JP3933064B2 - Shift control device for hybrid transmission - Google Patents

Description

【００４６】
実際上、目標クラッチトルクtTcは、出力トルクToおよびモータ／ジェネレータMG1,MG2のトルクT1,T2が判っているから、(13)式の演算により求めることができる。
モータ／ジェネレータMG1の目標トルクtT1は、EV-LBモード用の三次元マップから求め、モータ／ジェネレータMG2の目標トルクtT2は前記（４）式から算出し、(13)式は目標クラッチトルクtTcの算出に用いる。
上記の処理は、エネルギー消費の最適化を考慮しておらず、拡張EIVT-LBモード領域での車両走行性能の確保を目的とするものである。
また目標クラッチトルクtTcは量T01に依存するため、バッテリ蓄電状態SOC（持ち出し可能電力）により左右され、その理由は、量T01がバッテリ蓄電状態SOC（持ち出し可能電力）により変化するからである。
つまり、バッテリ蓄電状態SOC（持ち出し可能電力）が小さくなるにつれEV-LBモード領域が図８に示すように狭くなることから、量T01は同図に示すように、バッテリ蓄電状態SOC（持ち出し可能電力）が小さくなるにつれ減少し、その分目標クラッチトルクtTcが増大する。
【００４７】
前記第２のアルゴリズムにおいては、クラッチトルクTcを固定値、若しくは予定値とし、モータ消費電力Eが最低になるようなモータ／ジェネレータMG1,MG2のトルクT1,T2を決定する。このモータ消費電力Eは、モータ／ジェネレータMG1,MG2の回転数N1,N2およびトルクT1,T2を用いて計算する。
クラッチトルクTcは任意の固定値、若しくは、前記したごとくに求めた最小値tTcとすることができる。この場合クラッチトルクTcは、バッテリ蓄電状態SOC（持ち出し可能電力）に左右され、バッテリ蓄電状態SOC（持ち出し可能電力）が大きいほどクラッチトルクTcは逆に小さくなる。
【００４８】
第２のアルゴリズムによる処理を図５に基づき詳述するに、先ずステップＳ２１で、出力回転数No（車速VSPに比例）から（９）式を用いクラッチ回転数Nc、およびータ／ジェネレータMG1,MG2の回転数N1,N2を算出する。
次いでステップＳ２２において、モータ／ジェネレータMG1のトルクT1を、モータ／ジェネレータMG1の機械特性により決まる最低トルクT1(min)に固定すると共に、モータ消費電力Eの初期値Eoを任意の値Aに固定する。
【００４９】
ステップＳ２３では、クラッチトルクTc、モータ／ジェネレータMG1のトルクT1、および出力トルクToから前記(10)式を用いてモータ／ジェネレータMG2のトルクT2を算出する。
次のステップＳ２４においては、モータ／ジェネレータMG1,MG2の回転数N1,N2およびトルクT1,T2からモータ消費電力Eを算出する。
ステップＳ２５では、このモータ消費電力Eが前記の初期値Eo未満か否かをチェックし、E<EoならステップＳ２６で、モータ消費電力Eによりその初期値Eoを更新すると共にモータ／ジェネレータMG1の目標トルクtT1を実トルクT1により更新するが、E≧EoならステップＳ２６を実行させないことにより、モータ消費電力初期値Eoの更新および目標モータトルクtT1の更新を行わない。
【００５０】
ステップＳ２５での判別結果に関係なく必ず選択されるステップＳ２７においては、モータトルクT1をεずつ増大させ、ステップＳ２８でこのトルクT1が、モータ／ジェネレータMG1の機械特性により決まる最大トルクT1(max)を越えたか否かを判定する。
ステップＳ２８でトルクT1が最大トルクT1(max)を越えたと判定するまでの間は、制御をステップＳ２３に戻して上記のループを繰り返し、ステップＳ２８でトルクT1が最大トルクT1(max)を越えたと判定する時に制御を終了する。
以上により、モータ／ジェネレータMG1,MG2の目標トルクtT1,tT2を、モータ消費電力が最低になるよう決定することができる。
【００５１】
前記第３のアルゴリズムにおいては、目標クラッチトルクtTcおよびモータ／ジェネレータMG1,MG2の目標トルクtT1,tT2を操作することにより、次式で表されるモータ消費電力およびエンジン燃料消費量のエネルギー換算値総和Ｊが最低になるよう決定する。
Ｊ＝ε×E＋φ×燃料消費量・・・(14)
εおよびφは、設計者が自由に選択する重み付け係数で、モータ消費電力Ｅはモータ／ジェネレータMG1,MG2の回転数N1,N2およびトルクT1,T2から計算により求め、エンジン燃料消費量はクラッチトルクTcと、クラッチ回転数Ncに所定値α（例えば100rpm）を加算して求めた回転数（Nc＋α）およびエンジン下限回転数Ne(min)のうちの大きい方の回転数max=[（Nc＋α），Ne(min)]とからマップ検索する。
【００５２】
第３のアルゴリズムによる処理を図６に基づき詳述するに、ここでTc(max)は、当該拡張EIVT-LBモードでの最大クラッチトルクを示し、上記回転数max=[（Nc＋α），Ne(min)]のもとでエンジンが出力し得る最大トルクに対応する。
先ずステップＳ３１で、出力回転数No（車速VSPに比例）から（９）式を用いクラッチ回転数Nc、およびモータ／ジェネレータMG1,MG2の回転数N1,N2を算出する。
次いでステップＳ３２において、クラッチトルクTcを、エンジンクラッチ９の機械特性により決まる最低トルクTc(min)に固定すると共に、エネルギー換算値総和Ｊの初期値Joを任意の値Aに固定する。
【００５３】
ステップＳ３３では、モータ／ジェネレータMG1のトルクT1を、モータ／ジェネレータMG1の機械特性により決まる最低トルクT1(min)に固定する。
ステップＳ３４においては、クラッチトルクTc、モータ／ジェネレータMG1のトルクT1、および出力トルクToから前記(10)式を用いてモータ／ジェネレータMG2のトルクT2を算出する。
次のステップＳ３５においては、(14)式を用いて前記のエネルギー換算値総和Ｊを算出する。
【００５４】
ステップＳ３６では、このエネルギー換算値総和Ｊが前記の初期値Jo未満か否かをチェックし、J<JoならステップＳ３７で、エネルギー換算値総和Ｊによりその初期値Joを更新するのに加えて、目標クラッチトルクtTcをクラッチトルクTcにより更新すると共にモータ／ジェネレータMG1の目標トルクtT1を実トルクT1により更新する。
ステップＳ３６でJ≧Joと判別する場合、ステップＳ３７を実行させないことにより、総エネルギー初期値Joの更新、目標クラッチトルクtTc、および目標モータトルクtT1の更新を行わない。
【００５５】
ステップＳ３６での判別結果に関係なく必ず選択されるステップＳ３８においては、モータトルクT1をεずつ増大させ、ステップＳ３９でこのトルクT1が、モータ／ジェネレータMG1の機械特性により決まる最大トルクT1(max)を越えたか否かを判定する。
ステップＳ３９でトルクT1が最大トルクT1(max)を越えたと判定するまでの間は、制御をステップＳ３４に戻して上記のループを繰り返し、ステップＳ３９でトルクT1が最大トルクT1(max)を越えたと判定する時に制御をステップＳ４０に進める。
ステップＳ４０では、クラッチトルクTcをδずつ増大させ、ステップＳ４１でこのトルクTcが、前記した拡張EIVT-LBモードでの最大クラッチトルクTc(max)、つまり、前記回転数max=[（Nc＋α），Ne(min)]のもとでエンジンが出力し得る最大トルクを越えたか否かを判定する。
ステップＳ４１でクラッチトルクTcが最大クラッチトルクTc(max)を越えたと判定するまでの間は、制御をステップＳ３３に戻して上記のループを繰り返し、ステップＳ４１でクラッチトルクTcが最大クラッチトルクTc(max)を越えたと判定する時に制御を終了させる。
以上により、目標クラッチトルクtTcおよびモータ／ジェネレータMG1,MG2の目標トルクtT1,tT2を、(14)式で表されるモータ消費電力およびエンジン燃料消費量のエネルギー換算値総和Ｊが最低になるよう決定することができる。
【００５６】
上記した本実施の形態によれば、図１３、図１５、図１８および図１９に示すようにEIVT-LBモード領域を低車速側に拡張して拡張EIVT-LBモード領域を設定するから、どの動作モードにも属さない空白領域EM（図１４、図１６、図１７参照）をなくすことができ、空白領域EMにおいて生ずる加速性能の低下を拡張EIVT-LBモードにより解消することができる。
なお、当該拡張EIVT-LBモード領域の低車速では本来なら、エンジンENGの回転数Neが下限値よりも低くないとEIVT-LBモードでの動作が不可能であるが、本実施の形態によれば、拡張EIVT-LBモード領域で当該領域の低車速に符合するようエンジンクラッチ９を前記クラッチトルクTcおよびクラッチ回転数Ncの制御によりスリップ結合させるため、エンジン回転数が下限回転数以上であってもEIVT-LBモードでの動作が可能となり、拡張EIVT-LBモード領域による上記の作用効果を保証することができる。
【００５７】
また本実施の形態によれば、拡張EIVT-LBモード領域を図１５および図１８に示すようにEV-LBモード領域とEIVT-LBモード領域との間に位置させから、そして、この位置が車両の発進時や高速道路進入時に多用する大加速度要求領域に対応するため、これら発進加速や高速道路進入加速をスムーズに行わせることができる。
なおEV-LBモード領域は図１６および図１７につき前述したごとく、バッテリ蓄電状態SOCが小さくなると可能持ち出し電力の不足により、図８にも示すが、だんだん狭くなってしまい、空白領域EMが拡大されるが、拡張EIVT-LBモード領域をEV-LBモード領域とEIVT-LBモード領域との間に位置させた本実施の形態によれば、バッテリ蓄電状態SOCの低下により拡大した空白領域EMも拡張EIVT-LBモード領域により確実に埋めることができる。
【００５８】
更に、拡張EIVT-LBモード領域における目標クラッチトルクtTcを、図７につき前述したごとく要求駆動力F0からEV-LBモードでの最大トルク値T01を差し引いて求めた値T02とする場合、目標クラッチトルクtTcが車速VSPに最もよく符合した下限値となり、拡張EIVT-LBモード領域での車両走行性能の確保を確実なものにすることができる。
【００５９】
また、拡張EIVT-LBモード領域でのモータ／ジェネレータのトルクを図５につき前述したごとく、予定のクラッチトルクのもとでモータ／ジェネレータの消費電力Ｅが最低になるよう決定する場合、バッテリ２５の蓄電状態を長期に亘って良好に保つことができる。
【００６０】
また、拡張EIVT-LBモード領域でのクラッチトルクおよびモータ／ジェネレータトルクを図６につき前述したごとく、相互に重み付けした両モータ／ジェネレータの消費電力Ｅおよびエンジン燃料消費量のエネルギー換算値総和Ｊが最低になるよう決定する場合、エネルギー効率を高めて燃費の向上を実現することができる。
【００６１】
なお図８につき前述したごとく、バッテリ蓄電状態SOCに応じ、バッテリからの持ち出し可能電力が少ないほど拡張EIVT-LBモード領域を大きく低車速側に拡張させる場合、バッテリ蓄電状態SOCの低下により拡大した空白領域EMを拡張EIVT-LBモード領域により埋めることができるという前記の作用効果を更に確実なものにし得る。
【図面の簡単な説明】
【図１】 本発明による変速制御装置を適用し得るハイブリッド変速機を例示し、
（ａ）は、その線図的構成図、
（ｂ）は、その共線図である。
【図２】 同ハイブリッド変速機におけるエンジンクラッチおよびローブレーキL/Bの締結、解放の組み合わせと、制御モードとの関係を示す説明図である。
【図３】 同ハイブリッド変速機の制御システムを示すブロック線図である。
【図４】 同制御システムにおけるハイブリッドコントローラが実行する変速制御プログラムのフローチャートである。
【図５】 拡張EIVT-LBモードでモータ消費電力が最低になるようなモータトルクを決定する時にハイブリッドコントローラが実行する制御プログラムを示すフローチャートである。
【図６】 拡張EIVT-LBモード領域でエネルギー総和が最低になるようなクラッチトルクおよびモータトルクを決定する時にハイブリッドコントローラが実行する制御プログラムを示すフローチャートである。
【図７】 拡張EIVT-LBモードでの最低クラッチトルクを求める時の考え方を説明するのに用いたモード領域線図である。
【図８】 バッテリ蓄電状態に応じてEV-LBモード領域が小さくなる様子を、拡張EIVT-LBモードでの最低クラッチトルクの変化状況と共に示す領域線図である。
【図９】 EVモード領域を示す領域線図である。
【図１０】 EV-LBモード領域を示す領域線図である。
【図１１】 EIVTモード領域領域を示す領域線図である。
【図１２】 EIVT-LBモード領域を示す領域線図である。
【図１３】 図１２と同じ線図上にEIVT-LBモード領域の拡張により拡張EIVT-LBモード領域を設定した場合の領域線図である。
【図１４】 図９〜図１２に示した４モード領域を同じ図面上に表示し、空白領域が発生した場合の領域線図である。
【図１５】 図１４と同じ線図上にEIVT-LBモード領域の拡張により拡張EIVT-LBモード領域を設定した場合の領域線図である。
【図１６】 図１４における空白領域を、バッテリ蓄電状態が大きい時について概略的に示す領域線図である。
【図１７】 図１４における空白領域を、バッテリ蓄電状態が小さい時について概略的に示す領域線図である。
【図１８】 図１６における空白領域をEIVT-LBモード領域の拡張により拡張EIVT-LBモード領域とした場合の領域線図である。
【図１９】 図１７における空白領域をEIVT-LBモード領域の拡張により拡張EIVT-LBモード領域とした場合の領域線図である。
【符号の説明】
１ 変速機ケース
２ ラビニョオ型プラネタリギヤセット（差動装置）
３ 複合電流２層モータ
ENG エンジン（主動力源）
４ シングルピニオン遊星歯車組
５ ダブルピニオン遊星歯車組
６ カウンターシャフト
７ ディファレンシャルギヤ装置
８ 駆動車輪
９ エンジンクラッチ
14 出力歯車
MG1 第１モータ／ジェネレータ
MG2 第２モータ／ジェネレータ
S1 サンギヤ
S2 サンギヤ
P1 ショートピニオン
P2 ロングピニオン
R1 リングギヤ
R2 リングギヤ
C キャリア
L/B ローブレーキ
21 ハイブリッドコントローラ
22 エンジンコントローラ
23 モータコントローラ
24 インバータ
25 バッテリ
26 アクセル開度センサ
27 車速センサ
28 エンジン回転センサ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid transmission useful for a hybrid vehicle equipped with a main power source such as an engine and a motor / generator, and in particular, a continuously variable transmission operation is performed by a differential device between the main power source and the motor / generator. The present invention relates to a shift control device for a hybrid transmission that can be performed.
[0002]
[Prior art]
As this kind of hybrid transmission, for example, as described in Patent Document 1, a two-degree-of-freedom differential device constituted by a planetary gear set is provided, and an engine that is a main power source is provided to each rotary member of the differential device. The main power source which is a driving force generation source by connecting the two motors / generators to each other, enabling the continuously variable transmission by combining the two motors / generators, and further allowing the predetermined rotating member to be appropriately fixed by the low brake. Also known are those that can amplify torque from a motor / generator.
[0003]
[Patent Document 1]
JP 2000-094973 A
[0004]
In such a hybrid transmission, both the motor / generator with the low brake engaged and the EV mode in which the output to the drive system is determined only by the power from the motor / generator without using the power from the main power source. The EV-LB mode that determines the output to the drive system based only on the power from the engine, the EIVT mode that determines the output to the drive system based on the power from the main power source and the power from both motors / generators, and low brake In this state, there are four operation modes including the EIVT-LB mode that determines the output to the drive system based on the power from the main power source and the power from both motors / generators.
[0005]
Each operation mode is not useful in all areas, but each has its own area, depending on the vehicle speed VSP, the required driving force F, and the storage state SOC (power that can be taken out) of the motor / generator battery. The area where you are good at is defined.
For example, when the EV mode region is shown on the two-dimensional coordinates of the vehicle speed VSP and the required driving force F, it is as shown in FIG. 9, and the EV-LB mode region is shown on the two-dimensional coordinates of the vehicle speed VSP and the required driving force F. FIG. 10 shows the EIVT mode region as shown in FIG. 11 on the two-dimensional coordinates of the vehicle speed VSP and the required driving force F, and the EIVT-LB mode region shows the two-dimensional vehicle speed VSP and the required driving force F. When shown on the coordinates, it is as shown in FIG.
[0006]
[Problems to be solved by the invention]
By the way, the above four operation mode areas are collectively shown in FIG. 14 on the same two-dimensional coordinates of the vehicle speed VSP and the required driving force F, and between the EV-LB mode area and the EIVT-LB mode area, that is, the vehicle speed. A blank region EM that does not belong to any operation mode may occur at a location where VSP is less than VSP2 and the required driving force F is F1 or more.
This blank area EM is conceptually represented as shown in FIG. 16 or FIG. 17, and FIG. 16 shows the blank area EM when the battery storage state SOC (carryable power) is large, and FIG. The blank area EM when the state SOC (carryable power) is small is shown.
[0007]
When the battery storage state SOC (power that can be taken out) is large, as shown in FIG. 16, the EV-LB mode in which electric driving is performed only by the motor / generator can be employed from VSP = 0 to VSP1, so the blank area EM EIVT-LB mode possible lower limit vehicle speed VSP2 and VSP1 is a small area.
However, when the battery storage state SOC (power that can be taken out) is small, as shown in FIG. 17, the EV-LB mode in which only the motor / generator is used for electric travel cannot be adopted, and the blank area EM is between VSP = 0 and VSP2. It will be a big area.
[0008]
Therefore, the area of low and high driving speeds where the vehicle speed VSP is less than VSP2 and the required driving force F is F1 or higher can be used when the vehicle is started quickly with a large driving force from VSP = 0, It is an important area including the case where it is necessary to quickly complete the approach to
There is a possibility that such a region may be a blank region that does not belong to any operation mode, so that the vehicle cannot be accelerated as required until the vehicle speed VSP rises to VSP2, and quick start and high speed This creates a problem of preventing entry into the road.
[0009]
It is possible to decrease the lower limit vehicle speed VSP2 in the EIVT-LB mode area to reduce the blank area EM. However, in this EIVT-LB mode, the vehicle speed VSP is proportional to the engine speed, and the engine speed The number has a lower limit (for example, 800 rpm) and an upper limit (for example, 8000 rpm), and the engine cannot be operated at a lower speed than the lower limit (for example, 800 rpm). Lower limit vehicle speed VSP2 cannot be reduced.
[0010]
The present invention extends the EIVT-LB mode area to the blank area EM as shown in FIGS. 13 (corresponding to FIG. 12), FIG. 15 (corresponding to FIG. 14), and FIGS. 18 and 19 (corresponding to FIGS. 16 and 17). The extended EIVT-LB mode area is set to eliminate the blank area EM, thereby eliminating the problem of reduced acceleration performance. In this extended EIVT-LB mode area, the engine speed is set below the lower limit. Therefore, it is an object of the present invention to propose a shift control device for a hybrid transmission that is configured to be able to operate in the EIVT-LB mode without having to be low.
[0011]
[Means for Solving the Problems]
For the above purpose, a shift control apparatus for a hybrid transmission according to the present invention is configured as described in claim 1.
The hybrid transmission has an input from a main power source via a clutch to one of two rotating members located on the inner side of the nomographic chart among the rotating members constituting a two-degree-of-freedom differential device, and the other The outputs to the drive system are coupled to each other, and two motors / generators are coupled to the two rotating members positioned on the outer side of the alignment chart.
And On the nomograph, Rotating member combined with the above output , Close to this output on the nomograph A low brake is coupled to the rotating member between the rotating member to which the motor / generator on the output side is coupled.
[0012]
The shift control device of the hybrid transmission is an EIVT-LB mode region that determines the power to the output using the power from the main power source and the power from both motors / generators via the clutch with the low brake engaged. Have
This EIVT-LB mode area is extended to the low vehicle speed side to set the extended EIVT-LB mode area, and the clutch is slip-coupled to match the low vehicle speed in this extended EIVT-LB mode area. It is.
[0013]
【The invention's effect】
According to the shift control device of the present invention configured as described above, since the EIVT-LB mode region is expanded to the low vehicle speed side and the extended EIVT-LB mode region is set, the blank region described above that does not belong to any operation mode Can be eliminated, and the above-described problem related to the decrease in acceleration performance that occurs in the blank region can be solved.
In addition, at low vehicle speeds in the extended EIVT-LB mode region, operation in the EIVT-LB mode is impossible unless the speed of the main power source is lower than the lower limit.
According to the speed change control device of the present invention, in the extended EIVT-LB mode region, the clutch between the main power source and the corresponding rotating member is slip-coupled so as to match the low vehicle speed of the region,
Even if the rotation speed of the main power source is equal to or higher than the lower limit rotation speed, the operation in the EIVT-LB mode is possible, and the above-described operation effect by the extended EIVT-LB mode region can be guaranteed.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1A illustrates a hybrid transmission to which a shift control apparatus according to an embodiment of the present invention can be applied, and this is used as a transaxle for a front wheel drive vehicle (FF vehicle) in the present embodiment. Constitute.
In the figure, reference numeral 1 denotes a transmission case, in which a Ravigneaux type planetary gear set 2 is incorporated on the left side in the axial direction (left and right direction in the figure) of the transmission case 1, and a composite current two-layer motor 3 is incorporated on the right side in the figure.
On the further left side of the Ravigneaux-type planetary gear set 2, an engine (main power source) ENG, which is outside the transmission case 1, is disposed.
[0015]
The Ravigneaux type planetary gear set 2, the engine ENG, and the composite current two-layer motor 3 are arranged coaxially on the main axis of the hybrid transmission and mounted in the transmission case 1. The transmission case 1 further includes the above-mentioned The counter shaft 6 and the differential gear device 7 which are offset from the main axis and arranged in parallel are also incorporated,
The left and right drive wheels 8 are drivingly coupled to the differential gear device 7.
[0016]
The Ravigneaux type planetary gear set 2 is a combination of a single pinion planetary gear set 4 and a double pinion planetary gear set 5 that share the long pinion P2 and the ring gear R2. Place on the side close to ENG.
Single pinion planetary gear set 4 has a structure in which long pinion P2 is engaged with sun gear S2 and ring gear R2, respectively.
The double pinion planetary gear set 5 has, in addition to the shared pinion P2, a sun gear S1 and a ring gear R1, and a large-diameter short pinion P1 meshed with the sun gear S1, and a structure in which the short pinion P1 is meshed with the shared pinion P2. .
All the pinions P1 and P2 of the planetary gear sets 4 and 5 are rotatably supported by a common carrier C.
[0017]
The Ravigneaux-type planetary gear set 2 having the above-described configuration mainly includes five rotating members of the sun gear S1, the sun gear S2, the ring gear R1, the ring gear R2, and the carrier C. Of these five members, two members are included. When the rotational speed is determined, a two-degree-of-freedom differential device in which the rotational speed of the other members is determined is configured.
The rotational speed order of the five rotating members is the order of the sun gear S1, the ring gear R2, the carrier C, the ring gear R1, and the sun gear S2, as shown in the alignment chart of FIG.
[0018]
The composite current two-layer motor 3 includes an inner rotor 3ri and an annular outer rotor 3ro that surrounds the inner rotor 3ri so as to be coaxially rotatable in the transmission case 1 and between the inner rotor 3ri and the outer rotor 3ro. An annular stator 3s arranged coaxially in the annular space is fixed to the transmission case 1.
The annular coil 3s and the inner rotor 3ri constitute a first motor / generator MG1 as an inner motor / generator, and the annular coil 3s and the outer rotor 3ro constitute a second motor / generator MG2 as an outer motor / generator. Configure.
Here, each of the motor / generators MG1 and MG2 is rotated in individual directions according to the supply current and at individual speeds (including stoppage) according to the supply current when the composite current is supplied as a load on the motor side. It functions as a motor that outputs, and functions as a generator that generates electric power according to rotation by an external force when the generator side applies a composite current as a load.
[0019]
The five rotating members of the Ravigneaux planetary gear set 2 are shown in the order of rotational speed, that is, in the collinear diagram of FIG. 1 (b), but the sun gear S1, ring gear R2, carrier C, ring gear R1, sun gear S2 In this order, the first motor / generator MG1, the input from the engine ENG as the main power source, the output to the wheel drive system (Out), the low brake L / B, and the second motor / generator MG2 are coupled.
[0020]
This coupling will be described in detail below with reference to FIG. 1A. Since the ring gear R2 is used as an input element for inputting engine rotation as described above, the crankshaft of the engine ENG is connected to the ring gear R2 via the engine clutch 9. Join.
The sun gear S1 is coupled to the first motor / generator MG1 (rotor 4ri) via a hollow shaft 11 extending rearward opposite to the engine ENG, and a center for loosely fitting the motor / generator MG1 and the hollow shaft 11. The sun gear S2 is coupled to the second motor / generator MG2 (rotor 4ro) via the shaft 12.
A low brake L / B is provided between the ring gear R1 and the transmission case 1, and the ring gear R1 can be fixed by the low brake L / B.
[0021]
In order to use the carrier C as an output element that outputs rotation to the wheel drive system as described above, the output gear 14 is coupled to the carrier C via a hollow connecting member (output shaft) 13, and this is connected to the Ravigneaux type planetary gear set. 2 and a composite current two-layer motor 3 and is rotatably supported in the transmission case 1.
The output gear 14 meshes with the counter gear 15 on the counter shaft 6, and the transmission output rotation from the output gear 14 passes through the counter gear 15 and then reaches the differential gear device 7 through the counter shaft 6. It is assumed that the differential gear device distributes the left and right drive wheels 8 to form a wheel drive system.
[0022]
The hybrid transmission configured as described above can be represented by a collinear diagram as shown in FIG. 1 (b), and the horizontal axis of this collinear diagram is between the rotating members determined by the gear ratio of the planetary gear sets 4 and 5. The distance ratio, that is, the distance ratio between the sun gear S1 and the ring gear R2 when the distance between the ring gear R2 and the carrier C is 1, is denoted by α, the distance between the carrier C and the sun gear S2 is denoted by β, and the carrier C and The distance between the ring gears R1 is indicated by γ.
The vertical axis of the nomograph shows the rotational speed of each rotating member, that is, the engine speed Ne to the ring gear R2, the speed N1 of the sun gear S1 (motor / generator MG1), and the output (Out) speed No from the carrier C. , And the rotation speed N2 of the sun gear S2 (motor / generator MG2) and the rotation speed of the ring gear R1 that can be fixed by the low brake L / B, and the other two rotations if the rotation speeds of the two rotation members are determined The rotation speed of the member is determined.
[0023]
The shifting operation of the hybrid transmission will be described below with reference to the collinear diagram of FIG. 1B. As the shifting operation at the time of forward (forward) rotation output, EV mode, EV-LB mode, EIVT mode, EIVT There are 4 modes, -LB mode, and REV shift operation for reverse (reverse) rotation output.
In the EV mode, as shown in FIG. 2, the engine clutch 9 is released and the low brake L / B is also released, and as shown by lever EV in FIG. The output Out to the drive system is determined only by the power from the motor / generator MG1, MG2 (or one of the motor / generators).
In the EV-LB mode, both motors / generators MG1, MG2 (or one motor / generator) are used without using the power from the engine ENG, as in the EV mode, with the low brake L / B engaged as shown in Fig. 2. In this mode, the output Out to the drive system is determined only by the motive power from the engine. A large torque can be output.
[0024]
In the EIVT mode, the engine clutch 9 is engaged and the low brake L / B is released as shown in FIG. 2, and the power from the engine ENG and both motors / The output Out to the drive system is determined by the power from the generators MG1, MG2 (or one motor / generator).
In the EIVT-LB mode, the power from the engine ENG and the power from both motors / generators MG1, MG2 (or one motor / generator) are the same as in the EIVT mode with the low brake L / B engaged as shown in FIG. In this mode, output to the drive system is determined, and as shown in Fig. 1 (b), lever EIVT-LB is used to output a larger torque than EIVT mode because of the lever ratio associated with low brake L / B engagement. can do.
[0025]
The REV speed change operation for reverse (reverse) rotation output, as shown by lever REV in FIG. 1 (b), does not depend on the power from the engine ENG, and the motor / generator is in the released state of the low brake L / B. This is a shift state in which reverse rotation is output from the carrier C to the output (Out) by forward rotation of MG1, reverse rotation of the motor / generator MG2, or both.
[0026]
In the EV mode that uses only the power from the motor / generator MG1, MG2 without the low brake L / B engaged, the torque T1, T2 and the rotation speed N1, N2 of the motor / generator MG1, MG2 are the transmission output torque. It can be obtained by the following equation using To (proportional to the required driving force F) and transmission output speed No (proportional to the vehicle speed VSP).
N2 = {1 / (1 + α)} {− βN1 + (1 + α + β) No} (1)
T1 = {β / (1 + α + β)} To (2)
T2 = {(1 + α) / (1 + α + β)} To (2)
From these equations (1) and (2) and the characteristics of the motor / generators MG1, MG2 and the battery, the EV mode region is set on the two-dimensional coordinates of the vehicle speed VSP and the required driving force F as shown in FIG. Is done.
[0027]
In the EV-LB mode where the same shifting operation as the EV mode is performed with the low brake L / B engaged, the torques T1, T2 and the rotation speeds N1, N2 of the motor / generators MG1, MG2 are the transmission output torque To and It can be obtained by the following equation using the transmission output speed No. (T _L Is low brake L / B torque)
N1 = {(1 + α + γ) / γ} No (3)
N2 = {(γ-β) / γ} No (3)
T2 = {1 / (β-γ)} {(1 + α + γ) T1-γTo} (4)
T _L = To-T1-T2 (4)
From these equations (3) and (4) and the characteristics of the motor / generators MG1, MG2 and the battery, the EV-LB mode region is shown on the two-dimensional coordinates of the vehicle speed VSP and the required driving force F as shown in FIG. Set to
[0028]
In the EIVT mode that uses both the power from the engine ENG (torque Te, rotation speed Ne) and the power from the motor / generator MG1, MG2 without the low brake L / B engaged, the torque of the motor / generator MG1, MG2 T1, T2 and rotation speeds N1, N2 can be obtained by the following equations using transmission output torque To, transmission output rotation speed No, engine torque Te, and engine rotation speed Ne.
N1 = -αNo + (1 + α) Ne (5)
N2 = (1 + β) No-βNe (5)
T1 = {1 / (1 + α + β)} {βTo− (1 + β) Te} (6)
T2 = To-T1-Te (6)
From these formulas (5) and (6) and the characteristics of the motor / generators MG1, MG2 and the battery and the engine ENG, the EIVT mode region is the vehicle speed VSP, the required driving force F, and the battery storage state SOC (power that can be taken out) ) And is represented on the two-dimensional coordinates of the vehicle speed VSP and the required driving force F, for example, as shown in FIG.
[0029]
In the EIVT-LB mode, which performs the same shifting operation as the EIVT mode with the low brake L / B engaged, the motor / generators MG1, MG2 rotation speeds N1, N2 and engine rotation speed Ne are the transmission output rotation speed No. It is expressed by the following equation (7) used, and torques T1, T2 of motor / generator MG1, MG2, transmission output torque To, engine torque Te, and torque T of low brake L / B _L The following equation (8) is established.
N1 = {(1 + α + γ) / γ} No (7)
N2 = {(β-γ) / γ} No (7)
Ne = {(1 + γ) / γ} No (7)
T _L = To-T1-T2-Te (8)
T2 = {1 / (β-γ)} {− γTo− (1 + α + γ) T1 + (1 + γ) Te} (8)
The EIVT-LB mode region is determined according to the vehicle speed VSP, the required driving force F, and the battery storage state SOC (carryable power), and can be represented on the two-dimensional coordinates of the vehicle speed VSP and the required driving force F, for example, as shown in FIG. Specially set.
[0030]
As is clear from FIG. 14 showing the above four modes on the same two-dimensional coordinates, the blank area EM that does not belong to any of the four modes is between the EV-LB mode area and the EIVT-LB mode area, that is, the start. Low vehicle speed (VSP) <VSP2), which occurs in the large driving force (F ≧ F1) region, causing the problem that the vehicle cannot be accelerated as requested until the vehicle speed VSP rises to VSP2. This becomes conspicuous when the EV-LB mode mode does not exist and the large area between VSP = 0 and VSP2 (see FIG. 17) becomes the blank area EM.
In the present embodiment, the EIVT-LB mode area is expanded so that the blank area EM does not exist, and the extended EIVT-LB mode area is set as shown in FIGS. 13, 15, 18 and 19. .
[0031]
However, in the EIVT-LB mode, the vehicle speed VSP and the engine speed Ne are in a proportional relationship, and the engine speed Ne has a lower limit (for example, 800 rpm), and the engine is lower than the lower limit speed (for example, 800 rpm). However, the lower limit vehicle speed VSP2 in the EIVT-LB mode region is automatically determined, and the hybrid transmission cannot be operated in the EIVT-LB mode in the extended EIVT-LB mode region.
Therefore, in the present embodiment, in the extended EIVT-LB mode region, the rotational speed difference between the transmission input speed corresponding to the vehicle speed and the lower limit value of the engine speed is set so as to match the low vehicle speed of the area. By making the engine clutch 9 slip-coupled so that the engine clutch 9 absorbs, thereby enabling the operation in the EIVT-LB mode without the engine ENG rotation speed Ne being less than the lower limit rotation speed, The extended EIVT-LB mode area can be established.
[0032]
The shift control system of the hybrid transmission that performs the slip coupling and shift operation control of the clutch 9 in the extended EIVT-LB mode region and the shift operation control in each of the other modes is configured as shown in FIG.
Reference numeral 21 denotes a hybrid controller 21 that controls the integrated control of the engine ENG and the hybrid transmission. The hybrid controller 21 commands the engine ENG target torque tTe and the target rotational speed tNe, the target torque tTc and the target rotational speed tNc of the engine clutch 9. And the low brake L / B ON / OFF (engagement, release) command are supplied to the engine controller 22. The engine controller 22 operates the engine ENG to achieve the target values tTe and tNe, The coupling force of the engine clutch 9 is controlled so that the torque tTc and the target rotational speed tNc are achieved, and the low brake L / B is controlled ON / OFF (engaged / released) as commanded.
[0033]
The hybrid controller 21 further supplies a command signal related to the target torques tT1 and tT2 and the target rotational speeds tN1 and tN2 of the motor / generators MG1 and MG2 to the motor controller 23. , MG2 are controlled to achieve the target torques tT1 and tT2 and the target rotational speeds tN1 and tN2, respectively.
[0034]
For this reason, the hybrid controller 21 receives a signal from the accelerator opening sensor 26 that detects the accelerator opening APO from the accelerator pedal depression amount, and a signal from the vehicle speed sensor 27 that detects the vehicle speed VSP (proportional to the output rotational speed No). Then, a signal from the engine rotation sensor 28 for detecting the engine speed Ne is input.
The hybrid controller 21 performs a mode selection and a selection mode so as to realize a driving state desired by the driver based on the required driving force F, the vehicle speed VSP, and the storage state SOC (carryable power) of the battery 25 determined from these input information. The above-described target engine torque tTe and target motor / generator torques tT1, tT2 are determined and commanded by executing the shift control according to the above.
The rotational speed information input to the hybrid controller 21 is not limited to the engine rotational speed Ne and the vehicle speed VSP (output rotational speed No) described above, and the differential device configured by the Ravigneaux type planetary gear set 2 has two degrees of freedom. Therefore, any two rotational speeds of the rotating members in the Ravigneaux planetary gear set 2 may be input to the hybrid controller 21.
[0035]
FIG. 4 shows a control program executed by the hybrid controller 21. First, in step S11, the mode is determined based on the three-dimensional map from the vehicle speed VSP, the required driving force F, and the battery storage state SOC (carryable power). select.
In step S12, it is checked whether the selection mode is EV mode, in step S14, it is checked whether the selection mode is EV-LB mode, in step S16, it is checked whether the selection mode is EIVT mode, and step S18. Now check whether the selection mode is EIVT-LB mode.
[0036]
When the EV mode is selected, in step S13, the target rotational speed tN1 of the motor / generator MG1 is retrieved from the three-dimensional map for the EV mode, and this target rotational speed tN1 and the vehicle speed VSP (output rotational speed No) are used. Calculate the target rotational speed tN2 of the motor / generator MG2 from the equation (1), and calculate the target torque tT1, tT2 of the motor / generator MG1, MG2 from the equation (2) using the target driving force F (output torque To). To do.
[0037]
When the EV-LB mode is selected, in step S15, the target torque tT1 of the motor / generator MG1 is retrieved from the three-dimensional map for the EV-LB mode, and this target torque tT1 and the target driving force F (output torque To) Is used to calculate the target torque tT2 of the motor / generator MG2 from the equation (4), and the target rotational speed tN1, tN2 of the motor / generator MG1, MG2 is calculated from the equation (3) using the vehicle speed VSP (output rotation speed No). Is calculated.
[0038]
When the EIVT mode is selected, in step S17, the target engine torque tTe and the target engine speed tNe are retrieved from the three-dimensional map for the EIVT mode, and the target engine speed tNe and the vehicle speed VSP (output speed No) are obtained. The target rotational speeds tN1, tN2 of the motor / generators MG1, MG2 are calculated from the equation (5), and the motor / generator is calculated from the equation (6) using the target engine torque tTe and the target driving force F (output torque To). The target torque tT1 of the generator MG1 is calculated, and the target torque tT2 of the motor / generator MG2 is calculated from the equation (6) using the target engine torque tTe, the target torque tT1 and the target driving force F (output torque To).
[0039]
When the EIVT-LB mode is selected In step S19, the target engine torque tTe and the target torque tT1 of the motor / generator MG1 are retrieved from the three-dimensional map for the EIVT-LB mode, and the vehicle speed VSP (output speed No) is obtained. The target engine speed tNe and the target engine speeds tN1 and tN2 of the motor / generators MG1 and MG2 are calculated from the equation (7), and the target engine torque tTe, the target torque tT1 and the target driving force F (output torque To) are calculated. Is used to calculate the target torque tT2 of the motor / generator MG2 from the equation (8).
[0040]
When it is determined in step S12, step S14, step S16, or step S18 that the selection mode is not any of the above four modes, the determination is made in step S20 that the extended EIVT-LB mode is selected. The target torque tTc and the target rotational speed tNc of the engine clutch 9 are searched from the three-dimensional map for the extended EIVT-LB mode, and the target torque tT1, tT2 and the target rotational speed tN1, of the motor / generators MG1, MG2 are searched as follows. Calculate tN2.
[0041]
The regular EIVT-LB mode includes the target engine torque tTe, the target engine speed tNe, and the motor / generator MG1, with the lowest power consumption under the current vehicle speed VSP, the required driving force F and the battery SOC. The main purpose is to obtain the target torque tT1, tT2 and target speed tN1, tN2 of MG2.
In the extended EIVT-LB mode, the target torque tTc and target rotational speed tNc of the engine clutch 9 and the target torques tT1 and tT2 of the motor / generators MG1 and MG2 for allowing the EIVT-LB mode region to fill the blank region EM, The main purpose is to obtain the target rotational speeds tN1 and tN2.
Therefore, in the extended EIVT-LB mode, the following equations are established by replacing Te and Ne in the equations (7) and (8) with the torque Tc and the rotational speed Nc of the engine clutch 9, respectively.
N1 = {(1 + α + γ) / γ} No (9)
N2 = {(β-γ) / γ} No (9)
Nc = {(1 + γ) / γ} No (9)
T _L = To-T1-T2-Tc (10)
T2 = {1 / (β−γ)} {− γTo− (1 + α + γ) T1 + (1 + γ) Tc} (10)
[0042]
In the extended EIVT-LB mode, the target torque tTc of the engine clutch 9 and the target torques tT1 and tT2 of the motor / generators MG1 and MG2 are obtained, and the engine speed is calculated from the formula (9) using the vehicle speed VSP (output speed No). The target rotational speed tNc of the clutch 9 and the target rotational speeds tN1, tN2 of the motor / generators MG1, MG2 are calculated.
The expression (10) related to the output torque To (proportional to the required driving force F), the clutch torque Tc, and the motor torques T1 and T2 knows the output torque To, so there are three variables with three variables. It is a formula.
There are three algorithms for determining the target values tTc and tT1, tT2. In practice, a map for the target values tTc and tT1 is prepared, and the target value tT2 is calculated by equation (10).
[0043]
In the first algorithm, the minimum torque of the engine clutch 9 necessary for running the vehicle under the planned driving force Fo (see FIG. 7) is set as the target clutch torque tTc.
The second algorithm determines the target torques tT1 and tT2 of the motor / generators MG1 and MG2 so that the motor power consumption is minimized.
The third algorithm determines the target clutch torque tTc and the target torques tT1 and tT2 of the motor / generators MG1 and MG2 such that the sum of the energy conversion values of the motor power consumption and the engine fuel consumption is minimized.
[0044]
In the first algorithm, the minimum target clutch torque tTc required to drive the vehicle in the extended EIVT-LB mode is added to the motor torques T1 and T2 and output torque To Is the clutch torque value.
The formula for torque in regular EIVT-LB mode and the formula for torque in extended EIVT-LB mode differ in that {(1 + γ) / (β-γ)} Tc exists in the latter formula In the extended EIVT-LB mode, simply add {(1 + γ) / (β-γ)} tTc to the term of motor torque T1, T2, and target clutch torque under fixed motor torque T1, T2. tTc is the minimum value.
[0045]
As shown in FIG. 7, if the required operating point (VSP0, F0) of the vehicle is in the extended EIVT-LB mode region as shown in the figure, the rotational speeds N1, N2 and the clutch rotational speed Nc of the motor / generators MG1, MG2 are The required output torque T0 corresponding to the required driving force F0 can be obtained from the above equation (9), and is expressed by the following equation, and can be obtained by adding the amounts T01 and T02 shown in FIG.
T01 = {(1-α-γ) / γ} T1 + {(γ-β) / γ} T2 (11)
T02 = {(1 + γ) / γ} Tc (12)
As is clear from FIG. 7, T01 is the maximum driving force F in EV-LB mode. _EV-LB By representing the maximum torque value in the EV-LB mode with the torque corresponding to, and selecting the maximum torque value in the EV-LB mode, T02 to be added to this can be minimized.
As described above, the output torque To is expressed by the following equation.

[0046]
Actually, the target clutch torque tTc can be obtained by the calculation of equation (13) since the output torque To and the torques T1, T2 of the motor / generators MG1, MG2 are known.
The target torque tT1 of the motor / generator MG1 is obtained from the three-dimensional map for the EV-LB mode, the target torque tT2 of the motor / generator MG2 is calculated from the above equation (4), and the equation (13) is the target clutch torque tTc. Used for calculation.
The above processing does not consider the optimization of energy consumption, and is intended to ensure vehicle running performance in the extended EIVT-LB mode region.
Further, since the target clutch torque tTc depends on the amount T01, the target clutch torque tTc depends on the battery storage state SOC (carryable power), because the amount T01 changes depending on the battery storage state SOC (carryable power).
That is, as the battery storage state SOC (carryable power) becomes smaller, the EV-LB mode region becomes narrower as shown in FIG. 8, so that the amount T01 is shown in FIG. ) Decreases, and the target clutch torque tTc increases accordingly.
[0047]
In the second algorithm, the torques T1 and T2 of the motor / generators MG1 and MG2 are determined so that the motor power consumption E is minimized, with the clutch torque Tc being a fixed value or a predetermined value. The motor power consumption E is calculated using the rotation speeds N1, N2 and torques T1, T2 of the motor / generators MG1, MG2.
The clutch torque Tc can be an arbitrary fixed value or the minimum value tTc obtained as described above. In this case, the clutch torque Tc depends on the battery storage state SOC (carryable power), and the clutch torque Tc decreases as the battery storage state SOC (carryable power) increases.
[0048]
The processing by the second algorithm will be described in detail with reference to FIG. 5. First, in step S21, the clutch rotational speed Nc and the data generator / MG1 are calculated using the equation (9) from the output rotational speed No (proportional to the vehicle speed VSP). , MG2 rotation speeds N1 and N2 are calculated.
Next, in step S22, the torque T1 of the motor / generator MG1 is fixed to the minimum torque T1 (min) determined by the mechanical characteristics of the motor / generator MG1, and the initial value Eo of the motor power consumption E is fixed to an arbitrary value A. .
[0049]
In step S23, the torque T2 of the motor / generator MG2 is calculated from the clutch torque Tc, the torque T1 of the motor / generator MG1, and the output torque To using the equation (10).
In the next step S24, motor power consumption E is calculated from rotation speeds N1, N2 and torques T1, T2 of motor / generators MG1, MG2.
In step S25, it is checked whether or not the motor power consumption E is less than the initial value Eo. <Eo, in step S26, the initial value Eo is updated with the motor power consumption E and the target torque tT1 of the motor / generator MG1 is updated with the actual torque T1, but if E ≧ Eo, the step S26 is not executed. The initial power consumption value Eo and the target motor torque tT1 are not updated.
[0050]
In step S27, which is always selected regardless of the determination result in step S25, the motor torque T1 is increased by ε, and in step S28, this torque T1 is the maximum torque T1 (max) determined by the mechanical characteristics of the motor / generator MG1. It is determined whether or not the number is exceeded.
Until it is determined in step S28 that the torque T1 has exceeded the maximum torque T1 (max), control is returned to step S23 and the above loop is repeated. In step S28, the torque T1 has exceeded the maximum torque T1 (max). Control ends when it is determined.
As described above, the target torques tT1 and tT2 of the motor / generators MG1 and MG2 can be determined so that the motor power consumption is minimized.
[0051]
In the third algorithm, by operating the target clutch torque tTc and the target torques tT1 and tT2 of the motor / generators MG1 and MG2, the sum of the energy conversion values of the motor power consumption and the engine fuel consumption represented by the following equations: Determine that J is the lowest.
J = ε × E + φ × fuel consumption ... (14)
ε and φ are weighting factors that can be freely selected by the designer. Motor power consumption E is obtained by calculation from motors / generators MG1, MG2 rotation speeds N1, N2 and torques T1, T2. Engine fuel consumption is the clutch torque. Tc and the larger rotation speed max = [(Nc + α) of the rotation speed (Nc + α) obtained by adding a predetermined value α (for example, 100 rpm) to the clutch rotation speed Nc and the engine lower limit rotation speed Ne (min), Ne (min)] and map search.
[0052]
The process according to the third algorithm will be described in detail with reference to FIG. 6. Here, Tc (max) indicates the maximum clutch torque in the extended EIVT-LB mode, and the rotation speed max = [(Nc + α), Ne ( corresponds to the maximum torque that the engine can output under min)].
First, in step S31, the clutch rotational speed Nc and the rotational speeds N1 and N2 of the motor / generators MG1 and MG2 are calculated from the output rotational speed No (proportional to the vehicle speed VSP) using equation (9).
Next, in step S32, the clutch torque Tc is fixed to the minimum torque Tc (min) determined by the mechanical characteristics of the engine clutch 9, and the initial value Jo of the energy conversion value sum J is fixed to an arbitrary value A.
[0053]
In step S33, the torque T1 of the motor / generator MG1 is fixed to the minimum torque T1 (min) determined by the mechanical characteristics of the motor / generator MG1.
In step S34, the torque T2 of the motor / generator MG2 is calculated from the clutch torque Tc, the torque T1 of the motor / generator MG1, and the output torque To using the equation (10).
In the next step S35, the energy conversion value sum J is calculated using the equation (14).
[0054]
In step S36, it is checked whether or not the total energy conversion value J is less than the initial value Jo. If Jo, in step S37, in addition to updating the initial value Jo with the energy conversion value sum J, the target clutch torque tTc is updated with the clutch torque Tc, and the target torque tT1 of the motor / generator MG1 is updated with the actual torque T1. Update.
When it is determined in step S36 that J ≧ Jo, by not executing step S37, the total energy initial value Jo, the target clutch torque tTc, and the target motor torque tT1 are not updated.
[0055]
In step S38, which is always selected regardless of the determination result in step S36, the motor torque T1 is increased by ε, and in step S39, this torque T1 is the maximum torque T1 (max) determined by the mechanical characteristics of the motor / generator MG1. It is determined whether or not the number is exceeded.
Until it is determined in step S39 that the torque T1 has exceeded the maximum torque T1 (max), the control is returned to step S34 and the above loop is repeated. In step S39, the torque T1 has exceeded the maximum torque T1 (max). When determining, the control proceeds to step S40.
In step S40, the clutch torque Tc is increased by δ, and in step S41, this torque Tc is the maximum clutch torque Tc (max) in the extended EIVT-LB mode, that is, the rotational speed max = [(Nc + α), Under Ne (min)], it is determined whether or not the maximum torque that can be output by the engine has been exceeded.
Until it is determined in step S41 that the clutch torque Tc has exceeded the maximum clutch torque Tc (max), the control is returned to step S33 and the above loop is repeated. In step S41, the clutch torque Tc is changed to the maximum clutch torque Tc (max ) Control is terminated when it is determined that the value exceeds).
Based on the above, the target clutch torque tTc and the target torques tT1 and tT2 of the motor / generators MG1 and MG2 are determined so that the total energy conversion value J of the motor power consumption and the engine fuel consumption expressed by the equation (14) is minimized. can do.
[0056]
According to the present embodiment described above, the extended EIVT-LB mode region is set by extending the EIVT-LB mode region to the low vehicle speed side as shown in FIGS. 13, 15, 18 and 19, The blank area EM that does not belong to the operation mode (see FIGS. 14, 16, and 17) can be eliminated, and the decrease in acceleration performance that occurs in the blank area EM can be eliminated by the extended EIVT-LB mode.
Note that at low vehicle speeds in the extended EIVT-LB mode region, operation in the EIVT-LB mode is impossible unless the engine ENG speed Ne is lower than the lower limit. For example, in the extended EIVT-LB mode region, the engine clutch 9 is slip-coupled by the control of the clutch torque Tc and the clutch rotational speed Nc so as to match the low vehicle speed in the region. Also, the operation in the EIVT-LB mode becomes possible, and the above-described operation effect by the extended EIVT-LB mode region can be guaranteed.
[0057]
According to the present embodiment, the extended EIVT-LB mode region is positioned between the EV-LB mode region and the EIVT-LB mode region as shown in FIGS. Therefore, it is possible to smoothly perform the start acceleration and the highway entry acceleration in order to deal with the large acceleration request area frequently used at the time of starting the vehicle or entering the highway.
As described above with reference to FIGS. 16 and 17, the EV-LB mode area is gradually narrowed and the blank area EM is enlarged as shown in FIG. 8 due to the lack of possible carry-out power when the battery storage state SOC decreases. However, according to the present embodiment in which the extended EIVT-LB mode region is positioned between the EV-LB mode region and the EIVT-LB mode region, the blank region EM expanded due to the decrease in the battery storage state SOC is also expanded. The EIVT-LB mode area can be surely filled.
[0058]
Further, when the target clutch torque tTc in the extended EIVT-LB mode region is set to the value T02 obtained by subtracting the maximum torque value T01 in the EV-LB mode from the required driving force F0 as described above with reference to FIG. tTc is the lower limit value that best matches the vehicle speed VSP, and it is possible to ensure the vehicle running performance in the extended EIVT-LB mode region.
[0059]
In addition, when the motor / generator torque in the extended EIVT-LB mode region is determined so that the power consumption E of the motor / generator is minimized under a predetermined clutch torque as described above with reference to FIG. The state of charge can be kept good over a long period of time.
[0060]
In addition, as described above with reference to FIG. 6 regarding the clutch torque and the motor / generator torque in the extended EIVT-LB mode region, the energy conversion value sum J of the power consumption E and the engine fuel consumption of both motors / generators weighted to each other is the lowest. When it is determined to be, it is possible to improve energy efficiency and improve fuel efficiency.
[0061]
As described above with reference to FIG. 8, when the extended EIVT-LB mode region is expanded to a lower vehicle speed side as the electric power that can be taken out from the battery decreases according to the battery storage state SOC, the blank expanded due to a decrease in the battery storage state SOC. The above-described effect that the region EM can be filled with the extended EIVT-LB mode region can be further ensured.
[Brief description of the drawings]
1 illustrates a hybrid transmission to which a shift control device according to the present invention can be applied;
(A) is a diagrammatic configuration diagram thereof;
(B) is an alignment chart thereof.
FIG. 2 is an explanatory diagram showing a relationship between a combination of engagement and release of an engine clutch and a low brake L / B and a control mode in the hybrid transmission.
FIG. 3 is a block diagram showing a control system of the hybrid transmission.
FIG. 4 is a flowchart of a shift control program executed by a hybrid controller in the control system.
FIG. 5 is a flowchart showing a control program executed by the hybrid controller when determining a motor torque that minimizes motor power consumption in the extended EIVT-LB mode.
FIG. 6 is a flowchart showing a control program executed by the hybrid controller when determining a clutch torque and a motor torque that minimize the total energy in the extended EIVT-LB mode region.
FIG. 7 is a mode region diagram used to explain the concept for obtaining the minimum clutch torque in the extended EIVT-LB mode.
FIG. 8 is a region diagram showing how the EV-LB mode region becomes smaller according to the battery storage state, together with the change state of the minimum clutch torque in the extended EIVT-LB mode.
FIG. 9 is a region diagram showing an EV mode region.
FIG. 10 is a region diagram showing an EV-LB mode region.
FIG. 11 is an area diagram showing an EIVT mode area area;
FIG. 12 is a region diagram showing an EIVT-LB mode region.
13 is an area diagram when an extended EIVT-LB mode area is set by extending the EIVT-LB mode area on the same diagram as FIG.
FIG. 14 is a region diagram when the four-mode region shown in FIGS. 9 to 12 is displayed on the same drawing and a blank region is generated.
15 is a region diagram in the case where an extended EIVT-LB mode region is set by extending the EIVT-LB mode region on the same diagram as FIG.
FIG. 16 is an area diagram schematically showing the blank area in FIG. 14 when the battery storage state is large.
FIG. 17 is a region diagram schematically showing the blank region in FIG. 14 when the battery storage state is small.
18 is a region diagram when the blank region in FIG. 16 is made an extended EIVT-LB mode region by extending the EIVT-LB mode region.
FIG. 19 is an area diagram when the blank area in FIG. 17 is an extended EIVT-LB mode area by extending the EIVT-LB mode area;
[Explanation of symbols]
1 Transmission case
2 Ravigneaux type planetary gear set (differential device)
3 Composite current 2-layer motor
ENG engine (main power source)
4 Single pinion planetary gear set
5 Double pinion planetary gear set
6 Countershaft
7 Differential gear unit
8 Drive wheels
9 Engine clutch
14 Output gear
MG1 1st motor / generator
MG2 Second motor / generator
S1 sun gear
S2 sun gear
P1 short pinion
P2 Long pinion
R1 ring gear
R2 ring gear
C career
L / B Low brake
21 Hybrid controller
22 Engine controller
23 Motor controller
24 inverter
25 battery
26 Accelerator position sensor
27 Vehicle speed sensor
28 Engine rotation sensor

Claims (6)

A two-degree-of-freedom differential device having a plurality of rotating members as rotating members arranged on the nomograph, and determining the rotating state of the other members when the rotating state of two members is determined among these rotating members With
Of the rotating members, one of the two rotating members located on the inner side of the nomographic chart is coupled to the input from the main power source via the clutch, and the other is coupled to the output to the drive system,
Two motors / generators are connected to two rotating members located outside the nomograph,
A low brake is connected to the rotating member between the rotating member combined with the output on the alignment chart and the rotating member combined with the output side motor / generator close to the output on the alignment chart ;
In a hybrid transmission having at least an EIVT-LB mode region that determines the power to the output using the power from the main power source via the clutch and the power from both motors / generators with the low brake engaged. ,
The EIVT-LB mode area is extended to a low vehicle speed side to set an extended EIVT-LB mode area, and the clutch is configured to slip-couple to match the low vehicle speed in the extended EIVT-LB mode area. A shift control apparatus for a hybrid transmission, which is characterized. 2. The shift control apparatus for a hybrid transmission according to claim 1, wherein an EV-LB mode region for determining power to the output using power from both motors / generators in a state where the low brake is engaged, A shift control apparatus for a hybrid transmission, wherein the extended EIVT-LB mode region is positioned between the EIVT-LB mode region. 3. The shift control device for a hybrid transmission according to claim 1, wherein the transmission torque of the clutch in the extended EIVT-LB mode region is obtained by subtracting the maximum torque value in the EV-LB mode from the required driving force. A shift control apparatus for a hybrid transmission, characterized by having a lower limit value. 4. The shift control device for a hybrid transmission according to claim 1, wherein the torque of the motor / generator in the extended EIVT-LB mode region is determined based on a planned transmission torque of the clutch. A shift control apparatus for a hybrid transmission, wherein the power consumption of the generator is determined to be minimum. 4. The shift control device for a hybrid transmission according to claim 1, wherein both the motor / generator torque in which the transmission torque of the clutch and the torque of the motor / generator in the extended EIVT-LB mode region are weighted to each other are weighted. A shift control apparatus for a hybrid transmission, characterized in that the energy conversion value sum of power consumption of a generator and fuel consumption of a main power source is determined to be a minimum. 6. The shift control apparatus for a hybrid transmission according to claim 1, wherein the amount of electric power that can be taken out from the battery decreases as the electric power of the batteries for both motors / generators decreases. A shift control device for a hybrid transmission, characterized in that the LB mode region is greatly expanded to a low vehicle speed side.

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