JP2012091561A - Hybrid vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress an engagement shock of one-way clutch during down shifting.SOLUTION: In an hybrid vehicle which includes: an internal combustion engine 10; an electric motor 20; a driving wheel 54 connected to an output shaft of the internal combustion engine and the output shaft of the electric motor directly or indirectly; a clutch 25 which connects or disconnects driving force between the electric motor and the driving wheel; and an automatic transmission 40 containing one-way clutches F1 and F2, a control device sets the clutch in a slip fastening condition, when detecting that the automatic transmission is in a down shift condition, and that the gear change speed condition of the automatic transmission is the gear change speed containing the one-way clutch.

Description

  The present invention relates to a control device for a hybrid vehicle.

  In a parallel hybrid vehicle using an internal combustion engine and an electric motor as a driving source, when the automatic transmission selects a gear stage including a one-way clutch and the vehicle enters coasting, the power source side rotational speed of the one-way clutch is set to the wheel. There is known a technique that eliminates the engagement shock of the one-way clutch by shifting the friction element of the automatic transmission to the slip engagement state after controlling to a coast-free state lower than the side rotation speed (Patent Document 1). .

JP 2008-290492 A

  By the way, although the above-described engagement shock of the one-way clutch occurs not only during coasting but also during downshifting, the above document does not describe countermeasures against engagement shock of the one-way clutch during downshifting.

  The problem to be solved by the present invention is to suppress the engagement shock of the one-way clutch during the downshift.

  The present invention relates to a hybrid vehicle including an internal combustion engine and a motor generator as drive sources, and a transmission including a clutch and a one-way clutch between the motor generator and drive wheels. In the case where the gear position includes the clutch, the above-described problem is solved by bringing the clutch into a slip engagement state.

  According to the present invention, even when the one-way clutch is engaged during the downshift, the clutch set in the slip engagement state suppresses the engagement shock.

1 is a block diagram showing an overall configuration of a hybrid vehicle according to an embodiment of the present invention. It is a figure which shows the power train of the hybrid vehicle which concerns on other embodiment of this invention. It is a figure which shows the power train of the hybrid vehicle which concerns on further another embodiment of this invention. It is a figure which shows the automatic transmission of FIG. 5 is a fastening operation table of the automatic transmission of FIG. 4. FIG. 5 is a shift diagram of the automatic transmission of FIG. 4. It is a control block diagram which shows the detail of the integrated control unit of FIG. It is a figure which shows an example of the target drive force map referred by the target drive torque calculating part of FIG. It is a figure showing an example of the driving mode map referred by the target driving mode calculating part of FIG. It is a flowchart which shows the control content of the integrated control unit of FIG. It is a time chart (deceleration-> stop) which shows the contents of control of the integrated control unit of Drawing 7. It is a time chart (deceleration-> maximum acceleration) which shows the control content of the integrated control unit of FIG.

  A hybrid vehicle 1 according to an embodiment of the present invention is a parallel type automobile that uses a plurality of power sources such as an internal combustion engine and a motor generator for driving the vehicle. The hybrid vehicle 1 of this example shown in FIG. (Hereinafter referred to as "engine") 10, first clutch 15, motor generator (motor / generator) 20, second clutch 25, battery 30, inverter 35, automatic transmission 40, propeller shaft 51, differential gear unit 52, drive A shaft 53 and left and right drive wheels 54 are provided.

  The engine 10 is one of driving sources that output driving energy by burning fuel such as gasoline, light oil, and the like. Based on a control signal from the engine control unit 70, the valve opening of the throttle valve and the fuel injection valve are controlled. Control the fuel injection amount.

  The first clutch 15 is interposed between the output shaft of the engine 10 and the rotation shaft of the motor generator 20, and connects and disconnects (ON / OFF) the power transmission between the engine 10 and the motor generator 20. Examples of the first clutch 15 include a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid. In the first clutch 15, the hydraulic pressure of the hydraulic unit 16 is controlled based on a control signal from the integrated control unit 60, whereby the clutch plate of the first clutch 15 is engaged (including a slip state) or released. A dry clutch may be adopted as the first clutch 15.

  The motor generator 20 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor generator 20 is provided with a rotation angle sensor 21 such as a resolver for detecting the rotor rotation angle. The motor generator 20 functions as an electric motor or a generator. When three-phase AC power is supplied from the inverter 35, the motor generator 20 is driven to rotate (powering).

  On the other hand, when the rotor is rotated by an external force, motor generator 20 generates AC power by generating electromotive force at both ends of the stator coil (regeneration). The AC power generated by the motor generator 20 is converted into DC power by the inverter 35 and then charged to the battery 30. In addition, since negative torque is generated in the motor generator 20 during regeneration, the driving wheel also has a braking function.

  The battery 30 may be an assembled battery in which a plurality of lithium ion secondary batteries, nickel hydride secondary batteries, and the like are connected in series or in parallel. A current / voltage sensor 31 is attached to the battery 30, and these detection results are output to the motor control unit 80.

  The second clutch 25 is interposed between the motor generator 20 and the left and right drive wheels 54 to connect and disconnect (ON / OFF) the power transmission between the motor generator 20 and the left and right drive wheels 54. The second clutch 25 can be exemplified by, for example, a wet multi-plate clutch, similar to the first clutch 15 described above. In the second clutch 25, the hydraulic pressure of the hydraulic unit 26 is controlled based on a control signal from the transmission control unit 90, whereby the clutch plate of the second clutch 25 is engaged (including a slip state) / released.

  The automatic transmission 40 is a stepped transmission that switches the gear ratio such as the seventh forward speed and the first reverse speed in stages, and automatically switches the gear ratio according to the vehicle speed, the accelerator opening, and the like. The gear ratio of the automatic transmission 40 is controlled based on a control signal from the transmission control unit 90.

  As shown in FIG. 1, the second clutch 25 may be one in which several frictional engagement elements are used among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission 40. Alternatively, the second clutch 25 may be a dedicated clutch different from the automatic transmission 40. For example, as shown in FIG. 2, the second clutch 25 may be a dedicated clutch interposed between the output shaft of the motor generator 20 and the input shaft of the automatic transmission 40. Alternatively, as shown in FIG. 3, the second clutch 25 may be a dedicated clutch interposed between the output shaft of the automatic transmission 40 and the propeller shaft 51. 2 and 3 are diagrams showing the configuration of a hybrid vehicle according to another embodiment. In FIGS. 2 and 3, the configuration other than the power train is the same as that in FIG. Indicates.

  FIG. 4 is a skeleton diagram showing the configuration of the automatic transmission 40 of this example. The automatic transmission 40 includes a first planetary gear set GS1 (first planetary gear G1, second planetary gear G2) and a second planetary gear set GS2 (third planetary gear G3, fourth planetary gear G4). The first planetary gear set GS1 (first planetary gear G1 and second planetary gear G2) and the second planetary gear set GS2 (third planetary gear G3 and fourth planetary gear G4) have an axial output shaft Output from the input shaft Input side. It is arranged in this order toward the side.

  The automatic transmission 40 includes a plurality of clutches C1, C2, C3, a plurality of brakes B1, B2, B3, B4 and a plurality of one-way clutches F1, F2 as friction engagement elements. The one-way clutches F1 and F2 are clutches that transmit rotational force in only one direction. When the rotational speed of the input side Input is equal to or higher than the rotational speed of the output side Output, the clutch is engaged and outputs the input side input rotation. However, if the output speed of the output output exceeds the speed of the input input, the clutch is disengaged, and the rotation of the output output is not transmitted to the input output. Hereinafter, the one-way clutch may be abbreviated as OWC.

  The first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both the gears S1 and R1. The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 that meshes with both the gears S2 and R2. The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both the gears S3 and R3. is there. The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 that meshes with both the gears S4 and R4.

  The input shaft Input is connected to the second ring gear R2 and receives rotational driving force from the engine 10. The output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the drive wheels 54 via a final gear or the like (not shown). The first connecting member M1 is a member that integrally connects the first ring gear R1, the second carrier PC2, and the fourth ring gear R4. The second connecting member M2 is a member that integrally connects the third ring gear R3 and the fourth carrier PC4. The third connecting member M3 is a member that integrally connects the first sun gear S1 and the second sun gear S2.

  The first planetary gear set GS1 is formed by connecting a first planetary gear G1 and a second planetary gear G2 by a first connecting member M1 and a third connecting member M3, and is composed of four rotating elements. Further, the second planetary gear set GS2 is formed by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2, and is composed of five rotating elements.

  The first planetary gear set GS1 has a torque input path that is input from the input shaft Input to the second ring gear R2. The torque input to the first planetary gear set GS1 is output from the first connecting member M1 to the second planetary gear set GS2. The second planetary gear set GS2 has a torque input path that is input from the input shaft Input to the second connecting member M2, and a torque input path that is input from the first connecting member M1 to the fourth ring gear R4. The torque input to the second planetary gear set GS2 is output from the third carrier PC3 to the output shaft Output.

  When an H & LR (high & low reverse) clutch C3, which will be described later, is released and the rotation speed of the fourth sun gear S4 is larger than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 have independent rotation speeds. appear. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The input clutch C1 is a clutch that selectively connects / disconnects (ON / OFF) the input shaft Input and the second connecting member M2. The direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The H & LR (high & low reverse) clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. A second one-way clutch F2 is arranged between the third sun gear S3 and the fourth sun gear S4. The front brake B1 is a brake that selectively stops the rotation of the first carrier PC1. The first one-way clutch F1 is disposed in parallel with the front brake B1. The low brake B2 is a brake that selectively stops the rotation of the third sun gear S3. The 2346 brake B3 is a brake that selectively stops the rotation of the third connecting member M3 (the first sun gear S1 and the second sun gear S2) (2346 brake for use at the second speed, the third speed, the fourth speed, and the sixth speed). Called). The reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4.

  FIG. 5 is a diagram showing a fastening operation table for the seventh forward speed and the first reverse speed in the automatic transmission 40 shown in FIG. A circle in FIG. 5 indicates a state in which the corresponding clutch or brake is engaged (ON), and a blank indicates a state in which these are released (OFF). In addition, (◯) marks in FIG. 5 indicate that the fastening is performed only when the engine brake is applied. Note that, as described above, the second clutch 25 of this example is configured to utilize the shift friction engagement element in the automatic transmission 40, and among the shift friction engagement elements, the shift friction element to be engaged at the current gear stage, Specifically, the speed change frictional engagement element surrounded by the thick solid line in FIG. That is, in this example, the low brake B2 is used as the second clutch 25 from the first speed to the third speed, and the H & LR clutch C3 is used as the second clutch 25 from the fourth speed to the seventh speed.

  The automatic transmission 40 is not particularly limited to the stepped transmission of the seventh forward speed and the first reverse speed described above, and may be another stepped transmission of the fifth forward speed and the first reverse speed, for example. . FIG. 6 shows an example of a shift diagram of the automatic transmission 40 of the present example, where the solid line indicates the upshift and the dotted line indicates the downshift shift line. In the figure, “1⇒2” indicates an upshift from the first speed to the second speed, and “1 ← 2” indicates a downshift from the second speed to the first speed.

  Returning to FIG. 1, the output shaft of the automatic transmission 40 is connected to the left and right drive wheels 54 via a propeller shaft 51, a differential gear unit 52, and left and right drive shafts 53. In FIG. 1, reference numeral 55 denotes left and right steering front wheels. 1 to 3 exemplify a rear-wheel drive hybrid vehicle, it may be a front-wheel drive hybrid vehicle or a four-wheel drive hybrid vehicle.

  The hybrid vehicle 1 according to the present embodiment sets the drive source to the engine 10 and / or the motor generator 20, in other words, according to the engaged / slip / release state of the first and second clutches 15 and 25. It is possible to switch to each travel mode described below.

  The motor generator use travel mode (hereinafter referred to as EV travel mode) is a mode in which the first clutch 15 is disengaged and the second clutch 25 is engaged to travel using only the power of the motor generator 20 as a drive source.

  The engine use travel mode (hereinafter referred to as HEV travel mode) is a mode in which both the first clutch 15 and the second clutch 25 are engaged and the vehicle travels while including at least the power of the engine 10 as a drive source.

  In addition to the EV traveling mode and the HEV traveling mode, the first clutch 15 is engaged and the second clutch 25 is in the slip state, and the engine uses slip traveling mode (hereinafter referred to as WSC) that travels while including the power of the engine 10 as a drive source. Travel mode, Wet Start Clutch) may be set. The WSC traveling mode is a mode in which creep traveling can be achieved particularly when the state of charge (SOC) of the battery 30 is lowered or when the temperature of the cooling water of the engine 10 is low.

  In addition to the EV travel mode and the HEV travel mode, the first clutch 15 is released while the engine 10 is operated, the second clutch 25 is set in a slip state, and only the power of the motor generator 20 is traveled. A motor use slip running mode (hereinafter referred to as MWSC running mode) may be set. In the above-described WSC travel mode, when the road surface slope is an uphill road or the like with a predetermined value or more, the driver adjusts the accelerator pedal and the state in which the vehicle is stopped or at the slow start state (so-called stall stop state) continues. The state in which the slip amount of the second clutch 25 is excessive continues, and therefore the second clutch 25 may be overheated. This is because engine stall occurs when the engine speed is made lower than the idle speed. Therefore, in this embodiment, in such a case, the MWSC travel mode is selected in order to prevent the second clutch 25 from being overheated.

  When shifting from the EV travel mode to the HEV travel mode, the engine can be started by engaging the released first clutch 15 and using the torque of the motor generator 20.

  Further, in the HEV travel mode, an engine travel mode, a motor assist travel mode, and a travel power generation mode are set. In the engine running mode, the drive wheel 54 is moved using only the engine 10 as a power source without driving the motor generator 20. In the motor assist travel mode, both the engine 10 and the motor generator 20 are driven, and the drive wheels 54 are moved using these two as power sources. In the traveling power generation mode, the drive wheel 54 is moved using the engine 10 as a power source, and at the same time, the motor generator 20 is caused to function as a generator to charge the battery 30.

  In addition to the modes described above, when the vehicle is stopped, the motor generator 20 is made to function as a generator by using the power of the engine 10 to charge the battery 30 or supply power to the electrical components. May be provided.

  The control system of the hybrid vehicle 1 in this embodiment includes an integrated control unit 60, an engine control unit 70, a motor control unit 80, and a transmission control unit 90, as shown in FIG. These control units 60, 70, 80, and 90 are connected to each other through, for example, CAN communication.

  The engine control unit 70 outputs a command for controlling the engine operating point (engine speed Ne, engine torque Te) to the throttle valve actuator of the engine 10 according to the target engine torque command from the integrated control unit 60 and the like. Information on the engine speed Ne and the engine torque Te is output to the integrated controller 60 via the CAN communication line.

  The motor control unit 80 inputs information from the rotation angle sensor 21 provided in the motor generator 20, and according to the target motor generator torque command value from the integrated control unit 60, the operating point of the motor generator 20 (motor rotation). A command for controlling the number Nm and the motor torque Tm) is output to the inverter 35. The motor control unit 80 calculates and manages the SOC of the battery 30 based on the current value and the voltage value detected by the current / voltage sensor 31. The battery SOC information is used as control information for the motor generator 20 and is sent to the integrated control unit 60 via CAN communication. Further, the motor control unit 80 estimates the motor generator torque Tm based on the value of the current flowing through the motor generator 20 (the power running control torque and the regenerative control torque are distinguished based on whether the current value is positive or negative). Information on the motor generator torque Tm is sent to the integrated control unit 60 via CAN communication.

  The transmission control unit 90 inputs sensor information from an accelerator opening sensor 91, a vehicle speed sensor 92, a second clutch hydraulic pressure sensor 93, and an inhibitor switch 94 that outputs a signal corresponding to the position of the shift lever operated by the driver. In response to the second clutch control command from the integrated control unit 60, a command for controlling the engagement / release of the second clutch 25 is output to the hydraulic unit 26. Information on the accelerator opening APO, the vehicle speed VSP, and the inhibitor switch is sent to the integrated control unit 60 via CAN communication.

The integrated control unit 60 manages the energy consumption of the entire hybrid vehicle 1 and controls the function of causing the hybrid vehicle 1 to travel efficiently. The integrated control unit 60 includes a second clutch output rotational speed sensor 61 that detects an output rotational speed N2 _out of the second clutch 25, a second clutch torque sensor 62 that detects a transmission torque capacity TCL2 of the second clutch 25, and a brake hydraulic pressure sensor. 63, sensor information from the temperature sensor 64 that detects the temperature of the second clutch 25 and the G sensor 65 that detects the longitudinal acceleration and lateral acceleration of the vehicle is acquired. The integrated control unit 60 also acquires sensor information obtained through CAN communication in addition to these pieces of information.

  Based on these pieces of information, the integrated control unit 60 controls the operation of the engine 10 according to the control command to the engine control unit 70, the operation control of the motor generator 20 based on the control command to the motor control unit 80, and the transmission control unit 90. Control of the automatic transmission 40 according to the control command for the first clutch 15, engagement / release control of the first clutch 15 according to the control command for the hydraulic unit 16 of the first clutch 15, and control command for the hydraulic unit 26 of the second clutch 25 Engagement / release control of the second clutch 25 is executed.

  Next, the control executed by the integrated control unit 60 will be described. FIG. 7 is a control block diagram of the integrated control unit 60. The control described below is repeatedly executed, for example, every 10 msec. As shown in FIG. 7, the integrated control unit 60 includes a target drive torque calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The target driving torque calculation unit 100 uses the predetermined target driving force map to perform target driving based on the accelerator opening APO detected by the accelerator opening sensor 91 and the vehicle speed VSP detected by the vehicle speed sensor 92. Torque tFo0 is calculated. FIG. 8 shows an example of the target drive torque map.

  The mode selection unit 200 refers to the drive travel mode control map shown in FIG. 9 and calculates and selects the target drive travel mode. In the drive travel mode map of FIG. 9, regions of the EV travel mode and the HEV travel mode are set according to the vehicle speed VSP and the accelerator opening APO. In this travel mode map, the switching line from the EV travel mode or the HEV travel mode to the WSC mode indicates that the engine 10 idles when the automatic transmission 40 is at the first speed in the region below the predetermined accelerator opening APO1. It is set in a region lower than the lower limit vehicle speed VSP1 at which the rotational speed is smaller than the rotational speed. In addition, since a large driving force is required in a region where the accelerator opening APO1 is greater than or equal to the predetermined accelerator opening APO1, the WSC traveling mode is set up to a vehicle speed VSP1 'region that is higher than the lower limit vehicle speed VSP1. Note that the target travel mode is calculated in consideration of the SOC (or target charge / discharge power tP) of the battery 30 and the vehicle gradient.

  Target charge / discharge calculation unit 300 calculates target charge / discharge power tP from the SOC of battery 30 using a predetermined target charge / discharge amount map.

  Based on the accelerator pedal opening APO, the target drive torque tFoO, the target mode, the vehicle speed VSP, and the target charge / discharge power tP, the operating point command unit 400 sets the operating point reaching target as a transient target engine torque, target The motor generator torque, the target second clutch transmission torque capacity, the target gear position of the automatic transmission 40, and the first clutch solenoid current command are calculated. That is, the operating point command unit 400 sends the target engine torque to the engine control unit 70 based on the target drive torque calculated by the target drive torque calculation unit 100 and the target drive travel mode calculated by the mode selection unit 200. And the target motor generator torque is output to the motor control unit 80.

  The shift control unit 500 drives and controls the solenoid valve in the automatic transmission 40 so as to achieve the target second clutch transmission torque capacity and the target shift speed according to the shift schedule of the shift map of FIG. The shift map used at this time is one in which a target shift stage is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO.

  In the above-described hybrid vehicle, the following control is executed by the integrated control unit 60 in order to relieve the engagement shock of the one-way clutch when shifting to a gear stage using the one-way clutches F1 and F2 during downshifting. To do. Note that the shift speeds using the one-way clutches F1 and F2 are the first speed and the second speed as shown in the engagement operation table of the automatic transmission 40 in FIG. FIG. 10 is a flowchart showing the control content of the integrated control unit 60 (specifically, the operating point command unit 400) for reducing the combined shock of the one-way clutches F1 and F2.

  First, in step S1, the operating point command unit 400 determines whether or not the shift state of the automatic transmission 40 is a downshift. If the shift state is a downshift state, the operation point command unit 400 proceeds to step S2 and thereafter to execute the control of this example. . When the shift state of the automatic transmission 40 is an upshift state or a non-shift state other than downshift, this control is terminated.

  In step S2, it is determined whether or not the gear position of the automatic transmission 40 to be downshifted is a gear position including the one-way clutches F1 and F2. As shown in the engagement operation table of FIG. 5, in the automatic transmission 40 of this example, the first speed and the second speed are set to the gear positions including the one-way clutches F1 and F2, and therefore in step S2, the downshift state of step S1 is performed. In consideration of this, it is determined whether it is either a downshift from the third speed to the second speed or a downshift from the second speed to the first speed. However, the examples shown in FIGS. 11 and 12 execute this control only when downshifting from the second speed to the first speed, and do not execute this control when downshifting from the third speed to the second speed. And

  That is, if the downshift speed of the automatic transmission 40 is not a downshift from the second speed to the first speed, this control is terminated, but if the downshift is from the second speed to the first speed, a step is performed. Proceeding to S3, the second clutch 25 is set to the slip engagement state (capacity control). FIG. 11 is a time chart showing the control contents of this example, and assumes a situation where the hybrid vehicle finally stops while decelerating. At time T1, the vehicle starts to decelerate, at time T2, a downshift command to the third speed is output, at time T4, a downshift command to the second speed is output, and at time T7, to the first speed. Downshift command is output. On the other hand, when the shift in the automatic transmission 40 is completed, the shift to the third speed is completed at time T3, the shift to the second speed is completed at time T6, and the shift to the first speed is completed at time T9. Shifting is complete.

  Here, the command (capacity control command) for setting the second clutch 25 in the slip engagement state in this example is desirably a timing T7 that is temporally synchronized with the completion of the shift from the second speed to the first speed. As shown in the figure, due to the characteristics of the automatic transmission 40, a predetermined time lag occurs when the gear shift command is completed. Therefore, when the second clutch 25 is set to the slip engagement state at the gear shift completion timing T9, the time until the gear shift is completed is T7. This is because T9 cannot be expected to reduce the engagement shock of the one-way clutch.

  In order to set the second clutch 25 to the slip engagement state, the transmission torque capacity of the low brake B2 serving as the second clutch 25 is controlled at the second speed and the first speed as shown in the engagement operation table of FIG. At the same time, the 2346 brake B3 used in the second speed is released. That is, in the times T4 to T6 in FIG. 11, both the low brake B2 and the 2346 brake B3 are fully engaged with the command hydraulic pressure at the maximum value, but the shift command from the second speed to the first speed is input at the time T7. Then, the command hydraulic pressure for the low brake B2 decreases, and the command hydraulic pressure for the 2346 brake B3 gradually decreases to zero. As a result, the low brake constituting the second clutch 25 is set to the slip engagement state, and the 2346 brake B3 is released. At time T7, torque control is continued as it is for both engine 10 and motor generator 20.

  In step 4 of FIG. 10, a change in the input rotation speed of the motor generator 20 is detected, and when the change becomes a predetermined change, the process proceeds to step S5 and the motor generator 20 is switched to the rotation speed control. Time T8 in FIG. 11 corresponds to step S5. As a result, the idling speed can be maintained. In the next step S6, the slip engagement state of the second clutch 25 is maintained and the downshift of the automatic transmission 40 is finished.

  FIG. 12 is a time chart showing the control content of this example, and assumes a situation where the hybrid vehicle travels while decelerating and then accelerates most. Times T1 to T9 are the same as those in FIG. In step S7 of FIG. 10 (time T9 in FIG. 11), the accelerator is depressed and re-acceleration is detected. In step S8, if the lock-up command indicating complete engagement is detected, the process proceeds to step S9. Then, the setting of the slip engagement state of the second clutch 25 is canceled, and the state shifts to complete engagement. This corresponds to the time after time T10 in FIG.

  As described above, according to the hybrid vehicle control apparatus of the present example, when the automatic transmission 40 is downshifting and is in the gear position including the one-way clutches F1 and F2, the second clutch 25 is set to the slip engagement state. Therefore, even if the one-way clutches F1 and F2 are engaged during the downshift, the second clutch 25 in the slip engagement state can absorb and suppress this engagement shock. This shock suppression effect functions particularly effectively when shifting from the second speed to the first speed.

  In addition, since the second clutch 25 is set in the slip engagement state in time synchronization with the shift command for shifting the automatic transmission 40 from the second speed to the first speed, the one-way clutch is engaged until the shift is completed. The combined shock can be suppressed.

  In addition, since the second clutch 25 is continuously set in the slip engagement state until the lockup command for the automatic transmission 40 is output, the WSC travel mode is maintained following the completion of the shift, and the smooth feeling is not impaired.

  The engine 10 corresponds to an internal combustion engine according to the present invention, the motor generator 20 corresponds to an electric motor according to the present invention, the second clutch 25 corresponds to a clutch according to the present invention, and the operating point command unit 400 includes It corresponds to a downshift detection means, a gear position detection means and a control means according to the present invention.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle 10 ... Engine 15 ... 1st clutch 20 ... Motor generator 25 ... 2nd clutch 30 ... Battery 35 ... Inverter 40 ... Automatic transmission 60 ... Integrated control unit 70 ... Engine control unit 80 ... Motor control unit 90 ... Transmission control unit

Claims (4)

An internal combustion engine, an electric motor, an output shaft of the internal combustion engine and a driving wheel connected directly or indirectly to the output shaft of the electric motor, and a clutch for connecting and disconnecting a driving force between the electric motor and the driving wheel. A control device that outputs a control signal to a hybrid vehicle including an automatic transmission including a one-way clutch,
Downshift detecting means for detecting whether the shift state of the automatic transmission is downshift;
Shift speed detecting means for detecting whether or not the shift speed state of the automatic transmission is a shift speed including the one-way clutch;
Control means for setting the clutch to a slip engagement state when it is detected that the automatic transmission is in a downshift state and the shift stage state of the automatic transmission is a shift stage including the one-way clutch;
A control apparatus for a hybrid vehicle comprising: In the hybrid vehicle control device according to claim 1,
The control means is a control device for a hybrid vehicle, wherein the control means sets the clutch in a slip engagement state in time synchronization with a shift command to a shift stage including the one-way clutch with respect to the automatic transmission. In the hybrid vehicle control device according to claim 2,
The gear stage including the one-way clutch is the first speed and the second speed,
The control means is a control device for a hybrid vehicle, wherein the clutch is set in a slip engagement state in time synchronization with a shift command for shifting the automatic transmission from the second speed to the first speed. In the control apparatus of the hybrid vehicle in any one of Claims 1-3,
The control means is a control device for a hybrid vehicle, wherein the clutch is set to a slip engagement state until a lockup command for the automatic transmission is output.

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