JP5130799B2 - Drive control apparatus for hybrid vehicle - Google Patents

Description

  The present invention relates to a transmission control apparatus suitable for a hybrid vehicle.

  Hybrid vehicles that include a power source such as an electric motor or a motor generator in addition to an internal combustion engine are known. In a hybrid vehicle, an internal combustion engine is operated in a highly efficient state as much as possible, while an excess or deficiency of driving force or engine braking force is compensated by an electric motor or a motor generator.

  Patent Document 1 describes an example of a speed change mechanism configured to be able to switch between a continuously variable transmission mode and a fixed speed ratio mode in a hybrid vehicle as described above. In the configuration of Patent Document 1, a power distribution mechanism having four rotating elements is configured by combining two planetary gear mechanisms. Of the four rotating elements, one rotating element is an input element to which torque is input from the internal combustion engine, and the other one rotating element is input from the first motor generator as a reaction torque against the torque of the internal combustion engine. The reaction force element. The remaining two rotating elements are output elements that perform a differential action together with the input element and the reaction force element. The two output elements can be connected to the output shaft by a connecting mechanism.

  Here, in a state where only one of the two output elements is connected to the output shaft, the planetary gear mechanism can perform a differential action, and therefore, the reaction force torque by the first motor generator is controlled. Thus, a so-called continuously variable transmission mode in which the speed ratio between the internal combustion engine and the output shaft can be continuously changed can be realized. On the other hand, in a state where two output elements are simultaneously connected to the output shaft through a gear transmission mechanism having a plurality of pairs of gears for transmission, the internal combustion engine and the output shaft are mechanically directly connected with a predetermined gear ratio. Thus, a so-called fixed gear ratio mode can be realized. Thus, in Patent Document 1, the power transmission efficiency is improved by properly using the continuously variable transmission mode and the fixed transmission ratio mode.

  Patent Document 2 describes that in an hybrid vehicle, the engine torque and the motor generator torque are corrected according to the state of the battery. Japanese Patent Application Laid-Open No. H10-228561 describes that in a control device for an automatic transmission, the standard value of the shift time is changed in response to a change in battery voltage.

JP-A-2005-155891 JP 2006-50751 A JP-A-8-178048

  In the drive device having a plurality of gear ratios as in Patent Document 1, if the shift control for switching the operating points of the motor generator and the internal combustion engine at high speed is performed, the following problems may occur. First, since the torque output of the motor generator is used to shift the operating point of the motor generator or internal combustion engine during a shift, if the high speed shift control is performed, the battery input / output power limitation cannot be observed and the battery will deteriorate. May be promoted.

  Further, since the torque response is different between the internal combustion engine and the motor generator, even if the operating point of the motor generator is changed at a high speed during a shift, the torque change of the internal combustion engine cannot follow it and a shift shock may occur. In such a case, the motor generator connected to the output shaft usually compensates for torque fluctuations to reduce shift shocks. However, if the input / output power of the battery is limited, the torque fluctuations are insufficiently compensated and the shift shocks are reduced. Cannot be reduced.

  The present invention has been made in order to solve the above-described problems. In a drive control device for a hybrid vehicle having a continuously variable transmission mode and a fixed transmission ratio mode, the input / output power limitation of the battery is maintained during a shift. And it aims at reducing a shift shock.

In one aspect of the present invention, the engine and the first and second motor-generator, the engine and the the power distribution mechanism first motor generator are connected, have a reaction torque by the first motor-generator The hybrid vehicle is capable of switching between a continuously variable transmission mode in which the transmission gear ratio is continuously changed and a fixed transmission mode in which the transmission gear mechanism is fixed by fixing the rotation element of the power distribution mechanism. controller determines that the during shifting from the continuously variable transmission mode to the fixed speed change mode, the state of the battery, based on the operating point of the first and second motor-generator and the engine, determining a target shift time Means, and a shift execution means for executing shift control during the target shift time, wherein the shift execution means If the order-determined a predetermined time or more, it prohibits the shift control.

The drive control device includes an engine, first and second motor generators (hereinafter simply referred to as “motor generator” when the first motor generator and the second motor generator are not distinguished from each other), the engine, and the second motor generator. A continuously variable transmission mode in which the gear ratio is continuously changed by a reaction torque generated by the first motor generator, and a rotating element included in the power distribution mechanism. Thus, the vehicle is mounted on a hybrid vehicle capable of switching between a fixed transmission mode in which the transmission ratio is fixed . The hybrid vehicle travels by the driving force of the engine and the motor generator. The motor generator is connected to a battery and functions as a motor by the electric power from the battery to generate a driving force of the vehicle, and functions as an electric motor to generate electric power by regeneration and charge the battery. At the time of shifting by the speed change mechanism including the motor generator, the target shift time is determined based on the state of the battery at that time and the operating points of the motor generator and the engine. Then, the shift control is executed so that the shift is completed within the target shift time. The state of the battery includes a battery input / output limit value determined by the battery temperature, SOC, and the like, an actual battery power consumption, a battery power margin calculated from these, and the like. Further, the operating points of the engine and the motor generator include a user request driving force, a vehicle speed, and the like.

By setting the target shift time in consideration of the state of the battery and the operating points of the motor generator and the engine, it is possible to prevent the battery power used during the shift control from exceeding the output limit value of the battery. Further, since the shift is performed while controlling the torque of the motor generator according to the target shift time, it is possible to prevent a shift shock from being caused by abrupt torque correction or the like. Further, when the target shift time exceeds the allowable range and the target shift time becomes long, the shift control is not executed, thereby preventing deterioration of fuel consumption and drivability.

  One aspect of the drive control apparatus for a hybrid vehicle includes a correction unit that corrects the target shift time based on an increase amount of a required drive force for the vehicle. As a result, even when shift control is performed at the time of acceleration when the battery power consumption is large, the target shift time is corrected, so that the battery power is consumed exceeding the battery output limit value or a shift shock occurs. Can be prevented.

In another aspect of the drive control apparatus for a hybrid vehicle, the torques of the first and second motor generators are controlled based on the target shift time. As a result, the shift is performed in the scheduled target shift time, so that the torque change of the motor generator can be moderated. Therefore, the battery output limit value is not exceeded and shift shock can be prevented.

  Another aspect of the hybrid vehicle drive control device includes a correction unit that corrects the target shift time based on a battery state during execution of the shift control. In this aspect, even when the shift control is being executed, if the state of the battery changes, the target shift time is corrected accordingly. Thereby, even if the battery state changes during the execution of the shift control, it is possible to prevent the battery output limit value from being exceeded.

  In a preferred example, the battery state includes at least one of a capacity of the battery and an input / output limit value of the battery.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Device configuration]
FIG. 1 shows a schematic configuration of a drive device of a hybrid device to which the present invention is applied. The example of FIG. 1 is a hybrid device called a mechanical distribution type two-motor type, and includes an engine 1, a first motor generator MG1, a second motor generator MG2, and a power distribution mechanism 20. An engine 1 corresponding to a power source and a first motor generator MG1 corresponding to a rotation speed control mechanism are connected to a power distribution mechanism 20. The output shaft 3 of the power distribution mechanism 20 is connected to a second motor generator MG2 that is a sub power source for assisting drive torque or braking force. Second motor generator MG2 and output shaft 3 are connected via MG2 transmission 6. Further, the output shaft 3 is connected to the left and right drive wheels 9 via a final reduction gear 8. The first motor generator MG1 and the second motor generator MG2 are electrically connected via a battery, an inverter, or an appropriate controller (see FIG. 2) or directly, and the first motor generator MG1 The second motor generator MG2 is driven by the generated electric power.

  The engine 1 is a heat engine that generates power by burning fuel, and examples thereof include a gasoline engine and a diesel engine. The first motor generator MG1 generates power mainly by receiving torque from the engine 1 and rotating, and reaction force torque accompanying power generation acts. By controlling the rotational speed of first motor generator MG1, the rotational speed of engine 1 changes continuously. Such a speed change mode is called a continuously variable speed change mode. The continuously variable transmission mode is realized by a differential action of a power distribution mechanism 20 described later.

  The second motor generator MG2 is a device that assists the driving torque or the braking force. When assisting the drive torque, the second motor generator MG2 receives power supply and functions as an electric motor. On the other hand, when assisting the braking force, the second motor generator MG2 functions as a generator that is rotated by the torque transmitted from the drive wheels 9 to generate electric power.

  FIG. 2 shows a configuration of first and second motor generators MG1 and MG2 and power distribution mechanism 20 shown in FIG.

  The power distribution mechanism 20 is a mechanism that distributes the output torque of the engine 1 to the first motor generator MG1 and the output shaft 3, and is configured to generate a differential action. Specifically, the engine 1 is connected to the first rotating element among the four rotating elements that are provided with a plurality of sets of differential mechanisms and have a differential action, and the first motor generator MG1 is connected to the second rotating element. Are connected, and the output shaft 3 is connected to the third rotating element. The fourth rotating element can be fixed by the brake unit 7. The brake unit 7 is configured by a dog clutch, for example, and is controlled by the brake operation unit 5. In a state where the brake unit 7 does not fix the fourth rotating element, the rotational speed of the engine 1 is continuously changed by continuously changing the rotational speed of the first motor generator MG1, and the continuously variable transmission mode Is realized. On the other hand, in a state where the brake unit 7 is fixing the fourth rotating element, the transmission gear ratio determined by the power distribution mechanism 20 is fixed to the overdrive state (that is, the engine rotational speed is smaller than the output rotational speed). Thus, the fixed gear ratio mode is realized.

  In the present embodiment, as shown in FIG. 2, the power distribution mechanism 20 is configured by combining two planetary gear mechanisms. The first planetary gear mechanism includes a ring gear 21, a carrier 22, and a sun gear 23. The second planetary gear mechanism is a double pinion type and includes a ring gear 25, a carrier 26, and a sun gear 27.

  The output shaft 2 of the engine 1 is connected to the carrier 22 of the first planetary gear mechanism, and the carrier 22 is connected to the ring gear 25 of the second planetary gear mechanism. These constitute the first rotating element. The rotor 11 of the first motor generator MG1 is connected to the sun gear 23 of the first planetary gear mechanism, and these constitute a second rotating element.

  The ring gear 21 of the first planetary gear mechanism and the carrier 26 of the second planetary gear mechanism are connected to each other and to the output shaft 3. These constitute the third rotating element. Further, the sun gear 27 of the second planetary gear mechanism is connected to the rotation shaft 29 and constitutes a fourth rotation element together with the rotation shaft 29. The rotating shaft 29 can be fixed by the brake unit 7.

  The power supply unit 30 includes an inverter 31, a converter 32, an HV battery 33, and a converter 34. The first motor generator MG1 is connected to the inverter 31 by a power line 37, and the second motor generator MG2 is connected to the inverter 31 by a power line 38. The inverter 31 is connected to the converter 32, and the converter 32 is connected to the HV battery 33. Further, the HV battery 33 is connected to the auxiliary battery 35 via the converter 34.

  Inverter 31 exchanges power with motor generators MG1 and MG2. During regeneration of the motor generator, the inverter 31 converts the electric power generated by the motor generators MG1 and MG2 into the direct current and supplies the direct current to the converter 32. Converter 32 converts the electric power supplied from inverter 31 to charge HV battery 33. On the other hand, during the power running of the motor generator, the DC power output from the HV battery 33 is boosted by the converter 32 and supplied to the motor generator MG1 or MG2 via the power supply line 37 or 38.

  The electric power of the HV battery 33 is converted into a voltage by the converter 34 and supplied to the auxiliary battery 35, and used for driving various auxiliary machines.

  The operation of the inverter 31, the converter 32, the HV battery 33, and the converter 34 is controlled by the ECU 4. The ECU 4 controls the operation of each element in the power supply unit 30 by transmitting a control signal S4. A necessary signal indicating the state of each element in the power supply unit 30 is supplied to the ECU 4 as a control signal S4. Specifically, SOC (State Of Charge) indicating the state of the HV battery 33, the input / output limit value of the battery, and the like are supplied to the ECU 4 as a control signal S4.

  The ECU 4 controls the control signals S1 to S3 by transmitting and receiving them to and from the engine 1, the first motor generator MG1, and the second motor generator MG2. Further, the ECU 4 supplies a brake operation instruction signal S5 to the brake operation unit 5. The brake operation unit 5 operates the brake unit 7 based on the brake operation instruction signal S5, and controls the fixation / release of the rotation shaft 29 that is the fourth rotation element.

[Shift control]
Next, the shift control according to the present invention will be described. In the present embodiment, the present invention is applied to the shift control for shifting from the state of traveling in the continuously variable transmission mode to the fixed gear ratio mode. Specifically, as described above, from the state where the brake unit 7 is in the released state and the vehicle is traveling in the continuously variable transmission mode, the rotation shaft 29 that is the fourth rotation element is fixed by the brake unit 7 and the fixed gear ratio Transition to mode. At this time, in the present invention, the shift time is determined based on the battery state at the time of the shift, and the operating points of the motor generator and the engine, and the shift is executed at the shift time. The shift time is the time required from the start to the end of the shift. In this embodiment, the speed change mode is changed from the continuously variable transmission mode in which the brake unit 7 is in the released state to the fixed gear ratio mode in which the brake unit 7 is in the fixed state. Refers to the time required for migration.

  The present invention is characterized in that at the time of shifting as described above, the target shift time is set based on the state of the battery and the operating points of the engine and the motor generator, and the shift is performed at the target set time. By appropriately setting the target shift time, it is possible to prevent problems such as the battery power used during shifting exceeds the battery output limit value or the torque from the motor generator is insufficient due to the battery output limit and shift shock occurs. .

  FIG. 3 is a flowchart of the shift control according to this embodiment. This process is executed by the ECU 4 controlling the engine 1, the first motor generator MG1, the second motor generator MG2, the brake operation unit 5, and the like. This control is executed when a predetermined speed change condition determined by the power required by the driver, the vehicle speed, or the like is satisfied. If the continuously variable transmission mode and the fixed transmission ratio mode can be selected by the driver's operation input, this process is executed when a selection instruction for the fixed transmission ratio mode is input.

  First, the ECU 4 calculates a basic shift time (step S101). The basic shift time is a time that is a basis for setting the target shift time, and is determined based on the state of the battery. FIG. 4 shows an example of a map used when calculating the basic shift time. The horizontal axis indicates the battery power margin, and the vertical axis indicates the basic shift time. The battery power margin indicates a power margin that can be used from the battery at that time. If the battery output limit value is “wout” and the current battery power usage is “pbat”, the battery power margin is given by “wout−pbat”. The input / output limit value of the battery includes the input limit value win and the output limit value wout, and is calculated based on the battery temperature, the SOC, and the like. The battery power usage amount pbat indicates the current usage amount of the HV battery 33 and includes the power used by the auxiliary machine in addition to the power used by the first or second motor generator MG1 or MG2.

  Basically, the shorter the shift time and the faster the shift, the greater the battery power consumed for that. The reason is as follows. As described above, when the rotating shaft 29 is fixed by the brake unit 7 at the time of shifting, it is necessary to control the torque of the first motor generator MG1 to make the rotation of the rotating shaft 29 zero. In order to stop the rotation of the rotating shaft 29, it is necessary to absorb the rotation inertia of the first motor generator MG1 and the rotation of the power distribution mechanism 20 by the torque from the first motor generator MG1, and for that reason, This is because electric power is used.

  In FIG. 4, three areas A1 to A3 are set according to the battery power margin. When the battery power margin is negative (<0) (area A1), the battery power cannot be used. Therefore, the basic shift time is a shift time T1 at which a shift can be performed without using the battery power. Thus, a relatively long shift time is required. On the other hand, when the battery power margin is large (area A3), it is possible to perform a shift in a short time by driving a motor generator or the like using the power of the battery, so the basic shift time is a short shift time T3. Become. In the case of the region A2 in which the battery power margin is not negative but not sufficient, the basic shift time is determined based on the shift-use power determined by the configuration of the transmission mechanism. In this case, the electric power used at the time of shifting changes according to the operating points of the motor generator and the engine at the time of shifting. Even in the case of the area A2, the basic shift time can be shortened when the battery margin is large as an overall tendency.

  Next, the ECU 4 corrects the calculated basic shift time to determine a target shift time (step S102). Specifically, the ECU 4 corrects the basic shift time according to the user-requested driving force. When the driving force requested by the user tends to increase as compared with the calculation of the basic shift time (that is, the acceleration increases), the battery power usage amount pbat when performing a shift thereafter increases. There is a high possibility. Therefore, when the increase amount of the user request driving force is large, the shift time is corrected so that the shift time becomes longer. Note that a change in the user-requested driving force is accompanied by a change in operating points of the engine and the motor generator.

  FIG. 5 shows an example of a map used for correcting the shift time. The horizontal axis indicates the amount of increase in user-requested driving force, and the vertical axis indicates the shift time correction amount that is added to the basic shift time. As shown in the figure, the greater the amount of increase in the user-requested driving force, the greater the shift time correction amount, resulting in a longer target shift time. That is, since power consumption is predicted by the subsequent acceleration according to the user request, the target shift time is lengthened correspondingly, and the power consumption used for the shift is reduced. As a result, even when a shift is performed in a state where the user-requested driving force increases and the power consumption of the battery increases, it is possible to prevent power from being used exceeding the output limit value of the battery and Shock is reduced. In addition, a user request | requirement driving force can be detected by the variation | change_quantity of accelerator opening, for example.

  Next, the ECU 4 determines whether or not to execute a shift (step S103). As described above, the basic shift time is corrected according to the user-requested driving force and the target shift time is determined. However, if the target shift time becomes too long, the transitional state of the shift is prolonged and the fuel efficiency is increased. In some cases, the drivability may deteriorate due to deterioration, or the user feels a sense of rattling due to a long shift time. On the other hand, depending on conditions such as the configuration of the drive device (gear configuration, etc.) constituted by the motor generators MG1 and MG2, the power distribution mechanism 20, etc., the vehicle speed, etc., the speed is changed even at some sacrifice in fuel consumption and drivability Sometimes it is necessary. Therefore, the ECU 4 determines whether or not to actually perform a shift based on a predetermined index.

  FIG. 6 is an example of an index used to determine whether or not to execute a shift. The horizontal axis indicates the vehicle speed, and the vertical axis indicates the target shift time. Regions A4 and A6 indicate conditions that require gear shifting from the viewpoint of the configuration of the drive device and the vehicle speed. For example, there is a case where a speed change is required in order to obtain an appropriate speed ratio in the low speed and high speed range due to the configuration of the drive device. On the other hand, in the regions A5 and A6 corresponding to the medium speed region, the shift is executed if the target shift time is within the allowable range (region A5), but if the target shift time is too long (region A7), the shift is performed. Not performed. Thus, when the target shift time becomes longer than the allowable range from the viewpoint of fuel consumption and drivability, the shift is not performed. Note that if no shift is performed (step S103; No), the process ends.

  When shifting is performed (step S103; Yes), the ECU 4 executes shift control (step S104). Specifically, the ECU 4 controls the first and second motor generators MG1 and MG2 to stop the rotation of the rotating shaft 29 so that the shifting is completed at the target shifting time, and stops the rotation of the rotating shaft 29. And shift to the fixed gear ratio mode.

  FIG. 7 shows an alignment chart before and after shifting. The rotation of the second motor generator MG2 connected to the output shaft 3 is at the operating point P1. Before the shift, the continuously variable transmission mode is set, the rotation of MG1 is at the operating point P5, and the engine rotation is at the corresponding operating point P2. In this state, the sun gear 27 (and the rotation shaft 29) as the fourth rotation element is rotating. In the shift control, the torque of the motor generators MG1 and MG2 is controlled to shift the operating point of the first motor generator MG1 from P5 to P6, whereby the rotation of the sun gear 27 and the rotation shaft 29 as the fourth rotation elements is performed. Is stopped (that is, the rotational speed is set to zero as indicated by the operating point P4). Then, in accordance with a command from the brake operation unit 5, the brake unit 7 fixes the rotating shaft 29 and shifts to the fixed gear ratio mode. At this time, the engine rotation is at the operating point P3.

  FIG. 8 is a time chart showing the states of motor generators MG1 and MG2, engine 1 and HV battery 33 during shift control. Before the shift start time t1, the continuously variable transmission mode is set, the motor generator MG1 functions as a generator in response to the reaction force of the engine rotation, and the motor generator MG2 functions as a motor to apply torque to the output shaft. .

  At the shift start time t1, the ECU 4 controls the torque of the motor generator MG1 to increase the rotation. At this time, by changing the increase degree of the torque of the motor generator MG1 according to the target shift time, the rotational change speeds of the motor generator MG1 and the engine 1 change, and the actual shift time can be adjusted.

  When the ECU 4 increases the torque of the motor generator MG1 at the shift start time t1, the engine speed increases rapidly following the change. However, since the engine torque is slow in response, the engine torque cannot be immediately followed. Decrease gradually. Since the response delay of the engine torque affects the torque of the output shaft, as indicated by reference numeral 73, a torque for compensating for the torque is applied from the motor generator MG2 to the output shaft.

  Thus, the torques of motor generators MG1 and MG2 are controlled, and rotation of rotating shaft 29 is stopped at shift end time t2 to complete the shift control. During the shift control, input / output of electric power from the battery is generated by the control of the motor generators MG1 and MG2, and particularly when the shift time is short (the shift speed is fast), the power consumption from the battery increases. Is appropriately set, the battery output during the shift time T does not exceed the battery output limit value. Further, since the temporary torque shortage due to the response delay of the engine is compensated by the torque from the motor generator MG2, a shift shock is also prevented.

  Even during the shift control in this way, the ECU 4 executes correction during shifting (step S105). Correction during shifting refers to correcting the shift time and shift speed according to the battery state during shift control. In step S104, the shift control is performed based on the target shift time set so far. However, there may be a difference between the battery power usage estimated at the time of determining the target shift time and the actual battery power usage due to variations in engine torque during shift control, changes in vehicle speed, etc. . In particular, if the actual battery power usage is greater than the battery power usage assumed when the target shift time is determined, the battery output limit value may be exceeded when shifting is performed according to the target shift time. . Therefore, even during the shift control, the target shift time is corrected according to the battery state at that time.

  FIG. 9A shows an example of a map used for correction during shifting. The horizontal axis indicates the battery output excess amount, and the vertical axis indicates the shift time correction amount. The battery output excess amount is given by the difference between the actual battery output and the assumed battery output assumed when the target shift time is set. The shift correction amount indicates a correction amount added to the target shift time. As shown in the figure, the shift time correction amount increases and the target shift time is extended as the battery output excess amount increases, that is, as the actual battery use amount is larger than the assumed battery use amount. It is corrected. When the battery output excess amount is less than or equal to zero, that is, when the actual battery usage amount does not exceed the assumed battery usage amount, the shift time correction amount is zero and the target shift time is not corrected.

  FIG. 9B is a graph showing the effect of correction during shifting. The horizontal axis is time, and the vertical axis is battery output. The broken line graph 151 shows the transition of the battery output when the shift time adjustment according to the present invention is not performed. If a shift is executed without adjusting the shift time, the battery output exceeds the battery output limit value. In this case, if the motor generator torque is corrected suddenly so as to be within the battery output limit value after exceeding the battery output limit value, a sudden shift shock or the like occurs.

  On the other hand, the graph 153 shows the assumed battery output according to the present embodiment, and the graph 152 shows the actual battery output when correction during shifting is performed. In the correction during shifting according to the present embodiment, since the target shift time is adjusted in advance, the deviation between the actual battery output and the assumed battery output is small. Although the actual battery output is larger than the assumed battery output, the deviation between the assumed battery output and the actual battery output is feedback-corrected from an early stage, preventing the actual battery output from exceeding the battery output limit. Is done. Further, since the motor generator torque does not change suddenly due to abrupt correction, a shift shock does not occur.

  In the above example, the target shift time is extended when the battery output excess amount is zero or more. However, the motor generator torque may be corrected as necessary.

  As described above, in step S105, a shift is performed while executing the shift control, and the shift control ends.

[Other embodiments]
FIG. 10 shows an example of a drive control apparatus for a hybrid vehicle according to another embodiment. In the example of FIG. 10, the hybrid vehicle includes an internal combustion engine (engine) 101, a first motor generator (MG1) 102, and a second motor generator (MG2) 103 as a power unit. The output torque of the engine 101 is distributed to the first motor generator 102 and the output shaft by the power distribution mechanism 104, and the drive torque and brake force are assisted (assisted) by the second motor generator 103. This configuration is called a mechanically distributed two-motor hybrid device.

  The engine 101 is a heat engine that generates power by burning fuel, and examples thereof include a gasoline engine and a diesel engine. The first motor generator 102 generates power mainly by receiving torque from the engine 101 and rotating, and reaction force torque accompanying power generation acts.

  The second motor generator 103 assists (assists) driving torque or braking force. When assisting the driving torque, the second motor generator 103 functions as an electric motor upon receipt of electric power. On the other hand, when assisting the braking force, the second motor generator 103 functions as a generator that is rotated by torque transmitted from drive wheels (not shown) to generate electric power.

  The power distribution mechanism 104 is configured by substantially combining two sets of planetary gear mechanisms. In the example shown in FIG. 10, a Ravigneaux type planetary combination of a single pinion type planetary gear mechanism and a double pinion type planetary gear mechanism. A gear mechanism is used. Specifically, the first sun gear 105 and the ring gear 106 are disposed between the first sun gear 105 that is an external gear and the ring gear 106 that is an internal gear arranged concentrically with the first sun gear 105. A long pinion 107 meshing with each other is disposed. The first sun gear 105, the ring gear 106, and the long pinion 107 constitute a single pinion type planetary gear mechanism. A second sun gear 108 is disposed on the same axis line adjacent to the first sun gear 105, and a short pinion 109 that meshes with the second sun gear 108 meshes with the long pinion 107. Therefore, a double pinion type planetary gear mechanism is configured by the four members of the second sun gear 108, the pinions 109 and 107, and the ring gear 106. A plurality of pairs of long pinions 107 and short pinions 109 meshing with each other are provided, and these pinions 107 and 109 are held by the carrier 110 so as to rotate and revolve.

  Torque is input from the engine 101 to the ring gear 106 in the power distribution mechanism 104. Therefore, the ring gear 106 is an input element.

  Torque is transmitted from the first motor generator 102 to the first sun gear 105 in the power distribution mechanism 104. Therefore, the first sun gear 105 is a reaction force element. Specifically, reaction force shaft 111 is arranged on the same axis as engine 101, and the end of reaction force shaft 111 opposite to engine 101 side is connected to first motor generator via gear pair 112. It is connected to 102 rotors. The stator of the first motor generator 102 is connected and fixed to a fixed part such as the casing 113.

  In the power distribution mechanism 104 described above, four elements of the ring gear 106 serving as an input element, the first sun gear 105 serving as a reaction force element, the second sun gear 108, and the carrier 110 are used as rotating elements. The second sun gear 108 and the carrier 110 are selectively used as output elements. The ring gear 106, the first sun gear 105 or the second sun gear 108, and the carrier 110 are configured to generate a differential action.

  A synchronous coupling mechanism is provided between these output elements and the output member for selectively transmitting torque between them. Specifically, first and second intermediate shafts 114 and 115 that are hollow shafts are rotatably fitted to the outer peripheral side of the reaction force shaft 111, respectively. The second intermediate shaft 115 on the outer peripheral side is connected to the carrier 110, the first intermediate shaft 114 on the inner peripheral side is connected to the second sun gear 108, and the tip side of the second intermediate shaft 115 (opposite to the engine 101). Protruding to the side).

  An output shaft 116 is rotatably arranged parallel to the intermediate shafts 114 and 115 at a predetermined distance from the intermediate shafts 114 and 115. A first speed gear pair 117 and a third speed gear pair 118 are disposed between the first intermediate shaft 114 and the output shaft 116. The gear pairs 117 and 118 are disposed adjacent to each other in the axial direction. A second speed gear pair 119 and a fourth speed gear pair 120 are arranged between the second intermediate shaft 115 and the output shaft 116. The gear pairs 119 and 120 are disposed adjacent to each other in the axial direction.

  Each of the gear pairs 117 to 120 includes a drive gear on the side of each of the intermediate shafts 114 and 115 and a driven gear on the side of the output shaft 116 that is always meshed therewith. The driven gear on the output shaft 116 side of each gear pair 117, 118 is connected to the clutch mechanism 121. The driven gear on the output shaft 116 side of each gear pair 119, 120 is connected to the clutch mechanism 122. The clutch mechanisms 121 and 122 are configured as dog clutches that engage dog teeth that are arranged to face each other. Specifically, in the clutch mechanism 121, by moving the actuator 131 in the left direction in the figure, the output shaft 116 is engaged with the driven gear of the first speed gear pair 117, and the actuator 131 is moved in the right direction in the figure. As a result, the output shaft 116 is engaged with the driven gear of the third speed gear pair 118. Similarly, in the clutch mechanism 122, when the actuator 132 is moved in the left direction in the figure, the output shaft 116 is engaged with the driven gear of the second speed gear pair 119, and the actuator 132 is moved in the right direction in the figure. Thus, the output shaft 116 engages with the driven gear of the fourth speed gear pair 120. As described above, by driving the actuators 131 and 132, any one of the first to fourth speeds can be selected. Such drive control of the actuators 131 and 132 is executed by an ECU (not shown).

  In the above configuration, when any one of the first speed to the fourth speed is selected by the speed change mechanism, the drive control apparatus operates in the continuously variable speed mode. That is, when the rotational speed of the first motor generator 102 is continuously changed by the power distribution mechanism 104, the rotational speed of the engine 101 is continuously changed, and the operation in the continuously variable transmission mode is executed. On the other hand, when shifting from the first speed to the second speed, from the second speed to the third speed, and from the third speed to the fourth speed, a state where a plurality of gears are fixed to the output shaft, that is, a fixed gear ratio mode It becomes. For example, in FIG. 10, the clutch mechanism 121 is engaged with the first speed gear pair 117 side during operation at the first speed. At the time of shifting from the first speed to the second speed, first, the clutch mechanism 121 is left as it is, the actuator 132 is driven leftward in the figure, and the clutch mechanism 122 is engaged with the second speed gear pair 119 side. At this time, the first speed gear pair 117 and the second speed gear pair 119 are temporarily connected to the output shaft 116 at the same time, that is, the fixed gear ratio mode is set. Similarly, the fixed gear ratio mode also exists when shifting from the second speed to the third speed and from the third speed to the fourth speed.

  The present invention can also be applied at the time of shifting from the continuously variable transmission mode to the fixed transmission ratio mode in the drive control device having the above-described configuration. That is, at the time of shifting, the torque of motor generators MG1 and MG2 is controlled to stop the rotation of dog teeth constituting clutch mechanisms 121 and 122, and the clutch is engaged to shift to the fixed gear ratio mode.

1 shows a schematic configuration of a hybrid device according to an embodiment. The structure of a motor generator and a power transmission mechanism is shown. It is a flowchart of the shift control by this invention. The example of the map for determining basic shift time is shown. An example of a map used for shift time correction is shown. The example of the map which determines whether shift control is implemented is shown. The nomograph before and after shift control is shown. The state of the motor generator, engine, and battery during shift control is shown. An example of a map used for correction during shifting is shown. The structure of the drive control apparatus by another Example is shown.

Explanation of symbols

1 Engine 3 Output shaft 4 ECU
5 Brake operation part 7 Brake part 31 Inverter 32, 34 Converter 33 HV battery 20 Power distribution mechanism

Claims (5)

An engine, a first and a second motor generator, wherein possess the engine and the first motor generator linked power distribution mechanism, and the reaction torque by the first motor-generator, continuously the transmission ratio A hybrid vehicle drive control device capable of switching between a continuously variable transmission mode to be changed and a fixed transmission mode in which the transmission ratio is fixed by fixing a rotation element of the power distribution mechanism ,
Wherein during a shift from the stepless speed change mode to the fixed speed change mode, a determination unit configured battery status, based on the operating point of the first and second motor-generator and the engine, determining a target shift time,
Shift execution means for executing shift control at the target shift time,
The drive control device for a hybrid vehicle, wherein the shift execution means prohibits the shift control when the target shift time is equal to or longer than a predetermined time.   The drive control apparatus for a hybrid vehicle according to claim 1, further comprising a correcting unit that corrects the target shift time based on an increase amount of a required driving force for the vehicle. The drive control apparatus for a hybrid vehicle according to claim 1 or 2, wherein the shift execution means controls torque of the first and second motor generators based on the target shift time.   4. The drive control apparatus for a hybrid vehicle according to claim 1, further comprising a correcting unit that corrects the target shift time based on a battery state during execution of the shift control. 5.   The drive control apparatus for a hybrid vehicle according to any one of claims 1 to 4, wherein the battery state includes at least one of a capacity of the battery and an input / output limit value of the battery.

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