JP2005172044A - Control device for rapid deceleration of hybrid transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for sudden deceleration of a hybrid transmission capable of ensuring both vehicle deceleration and prevention of over-rotation of a motor generator during sudden deceleration.
A hybrid transmission in which an engine E, an output shaft OUT, a first motor generator MG1, and a second motor generator MG2 are connected to separate rotating elements in a differential device having at least five rotating elements with two degrees of freedom. Sudden deceleration detection means for detecting the sudden deceleration of the vehicle, at least one brake (low brake LB, high / low brake HLB) provided on a rotating element other than the output shaft OUT, and when the sudden deceleration is detected, And a rapid deceleration control means for fastening.
[Selection] Figure 6

Description

  The present invention relates to a control device for rapid deceleration of a hybrid transmission in which an engine, an output member, a first motor generator, and a second motor generator are connected to separate rotating elements in a differential device having two degrees of freedom and at least five rotating elements. Is.

Conventionally, in a transmission having a mechanism for generating a gear ratio by two motor generators, for example, during traveling with the accelerator operation amount kept constant, the gear ratio is controlled while keeping the engine speed constant. Further, when an accelerator foot release operation or the like is performed, the vehicle is decelerated while controlling the gear ratio in accordance with the traveling state such as required driving force or vehicle speed (see, for example, Patent Document 1).
JP 2003-34154 A

  However, in the above conventional hybrid transmission, when sudden deceleration is performed by a sudden braking operation or the like, if the motor control is stopped in a state where there is an input from the engine (engagement of the engine clutch), each rotation on the nomograph Due to the inertia and friction balance of the elements, the lever on the nomograph may rotate around an engine with a large inertia, which may cause the motor generator to over-rotate.

  The present invention has been made paying attention to the above problems, and provides a control device for sudden deceleration of a hybrid transmission that can achieve both vehicle deceleration and prevention of over-rotation of a motor generator during sudden deceleration. The purpose is to provide.

To achieve the above object, in the present invention, a hybrid transmission in which an engine, an output member, a first motor generator, and a second motor generator are connected to separate rotating elements in a differential device having at least five rotating elements with two degrees of freedom. In
Sudden deceleration detection means for detecting sudden deceleration of the vehicle; at least one brake provided on a rotating element other than the output member; and sudden deceleration control means for fastening the brake when sudden deceleration is detected; Equipped with.

  Therefore, in the sudden deceleration control device of the hybrid transmission according to the present invention, when sudden deceleration is detected by the sudden deceleration control means, at least one brake provided on a rotating element other than the output member is engaged. Therefore, the fixed gear ratio is realized in the same manner as the stepped automatic transmission, and as a result, it is possible to ensure both vehicle deceleration and prevention of over-rotation of the motor generator.

  Hereinafter, the best mode for realizing a rapid deceleration control device for a hybrid transmission according to the present invention will be described based on Examples 1 to 4 shown in the drawings.

First, the configuration will be described.
[Hybrid transmission drive system]
FIG. 1 is an overall system diagram showing a hybrid transmission to which a travel mode selection device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid transmission in the first embodiment has an engine E, a first motor generator MG1, and a second motor generator MG2 as power sources. A differential device in which these power sources E, MG1, MG2 and an output shaft OUT (output member) are connected includes a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, and an engine clutch. EC, low brake LB (first brake), high clutch HC, and high / low brake HLB (second brake).

  A multilayer motor in which a stator S, an inner rotor IR, and an outer rotor OR are arranged on the same axis is applied to the first motor generator MG1 and the second motor generator MG2. This multi-layer motor controls the inner rotor IR and the outer rotor OR independently by applying a composite current (for example, a combined current of three-phase alternating current and six-phase alternating current) to the stator coil of the stator S. The stator S and the outer rotor OR constitute a first motor generator MG1, and the stator S and the inner rotor IR constitute a second motor generator MG2.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 constituting the differential device are all single pinion type planetary gears. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and the second pinion carrier PC2 And the third ring gear R3 are directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. 6 rotation elements.

  The connection relationship among the power sources E, MG1, MG2, the output shaft OUT, the engine clutch EC, and the engagement elements LB, HC, HLB for the six rotating elements of the differential device will be described. The second rotating member M2 is in a free state that is not connected to any of these, and the remaining five rotating elements are connected as follows.

  The engine output shaft of the engine E is connected to the third rotating member M3 via the engine clutch EC. That is, when the engine clutch EC is engaged, the second pinion carrier PC2 and the third ring gear R3 are set to the engine speed via the third rotation member M3.

  The first motor generator output shaft of the first motor generator MG1 is directly connected to the second ring gear R2. Further, a high / low brake HLB is interposed between the first motor generator output shaft and the transmission case TC. That is, when releasing the high / low brake HLB, the second ring gear R2 is set to the rotation speed of the first motor generator MG1. When the high / low brake HLB is engaged, the rotation of the second ring gear R2 and the first motor generator MG1 is stopped.

  The second motor generator output shaft of the second motor generator MG2 is directly connected to the first rotating member M1. Further, a high clutch HC is interposed between the second motor generator output shaft and the first pinion carrier PC1, and a low brake LB is interposed between the first pinion carrier PC1 and the transmission case TC. Is done. That is, when only the low brake LB is engaged, the first pinion carrier PC1 is stopped, and when only the high clutch HC is engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are connected to the second motor generator MG2. Set the rotation speed. Further, when the low brake LB and the high clutch HC are engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are stopped.

  The output shaft OUT is directly connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).

  As a result, as shown in FIGS. 4 and 5, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), the second motor generator MG2 (S1) , S2, PC1), and a rigid lever model that can simply represent the dynamic behavior of the planetary gear train can be introduced.

  Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. Take the rotation speed (rotation speed) of the rotating element, take the rotating elements such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the spacing between each rotating element to the gear ratio of the sun gear and ring gear (α, β, δ) It is arranged to become. Incidentally, (1) shown in FIGS. 4 (a) and 5 (a) is a collinear diagram of the first planetary gear PG1, (2) is a collinear diagram of the second planetary gear PG2, (3) Is a collinear diagram of the third planetary gear PG3.

  The engine clutch EC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the engine E on the alignment charts of FIGS. 4 and 5. The rotation and torque are input to the third rotation member M3 that is the engine input rotation element of the differential.

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed at a position outside the rotational speed axis of the second motor generator MG2 on the alignment chart of FIGS. As shown in (a), (b) of FIG. 5 and (a), (b) of FIG. 5, a low-side gear ratio mode for sharing the low-side gear ratio is realized, and the gear ratio is fixed to the low gear ratio.

  The high clutch HC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment charts of FIGS. 4 (d), (e) and (d), (e) of FIG. 5 realize the high side gear ratio mode for sharing the high side gear ratio.

  The high / low brake HLB is a multi-plate friction brake that is fastened by hydraulic pressure, and is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the collinear charts of FIGS. The gear ratio is fixed to the low gear ratio on the underdrive side by fastening together with the high gear ratio, and the gear ratio is fixed to the high gear ratio on the overdrive side by fastening with the high clutch HC.

[Control system for hybrid transmission]
As shown in FIG. 1, the control system in the hybrid transmission of the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, an accelerator opening. A degree sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, and a third ring gear speed sensor 12. Configured.

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

  The motor controller 2 responds to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver, and the motor of the first motor generator MG1. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to a stator coil of the stator S common to the first motor generator MG1 and the second motor generator MG2, and generates a composite current according to a command from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the low brake LB, the high clutch HC, and the high / low brake HLB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information such as the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, and the engine input rotational speed ωin from the third ring gear rotational speed sensor 12. Then, a predetermined calculation process 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]
Since the hybrid transmission of the first embodiment can coaxially match the output shaft OUT of the transmission with the engine output shaft, the hybrid transmission is not limited to an FF vehicle (front engine / front drive vehicle) but also an FR vehicle (front engine It can be mounted on a rear drive vehicle) and is not divided into the low-side continuously variable gear ratio mode and the high-side continuously variable gear ratio mode, rather than covering the regular gear ratio range in one driving mode as the continuously variable gear ratio mode. Since the common gear ratio range is covered, the output sharing ratio by the two motor generators MG1 and MG2 can be suppressed to about 20% or less of the output generated by the engine E.

  As shown in FIG. 2, the traveling mode includes a low fixed speed ratio mode (hereinafter referred to as “Low mode”), a low-side continuously variable speed ratio mode (hereinafter referred to as “Low-iVT mode”), and 2-speed fixed mode (hereinafter referred to as “2nd mode”), high-side continuously variable gear ratio mode (hereinafter referred to as “High-iVT mode”), and high fixed gear ratio mode (hereinafter referred to as “High mode”). And 5) driving modes.

  As shown in FIG. 2, the Low mode is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB. The Low-iVT mode is obtained by engaging the low brake LB, releasing the high clutch HC, and releasing the high / low brake HLB. The 2nd mode is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High-iVT mode is obtained by releasing the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High mode is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB.

  For these five driving modes, the electric vehicle mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and the engine E and both motor generators MG1 and MG2 are used. And a hybrid vehicle mode (hereinafter referred to as “HEV mode”). Therefore, as shown in FIG. 3, when the EV mode and the HEV mode are combined, “10 driving modes” are realized. Figure 4 shows the EV-Low mode collinear diagram, EV-Low-iVT mode collinear diagram, EV-2nd mode collinear diagram, EV-High-iVT mode collinear diagram, EV-High A collinear chart of each mode is shown. Fig. 5 shows HEV-related HEV-Low mode alignment chart, HEV-Low-iVT mode alignment chart, HEV-2nd mode alignment chart, HEV-High-iVT mode alignment chart, HEV-High The collinear chart of each mode is shown.

  Here, the integrated controller 6 is preset with a travel mode map in which the “10 travel modes” are allocated in a three-dimensional space by the accelerator opening AP, the vehicle speed VSP, and the battery SOC. When traveling, the travel mode map is searched based on the detected values of the accelerator opening AP, the vehicle speed VSP, and the battery SOC, and the optimal travel mode is selected according to the vehicle operating point and battery charge determined by the accelerator opening AP and the vehicle speed VSP. The

  When the mode is changed between the “EV mode” and the “HEV mode” by selecting the travel mode map, the engine clutch EC engagement control and the engine clutch EC Release control, or in addition, engagement / release control of engagement elements such as clutches and brakes is executed. In addition, when performing mode transition between the five modes of “EV mode” and mode transition between the five modes of “HEV mode”, the engagement / release control of the engagement elements such as clutches and brakes is executed. Is done. These mode transition controls are performed by sequence control according to a predetermined procedure so that the engine operating point and the motor operating point are smoothly transferred.

  Next, the operation will be described.

[Control processing during sudden deceleration]
FIG. 6 is a flowchart showing the flow of control processing during sudden deceleration executed by the integrated controller 6 according to the first embodiment. Each step will be described below (control unit during rapid deceleration). The flowchart shown in FIG. 6 is for a unit having an engine clutch EC, a low brake LB, and a high / low brake HLB as in the hybrid transmission of the first embodiment.

In step S1, it is determined whether or not the vehicle is suddenly decelerated. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S11 (rapid deceleration detection means).
Here, as the detection of sudden deceleration, using the means normally used in automatic transmission AT and continuously variable transmission CVT, which makes sudden deceleration when the vehicle speed sensor rotation pulse period becomes longer than the threshold value Alternatively, it may be detected by detecting “the gear ratio has changed suddenly within a predetermined time” that is unique to this unit. Further, the deceleration G may be detected by a front-rear G sensor.

  In step S2, control of both motor generators MG1 and MG2 is released, both motor generators MG1 and MG2 are set to free run, and the process proceeds to step S3.

In step S3, it is determined whether or not the speed ratio before sudden deceleration is the high speed ratio. If YES, the process proceeds to step S4, and if NO, the process proceeds to step S6.
Here, the “speed ratio before sudden deceleration” refers to the input rotational speed (either engine rotational speed Ne, first motor generator rotational speed N1, or second motor generator rotational speed N2) and output rotational speed before sudden deceleration detection. (= Vehicle speed VSP) is stored, and is obtained by calculation based on the stored information.

  In step S4, based on the determination that the gear ratio is high (= overdrive gear ratio) in step S3, the engaged engine clutch EC is released, and the process proceeds to step S5.

  In step S5, the high / low brake HLB is engaged based on the determination that the gear ratio is high in step S3, and the process proceeds to the end.

  In step S6, based on the determination that the gear ratio is low (= underdrive gear ratio) in step S3, the engaged engine clutch EC is released, and the process proceeds to step S7.

  In step S7, the low brake LB is engaged based on the determination that the gear ratio is low in step S3, and the process proceeds to the end.

  In step S8, when it is determined in step S1 that the vehicle is not suddenly decelerated, control such as a normal engine operating point and a motor operating point is executed in accordance with the selected travel mode.

[Problems during sudden deceleration]
The low brake LB is actuated when a large driving force is required when starting. The maximum driving force that can be generated is greater when the low brake LB is engaged (Low mode, Low-iVT mode, 2nd mode) than when it is released (High-iVT mode / High mode), and the low brake LB is engaged. By controlling the output torques of both motor generators MG1 and MG2 so as to reduce the change in driving force when shifting from the released state to the released state, smooth driving force characteristics can be obtained. When the HEV-Low-iVT mode is selected with the low brake LB engaged and the high / low brake HLB released, the motor generators MG1 and MG2 are deactivated so that the electric balance can be operated.

  When HEV-High-iVT mode is selected with both the low brake LB and high / low brake HLB released, if the first motor generator MG1 is in reverse rotation, the first motor generator MG1 generates power and the second motor generator MG2 drives. Thus, when the first motor generator MG1 is in the normal rotation state, the second motor generator MG2 generates electric power and is driven by the first motor generator MG1, so that the electric motor can be operated in a balanced state. Further, it is possible to output more than the engine power by increasing the output on the drive side relative to the power generation side or using both motor generators MG1 and MG2 in the drive state.

  Further, when the HEV-High-iVT mode in which both the low brake LB and the high / low brake HLB are released is selected, the input rotation speed and the output rotation speed at which the rotation of the first motor generator MG1 or the second motor generator MG2 becomes 0 are set. There are two types of ratios (speed ratios), and at this point, the vehicle can be operated without electrically transmitting power. Also, with the gear ratio between these two points, the ratio of electrically transmitted power that is less efficient than mechanical transmission can be reduced with respect to the power transmitted as a transmission, so that transmission efficiency is improved. Can do.

  In addition, it is also possible to use two motor generators MG1 and MG2 for driving, and output can be performed, so that electric vehicles can run.

  In a hybrid transmission having a mechanism that creates a gear ratio by the motor generators MG1 and MG2 as in this unit, the gear ratio is normally controlled while keeping the engine speed constant. Further, when a deceleration operation is performed, the vehicle is decelerated while controlling the gear ratio in accordance with the traveling state such as the required driving force and the vehicle speed. However, if the motor control is stopped and the vehicle is decelerated while the engine clutch EC is engaged when the vehicle is suddenly decelerated during low gear ratio traveling, the inertia and friction balance of each rotating element on the nomograph is shown in FIG. As described above, there is a possibility that the lever rotates on the nomograph around the engine E where the inertia becomes the largest, and the first motor generator MG1 is over-rotated. In addition, the output rotation speed No (= vehicle speed) decreases, and the vehicle is decelerated. 7 to 9 are one form of the alignment chart shown in FIGS. 4 and 5.

  In addition, when sudden deceleration is performed during high gear ratio traveling, the engine clutch EC is released, and when motor control is stopped and decelerated, the inertia and friction balance of each rotating element on the nomograph shows the results shown in FIG. As described above, there is a possibility that the lever rotates on the nomographic chart around the output shaft OUT where the inertia becomes largest with the release of the engine clutch EC, and the second motor generator MG2 is over-rotated.

  Further, as described above, each motor is set to a predetermined rotational speed from the time of sudden deceleration detection so that the first motor generator MG1 and the second motor generator MG2 do not over-rotate, or fixed to a predetermined gear ratio. When the control is started, it interferes with the control for maintaining the engine speed and the effectiveness of the engine brake is reduced. Therefore, there is a possibility that the deceleration is reduced as compared with the case where only the service brake is applied.

[Control action during sudden deceleration]
On the other hand, in the first embodiment, when sudden deceleration is detected, the fixed gear ratio is realized by engaging the low brake LB or the high / low brake HLB, and the same state as that of a normal stepped automatic transmission or the like. To meet the required performance (deceleration performance) during sudden deceleration. .

  At the time of sudden deceleration during low gear ratio traveling, in the flowchart of FIG. 6, the flow proceeds from step S1, step S2, step S3, step S6, and step S7. In step S2, both motor generators MG1 and MG2 are free running. In step S6, the engine clutch EC is released, and in step S7, the low brake LB is engaged.

  Therefore, as shown in FIG. 9, when the vehicle decelerates suddenly during low gear ratio traveling, both motor generators MG1 and MG2 are set to free run, and the engine clutch EC is released, so that the output shaft OUT with the largest inertia is centered. The lever in the nomograph is rotated, but when the low brake LB is engaged, the amount of rotation is determined from the lever inclination of the low gear ratio shown by the dotted line in FIG. 9 to the low fixed gear ratio shown in the solid line in FIG. The rotation of the first motor generator MG1 is prevented until the lever is tilted, and the rotation speed of the first motor generator MG1 does not reach the rotation speed of the limit condition. The vehicle speed is not affected by the rotation of the lever in the nomographic chart around the output shaft OUT. In addition, during a sudden deceleration, the engine brake EC is released and then the low brake LB is engaged. Therefore, the response until the brake is engaged does not depend on the inertia and friction of the engine E. It can also prevent vibration. At this time, since both motor generators MG1 and MG2 are free-running, there is no interference with the engine control, and the first motor generator MG1 can be prevented from over-rotating without impairing the initial braking force.

  At the time of sudden deceleration during high gear ratio traveling, in the flowchart of FIG. 6, the flow proceeds from step S1, step S2, step S3, step S4, step S5, and in step S2, both motor generators MG1, MG2 are free running. In step S4, the engine clutch EC is released, and in step S5, the high / low brake HLB is engaged.

  Therefore, as shown in FIG. 10, when the vehicle decelerates rapidly during high gear ratio traveling, both motor generators MG1 and MG2 are free run, and the engine clutch EC is released, so that the output shaft OUT with the largest inertia is centered. The lever in the nomograph is rotated, but when the high / low brake HLB is engaged, the amount of rotation is determined by the inclination of the high gear ratio indicated by the dotted line in FIG. 10 to the high fixed speed ratio indicated by the solid line in FIG. The rotation of the second motor generator MG2 is prevented until the lever is tilted, and the second motor generator MG2 does not reach the limit number of rotations, thereby preventing the second motor generator MG2 from over-rotating. The vehicle speed is not affected by the rotation of the lever in the nomographic chart around the output shaft OUT. In addition, during rapid deceleration, the engine clutch EC is released and then the high / low brake HLB is engaged. Therefore, the response until the brake is engaged does not depend on the inertia and friction of the engine E. It can also prevent vibration. At this time, since both motor generators MG1 and MG2 are in a free run, there is no interference with the engine control, and overrotation of the second motor generator MG2 can be prevented without impairing the initial braking force.

  Further, in the first embodiment, after releasing the engine clutch EC, the gear ratio is fixed by engaging the low brake LB when the gear ratio before sudden deceleration is low, and the high / low brake HLB when the gear ratio is high. . Therefore, compared with the case where one brake is engaged regardless of the gear ratio state before the brake is engaged, the difference in the number of revolutions when the brake is engaged is reduced, and the engagement of the low brake LB and the high / low brake HLB is facilitated. When the gear ratio before sudden deceleration is 1, whether the gear ratio is high or low is determined according to the state of the gear ratio before the gear ratio becomes 1.

  In addition, if the motor control is stopped without releasing the engine clutch EC when a sudden deceleration (wheel lock, etc.) is detected due to slip, etc. at high vehicle speeds with high gear ratios, a heavy inertia engine Since the lever on the nomographic chart turns around the point and shifts slowly, the vehicle decelerates rapidly when the tire grip force returns at a high vehicle speed. However, this phenomenon can be prevented by engaging the high / low brake HLB when sudden deceleration is detected at high vehicle speed (during high gear ratio), and sudden deceleration at low vehicle speed (during low gear ratio) can be prevented. At the time of detection, an appropriate reacceleration can be obtained after returning by engaging the low brake LB.

Next, the effect will be described.
In the control device for rapid deceleration of the hybrid transmission according to the first embodiment, the following effects can be obtained.

  (1) In a hybrid transmission in which an engine E, an output shaft OUT, a first motor generator MG1, and a second motor generator MG2 are connected to separate rotation elements in a differential device having two degrees of freedom and at least five rotation elements, Sudden deceleration detection means for detecting sudden deceleration; at least one brake provided on a rotating element other than the output shaft OUT; and sudden deceleration control means for engaging the brake when sudden deceleration is detected. Since the configuration is provided, it is possible to achieve both of ensuring vehicle deceleration and preventing over-rotation of the motor generator during sudden deceleration.

  (2) As the brake, a rotation element other than the output shaft OUT is provided with a low brake LB that obtains a low gear ratio by engagement and a high / low brake HLB that obtains an overdrive transmission ratio by engagement, and the control during sudden deceleration When a sudden deceleration is detected, if the gear ratio at that time is the low gear ratio, the means is engaged with the low brake LB, and if it is the high gear ratio at that time, the high / low brake HLB is engaged. The rotational speed difference at the time is reduced, and the low brake LB and the high / low brake HLB can be easily engaged.

  (3) The sudden deceleration control means makes the first motor generator MG1 and the second motor generator MG2 free-run when the sudden deceleration is detected. It becomes possible to prevent rotation.

  (4) An engine clutch EC is provided in an engine input system for connecting the engine E and the differential device, and the control unit for sudden deceleration decelerates the engine clutch EC when sudden deceleration is detected. Responsiveness can be obtained without depending on inertia and friction of the engine E, and vibration due to engine stall can be prevented.

  In the second embodiment, when sudden deceleration is detected, both motor generators MG1 and MG2 are set to free run, the low brake LB is engaged when the gear ratio is low, and the high / low brake HLB is engaged when the gear ratio is high. It is. Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described.

[Control processing during sudden deceleration]
FIG. 11 is a flowchart showing the flow of control processing during rapid deceleration executed in the integrated controller 6 of the second embodiment. Note that steps S1, S2, S3, S5, S6, S7, and S8 in FIG. 11 are the same as steps S1, S2, S3, S5, S6, S7, and S8 in the flowchart of the first embodiment shown in FIG. The description is omitted. Further, the flowchart shown in FIG. 11 is for a unit having no engine clutch EC and having a low brake LB and a high / low brake HLB.

  [Control action during sudden deceleration]

  At the time of sudden deceleration during low gear ratio traveling, the flow proceeds from step S1 to step S2 to step S3 to step S7 in the flowchart of FIG. 11. In step S2, both motor generators MG1 and MG2 are set to free run. In S7, the low brake LB is engaged.

  Therefore, if the vehicle decelerates suddenly while driving at a low gear ratio, both the motor generators MG1 and MG2 are set to free run, and the collinear lever rotates around the engine point with the largest inertia, but the low brake LB By being fastened, the amount of rotation is limited, and over-rotation of the first motor generator MG1 is prevented. At this time, since both motor generators MG1 and MG2 are free-running, there is no interference with the engine control, and the first motor generator MG1 can be prevented from over-rotating without impairing the initial braking force.

  At the time of sudden deceleration while traveling at a high gear ratio, the flow proceeds from step S1 to step S2 to step S3 to step S5 in the flowchart of FIG. 11. In step S2, both motor generators MG1 and MG2 are set to free run. In S5, the high / low brake HLB is engaged.

  Therefore, if the vehicle suddenly decelerates during high gear ratio driving, both motor generators MG1 and MG2 are set to free run, and the lever in the nomograph will rotate around the engine point with the largest inertia, but the high / low brake HLB will By being fastened, the amount of rotation is limited, and over-rotation of the second motor generator MG2 is prevented. At this time, since both motor generators MG1 and MG2 are in a free run, there is no interference with the engine control, and overrotation of the second motor generator MG2 can be prevented without impairing the initial braking force.

  Further, in the second embodiment, when the gear ratio before sudden deceleration is low, the low brake LB is engaged, and when the gear ratio is high, the high / low brake HLB is engaged to fix the gear ratio. Therefore, compared with the case where one brake is engaged regardless of the gear ratio state before the brake is engaged, the difference in the number of revolutions when the brake is engaged is reduced, and the engagement of the low brake LB and the high / low brake HLB is facilitated. When the gear ratio before sudden deceleration is 1, whether the gear ratio is high or low is determined according to the state of the gear ratio before the gear ratio becomes 1.

  Next, the effect will be described. With the rapid deceleration control device for the hybrid transmission of the second embodiment, the effects (1), (2), and (3) of the first embodiment can be obtained.

  The third embodiment is an example in which both the motor generators MG1 and MG2 are set to free run when the sudden deceleration is detected, and the high / low brake HLB is engaged regardless of the gear ratio before the sudden deceleration is detected. Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described.

[Control processing during sudden deceleration]
FIG. 12 is a flowchart illustrating a flow of control processing during rapid deceleration executed by the integrated controller 6 according to the third embodiment. Note that steps S1, S2, S5, and S8 in FIG. 12 are the same as steps S1, S2, S5, and S8 in the flowchart of the first embodiment shown in FIG. Further, the flowchart shown in FIG. 12 is for a unit having no engine clutch EC and having a high / low brake HLB.

  [Control action during sudden deceleration]

  At the time of sudden deceleration, the flow proceeds from step S1 to step S2 to step S5 in the flowchart of FIG. 12. In step S2, both motor generators MG1 and MG2 are in free run, and in step S5, the high / low brake HLB is engaged. The

  Therefore, when suddenly decelerating, both motor generators MG1 and MG2 are set to free run, and the lever in the nomographic chart rotates around the engine point with the largest inertia, but when the high / low brake HLB is engaged, The fixed gear ratio mode is set, and over-rotation of the first motor generator MG1 and the second motor generator MG2 is prevented. At this time, since both motor generators MG1 and MG2 are free-running, there is no interference with engine control, and the initial braking force is not impaired.

  Next, the effect will be described. With the rapid deceleration control device for the hybrid transmission of the third embodiment, the effects (1) and (3) of the first embodiment can be obtained.

  The fourth embodiment is an example in which both the motor generators MG1 and MG2 are set to free run when the sudden deceleration is detected, and the low brake LB is engaged regardless of the gear ratio before the sudden deceleration is detected. Since the configuration is the same as that of the first embodiment, illustration and description thereof are omitted.

  Next, the operation will be described.

[Control processing during sudden deceleration]
FIG. 13 is a flowchart showing the flow of control processing during rapid deceleration executed in the integrated controller 6 of the fourth embodiment. Note that steps S1, S2, S7, and S8 in FIG. 13 are the same as steps S1, S2, S7, and S8 in the flowchart of the first embodiment shown in FIG. Further, the flowchart shown in FIG. 12 is for a unit having no engine clutch EC and a unit having a low brake LB.

  [Control action during sudden deceleration]

  At the time of sudden deceleration, the flow proceeds from step S1 to step S2 to step S7 in the flowchart of FIG. 12. In step S2, both motor generators MG1 and MG2 are free run, and in step S7, the low brake LB is engaged. The

  Therefore, when suddenly decelerating, both motor generators MG1, MG2 are set to free run, the lever in the nomograph rotates around the engine point with the largest inertia, but the low brake LB is engaged, The fixed gear ratio mode is set, and over-rotation of the first motor generator MG1 and the second motor generator MG2 is prevented. At this time, since both motor generators MG1 and MG2 are free-running, there is no interference with engine control, and the initial braking force is not impaired.

  Next, the effects will be described. With the rapid deceleration control device for the hybrid transmission of the fourth embodiment, the effects (1) and (3) of the first embodiment can be obtained.

  As described above, the control device for sudden deceleration of the hybrid transmission according to the present invention has been described based on the first to fourth embodiments. However, the specific configuration is not limited to these embodiments, and Design changes and additions are permitted without departing from the spirit of the invention according to each claim of the scope.

  Although the example in which the control device at the time of sudden deceleration of the present invention is applied to a hybrid transmission by a differential device constituted by three single pinion type planetary gears has been shown, a differential device of at least 5 rotation elements with 2 degrees of freedom, As long as it is a hybrid transmission in which the engine, output member, first motor generator, and second motor generator are connected to separate rotating elements, it can also be applied to a hybrid transmission having a differential gear constituted by a Ravigneaux type planetary gear train. can do.

1 is an overall system diagram illustrating a hybrid transmission to which a rapid deceleration control device according to a first embodiment is applied. It is a figure which shows the fastening / release state of three engagement elements in each driving mode in a hybrid transmission. FIG. 4 is a diagram showing respective operation tables of an engine, an engine clutch, a motor generator, a low brake, a high clutch, and a high / low brake in five driving modes in the electric vehicle mode and five driving modes in the hybrid vehicle mode in the hybrid transmission. . It is a collinear diagram which shows five driving modes in the electric vehicle mode in the hybrid transmission. It is a collinear diagram which shows five driving modes in a hybrid vehicle mode in a hybrid transmission. 6 is a flowchart illustrating a flow of control processing during rapid deceleration executed in the integrated controller according to the first embodiment. FIG. 6 is a collinear diagram showing the movement of the lever when both motor generators are set to free run in the engine clutch engaged state during rapid deceleration during low gear ratio traveling. FIG. 6 is a collinear diagram showing the movement of the lever when both motor generators are set to free run in the engine clutch disengaged state at the time of rapid deceleration during high gear ratio traveling. FIG. 6 is a collinear diagram showing the movement of the lever when the engine clutch is released and the low brake is engaged after both motor generators are free run during sudden deceleration during low gear ratio traveling in the first embodiment. FIG. 6 is a collinear diagram showing the movement of the lever when the engine clutch is released and the high / low brake is engaged after both motor generators are free run during sudden deceleration during high gear ratio traveling in the first embodiment. 7 is a flowchart illustrating a flow of control processing during rapid deceleration executed in the integrated controller according to the second embodiment. It is a flowchart which shows the flow of the control processing at the time of rapid deceleration performed in the integrated controller of Example 3. 10 is a flowchart illustrating a flow of control processing during rapid deceleration executed in the integrated controller according to the fourth embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT Output shaft (output member)
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
EC engine clutch
LB Low brake (1st brake)
HC high clutch
HLB High / Low brake (2nd brake)
1 Engine Controller 2 Motor Controller 3 Inverter 4 Battery 5 Hydraulic Control Device 6 Integrated Controller 7 Accelerator Opening Sensor 8 Vehicle Speed Sensor 9 Engine Speed Sensor 10 First Motor Generator Speed Sensor 11 Second Motor Generator Speed Sensor 12 Third Ring Gear speed sensor

Claims (4)

In a hybrid transmission in which an engine, an output member, a first motor generator, and a second motor generator are connected to separate rotating elements in a differential device of at least 5 rotating elements with 2 degrees of freedom,
Sudden deceleration detection means for detecting sudden deceleration of the vehicle;
At least one brake provided on a rotating element other than the output member;
Sudden deceleration control means for engaging the brake when sudden deceleration is detected;
A control device for rapid deceleration of a hybrid transmission, comprising: In the control apparatus for rapid deceleration of the hybrid transmission according to claim 1,
As the brake, a rotating element other than the output member is provided with a first brake that obtains a low gear ratio when engaged, and a second brake that obtains an overdrive gear ratio when engaged,
When sudden deceleration is detected, the sudden deceleration control means engages the first brake if the gear ratio at that time is a low gear ratio, and engages the second brake if the gear ratio is high at that time. A control device for rapid deceleration of a hybrid transmission, characterized in that: In the rapid deceleration control device for a hybrid transmission according to claim 1 or 2,
The rapid deceleration control device according to claim 1, wherein the rapid deceleration control means sets the first motor generator and the second motor generator to free run when sudden deceleration is detected. The rapid deceleration control device for a hybrid transmission according to any one of claims 1 to 3,
An engine clutch is provided in an engine input system that connects the engine and the differential,
The rapid deceleration control device for a hybrid transmission, characterized in that the rapid deceleration control means releases the engine clutch when rapid deceleration is detected.

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