speed of the second rotating electrical machine to predict the rotational speed of the first rotating electrical machine. method of predicting the number of revolutions.   The program which makes a computer implement | achieve the prediction method of Claim 3 or 4.   The computer-readable recording medium which recorded the program which makes a computer implement | achieve the prediction method of Claim 3 or 4.

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