JPH1024745A - Control device for hybrid vehicle - Google Patents

Abstract

(57) [Summary] An engine and an electric motor are provided as power sources for running a vehicle, and a plurality of gears having different gear ratios can be established by engagement / release control of friction engagement means. In a hybrid vehicle in which a gear transmission is disposed between the power source and the drive wheels, a shock generated at the end of gear shifting is reduced. SOLUTION: At the end of a shift, an input torque increasing means (SA)
According to 9), the input torque to the transmission is increased by a predetermined amount by the electric motor at the end of shifting of the transmission, so that the friction engagement means is engaged while slightly sliding.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle, and more particularly to a technique for reducing a shock generated at the end of a shift.

[0002]

2. Description of the Related Art An engine operated by fuel combustion and an electric motor operated by electric energy are provided as power sources for running a vehicle. A transmission is disposed between the power source and driving wheels. Is described in, for example, JP-A-7-67208.

[0003] The transmission includes a stepped gear such as a planetary gear type and a parallel two-shaft type in which a plurality of shift speeds having different speed ratios are established by engagement and release control of frictional engagement means such as clutches and brakes. Automatic transmissions are widely used.

[0004]

However, in such a hybrid vehicle, the frictional engagement means such as the clutch and the brake may be suddenly engaged at the end of the shift, and a shock may be generated.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hybrid vehicle in which a stepped transmission is disposed between a power source and drive wheels. The object of the present invention is to reduce a shock generated at the end of a shift.

[0006]

In order to achieve the above object, the present invention provides (a) an engine operated by fuel combustion and an electric motor operated by electric energy as a power source for running a vehicle. (B) a stepped transmission in which a plurality of shift speeds having different gear ratios are established by engagement / disengagement control of the friction engagement means is disposed between the power source and the drive wheels. Control device for a hybrid vehicle,
(c) A shift end input torque increasing means for increasing the input torque to the transmission by a predetermined amount by the electric motor at the end of shifting of the transmission.

[0007]

According to the present invention, the input torque to the transmission is increased by a predetermined amount by the electric motor at the end of the shift operation of the transmission. Is engaged while having a slight slip in accordance with the amount of increase in the speed change, so that the shock generated at the end of the shift is reduced.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the present invention relates to a switching type in which a power source is switched by connecting / disconnecting power transmission by, for example, a clutch, a combination of a planetary gear device, and the like.
Various types of hybrid vehicles can be applied, such as a mixed type in which the output of an engine and an electric motor is combined or distributed by a distribution mechanism, and a series type in which an engine is exclusively driven to rotate a generator for power generation.

The transmission includes various types of transmissions, such as an automatic transmission that automatically switches gears in accordance with predetermined shift conditions, and a manual transmission that switches gears by a driver or the like. May be applied.

The friction engagement means is preferably a hydraulic friction engagement means such as a hydraulic clutch or a brake which is frictionally engaged by a hydraulic actuator.

In order to increase the input torque to the transmission by a predetermined amount by the electric motor, for example, the torque of the electric motor may be increased when the vehicle is driven by the electric motor, and only the engine is driven by the power. When the vehicle is running as a power source and the electric motor is being rotated freely with no load, it is sufficient to apply a positive torque, and the electric motor is used as a generator and generates power by regenerative braking. In this case, the regenerative braking torque may be reduced.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton view of a hybrid drive device 10 including a control device according to one embodiment of the present invention.

In FIG. 1, a hybrid drive unit 10 is for an FR (Front Engine / Rear Drive) vehicle, and functions as an engine 12 such as an internal combustion engine that operates by burning fuel, and functions as an electric motor and a generator. A motor generator 14, a single-pinion type planetary gear set 16, and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and are driven right and left from an output shaft 19 via a propeller shaft (not shown) and a differential unit. The driving force is transmitted to the driving wheels (rear wheels).

The planetary gear unit 16 is a composite distributing mechanism for mechanically distributing and distributing force, and constitutes an electric torque converter 24 together with the motor generator 14.
r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is connected to the rotor shaft 14r of the motor generator 14, the carrier 16c automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
And carrier 16c is adapted to be connected by the second clutch CE _2.

[0015] The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

The automatic transmission 18 is a combination of a subtransmission 20 composed of a front-type overdrive planetary gear unit and a main transmission 22 having four forward and one reverse stages composed of a simple connection of three planetary gear trains. .

More specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged₀ , Bray
Key B ₀ And one-way clutch F₀ And is configured with
You. The main transmission 22 has three sets of single pinion type.
Planetary gear units 34, 36, 38, and hydraulic actuator
Hydraulic clutch C frictionally engaged by₁ ,
C_Two , Brake B₁ , B_Two , B_Three , B_Four And a one-way club
Switch F₁ , F_Two It is comprised including.

The hydraulic circuit 40 is energized and de-energized by the solenoid valves SL1 to SL4 shown in FIG.
Is switched or the hydraulic circuit 40 is mechanically switched by a manual shift valve connected to the shift lever, thereby causing the clutches C ₀ , C ₁ , C
_{2. The} brakes B ₀ , B ₁ , B ₂ , B ₃ , and B ₄ are engaged and released, respectively, to control the neutral (N), the forward five steps (1st to 5th), and the reverse as shown in FIG. Each shift speed of one speed (Rev) is established. Note that the automatic transmission 18 and the electric torque converter 24 are configured substantially symmetrically with respect to a center line, and a lower half of the center line is omitted in FIG.

In the clutch, brake, and one-way clutch columns of FIG. 3, "O" indicates engagement, and "●" indicates that the shift lever is in the engine brake range, such as the "3", "2", and "L" ranges. Engage when operated to low speed range,
A blank indicates non-engagement.

In this case, the neutral N, the reverse shift speed Rev, and the engine brake range are established when the hydraulic circuit 40 is mechanically switched by a manual shift valve mechanically connected to a shift lever. Shifts between 1st to 5th when the lever is operated to the D (forward) range are electrically controlled by solenoid valves SL1 to SL4.

The gear ratio of the forward gear is 5 from 1st.
and the speed ratio i _{4 of the} 4th is 1 and the speed ratio i ₅ of the _5th is smaller than the auxiliary transmission 2
Assuming that the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), 1 / (1+
ρ). Gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. FIG. 3 shows an example of the gear ratio of each gear.

As shown in the operation table of FIG.
Shifting between the gear stage (2nd) and third shift stage (3rd) will clutch-changing the engagement-released state of the second brake B ₂ and the third brake B ₃ together.
In order to smoothly perform this shift, the circuit shown in FIG. 4 is incorporated in the hydraulic circuit 40 described above.

In FIG. 4, reference numeral 70 indicates a 1-2 shift valve, and reference numeral 71 indicates a 2-3 shift valve.
Reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 7
1 and 72 are shown below. The numbers indicate the respective gears.

A third brake B ₃ is connected to an oil passage 7 to a brake port 74 communicating with the input port 73 in the first and second shift speeds among the ports of the 2-3 shift valve 71.
5 are connected. This oil passage has an orifice 7
6 is interposed, the damper valve 77 is connected between the orifice 76 and the third brake B _3.
The damper valve 77 is configured to perform a buffering action by inhalation of a small amount of hydraulic pressure when the line pressure to the third brake B ₃ is rapidly supplied.

Further numeral 78 B3 control a valve, the engagement pressure P _B3 of the third brake B ₃ The B3
It is directly controlled by the control valve 78. That is, the B-3 control valve 7
8 includes a spool 79, a plunger 80, and a spring 81 interposed therebetween. An oil passage 75 is connected to an input port 82 opened and closed by the spool 79, and the input port 82 is selectively connected to the oil path 75. output port 83 which is communicated with is connected to the third brake B _3.
Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

On the other hand, among the ports 85 of the 2-3 shift valve 71, the port 86 for outputting the D range pressure at the third or higher speed is connected to the oil passage 85. It is communicated via 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80 so that the signal pressure P _SLU is applied.

Therefore, the B-3 control valve 7
8 is configured such that the pressure adjustment level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. ing.

Further, reference numeral 89 in FIG.
The 2-3 timing valve 89 includes a spool 90 having a small-diameter land and two large-diameter lands, a first plunger 91, and a spring 92 and a spool 90 disposed therebetween. First
And a second plunger 93 disposed on the opposite side to the plunger 91 of the second embodiment.

An oil passage 95 is connected to a port 94 at an intermediate portion of the 2-3 timing valve 89.
Reference numeral 5 denotes a port of the 2-3 shift valve 71 which is connected to a port 96 which is communicated with the brake port 74 at the third or higher speed.

Further, the oil passage 95 branches on the way.
Port 9 opening between the small land and the large land
7 is connected via an orifice. A port 98 selectively connected to the intermediate port 94 is connected to a solenoid relay valve 100 via an oil passage 99.

[0031] Then, the linear solenoid valve SLU is connected to the port that is open to an end portion of the first plunger 91, also the second brake B ₂ is an orifice to a port that opens to the end of the second plunger 93 Connected through.

[0032] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust speed from the second brake B _2. The orifice control valve 105 is provided with a second brake B at a port 107 formed at an intermediate portion so as to be opened and closed by a spool 106. _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

Port 1 to which the second brake B ₂ is connected
The port 109 formed on the upper side in FIG. 7 is a port selectively communicated with the drain port. The port 109 is connected to the port 111 of the B-3 control valve 78 via an oil passage 110. It is connected. Incidentally, this port 111 is a port that is not selectively communicating the output port 83 is connected to the third brake B _3.

A control port 112 formed at an end of the port of the orifice control valve 105 opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. ing. This port 114 outputs the signal pressure of the third solenoid valve SL3 at a speed lower than the third speed,
Further, it is a port for outputting a signal pressure of the fourth solenoid valve SL4 at a speed higher than the fourth speed.

Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to a drain port.

In the 2-3 shift valve 71, a port 116 for outputting a D-range pressure at a speed lower than the second speed is opened at a portion of the 2-3 timing valve 89 where a spring 92 is disposed. The port 117 is connected via an oil passage 118. A port 119 of the 3-4 shift valve 72 which is communicated with the oil passage 87 at a speed lower than the third speed is connected to the solenoid relay valve 100 via an oil passage 120.

In FIG. 4, reference numeral 121 denotes the second
Indicates an accumulator for the brake B _2, the signal pressure P in the back pressure chamber which is output from the linear solenoid valve SLN
Accumulator control pressure P _ac pressure regulated according to _SLN is adapted to be supplied.

During the 2 → 3 shift, the 2-3 shift valve 7
When 1 is switched, the second brake B ₂ oil passage 87
Is supplied via the D range pressure (line pressure PL),
This line pressure PL causes the piston 121p of the accumulator 121 to start rising. This piston 121p
While the pressure is rising, the hydraulic pressure (engagement pressure) P _B2 supplied to the brake B ₂ is substantially balanced with the downward biasing force of the spring 121s and the accumulator control pressure P _ac which biases the piston 121p downward. It shows a value that is gradually increased steadily with the compression deformation of the spring 121s, and is increased to the line pressure PL when the piston 121p reaches the rising end. That is, piston 1
The engagement pressure P _B2 at the time of the shift transition in which the 21p moves is determined by the accumulator control pressure P _ac .

The linear solenoid valve SLN based on the modulator pressure P _M supplied from the modulator valve 130 as shown in FIG. 5, for generating a predetermined signal pressure P _SLN corresponding to the duty ratio of the exciting current The accumulator control valve 132
Output to Accumulator control valve 132
Is the second line pressure PL ₂ by regulating on the basis of the first line pressure PL ₁ and the signal pressure P _SLN, outputs the accumulator control pressure P _ac. Linear solenoid valve SLN
Is configured such that the signal pressure P _SLN increases as the duty ratio increases. The accumulator control valve 132 operates as the accumulator control pressure P _ac decreases as the signal pressure P _SLN of the linear solenoid valve SLN decreases.
Is high, so that the engagement pressure (engagement force) P _B2 during the transition of engagement of the second brake B ₂ is lower as the signal pressure P _SLN of the linear solenoid valve _SLN is lower, in other words, the duty is _higher. The lower the ratio, the higher the pressure.

The accumulator control pressure P _ac regulated by the linear solenoid valve SLN and the accumulator control valve 132 is shown in addition to the accumulator 121 for the second brake B ₂ , the engagement of which is controlled when the third shift stage is established. accumulator for the clutch C ₁ is controlled engagement when satisfied first gear position, fourth gear position established when the clutch C ₂ for the accumulator to be engaged controlled, is the engagement control to the fifth gear position when satisfied omitted that is also supplied to an accumulator for the brake B _0, it such a transient oil pressure at the time of engagement and disengagement of the control.

Returning to FIG. 4, reference numeral 122 denotes a C-0 exhaust valve, and reference numeral 123 denotes a clutch C _0.
2 shows an accumulator for the present invention. C-0 exhaust valve 122 is to operate to engage the clutch C ₀ in order to engine brake only at the second gear of the second speed range.

According to the hydraulic circuit 40, the shift from the second gear to the third gear, that is, the third brake B
_In the so-called clutch-to-clutch shift in which the third brake B ₃ is released and the second brake B ₂ is engaged, the release transient hydraulic pressure P of the third brake B ₃ is determined based on the input torque of the input shaft 26 and the like.
By controlling the _B3 and the second brake B ₂ engagement transition pressure, it is possible to suitably reduce the shift shock. For other shifts, the linear solenoid valve SLN
By adjusting the accumulator control pressure P _ac by the duty control of, the transient hydraulic pressure of the clutches C ₁ and C ₂ and the brake B ₀ is controlled.

As shown in FIG. 2, the hybrid drive device 10 includes a controller 50 for hybrid control and a controller 52 for automatic shift control. Each of these controllers 50 and 52 is provided with a microcomputer having a CPU, a RAM, a ROM, and the like, and receives an accelerator operation amount sensor 62, a vehicle speed sensor 63, an input shaft speed sensor 64, and an input shaft torque sensor 65, respectively. Amount θ _AC , vehicle speed V (output shaft 19 of automatic transmission 18)
Corresponding to the rotational speed N _O) of the rotation speed N _I of the input shaft 26 of the automatic transmission 18, except that the signal representative of the torque T _I of the input shaft 26 is provided, the engine torque T _E, motor torque T _M, the engine Information on the rotation speed N _E , the motor rotation speed N _M , the state of charge SOC of the power storage device 58, the ON / OFF of the brake, the operation range of the shift lever, and the like are supplied from various detection means. Signal processing is performed according to a preset program.

[0045] The engine torque T _E is determined from a throttle valve opening and the fuel injection amount, the motor torque T _M
Is obtained from the motor current and the like, and the state of charge SOC is obtained from the motor current and the charging efficiency during charging when the motor generator 14 functions as a generator. The input torque T _I can also be estimated from an accelerator operation amount θ _AC , a throttle valve opening, or the like using an arithmetic expression or the like.

The output of the engine 12 is controlled in accordance with the operating state by controlling the throttle valve opening, fuel injection amount, ignition timing and the like by the hybrid control controller 50.

As shown in FIG. 6, the motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56. The power storage device 58 is controlled by the hybrid control controller 50. And a charge state in which electric energy is supplied to the power storage device 58 by functioning as a generator by regenerative braking (electric braking torque of the motor generator 14 itself). The state is switched to a no-load state in which the rotor shaft 14r is allowed to rotate freely.

The first clutch CE ₁ and the second clutch CE ₂ are connected to the hybrid control controller 50.
As a result, the hydraulic circuit 40 is switched via an electromagnetic valve or the like, whereby the engaged or released state is switched.

The automatic transmission 18 is controlled by the automatic transmission control controller 52 by the solenoid valves SL1 to SL1.
SL4, linear solenoid valve SLU, SLT, SL
The excitation state of N is controlled, and the hydraulic circuit 40 is switched or the hydraulic control is performed, so that the shift speed is switched according to predetermined shift conditions. The shifting conditions are
For example, it is set by a shift map or the like using the running state such as the accelerator operation amount θ _AC and the vehicle speed V as parameters.

The hybrid control controller 50
For example, Japanese Patent Application No. 7-294 filed earlier by the applicant of the present application
As described in No. 148, one of the nine operation modes shown in FIG. 8 is selected according to the flowchart shown in FIG. 7, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 7, in step S1, it is determined whether or not an engine start request has been made, for example, in order to drive the engine 12 as a power source or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not a command to start the engine 12 has been issued.

Here, if there is a start request, mode 9 is selected in step S2. Mode 9, the engine 12 via the planetary gear unit 16 by the first clutch CE ₁ As is clear from FIG 8 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 , And performs engine start control such as fuel injection to start the engine 12.

[0053] This mode 9, at the time of vehicle stop is performed by the automatic transmission 18 in neutral, only the motor-generator 14 first releases the clutch CE ₁ as mode 1 during running of the power source, first Clutch CE
₁ is engaged, the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output.

Further, even when the vehicle is running, it is possible to temporarily execute the mode 9 with the automatic transmission 18 in neutral. Thus, the motor generator 14
As a result, the starter (electric motor or the like) dedicated to starting is not required, the number of components is reduced, and the apparatus is inexpensive.

On the other hand, if the determination in step S1 is denied, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for a braking force and whether the brake is ON. Judge by.

If this determination is affirmative, step S
Execute Step 4. In step S4, it is determined whether or not the state of charge SOC of power storage device 58 is equal to or greater than a predetermined maximum state of charge B. If SOC ≧ B, mode 8 (engine brake mode) is selected in step S5, and SOC < If B, mode 6 (regenerative braking mode) is selected in step S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy.
For example, a value of about 80% is set based on the charge / discharge efficiency of No. 8 and the like.

Mode 8 selected in step S5
Is a first clutch CE _1, as shown in FIG. 8 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 and the no-load state, the engine 12
Is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12 and the pump action, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is performed. And the driving operation becomes easier. Further, since motor generator 14 is set in a no-load state and is freely rotated, it is possible to avoid a situation where power storage amount SOC of power storage device 58 becomes excessive and impairs performance such as charge / discharge efficiency.

[0058] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As is clear from FIG. 8 (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

Further, since the first clutch CE ₁ is released and the engine 12 is shut off, there is no energy loss due to rubbing of the engine 12, and the operation is performed when the state of charge SOC is smaller than the maximum state of charge B. Therefore, the amount of charge SOC of the power storage device 58 does not become excessive and the performance such as charge / discharge efficiency is not impaired.

On the other hand, if the determination in step S3 is negative, that is, if there is no request for the braking force, step S7 is executed.
Is performed, and it is determined whether or not the start of the engine is requested, for example, based on whether the vehicle is stopped during traveling using the engine 12 as a power source such as mode 3, that is, whether or not the vehicle speed V = 0.

If this judgment is affirmed, step S8 is executed. In step S8, it is determined whether or not the accelerator is ON, that is, whether or not the accelerator operation amount θ _AC is larger than a predetermined value of substantially zero. If the accelerator is ON, mode 5 is selected in step S9, and the accelerator is ON. If not, mode 7 is selected in step S10.

Mode 5 selected in step S9
It is a first clutch CE ₁ As is clear from FIG 8 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle.

More specifically, assuming that the gear ratio of the planetary gear set 16 is ρ _E , the engine torque T _E : the output torque of the planetary gear set 16: the motor torque T _M = 1: (1+
ρ _E ): ρ _E. For example, if the gear ratio ρ _E is set to about 0.5 which is a general value, the motor generator 14 shares half of the engine torque T _E , so that the engine torque T A torque about 1.5 times _E is output from the carrier 16c.

That is, a high torque start of (1 + ρ _E ) / ρ _E times the torque of motor generator 14 can be performed. Further, if the motor current is cut off to place the motor generator 14 in a no-load state, the rotor shaft 14r
Is only rotated in the reverse direction, the output from the carrier 16c becomes 0, and the vehicle stops.

That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By increasing the motor torque (regenerative braking torque) T _M gradually from 0 to increase the reaction force, in (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle.

In this embodiment, a motor generator having a torque capacity approximately ρ _E times the maximum torque of the engine 12, that is, a motor generator 14 as small and small as possible while ensuring the required torque is used. ,
The device is compact and inexpensive.

In this embodiment, the output of the engine 12 is increased by increasing the throttle valve opening and the fuel injection amount in response to the increase in the motor torque T _M. thereby preventing engine stall or the like due to the reduction of the engine rotational speed N _E with.

Mode 7 selected in step S10 includes:
As can be appreciated the first clutch CE ₁ engages from FIG 8 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 The rotation of the input shaft 2 of the automatic transmission 18
The output for 6 becomes zero. Accordingly, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while running using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

On the other hand, if the determination in step S7 is negative, that is, if there is no request to start the engine, step S11 is executed, and the required output Pd is set to the first preset value.
It is determined whether the value is equal to or less than the determination value P1. The required output Pd is an output necessary for the running of the vehicle including the running resistance, and is the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (output shaft rotation speed N _O ),
Based on the gear position of the automatic transmission 18 and the like, it is calculated by a predetermined data map, an arithmetic expression or the like.

The first determination value P1 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the energy efficiency, the exhaust gas amount and the fuel consumption amount are determined by experiments and the like so as to minimize the amount.

If the determination in step S11 is affirmative,
That is, when the required output Pd is equal to or less than the first determination value P1, it is determined in step S12 whether or not the state of charge SOC is equal to or greater than the preset minimum amount of charge A. If SOC ≧ A, the mode 1 is determined in step S13. Select On the other hand, SOC <A
If so, the mode 3 is selected in step S14.

The minimum power storage amount A is the minimum power storage amount allowed to take out electric energy from power storage device 58 when the vehicle runs using motor generator 14 as a power source, and is based on the charging / discharging efficiency of power storage device 58 and the like. For example, 7
A value of about 0% is set.

[0073] The Mode 1, FIG. 8 as apparent first release clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source.

Also in this case, since the first clutch CE ₁ is released and the engine 12 is shut off, the friction loss is small as in the case of the mode 6, and the efficiency of the automatic transmission 18 is controlled by appropriately shifting the speed. Good motor drive control is possible.

The mode 1 is executed when the required output Pd is in a low load region where the required output Pd is equal to or less than the first determination value P1 and the state of charge SOC of the power storage device 58 is equal to or larger than the minimum state of charge A. Energy efficiency is superior to that when traveling as a power source, fuel consumption and exhaust gas can be reduced, and the state of charge SOC of the power storage device 58 has a minimum state of charge A
The performance such as charge / discharge efficiency is not impaired.

The mode 3 selected in step S14 is
As is apparent from FIG. 8, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

On the other hand, if the determination in step S11 is negative, that is, if the required output Pd is larger than the first determination value P1, in step S15, the required output Pd is determined.
It is determined whether d is greater than the first determination value P1 and less than the second determination value P2, that is, whether P1 <Pd <P2.

The second determination value P2 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a high load region where the vehicle runs using both the engine 12 and the motor generator 14 as a power source. In consideration of energy efficiency including time, exhaust gas amount, fuel consumption amount and the like are determined in advance by experiments and the like so as to minimize the amount of exhaust gas and fuel consumption.

If P1 <Pd <P2, it is determined in step S16 whether SOC ≧ A. If SOC ≧ A, mode 2 is selected in step S17, and SOC <A
In the case of, mode 3 is selected in step S14.

If Pd ≧ P2, step S18
It is determined whether or not SOC ≧ A. If SOC ≧ A, mode 4 is selected in step S19, and if SOC <A, mode 2 is selected in step S17.

In the mode 2, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated at the required output Pd, and the motor generator 14 is operated, as is apparent from FIG. Under no load condition, the vehicle is run using only the engine 12 as a power source.

In the mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated, and the motor generator 14 is driven to rotate. The vehicle is caused to travel at a high output using both of the generators 14 as power sources.

The mode 4 is executed in a high load region where the required output Pd is equal to or larger than the second determination value P2.
And the motor generator 14 are used together, so that the energy efficiency is not significantly impaired as compared with the case where the vehicle runs using only one of the engine 12 and the motor generator 14 as a power source, and the fuel consumption and exhaust gas can be reduced. . In addition, since the process is executed when the storage amount SOC is equal to or more than the minimum storage amount A, the storage amount SOC of the power storage device 58 does not decrease below the minimum storage amount A, and the performance such as charging and discharging efficiency is not impaired.

To summarize the operating conditions of the modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, the mode 1 is selected in step S13 and the vehicle runs using only the motor generator 14 as a power source. And P1 <P
In the medium load region of d <P2, mode 2 is selected in step S17, and the vehicle travels using only the engine 12 as a power source.
In the high load region of ≤Pd, mode 4 is selected in step S19, and the vehicle travels using both the engine 12 and the motor generator 14 as power sources.

If SOC <A, the required output P
The power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where d is smaller than the second determination value P2. However, in the high load region where the required output Pd is equal to or more than the second determination value P2, in step S17. Mode 2 is selected, and high-power traveling is performed by the engine 12 without charging.

The mode 2 of step S17 is such that P1 <Pd
<P2 in the middle load range and SOC ≧ A, or P
This is executed in the high load region where d ≧ P2 and when SOC <A.
Since the energy efficiency of the engine 12 is superior to that of the engine 12, the fuel consumption and exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source.

In the high load range, the vehicle travels in mode 4 in which the motor generator 14 and the engine 12 are used together.
However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, the operation in the mode 2 using only the engine 12 as a power source is performed, so that the state of charge SOC of the power storage device 58 is minimized. It is avoided that the charge amount becomes smaller than the storage amount A and the performance such as charge / discharge efficiency is impaired.

On the other hand, as shown in the functional block diagram of FIG. 9, the control device of the present embodiment includes running parameter detecting means 130, engaging pressure control means 132, and input torque increasing means 134 at the end of shifting. The control at the time of shifting is performed according to the flowchart shown in FIG. The traveling parameter detection means 130 includes, for example, a shift position sensor 42 for detecting the type of shift, and a throttle valve opening sensor 44 for detecting the throttle valve opening θ _AC . The engagement pressure control unit 132 is a friction engagement unit that is engaged or released when the automatic transmission 18 shifts,
That is, the clutches C ₁ and C ₂ and the brakes B ₀ , B ₂ and B
_The linear solenoid valves SLU, SLT, SLN for controlling the initial hydraulic pressure, which is the initial characteristic of ( ₃ ). The end-of-shift control input torque increasing means 134 is
6. The motor torque control means 138 is included. The engagement pressure control means 132, the end control decision means 136, and the motor torque control means 138 are constituted by a hybrid control controller 50 and an automatic transmission control controller 52.

In FIG. 10, at step SA1, a shift determination is made based on the accelerator operation amount θ _AC and the vehicle speed V, and when shifting, steps SA2 and thereafter are executed.
Although the present invention can be applied to both upshifts and downshifts, the following description will focus on an upshift where shift shock is a particular problem.

Next, at step SA2, the speed is changed by switching the excitation state of the solenoid valves SL1 to SL4. In step SA3, the duty ratio D _sn is read from a learning map which is set in advance using the operation mode, the type of shift, the input torque T _{I and the} like as parameters, and a timer T is used to measure the time until the inertia phase starts. Reset.

[0091] Then, at step SA4, the initial oil pressure of the frictional engagement means by regulating by controlling in accordance with the duty ratio D _sn the exciting current of the engaging pressure control means 132, whether initiated inertia phase at step SA5 is Is determined. This determination is made based on, for example, whether or not the following equation (1) is satisfied using the gear ratio i _L of the gear before the gear shift. α
Is a constant close to 0 determined in consideration of a detection error and the like. _{N I <N O × i L} -α ··· (1)

When the inertia phase starts, step SA
6 is executed, and stores the time count of timer T at that time as the required time T _si from shift output to the inertia phase start. In the next step SA7, feedback control of the engagement pressure of the friction engagement means is started. This feedback control, the actual input shaft speed N _I is the linear solenoid valve so as to vary along the locus of the input shaft target rotation speed N _IO SLU, SLT, the duty ratio D of the SLN
_This is done by electronically controlling the _sn .

The input shaft target rotation speed N _IO is the input shaft rotation speed at the start of the shift, N _I , the target shift time (the target value of how many seconds the shift takes from start to end), and T _S , If the subsequent input shaft synchronous rotation speed is N _ID (= the output shaft rotation speed N _{O of the} automatic transmission 18 × the gear ratio i _H after shifting) and the time t at the start of shifting is set to zero, the time t seconds after Input shaft target rotation speed N _IO (t)
Is obtained according to the following equation (2). Of these, the target shift time T _S is called from the map according to the throttle valve opening, and N _I , N _O , and t use respective values. In addition, when the maximum value _Dmax and the minimum value _Dmin of the duty ratio are updated while the feedback control is being performed, rewriting is performed each time. N _IO (t) = − {(N _I −N _ID ) / T _S } × t + N _I (2)

Next, at step SA8, the end control determining means 136 determines whether or not the shift has reached the end.
Step SA8 is for judging the start of the shift end control in the next step SA9. For example, whether the following equation (3) is satisfied using the gear ratio i _H of the gear after the gear shift and the predetermined value β. The predetermined value β may be a constant value, but an arithmetic expression using the type of shift and input torque as parameters,
It is desirable to set by a data map or the like. N _I <N _O × i _H + β (3)

At step SA9, as shown in FIG. 11, the end control of the shift is executed. In this end control, the duty ratio D _sn is increased to temporarily lower the engagement hydraulic pressure of the engagement means, and the motor torque control means 138 uses the motor generator 14 to input the torque T to the automatic transmission 18. By increasing _I , the slip of the engagement means is temporarily increased, and the transmission torque at the moment when the friction material of the engagement means is completely engaged is reduced to suppress the shift shock.

With this configuration, for example, when the amount of charge SOC of the power storage device 58 is small and the slip of the engagement means cannot be increased by the motor generator 14, the duty ratio D _sn is further increased to engage the engagement means. This can be compensated by further reducing the combined hydraulic pressure. FIG. 11 shows 2 → 3.
In an example of a time chart at the time of transmission, a solid line indicates a change in the duty ratio and the like D _sn when the motor-generator 14 is used, the broken line is the change in duty ratio and the like D _sn when the motor-generator 14 is not used Is shown. FIGS. 12A and 12B show the engagement pressure of the friction engagement means when the motor generator 14 is used and when it is not used, that is, the accumulator control pressure _{Pac and the} like. ) Is set to a lower value overall than (B). The predetermined value β in the above equation (3)
Is determined by an experiment or the like so that the shift shock (torque fluctuation) at the end of the engagement is effectively suppressed as described above.

This shift end control is continued until the end of the shift is determined in step SA10. When the end is determined, the duty ratio D _sn is set to 0 in step SA11 and the input by the motor generator 14 is made. The control for increasing the torque T _I is ended. The end of the shift is determined based on whether or not the following equation (4) is satisfied using the gear ratio i _H of the shift speed after the shift and the predetermined value γ. The predetermined value γ is determined in consideration of a detection error and the like. It is a constant close to 0 and smaller than the predetermined value β. N _I <N _O × i _H + γ (4)

In the next step SA12 and subsequent steps, the initial engagement pressure
Learning control. First, in step SA12,
D rewritten during feedback control_maxIs the initial du
Tea ratio D_sIs determined. If Figure 1
As shown in FIG. 3 (A), D _max= D_sIf
Generates the next initial engagement pressure in step SA13
Duty ratio D_snIs D_s− (D_s−
D_min) × 0.5. On the other hand, as shown in FIG.
D_maxIs D_sIf not equal to
Generate the next initial engagement pressure at step SA14
Duty ratio D for _snIs D_s+ (D_max-D_s) ×
It is corrected to 0.5.

In the following step SA15, when the time T _si from when the shift command is issued until the inertia phase starts is smaller than the threshold value T _lim set in advance according to the throttle valve opening and the type of shift, Because there is no particular problem,
The next initial duty ratio D _sn is determined in step SA13 or S13.
D _sn determined in A14 is determined (step SA17).

However, if the time T _si is _equal to the threshold T _lim
If was greater, it means that the last of the initial duty ratio D _s was low enough to shift can not be completed in the buffer region of the accumulator, the next initial duty ratio D _sn In step SA16, step SA1
3 or a value smaller than D _sn obtained in SA14 by a predetermined value D _ST, and the next shift is started with an initial engagement pressure that is higher by that value.

In this manner, the manner in which the duty ratio changes in the previous shift (the manner in which the amount of correction of the engagement pressure is changed) is sequentially reflected in the correction of the initial value of the next engagement pressure. A good engagement pressure setting is performed from the beginning of supplying the hydraulic pressure regardless of various variations.

FIGS. 14 and 15 are flowcharts obtained by rewriting the flowchart of FIG. 10 to a more specific level. This flowchart is configured so that the operation substantially the same as that of FIG. 10 can be obtained by using six PHASEs. It will be easy to understand how the flow chart of FIG. 10 is embodied by looking at the content described in each step. Therefore, in the figure, the same steps as those in FIG. Description is omitted.

According to this embodiment, the input torque T _I is increased by the motor generator 14 at the end of the shift, so that the shock at the time of engagement of the clutch C ₂ and the brakes B ₂ and B ₃ is reduced. .

Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above embodiment, the backward 1
Although the automatic transmission 18 having five speeds and five forward speeds has been used, as shown in FIG. 16, the automatic transmission 60 including only the main transmission 22 without the sub-transmission 20 is used. It is also possible to adopt the above, and to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

The present invention can be applied in various other modes without departing from the gist of the present invention.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid drive device of a hybrid vehicle including a control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a control system provided in the hybrid drive device of FIG.

FIG. 3 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission of FIG. 1;

FIG. 4 is a diagram showing a part of a hydraulic circuit of the automatic transmission of FIG. 1;

FIG. 5 is a diagram illustrating a hydraulic circuit of a portion that generates an accumulator control pressure P _ac of FIG. 4;

FIG. 6 is a diagram illustrating a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter.

FIG. 7 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 8 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 9 is a functional block diagram illustrating a main part of a control function that is a feature of the present invention.

FIG. 10 is a flowchart illustrating a main part of a control operation that is a feature of the present invention.

FIG. 11 is a diagram illustrating an example of a time chart when control is performed according to FIG. 10;

12 is a table used for determining an accumulator control pressure P _{ac and the} like in the control operation of FIG. 10, in which a motor generator is used (A).
And (B) when the motor generator is not used.

13 is a diagram showing a change in the duty ratio due to the control operation of FIG. 10, where the initial duty ratio D _s and the maximum duty ratio D _max are equal (A), and the initial duty ratio D _s and the maximum duty ratio _Dmax is not equal to each other.

14 is a flowchart in which the flowchart of FIG. 10 is rewritten to a more specific level.

FIG. 15 is a flowchart that follows the flowchart of FIG. 14;

FIG. 16 is a skeleton view for explaining a configuration of a hybrid drive device different from the embodiment of FIG. 1;

17 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission in FIG.

[Explanation of symbols]

 12: Engine 14: Motor generator (electric motor) 18: Automatic transmission 50: Hybrid control controller 52: Automatic transmission control controller 134: Input torque increasing means at the end of shift Step SA9: Input torque increasing means at the end of shift

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location B60L 15/20 F02D 29/02 D F02D 29/02 (72) Inventor Yuji Hata Toyota, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (1)

[Claims] An engine which operates by burning fuel and an electric motor which operates by electric energy are provided as power sources for running a vehicle, and a plurality of gear ratios differ by engagement / disengagement control of friction engagement means. A stepped transmission for establishing a gear stage is a control device for a hybrid vehicle disposed between the power source and the drive wheels. A control device for a hybrid vehicle, comprising: means for increasing input torque at the end of gear shifting, for increasing input torque to the engine by a predetermined amount.