JP4529798B2 - Rotation information calculation device for transmission mechanism - Google Patents

Description

  According to the present invention, a main power source such as an engine and / or a motor / generator composed of a motor / generator and an output shaft are connected via a transmission system of a differential gear determined by selective fastening of a friction element. The present invention relates to a device for calculating rotation information such as the rotation speed of each part, the rotation direction, the slip of a friction element, and the slip rotation speed with polarity in a transmission mechanism such as a hybrid transmission.

  As a hybrid transmission which is an example of a transmission mechanism, for example, as described in Patent Document 1, three sets of two-degree-of-freedom three-element differential devices are used, and through these differential devices, a main power source that is a prime mover and A motor / generator and an output shaft coupled to each other are known.

  In this connection, among the three differential devices, one element of the first and second differential devices are mutually connected, and the predetermined transmission ratio in which the remaining one element is mutually reversed, and the remaining The third differential device is coupled between the remaining one element so that the third differential device can select a predetermined gear ratio in which the one element rotates in the same direction.

  Then, with the predetermined gear ratio rotating in the same direction selected, the input side motor / generator, main power source in order of rotational speed with respect to the elements of the first and second differential devices arranged on the nomograph The motor / generator and the input / output are coupled to the first and second differentials so that the input from the motor, the output to the drive system, and the output side motor / generator are coupled.

In addition, the intermediate element located between the two end elements of the third differential on the nomograph can be fixed by a low brake,
Any two elements of the third differential can be connected by a high clutch,
By enabling the elements of the first differential unit to which the input side motor / generator is combined to be fixed by high and low brakes,
Various shift modes (transmission systems) can be selected by a combination of engagement and release of these brakes and clutches.

In other words, shifting in the low-side continuously variable transmission mode is possible by engaging the low brake, transmission in the low gear ratio fixed mode is possible by engaging the low brake and the high & low brake, and high is achieved by engaging the high clutch. It is possible to shift in the side continuously variable transmission mode, transmission in the fixed high gear ratio mode is possible by engaging the high clutch and high & low brake, and low side shifting is possible by engaging the low brake and high & low brake. Transmission in a fixed two-speed mode between the ratio and the high gear ratio is possible.
JP 2004-150627 A

By the way, not only in the hybrid transmission as described above, but in the transmission mechanism that connects the prime mover and the output shaft via a transmission system of a differential device determined by selective engagement of friction elements,
Rotation speed and rotation of each part of the transmission system not only for the original shift control but also to prevent unintentional slip rotation of friction elements in the transmission system, fail-safe measures at failure, and shock countermeasures at mode switching Need to get rotation information such as direction, friction element slip and polar slip rotation speed,
In general, it is common to provide rotation sensors individually at locations where rotation information is required, and to calculate the rotation information at each location based on detection values from these sensors.

However, providing individual rotation sensors at locations where rotation information is required in this way is not a good idea because the number of rotation sensors is increased, resulting in cost disadvantages and an increased failure rate. .
In addition, it is not easy to secure a space for installing a large number of rotation sensors if the transmission mechanism is advanced as in today.
Further, in order to obtain the rotation direction, the same number of expensive rotation sensors with polarity as the rotation direction detection points are required, which is also disadvantageous in terms of cost.

  In view of the above problems, the present invention calculates all rotation information including the rotation direction of every part in the transmission system, the slip of the friction element, and the rotation speed of the slip with polarity, with the minimum rotation sensor having no polarity and the rotation sensor having no polarity. It is an object of the present invention to propose a device that can be used.

For this purpose, the transmission rotation information calculation device according to the present invention is constructed as described in claim 1.
First, the premised transmission mechanism will be described, in which the prime mover and the output shaft are connected via a transmission system of a differential device determined by selective fastening of friction elements.

The present invention is an arithmetic device that calculates rotation information of a transmission mechanism that connects a prime mover and an output shaft through a transmission system of a differential device determined by selective engagement of friction elements,
A plurality of the differential devices are provided, and as a rotation sensor for detecting the rotation speed of the rotation member constituting the differential device, a rotation sensor with polarity for detecting the rotation direction and a rotation without polarity without detecting the rotation direction A sensor,
The number of rotation sensors with polarity is the same as the number of degrees of freedom of rotation of the transmission system when the number of degrees of freedom of rotation is the largest, the number of rotation sensors without polarity is one, and the rotation speed is detected by the rotation sensor with polarity. The rotation sensor with polarity and the polarity so that the differential device including the rotation member is different from the differential device including the rotation member whose rotation speed is detected by the rotation sensor without polarity. Without rotation sensor,
Among the rotating members constituting each differential device in the transmission system, the rotating member capable of directly detecting the rotating speed and rotating direction with the rotation sensor with polarity and the rotating speed directly detected with the rotation sensor without polarity. For at least one rotating member other than a rotating member, the rotational speed and direction of the rotating member are based on the detection values of the rotation sensor with polarity and the rotation sensor without polarity, or a plurality of the polarities The calculation is based on the detection value of the attached rotation sensor .

According to the rotation information calculation device of the present invention,
Because rotation information with the same number of rotations as the number of degrees of freedom of rotation of the transmission system and one rotation sensor without polarity, which are provided in association with different differential devices, calculate the rotation information of each part in the transmission system ,
With the minimum polarity rotation sensor and the non-polarity rotation sensor, it is possible to calculate all the rotation information including the rotation direction of every point in the transmission system and the slip of the friction element and the rotation speed of the slip with polarity.

In other words, if the friction element is not slipping, the rotational speed and direction of rotation of any part of the transmission system can be calculated from the detection values obtained by the rotation sensors with the same number of rotational degrees of freedom as the transmission system.
In addition, by comparing the rotation speed and rotation direction calculated in this way with the detection value by one non-polar rotation sensor, it is possible to detect slip of the friction element and to calculate the slip rotation speed with polarity. .

Therefore, there is no need to provide individual rotation sensors at locations where rotation information calculation is required, the number of rotation sensors installed is small, cost disadvantages can be avoided, and the failure rate is also low. is there.
Further, since the number of rotation sensors is small, the installation space can be easily secured even if the transmission mechanism is advanced as in today.
Furthermore, even if there are many locations where the rotational direction is to be obtained, it is sufficient that the number of expensive rotational sensors with polarity is the same as the number of rotational degrees of freedom of the transmission system, and it is necessary to provide as many rotational sensors with polarity as there are rotational direction detection locations. In this respect, there is a great cost advantage.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 illustrates a hybrid transmission that includes a rotation information calculation device according to an embodiment of the present invention.
This hybrid transmission has the following configuration useful for use as a transmission for a rear wheel drive vehicle (FR vehicle).

  In FIG. 1, 1 indicates a transmission case, three simple planetary gear sets on the right side (the rear end far from the engine ENG) in the axial direction (left and right direction in the figure) of the transmission case 1, that is, the front side close to the engine ENG The planetary gear set GF, the central planetary gear set GC, and the rear planetary gear set GR are arranged coaxially and incorporated.

The first and second motor / generators MG1 and MG2 are arranged coaxially with the planetary gear set on the left side (front side near the engine ENG) of the transmission case 1 in the axial direction (left and right direction in the figure). The first motor / generator MG1 is composed of a stator 2s and a rotor 2r fixed to the transmission case 1 and is arranged on the side close to the engine ENG. The second motor / generator MG2 is a transmission case 1 It is composed of a stator 3s and a rotor 3r that are fixed to the engine, and is arranged on the side far from the engine ENG.
Engine ENG and motor / generators MG1, MG2 constitute a prime mover in the present invention.

The front planetary gear set GF forms the third differential device G3 in the present invention, the center planetary gear set GC forms the first differential device G1 in the present invention, and the rear planetary gear set GR in the present invention. This constitutes the second differential device G2.
Each of the front planetary gear set GF, the central planetary gear set GC, and the rear planetary gear set GR includes three elements: a sun gear Sf, Sc, Sr, a ring gear Rf, Rc, Rr, and a carrier Cf, Cc, Cr. A differential device having two degrees of freedom is provided.

The carrier Cc and the ring gear Rr are coupled to the input shaft 4 via the engine clutch E / C to the input shaft 4 (shown as input In in the collinear diagram described later) to which the rotation of the engine ENG is input, and is arranged coaxially with the input shaft 4 The carrier Cr is coupled to the output shaft 5 (shown as output Out in the collinear diagram described later).
The output shaft 5 is coupled to the left and right drive wheels 7 (only one rear wheel is shown in the figure) via the differential gear device 6, and the transmission output rotation from the output shaft 5 is driven to the left and right by the differential gear device 6. It is assumed that the vehicle is driven by distributing output to the wheel 7.

  Each of the motor / generators MG1 and MG2 functions as a motor that outputs rotation in individual directions and speeds (including stop) according to the supply current when the control current is supplied as a load on the motor side. When the generator side is applied as a load, it functions as a generator that generates electric power according to rotation by an external force.

The first motor / generator MG1 (rotor 2r) can be coupled to the input shaft 4 via the series clutch S / C and can be coupled to the ring gear Rc via the motor / generator clutch MG1 / C. Furthermore, it can be fixed to the transmission case 1 with the high & low brake HL / B.
The second motor / generator MG2 (rotor 3r) is coupled to the mutually coupled sun gears Sf, Sc. The sun gears Sf, Sc can be coupled to the carrier Cf by the high clutch H / C, and the carrier Cf is coupled to the low brake L / B can be fixed to the transmission case 1.
Then, the ring gear Rf and the sun gear Sr are coupled to each other.

  In the present embodiment, in order to be able to calculate the rotation information of each part of the transmission system, the number of rotations equal to the number of rotational freedom degrees 2 of the transmission system when the rotational degree of freedom becomes the largest for the hybrid transmission described above. Sensors 8 and 9 are provided, and these rotation sensors 8 and 9 are motor rotation sensors that detect the rotation speeds Nmg1 and Nmg2 of the motor / generators MG1 and MG2, respectively. And the front planetary gear set GF (third differential gear G3).

  These motor rotation sensors 8 and 9 are each a rotation sensor with a polarity that can detect the rotation direction, but the motor / generators MG1 and MG2 configured as rotation synchronous motors originally set the motor rotation position for control. For the purpose of detection, a rotation sensor that detects the rotation speed including the rotation direction is provided, and these are used in this embodiment.

In addition, in order to be able to calculate the rotation information of each part of the transmission system, one rotation sensor 10 is provided for the above hybrid transmission, and this rotation sensor 10 detects the rotation speed No of the output shaft 5. The output rotation sensor is provided in association with the rear planetary gear set GR (second differential gear G2).
This output rotation sensor 10 does not need to detect the direction of rotation and is a non-polar rotation sensor that can detect only the rotation speed, but originally detects the wheel speed of the wheel 7 for the purpose of calculating the vehicle speed. Since this is provided with a wheel speed sensor to be used, this is used in this embodiment.

The hybrid transmission with the above configuration is represented by the skeleton diagram in an easy-to-understand manner as shown in FIG.
The first motor / generator MG1, the second motor / generator MG2, the front simple planetary gear set GF (third differential gear G3), and the central simple planetary gear set GC (first differential) sequentially from the side closer to the engine ENG Device), and rear side simple planetary gear set GR (second differential),
All of these are arranged coaxially with the axis of the hybrid transmission.

The carrier Cc and the ring gear Rr are coupled to each other, and these coupled bodies are connected to the engine shaft E / C on the input shaft 4 (shown as input In in the collinear diagram of FIG. 3) to which the rotation of the engine ENG is input. Can be connected via
An output shaft 5 (shown as output Out in the collinear diagram in FIG. 3) is coupled to the carrier Cr coaxially with the input shaft 4.

The sun gear Sr and the ring gear Rf are coupled to each other, and the ring gear Rc can be coupled to the first motor / generator MG1 by the motor / generator clutch MG1 / C and can be fixed by the high & low brake HL / B.
The input shaft 4 and the first motor / generator MG1 can be connected by a series clutch S / C.
The sun gears Sc and Sf are coupled to each other, and the combined body is coupled to the second motor / generator MG2.
The carrier Cf can be fixed by the low brake L / B and can be coupled to the sun gear Sf by the high clutch H / C.

  The hybrid transmission described above with reference to FIGS. 1 and 2 is represented by a collinear chart as shown in FIG. 3, and the rotational speed order of the rotating members in the central planetary gear set GC (first differential gear G1) is the ring gear Rc. , Carrier Cc, and sun gear Sc (the rotational speed order is slow or fast depending on the speed change state), and the rotating member in the rear planetary gear set GR (second differential gear G2). The rotation speed order is ring gear Rr, carrier Cr, and sun gear Sr (this rotation speed order is slow or fast depending on the shift state).

  An intermediate carrier Cc in the order of rotational speed in the central planetary gear set GC (first differential gear G1) and a ring gear positioned at one end in the order of rotational speed in the rear planetary gear set (second differential gear G2). Rr and the sun gear Sr located at the other end in the order of rotational speed in the rear planetary gear set (second differential gear G2) and the central planetary gear set GC (first differential gear G1) The ring gear Rf and the sun gear Sf in the front planetary gear set GF (the third differential gear G3) are coupled to the sun gear Sc located at one end in the order of the rotational speed at.

In addition, a low brake L / B for fixing the carrier Cf of the front planetary gear set GF (third differential device G3) is provided, and the carrier Cf and sun gear of the front planetary gear set GF (third differential device G3) are provided. A high clutch H / C that couples Sf to each other and rotates the sun gears Sc and Sr integrally is provided.
The ring gear Rc of the central planetary gear set GC (first differential gear G1) can be coupled to the first motor / generator MG1 by the motor / generator clutch MG1 / C and can be fixed by the high & low brake HL / B. To do.

The carrier Cc of the central planetary gear set GC (first differential gear G1) and the ring gear Rr of the rear planetary gear set GR (second differential gear G2) are coupled to each other, and the engine clutch E / The input In from the engine ENG can be coupled via C, and the engine ENG and the first motor / generator MG1 can be coupled to each other by the series clutch S / C.
The output Out to the wheel drive system is coupled to the carrier Cr of the rear planetary gear set GR (second differential gear G2), and the sun gear Sc and front side planet of the central planetary gear set GC (first differential gear G1). Second motor / generator MG2 is coupled to sun gear Sf of gear set GF (third differential gear G3).

The horizontal axis in FIG. 3 represents the distance ratio between the rotating members determined by the gear ratio of the planetary gear set GC, GR, GF (differential devices G1, G2, G3).
Ring gear Rr (carrier Cc) and ring gear Rc (first motor / generator MG1) when the distance between ring gear Rr (carrier Cc) to which input In is coupled and carrier Cr to which output Out is coupled is 1. The distance between the carrier Cr and the sun gear Sc (where the second motor / generator MG2 is coupled) is denoted by β,
Carrier Cf and ring gear Rf (coupled to sun gear Sr) when the distance between sun gear Sf to which second motor / generator MG2 is coupled and carrier Cf fixed by low brake L / B is 1. ) Is indicated by δ.

The vertical axis in FIG. 3 represents the rotational speed of the rotating member (upward is the forward rotational speed and downward is the reverse rotational speed with respect to 0).
As is apparent from the collinear diagram of FIG. 3, since the first motor / generator MG1 is located on the side closer to the input In, this corresponds to the input side motor / generator in the present invention, and the second motor / generator MG2 Is located closer to the output Out, this corresponds to the output side motor / generator in the present invention.

  The hybrid transmission represented by the collinear diagram of FIG. 3 described above engages the engine clutch E / C so that the engine rotation is input to the carrier Cc and the ring gear Rr, and releases the series clutch S / C. In the parallel hybrid mode in which the motor / generator MG1 is disconnected from the engine ENG and the motor / generator clutch MG1 / C is engaged and the motor / generator MG1 is coupled to the ring gear Rc, the following operation is performed.

As shown in Fig. 4 (a), the carrier Cf is fixed by engaging the low brake L / B and the rotation speed is zero, and the ring gear Rc is fixed by engaging the high & low brake HL / B. = 0,
As indicated by the lever GF (G3) in FIG. 4 (a), the rotation of the sun gear Sr with respect to the sun gears Sc and Sf is a reverse rotation determined by the gear ratio between the ring gear Rf and the sun gear Sf.
Therefore, the output Out coupled to the carrier Cr as shown by the lever GR (G2) is lower than the input (In) rotational speed of the carrier Cc and the ring gear Rr on the lever GC (G1), and the power is reduced at a low gear ratio. Can communicate.

  Moreover, in FIG. 4 (a), the motor / generator MG2 changes the rotational speed of the output Out by moving the sun gear Sc (Sf) and the sun gear Sr away from each other or approaching each other via the lever GF (G3). At this time, the lever GC (G1) swings around the ring gear Rc in the fixed state where the rotational speed = 0, so that the power in the low gear ratio fixed mode in which the low gear ratio is fixed. Can communicate.

FIG. 5 shows ON / OFF combinations of clutch and brake engagement / release in the low gear ratio fixed mode.
In this low gear ratio fixed mode, the engine ENG can be assisted when the motor / generator MG2 outputs a positive torque, and a partial output of the engine ENG is used when the motor / generator MG2 outputs a negative torque. It can generate electricity.

  If the rotation of the input In is constant in this low gear ratio fixed mode, the output Out coupled to the carrier Cr is increased by increasing the rotation of the sun gear Sc (Sf) and decreasing the rotation of the sun gear Sr by the motor / generator MG2. Since the rotation of the vehicle is reduced and finally reverse rotation is performed via 0 rotation (low-side infinite transmission gear ratio corresponding to stopping), it is possible to shift to the reverse transmission gear ratio selection state.

As shown in Fig. 4 (b), the carrier Cf is fixed by engaging the low brake L / B so that the rotation speed becomes 0. However, in the state where the ring gear Rc can be rotated by releasing the high & low brake HL / B, ,
As indicated by the lever GF (G3) in FIG. 4 (b), the rotation of the sun gear Sr with respect to the sun gears Sc and Sf is a reverse rotation determined by the gear ratio between the ring gear Rf and the sun gear Sf.
As shown by lever GR (G2), the output Out coupled to carrier Cr is lower than the input (In) rotation speed of carrier Cc and ring gear Rr on lever GC (G1), and transmits power at a low gear ratio. It can be carried out.

  In FIG. 4 (b), the ring gear Rc can freely rotate, and the motor / generator MG1 can control the rotation speed of the ring gear Rc. The gear ratio when changing the rotational speed of the output Out by moving the Sc (Sf) and the sun gear Sr away from each other or approaching each other can be changed steplessly although it is the low-side gear ratio. Power can be transmitted in the low-side continuously variable transmission mode.

FIG. 5 shows ON / OFF combinations of clutch and brake engagement / release in the low-side continuously variable transmission mode.
In this low-side continuously variable transmission mode, the motor / generator MG1 outputs a positive torque and the motor / generator MG2 outputs a negative torque, so that the output of the engine ENG can be directed to the wheel drive system Out.

As shown in FIG. 4 (c), the carrier Cf is fixed by engaging the low brake L / B and the rotation speed becomes zero, and further, the high gear H / C is connected between the sun gear Sc (Sf) and the sun gear Sr. In a state where these rotation speeds are also reduced to 0,
Since the rotational speeds of the sun gear Sc (Sf) and the sun gear Sr are 0, the lever GR (G2) rides on the lever GC (G1), and there are four differential devices G1 and G2 constituted by the planetary gear sets GC and GR. Provides a shift state represented by a straight line of element 2 degrees of freedom, and is arranged in the order of rotation speed of the rotating member: motor / generator MG1, input In from engine ENG, output Out to wheel drive system, motor / generator MG2. .

  Accordingly, the rotation of the output Out (carrier Cr) becomes higher than that in the speed change state shown in FIGS. 4A and 4B, and power can be transmitted at a speed ratio corresponding to the second speed.

Moreover, in FIG. 4 (c), when the motor / generator MG1 changes the rotation speed of the output Out via the lever GC (G1) and GR (G2), the lever GC (G1) and GR (G2) rotate. Since the rocking is performed with the sun gears Sc, Sf, and Sr fixed at = 0 as the fulcrum, power transmission can be performed in the above-described two-speed fixed mode fixed to the second speed.
FIG. 5 shows ON / OFF combinations of clutch and brake engagement / release in the above-described two-speed fixed mode.
In this two-speed fixed mode, the engine ENG can be assisted when the motor / generator MG1 outputs a positive torque, and power is generated using a part of the output of the engine ENG when the motor / generator MG1 outputs a negative torque. It can be performed.

As shown in FIG. 4 (d), the sun gears Sc, Sf, Sr are coupled to each other by engaging the high clutch H / C, but the carrier Cf can be freely rotated by releasing the low brake L / B, and the sun gear Sc , Sf, Sr can be rotated together,
The lever GR (G2) rides on the lever GC (G1) as described above with reference to FIG. 4 (c), and the differential gears G1 and G2 constituted by the planetary gear sets GC and GR are in a straight line of four elements and two degrees of freedom. The rotation state of the output Out (carrier Cr) is higher than that in the gear shifting states of Fig. 4 (a), Fig. 4 (b), (c), and the high gear ratio is Power transmission can be performed.

In FIG. 4 (d), since the sun gears Sc, Sf, Sr can freely rotate and the motor / generator MG2 can control the rotation speed thereof, the motor / generators MG1, MG2 are controlled by the lever GC (G1). , The gear ratio when changing the output speed through GR (G2) can be changed steplessly in the high gear ratio region as described above, and power is transmitted in the high side continuously variable transmission mode. It can be performed.
FIG. 5 shows ON / OFF combinations of clutch and brake engagement / release in the high-side continuously variable transmission mode.
In this high-side continuously variable transmission mode, motor / generator MG1 outputs a negative torque, and motor / generator MG2 outputs a positive torque, so that the output of engine ENG can be directed to wheel drive system Out.

Although not shown, when the high & low brake HL / B is engaged in the high side continuously variable transmission mode, a mode fixed to the high transmission ratio can be obtained.
However, this high gear ratio fixed mode is not always necessary in practice, and is excluded in this specification.

  The hybrid transmission shown in FIG. 1 and FIG. 2 represented by the collinear diagram of FIG. 3 releases the engine clutch E / C to disconnect the engine ENG from the carrier Cc and the ring gear Rr, and the series clutch S / C. In the series hybrid mode in which the motor / generator MG1 is driven by the engine ENG and the motor / generator clutch MG1 / C is released to disconnect the motor / generator MG1 from the ring gear Rc, the following operations are performed.

In other words, by engaging the low brake L / B and the high & low brake HL / B, the motor / generator MG1 is driven by the torque from the engine ENG in the same state as the low gear ratio fixed mode shown in FIG. 4 (a). Drive the motor at a fixed speed to generate power, and use the generated power and, if necessary, battery power (not shown) to drive the motor / generator MG2 on the output Out side to drive the vehicle at a low speed. Let the ratio be fixed.
Therefore, in the series hybrid mode, the output Out to the drive system is determined only by the power from the motor / generator MG2, and the vehicle can be driven electrically (EV traveling).
Fig. 5 shows ON / OFF combinations of clutch and brake engagement / release in this series hybrid mode.

The rotation information calculation device in the present embodiment is based on the motor rotation speed detection values Nmg1, Nmg2 by the two rotation sensors 8 and 9 with polarity and the output rotation speed detection value No by the one polarityless rotation sensor 10. Based on this, rotation information of each part in the transmission system of the hybrid transmission is calculated as follows.
The transmission system in the low gear ratio fixed mode represented by the collinear diagram in FIG. 4 (a) and the transmission system in the low-side continuously variable transmission mode represented by the collinear diagram in FIG. The difference between the former is that the high & low brake HL / B is engaged, while the latter is that the high & low brake HL / B is released. The mode switching between the two is apparent from Fig. 5. Is executed by switching between high and low brake HL / B.
Hereinafter, the calculation procedure of the rotation information of each part in the transmission system of the hybrid transmission will be described for these shift modes.

In the parallel hybrid mode including the low gear ratio fixed mode and the low-side continuously variable transmission mode, the rotational speeds of the differential component members shown in the collinear diagram of FIG. 3 are the motor rotational speed detection values Nmg1, Nmg2, respectively. And the following expression using the output rotation speed detection value No.
Regarding the central planetary gear set GC (first differential G1):
Rotation speed of ring gear Rc:
Nrc = Nmg1 (1)
Carrier Cc rotation speed:
Ncc = {(1 + β) / (1 + α + β)} Nmg1 + {α / (1 + α + β)} Nmg2 (2)
Rotation speed of sun gear Sc:
Nsc = Nmg2 (3)
Regarding the front planetary gear set GF (third differential gear G3):
Sun gear Sf rotation speed:
Nsf = Nmg2 (4)
Carrier Cf rotation speed:
Ncf = {1 / (1 + δ)} [(1 + β) No- {β (1 + β) / (1 + α + β)} Nmg1
+ {δ-αβ / (1 + α + β)} Nmg2] (5)
Rotation speed of ring gear Rf:
Nrf = (1 + β) No- {β (1 + β) / (1 + α + β)} Nmg1- {αβ / (1 + α + β)} Nmg2 (6)
Regarding the rear planetary gear set GR (second differential gear unit G2):
Ring gear Rr rotation speed:
Nrr = {(1 + β) / (1 + α + β)} Nmg1 + {α / (1 + α + β)} Nmg2 (7)
Carrier Cr rotation speed:
Ncr = No = (β × Nrr + Nsr) / (1 + β) (8)
Sun gear Sr rotation speed:
Nsr = (1 + β) No- {β (1 + β) / (1 + α + β)} Nmg1- {αβ / (1 + α + β)} Nmg2 (9)

Here, the rotational speed of each differential member constituting member in the low-side continuously variable transmission mode represented by the alignment chart of FIG. 4 (b) will be considered.
In this low-side continuously variable transmission mode, as is clear from FIG. 4B, if the low brake L / B is not slipping, the rotational speed Ncf of the carrier Cf is 0, so that Ncf = Substituting 0 gives the following equation:
(1 + β) No = {β (1 + β) / (1 + α + β)} Nmg1- {δ-αβ / (1 + α + β)} Nmg2
Using this relationship, the rotational speed of each differential component member in this low-side continuously variable transmission mode is expressed by the following equation using motor rotational speed detection values Nmg1, Nmg2 and output rotational speed detection value No. The
Regarding the central planetary gear set GC (first differential G1):
Rotation speed of ring gear Rc:
Nrc = Nmg1 (10)
Carrier Cc rotation speed:
Ncc = {(1 + β) / (1 + α + β)} Nmg1 + {α / (1 + α + β)} Nmg2 (11)
Rotation speed of sun gear Sc:
Nsc = Nmg2 (12)
Regarding the front planetary gear set GF (third differential gear G3):
Sun gear Sf rotation speed:
Nsf = Nmg2 (13)
Carrier Cf rotation speed:
Ncf = 0 (14)
Rotation speed of ring gear Rf:
Nrf = -δ · Nmg2 (15)
Regarding the rear planetary gear set GR (second differential G2):
Rotational speed of ring gear Rr:
Nrr = {(1 + β) / (1 + α + β)} Nmg1 + {α / (1 + α + β)} Nmg2 (16)
Carrier Cr rotation speed:
Ncr = No = (β × Nrr + Nsr) / (1 + β) (17)
Sun gear Sr rotation speed:
Nsr = -δ · Nmg2 (18)

  As is clear from equations (10) to (18), in the low-side continuously variable transmission mode in which the rotational degree of rotation of the transmission system is 2, if the low brake L / B is not slipping, the transmission system will rotate. Using the detected values Nmg1 and Nmg2 of the two polarized motor rotation sensors 8 and 9 having the same number as the number of degrees of freedom 2, it is possible to calculate the rotation speed and the rotation direction at any location in the transmission system.

Next, the rotational speed of each differential member constituting member in the low gear ratio fixed mode represented by the alignment chart of FIG.
In this low gear ratio fixed mode, as is clear from FIG. 4 (a), if the low brake L / B and the high & low brake HL / B are not slipping, the rotational speed Ncf of the carrier Cf is 0. Substituting Ncf = 0 into equation (5)
(1 + β) No = {β (1 + β) / (1 + α + β)} Nmg1- {δ-αβ / (1 + α + β)} Nmg2
As well as Nmg1 = 0 for the rotational speed Nmg1 related to the high & low brake HL / B.
Using these relationships, the rotational speed of each differential component member in this low gear ratio fixed mode is expressed by the following equation using the motor rotational speed detection value Nmg2.
Regarding the central planetary gear set GC (first differential G1):
Rotation speed of ring gear Rc:
Nrc = 0 (19)
Carrier Cc rotation speed:
Ncc = {α / (1 + α + β)} Nmg2 (20)
Rotation speed of sun gear Sc:
Nsc = Nmg2 (21)
Regarding the front planetary gear set GF (third differential gear G3):
Sun gear Sf rotation speed:
Nsf = Nmg2 (22)
Carrier Cf rotation speed:
Ncf = 0 (23)
Rotation speed of ring gear Rf:
Nrf = -δ · Nmg2 (24)
Regarding the rear planetary gear set GR (second differential G2):
Rotational speed of ring gear Rr:
Nrr = {α / (1 + α + β)} Nmg2 (25)
Carrier Cr rotation speed:
Ncr = No = (β × Nrr + Nsr) / (1 + β) (26)
Sun gear Sr rotation speed:
Nsr = -δ · Nmg2 (27)

  As is clear from equations (19) to (27), the low brake L / B and the high & low brake HL / B slip in the fixed low gear ratio mode where the rotational degree of freedom of the transmission system is 1. Otherwise, it is possible to calculate the rotational speed and direction of rotation of any part of the transmission system using only the detection value Nmg2 of the single motor rotation sensor 9 with the same number of rotational degrees of freedom 1 as that of the transmission system. it can.

  The rotational speed and direction of each part of the transmission system determined as described above in the low-side continuously variable transmission mode and the low transmission ratio fixed mode are not only intended for the original transmission control of the hybrid transmission but also the intent of the friction element in the transmission system. This is used to prevent slip rotation that does not occur, as a fail-safe measure when a failure occurs, and as a shock measure when switching modes.

Next, low brake L / B and high & low brake HL / B slip determination processing in the low gear ratio fixed mode, and low brake L / B slip determination processing in the low-side continuously variable transmission mode are performed. explain.
These slip judgments are as shown in FIG. 6. First, the slip judgment of the low brake L / B and the high & low brake HL / B in the former low gear ratio fixed mode will be described. ) Formula ~ (27) Using formula (27), assuming that the low brake L / B and high & low brake HL / B are not slipping, the output speed No. is determined from the rotation speed detection value Nmg2 with polarity (rotation direction). Obtain the non-slip output rotation speed Noc.

Next, in step S2, the actual output rotation speed Nod is calculated from the output rotation speed detection value detected by the output rotation sensor 10 (see FIGS. 1 and 2).
Thereafter, in step S3, the actual output rotation speed Nod without polarity (rotation direction) obtained in step S2 is subtracted from the absolute value | Noc | of the output rotation speed Noc with non-slip with the polarity (rotation direction) obtained in step S1. Thus, an output rotation deviation ΔNo between them is obtained.
In the next step S4, it is determined whether or not the absolute value | ΔNo | of the output rotation deviation ΔNo is equal to or larger than the set value ΔNs for slip determination. If | ΔNo | ≧ ΔNs, the low brake L / B is determined in step S5. And a determination result that at least one of the high & low brakes HL / B is slipping is output, and if | ΔNo | <ΔNs, step S5 is not executed, and the slip generation signal is generated by terminating the control as it is. Do not output.

Next, the low brake L / B slip determination process in the low-side continuously variable transmission mode will be described below with reference to FIG.
In step S1, when the low brake L / B is assumed not to slip by using the above equations (16) to (18), the output rotation speed No is set to the rotation speed detection value Nmg1, Nmg2 with polarity (rotation direction). To obtain the output speed Noc at non-slip.

Next, in step S2, the actual output rotation speed Nod is calculated from the output rotation speed detection value detected by the output rotation sensor 10 (see FIGS. 1 and 2).
Thereafter, in step S3, the actual output rotation speed Nod without polarity (rotation direction) obtained in step S2 is subtracted from the absolute value | Noc | of the output rotation speed Noc with non-slip with the polarity (rotation direction) obtained in step S1. Thus, an output rotation deviation ΔNo between them is obtained.
In the next step S4, it is determined whether or not the absolute value | ΔNo | of the output rotation deviation ΔNo is equal to or larger than a set value ΔNs for slip determination. If | ΔNo | ≧ ΔNs, the low brake L / B is determined in step S5. Is output, and if | ΔNo | <ΔNs, step S5 is not executed, and the slip generation signal is not output by terminating the control as it is.

Therefore, according to this embodiment, the output rotation speed with polarity (rotation direction) calculated in step S1 is set as the non-slip output rotation speed Noc in the same manner as described above, and one non-polar rotation is performed in step S2. By comparing with the actual output rotation speed without polarity (rotation direction) calculated from the detection value by the sensor 10 (step S4), slip of low brake L / B and high & low brake HL / B which are friction elements is detected. The slip rotation speed with polarity can be calculated.
If the low brake L / B and high & low brake HL / B slip judgment and the calculated slip rotation speed with polarity are not intended, countermeasure control according to the cause of the failure that caused the slip. Can be used.

  When switching between the low gear ratio fixed mode and the low-side continuously variable transmission mode, the slip rotation speed of the rake HL / B during the engagement and release switching of the high & low brake HL / B that controls the mode is The direction can also be obtained by the above equation (10), and the mode switching shock can be reduced by the brake engagement force compensation control using this.

According to the above-described rotation information calculation device according to the present embodiment, it is not necessary to provide rotation sensors individually at positions where calculation of rotation information is necessary, and the number of rotation sensors installed is as small as the number of degrees of freedom of rotation of the transmission system + 1. The number is good, and it can avoid the cost penalty, and the failure rate is also low.
Further, since the number of rotation sensors is small, the installation space can be easily secured even if the transmission mechanism is advanced as in today.
Furthermore, even if there are many locations where the rotational direction is to be obtained, it is sufficient that the number of expensive rotational sensors with polarity is the same as the number of rotational degrees of freedom of the transmission system, and it is necessary to provide as many rotational sensors with polarity as there are rotational direction detection locations. In this respect, there is a great cost advantage.

Finally, calculation of rotation information when the vehicle starts will be described.
At the time of starting, as described above, the low gear ratio fixed mode for selecting a transmission system having one rotational degree of freedom (a transmission system with one degree of freedom) is used, and the above formulas (25) to (27) are used. The polarity output rotation speed No is calculated from the detected motor rotation speed detection value Nmg2.
And the polarity of the detection value No of the output rotation sensor 10 with no polarity is set to the polarity corresponding to the rotation direction determined from the polarity of the output rotation speed No with polarity calculated above, and this setting is maintained until the vehicle stops. The detection value No of the output rotation sensor 10 can be used as the rotation sensor detection value with polarity.

Here, considering the case of mode switching from the low gear ratio fixed mode to the low-side continuously variable transmission mode in which the degree of freedom of the transmission system is 2, the detected value of the non-polarity output rotation sensor 10 at the start as described above Since No is the rotation sensor detection value with polarity, there are three rotation sensor detection values with polarity in addition to the rotation sensor detection values with polarity of the motor rotation sensors 8 and 9 with polarity.
Even for a transmission system with 3 degrees of freedom of rotation, the output rotation sensor 10 can be transmitted from the detected values Nmg1, Nmg2, No using the above formulas (1) to (9) at low cost without having an expensive polarity. It is possible to calculate all the rotation speed and rotation direction of each part of the system, and to detect the slip of high & low brake HL / B and the rotation speed including the rotation direction, slip of high & low brake HL / B Reduction of mode switching shock by control can be realized at low cost.

  In any case, in the above embodiment, the existing rotation sensor is used for the motor / generators MG1 and MG2 as the motor rotation sensors 8 and 9 with polarity, and the existing wheel speed sensor for brake control as the rotation sensor without polarity. Therefore, it is advantageous that further cost reduction and space saving of the rotation sensor can be realized.

  Needless to say, an existing engine rotation sensor provided for detecting the rotation speed of the engine ENG as the main power source can also be used as a rotation sensor with a sign or a rotation sensor without a sign.

It should be noted that in the above, each part of the transmission system in the low gear ratio fixed mode represented by the collinear diagram of FIG. 4 (a) and the low side continuously variable transmission mode represented by the collinear diagram of FIG. We explained the case of calculating rotation information.
Other shift modes, that is, the 2-speed fixed mode represented by the collinear diagram of FIG. 4 (c) and the high-side continuously variable transmission mode represented by the collinear diagram of FIG. The rotation information of each part of the transmission system in the high gear ratio fixed mode can be calculated in the same manner as described above, and the same operational effects can be achieved.

It is a basic diagram which shows the power train of the vehicle carrying the hybrid transmission provided with the rotation information calculating device which becomes one Example of this invention. FIG. 2 is a schematic diagram of the hybrid transmission in FIG. It is an alignment chart of the hybrid transmission. (A) is a collinear diagram for the low gear ratio fixed mode, (b) is a collinear diagram for the low-side continuously variable transmission mode, and (c) (D) is a nomographic chart for the high-side continuously variable transmission mode. FIG. 3 is an engagement logic diagram showing a combination of a transmission mode of the hybrid transmission and engagement / release of a brake and a clutch. It is a flowchart which shows the slip detection program of the low brake and the high & low brake in the hybrid transmission.

Explanation of symbols

ENG engine (main power source)
1 Transmission case
4 Input shaft
5 Output shaft
6 Differential gear unit
7 Drive wheels
MG1 1st motor / generator (input side motor / generator)
MG2 Second motor / generator (output motor / generator)
G1 first differential
G2 Second differential
G3 Third differential
GF Front planetary gear set
GC middle planetary gear set
GR Rear planetary gear set
Sf, Sc, Sr Sun gear
Rf, Rc, Rr Ring gear
Cf, Cc, Cr carrier
H / C high clutch
L / B Low brake
E / C engine clutch
S / C series clutch
MG1 / C motor / generator clutch
HL / B High & Low brake
8 Polarized motor rotation sensor
9 Polarized motor rotation sensor
10 Polarity output rotation sensor

Claims (3)

An arithmetic device that calculates rotation information of a transmission mechanism that connects a prime mover and an output shaft via a transmission system of a differential device determined by selective engagement of friction elements,
A plurality of the differential devices are provided, and as a rotation sensor for detecting the rotation speed of the rotation member constituting the differential device, a rotation sensor with polarity for detecting the rotation direction and a rotation without polarity without detecting the rotation direction A sensor,
The number of rotation sensors with polarity is the same as the number of degrees of freedom of rotation of the transmission system when the number of degrees of freedom of rotation is the largest, the number of rotation sensors without polarity is one, and the rotation speed is detected by the rotation sensor with polarity. that a differential includes a rotary member unit, and a differential device including a rotating member rotating speed is detected by said polarity without rotation sensor, so that a different, the polarity with the rotation sensor and the polarity Without rotation sensor,
Among the rotating members constituting each differential device in the transmission system, the rotating member capable of directly detecting the rotating speed and rotating direction with the rotation sensor with polarity and the rotating speed directly detected with the rotation sensor without polarity. For at least one rotating member other than a rotating member, the rotational speed and direction of the rotating member are based on the detection values of the rotation sensor with polarity and the rotation sensor without polarity , or a plurality of the polarities A rotation information calculation device for a transmission mechanism, wherein the rotation information is calculated based on a detection value of a rotation sensor with a motor. Three sets of differential devices with two degrees of freedom and three elements are used. Among these differential devices, the first and second differential devices are coupled to each other, and the remaining one element is mutually reversed. A third differential device is coupled between the remaining one element so that the gear ratio and a predetermined gear ratio at which the remaining one element rotates in the same direction can be selected by the third differential device;
From the input side motor / generator and the main power source in order of rotational speed with respect to the elements of the first and second differential devices arranged on the collinear chart in a state where the predetermined gear ratio rotating in the same direction is selected. The motor / generator and the input / output are coupled to the first and second differential devices so that the input of the motor, the output to the drive system, and the output side motor / generator are coupled.
When the predetermined speed ratio for reverse rotation or the predetermined speed ratio for rotation in the same direction is selected, the element related to the input side motor / generator is fixed by a brake so that the number of degrees of freedom of rotation of the transmission system is one. In the rotation information calculation device according to claim 1, which is used for a transmission mechanism that is reduced,
A rotation information calculation device for a transmission mechanism, wherein a motor rotation sensor provided for controlling the input side and output side motor / generator is used as the rotation sensor with polarity. In the rotation information calculation device according to claim 1 or 2,
The rotation information calculation device for a transmission mechanism, wherein the non-polarity rotation sensor is a wheel speed sensor provided for wheel braking control.

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