JP5338332B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle that has an engine and a motor as drive sources and executes torque-down processing for reducing drive torque output to drive wheels when drive wheels slip.

  Conventionally, in a control device for a hybrid vehicle, a control device that reduces the torque of the engine and the motor and suppresses the slip of the drive wheel when the drive wheel slips during acceleration / deceleration is known from, for example, Patent Document 1 It has been.

JP 2000-115910 A

  In recent years, an engine and a motor generator are connected to each other by a first clutch capable of continuously changing torque capacity, and a motor generator and an output shaft are connected by a second clutch capable of continuously changing torque capacity. Hybrid vehicles have been proposed.

  In such a hybrid vehicle, the first clutch is disengaged while the second clutch is connected, and the EV mode in which the motor generator is used as a power source and the first clutch and the second clutch are connected together, the motor HEV mode in which the generator and the engine are used as a power source, and a WSC mode in which the first clutch is connected, the second clutch is slipped, and the motor generator and the engine are used as a power source and the clutch torque capacity is controlled. , You can run while switching to.

  Further, in such a hybrid vehicle, when a stepped automatic transmission is used, it is possible to perform a shift (motor assist shift) utilizing rotation speed control using a motor generator, and transmit a drive torque. Speed change is possible. The driving torque when performing this shift is determined by the torque transmission capacity of a predetermined clutch determined for each shift, and the selection of this clutch is a shift type (upshift or downshift, Whether it is a positive driving torque or a negative driving torque).

  However, in such a vehicle, as described in Patent Document 1 described above, when the drive wheel slips and the drive torque is suppressed by the engine and the motor generator, the drive torque depends on the slip amount of the drive wheel. When the amount of suppression is determined, the total drive torque of the engine and motor may be reduced to a negative value.

  As described above, when the drive torque changes from positive to negative, the shift type is changed, and a shift shock may occur or the shift time may become longer, which may cause the driver to feel uncomfortable. .

  The present invention has been made paying attention to the above problem, and in the case of performing torque control other than the operation of the driver, the shift type is suppressed from being changed according to a torque change different from the driver's intention. An object of the present invention is to provide a control device for a hybrid vehicle that can suppress the occurrence of a shift shock due to a change in the shift type and an increase in shift time, and can suppress the driver from feeling uncomfortable.

  In order to achieve the above object, in the present invention, the shift control means determines the input torque to the transmission based on a case where the input torque is determined according to the driver's operation and torque control other than the driver's operation. In the hybrid vehicle control device, the shift type determination process is performed to change the shift type selection criterion.

  In the control device for a hybrid vehicle of the present invention, the shift type selection criterion is different depending on whether the intention is made by the driver or by other torque control, so that the shift shock caused by changing the shift type is different. Generation can be set arbitrarily. Therefore, the shift type selection determination setting that suppresses the driver from feeling uncomfortable can be achieved.

1 is an overall system diagram showing an FR hybrid vehicle (an example of a hybrid vehicle) by rear wheel drive to which a hybrid vehicle control device of Embodiment 1 is applied. It is a control block diagram which shows the arithmetic processing performed in the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of Example 1 was applied. It is a figure which shows the target drive force map used when calculating the target drive force tFo0 with the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of Example 1 was applied. It is a figure which shows the EV-HEV selection map used when performing the mode determination process with the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of Example 1 is applied. It is a figure which shows the target charging / discharging amount map used when performing battery charging / discharging process with the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of Example 1 was applied. 1 is a skeleton diagram illustrating an example of an automatic transmission AT used in Embodiment 1. FIG. It is a fastening operation | movement table | surface which shows the fastening state of each friction fastening element for every gear stage in automatic transmission AT mounted in FR hybrid vehicle to which the control apparatus of Example 1 was applied. It is explanatory drawing which shows the transmission type performed in automatic transmission AT used for Example 1. FIG. It is a time chart which shows the example of an operation | movement at the time of upshift when the transmission torque by the control apparatus of Example 1 is positive. It is a time chart which shows the example of an action | operation at the time of upshift when the transmission torque by the control apparatus of Example 1 is negative. 4 is a flowchart showing a flow of processing of shift type selection determination control executed by an integrated controller 10 when drive wheel slip occurs and drive wheel slip suppression control is performed in the control device of the first embodiment. 6 is a time chart illustrating an operation example when a shift request is generated at a time before the start time td of the slip suppression control in the control device of the first embodiment. 6 is a time chart illustrating an operation example when a shift request is generated during the execution of slip suppression control in the control device according to the first embodiment. 6 is a time chart illustrating an operation example when a shift request is generated at a time before a start time td of slip suppression control in the control device of the second embodiment.

    Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  The hybrid vehicle control device of the present embodiment has an engine (Eng) and a motor (MG) on the input side of a stepped transmission (AT), and assists in shifting by controlling the rotational speed of the motor (MG). The transmission (AT) has a fastening element that receives the torque when transmitting the positive drive torque and when transmitting the negative drive torque during the shift. A hybrid vehicle control device having a different structure, wherein the shift control means (7) includes a case where an input torque to the transmission (AT) is determined according to a driver's operation, and a driver's operation. A hybrid vehicle control device that performs shift type determination processing for changing a shift type selection determination criterion when determined based on torque control other than operation.

  A control apparatus for a hybrid vehicle according to a first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of a hybrid vehicle) to which the control device of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch CL1, a motor generator MG, a second clutch CL2, and an automatic transmission AT. , A propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and performs engine start control, engine stop control, and throttle valve opening control based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is based on the first clutch control command from the first clutch controller 5 and is generated by the first clutch hydraulic unit 6. Engagement / release including half clutch state is controlled by one clutch control oil pressure. As the first clutch CL1, for example, a dry single-plate clutch whose engagement / release is controlled by a hydraulic actuator 14 having a piston 14a is used.

  Motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and three-phase alternating current generated by inverter 3 is applied based on a control command from motor controller 2. Is controlled. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “powering”), and the rotor receives rotational energy from the engine Eng or driving wheels. , The battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this operation state is referred to as “regeneration”). The rotor of motor generator MG is connected to input shaft IPS of automatic transmission AT via a damper.

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL, RR, and is generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7. The fastening / release including slip fastening and slip releasing is controlled by the control hydraulic pressure. As the second clutch CL2, for example, a wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are incorporated in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is a stepped transmission that automatically switches, for example, stepped gears such as forward 7 speed / reverse 1 speed according to vehicle speed, accelerator opening, etc., and the second clutch CL2 It is not newly added as a dedicated clutch, but an optimum clutch or brake arranged in the torque transmission path is selected from a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control travel mode (hereinafter referred to as “ It has a travel mode such as “WSC mode”.

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the power of the motor generator MG.

  In the first embodiment, in the EV mode, EV traveling mode in which the motor generator MG is driven with the driving force of the motor generator MG with the torque of the motor generator MG being positive as the power running operation state, and the motor generator MG is decelerated with the torque of the motor generator MG being negative by regeneration. EV decelerating running mode can be formed.

  The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels with the driving force of the engine Eng and the motor generator MG. In the first embodiment, in the HEV mode, an engine travel mode, a motor assist travel mode, a travel power generation mode, and an HEV deceleration travel mode can be formed.

  The engine running mode is a mode in which the torque of the motor generator MG is set to 0 and the engine runs at a positive torque of the engine Eng.

  The motor assist travel mode is a mode in which the engine Eng torque and the motor generator MG torque are both positive.

  The traveling power generation mode is a mode of traveling while generating power by the motor generator MG as a regenerative operation state in which the torque of the engine Eng is positive while the torque of the motor generator MG is negative.

  In contrast to the travel power generation mode, the HEV decelerating travel mode is a power running operation state in which the torque of the motor generator MG is positive, while the torque of the engine Eng is a negative value having a larger absolute value than the torque of the motor generator MG due to friction In this mode, the vehicle travels at a reduced speed.

  In the WSC mode, for example, when starting from the EV mode or starting from the HEV mode, the second clutch CL2 is brought into the slip engagement state, and the clutch transmission torque passing through the second clutch CL2 is applied to the vehicle state and the driver operation. In this mode, the vehicle starts while controlling the clutch torque capacity so that the required drive torque is determined accordingly. “WSC” is an abbreviation for “Wet Start clutch”.

  Next, the control system of the hybrid vehicle will be described.

  The control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, an AT controller 7, The second clutch hydraulic unit 8, the brake controller 9, the integrated controller 10, and the traction controller 30 are configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, the integrated controller 10, and the traction controller 30 are CAN communication lines 11 that can mutually exchange information. Connected through.

  The engine controller 1 inputs the engine speed information from the engine speed sensor 12, the target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3. The motor controller 2 monitors the battery charge amount SOC indicating the charge capacity of the battery 4, and this battery charge amount SOC information is used for control information of the motor generator MG and via the CAN communication line 11. To the integrated controller 10.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, the target CL1 torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engagement / release of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

  The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when traveling with the D range selected, a control command for searching for the optimum gear position based on the position where the operating point determined by the accelerator opening Apo and the vehicle speed Vsp exists on the shift map and obtaining the searched gear position is issued. Output to the AT hydraulic control valve unit CVU to control the engagement and release of each frictional engagement element (not shown). The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed. In addition to the automatic shift control, the AT controller 7 sends a command for controlling the engagement / release of the second clutch CL2 to the second clutch in the AT hydraulic control valve unit CVU when the target CL2 torque command is input from the integrated controller 10. Second clutch control to be output to the hydraulic unit 8 is performed.

  The brake controller 9 inputs a wheel speed sensor 19 that detects the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient for the required braking force obtained from the brake stroke BS, the shortage is compensated by the mechanical braking force (hydraulic braking force or motor braking force) Perform regenerative cooperative brake control.

  The traction controller 30 monitors the slip of the left and right rear wheels RL and RR, which are drive wheels, based on the wheel speed Wsp and the vehicle speed (vehicle speed) Vsp, and if the left and right rear wheels RL and RR slip, the integrated controller 10 Request torque down.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. From the motor rotation speed sensor 21 that detects the motor rotation speed Nm and other sensors and switches 22. Necessary information and information are input via the CAN communication line 11. Then, the integrated controller 10 selects an operation mode that can realize the driving force desired by the driver according to the accelerator opening Apo, the battery charge amount SOC, and the vehicle speed Vsp (proportional to the transmission output shaft rotation speed). Then, the target MG torque or target MG rotational speed command is output to the motor controller 2, the target engine torque command is output to the engine controller 1, the target CL1 torque command is output to the first clutch controller 5, and the AT controller 7 The target CL2 torque command is output to and a regenerative cooperative control command is output to the brake controller 9.

  FIG. 2 is a control block diagram illustrating arithmetic processing executed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 3 is a diagram illustrating a target driving force map used when calculating the target driving force tFo0 in the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 4 is a diagram showing an EV-HEV selection map used when mode determination processing is performed in the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. FIG. 5 is a diagram illustrating a target charge / discharge amount map used when battery charge control is performed by the integrated controller 10 of the FR hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, based on FIGS. 2-5, the arithmetic processing performed in the integrated controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.

  The target driving force calculation unit 100 calculates a target driving force tFo0 from the accelerator opening Apo and the vehicle speed Vsp using the target driving force map shown in FIG.

  The mode selection unit 200 selects “EV mode” or “HEV mode” as the target travel mode from the accelerator opening Apo and the vehicle speed Vsp using the EV-HEV selection map shown in FIG. However, if the battery charge SOC is equal to or less than the predetermined value, the “HEV mode” is forcibly set as the target travel mode. Further, when starting from the “EV mode” or “HEV mode”, the “WSC mode” is selected as the target travel mode until the vehicle speed Vsp reaches the first set vehicle speed Vsp1.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG.

  In the operating point command unit 400, the operating point reaching target is based on input information such as the accelerator opening Apo, the target driving force tFo0, the target travel mode, the vehicle speed Vsp, the target charging / discharging power tP, and the battery charge amount SOC. As described above, a transient target engine torque, a target MG torque, a target CL2 torque capacity, a target AT shift, and a CL1 solenoid current command are calculated. Then, the target engine torque command, the target MG torque command, the CL1 solenoid current command, the target CL2 torque capacity, and the target AT shift are output to the controllers 1, 2, 5, and 7 via the CAN communication line 11.

  2 constitutes a part of the AT controller 7, and the shift control unit 500 uses the automatic transmission to achieve this from the target CL2 torque capacity and the target AT shift. Drive control of solenoid valve in AT.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and the drive force from at least one of the engine Eng and the motor generator MG is as shown in FIG. Input from IPS, the rotational speed is changed by the four planetary gears and the seven frictional engagement elements, and output from the transmission output shaft PS.

  Next, a transmission gear mechanism between the transmission input shaft IPS and the transmission output shaft PS will be described. The first planetary gear set GS1, the third planetary gear G3, and the fourth planetary gear G4 are sequentially formed by the first planetary gear G1 and the second planetary gear G2 on the transmission input shaft IPS side to the transmission output shaft PS side. The second planetary gear set GS2 is arranged. In addition, a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as friction engagement elements. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged.

  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 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 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 gears S3 and R3.

  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 gears S4 and R4.

  The transmission input shaft IPS is connected to the second ring gear R2 and inputs rotational driving force from at least one of the engine Eng and the motor generator MG. The transmission output shaft PS is connected to the third carrier PC3 and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by the first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  The first planetary gear set GS1 is configured to have four rotating elements by connecting the first planetary gear G1 and the second planetary gear G2 with the first connecting member M1 and the third connecting member M3. The Further, the second planetary gear set GS2 is configured to have five rotating elements by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2.

  In the first planetary gear set GS1, torque is input to the second ring gear R2 from the transmission input shaft IPS, and the input torque is output to the second planetary gear set GS2 via the first connecting member M1. In the second planetary gear set GS2, torque is directly input from the transmission input shaft IPS to the second connection member M2, and is also input to the fourth ring gear R4 via the first connection member M1. Is output from the third carrier PC3 to the transmission output shaft PS.

  The first clutch C1 (input clutch I / C) is a clutch that selectively connects and disconnects the transmission input shaft IPS and the second connecting member M2. The second clutch C2 (direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The third clutch C3 (H & LR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.

  The second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4. As a result, when the third clutch C3 is released and the rotational speed of the fourth sun gear S4 is greater than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotational speeds. 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 first brake B1 (front brake Fr / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case. The first one-way clutch F1 is disposed in parallel with the first brake B1. The second brake B2 (low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case. The third brake B3 (2346 brake 2346 / B) is a brake that selectively stops the rotation of the third connecting member M3 connecting the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case. The fourth brake B4 (reverse brake R / B) is a brake that selectively stops the rotation of the fourth carrier PC3 with respect to the transmission case Case.

  FIG. 7 is a fastening operation table showing a fastening state of each frictional engagement element for each shift speed in the automatic transmission AT mounted in the FR hybrid vehicle to which the control device of the first embodiment is applied. In FIG. 7, ◯ indicates that the friction engagement element is in an engaged state, (◯) indicates that the friction engagement element is in an engagement state at least when the engine brake is operated, and no mark indicates the friction engagement. Indicates that the element is open.

  Of each frictional engagement element provided in the transmission gear mechanism configured as described above, one of the frictional engagement elements that have been engaged is released, and one of the frictional engagement elements that have been released is engaged. By doing so, it is possible to realize a first reverse speed with seven forward speeds as described below.

  That is, in the “first speed”, only the second brake B2 is engaged, whereby the first one-way clutch F1 and the second one-way clutch F2 are engaged. In “second speed”, the second brake B2 and the third brake B3 are engaged, and the second one-way clutch F2 is engaged. In “third speed”, the second brake B2, the third brake B3, and the second clutch C2 are engaged, and the first one-way clutch F1 and the second one-way clutch F2 are not engaged. In the “fourth speed”, the third brake B3, the second clutch C2, and the third clutch C3 are engaged. In “5th speed”, the first clutch C1, the second clutch C2, and the third clutch C3 are engaged. In “6th speed”, the third brake B3, the first clutch C1, and the third clutch C3 are engaged. At “7th speed”, the first brake B1, the first clutch C1, and the third clutch C3 are engaged, and the first one-way clutch F1 is engaged. In “reverse speed”, the fourth brake B4, the first brake B1, and the third clutch C3 are engaged.

  Here, as the second clutch CL2 shown in FIG. 1, a friction engagement element that is engaged at each shift speed can be selected. For example, the second brake B2, “1st speed to 3rd speed”, “ The second clutch C2 is used at the "4th speed", the third clutch C3 is used at the "5th speed", and the first clutch C1 is used at the "6th and 7th speed".

  Shift types executed by the automatic transmission AT can be broadly classified into four types shown in FIG. That is, in the case of the shift using the rotational speed control by the motor, it can be classified into four types depending on whether it is upshift or downshift and the input torque is positive or negative as shown.

  In this speed change, the speed is changed while transmitting the driving force. However, even if the speed is changed to the same gear stage, the fastening element for transmitting the drive torque differs depending on whether the positive torque is transmitted or the negative torque is transmitted. become.

  This will be described by taking the case of the upshift shown in FIGS. 9 and 10 as an example.

  FIG. 9 shows an example of upshifting when the transmission torque is positive, for example, when the accelerator is depressed, and in this case, the driving torque to be transmitted is realized by the torque transmission capacity of the fastening element on the fastening side. On the other hand, FIG. 10 shows an example of upshifting when the transmission torque is negative, for example, an accelerator or an illegal state. In this case, the driving torque to be transmitted is realized by the torque transmission capacity of the fastening element on the release side. Is done.

  Therefore, if the positive / negative of the target drive torque is changed during a shift, the state shown in FIGS. 9 and 10 is changed, and a shift shock occurs.

  Next, the flow of the shift type determination process executed by the AT controller 7 when drive wheel slip occurs and drive wheel slip suppression control is performed will be described based on the flowchart shown in FIG. Note that this shift type determination process is executed, for example, at a preset control cycle of about 10 msec.

  In step S1, it is determined whether or not the slip amount of the left and right rear wheels RL, RR, which are drive wheels, has exceeded a slip threshold, that is, whether drive wheel slip has occurred. When the driving wheel slip does not occur, one process is completed. The determination of the occurrence of drive wheel slip may be made independently or from the operating state of the traction controller 30.

  In step S2, the shift type selection threshold value, which is the threshold value of the input torque for selecting the shift type, is changed so that the shift type is not easily changed, and the process proceeds to the next step S3. This change in the shift type selection threshold value may be made difficult to change by providing an offset in determining whether the threshold value of the input torque to the automatic transmission AT for determining the shift type is positive or negative. It may be large and difficult to change. Alternatively, it may be difficult to change by setting a longer determination time such that the determination of selecting the shift type continues for a certain time or longer.

  In step S3, it is determined whether or not a shift is currently being performed. If the shift is being performed, the process proceeds to step S4. If the shift is not being performed, one process is completed, and the shift type for the next shift is set to the normal shift type. As described above, it is determined from the target value of the input torque (target drive torque).

  In step S4 that proceeds when the gear is being shifted, it is determined whether or not the selection of the shift type by the driver's accelerator operation and the selection of the shift type by the target value of the input torque match, and both shift types match. If this is the case, the process proceeds to step S5. If they do not match, one process is terminated while maintaining the previous shift type.

  In step S5, the change of the shift type is permitted.

  Next, the operation of the first embodiment will be described based on the time charts of FIGS. In the time charts shown in these drawings, driving wheel slip occurs as the driver performs acceleration operation to open the accelerator opening, and driving wheel slip suppression control is started at time td correspondingly. Shows the operation when By this drive wheel slip suppression control, the target drive torque is reduced. In the example of this time chart, the target drive torque is reduced to a negative value due to the torque reduction of the engine Eng and the motor generator MG, and then changes to a positive value as the drive wheel slip is suppressed. ing.

  In both time charts, the start timing of the shift request is different. In both figures, ths indicates the time when the shift request is generated, and the the indicates the time when the shift request is completed.

  In FIG. 12, a shift request (for example, drive up) occurs at a time before the start time td of the drive wheel slip suppression control.

  In this case, at the time point ths when the shift request is generated, the drive wheel slip suppression control has not been started, that is, no drive wheel slip has occurred, so a NO determination is made in step S1, and the shift type determination process is not executed. . Therefore, at the time point ths when the shift request is generated, the shift type is determined based on the target drive torque at this time point based on the normal shift type determination process.

  Thereafter, at tm, the target drive torque changes to a negative value, and in the conventional case, the shift type is changed because it exceeds the shift type selection change threshold. In the first embodiment, this tm is changed. While the drive torque request based on the accelerator opening by the driver's operation at the time of is “positive”, the target drive torque is “negative” and the two do not match, so it is determined NO in step S4, There is no change in gear type. Thereafter, the shift request is completed, and the shift type is not changed while the shift request is generated.

  As described above, the drive wheel slip suppression control does not change the shift type even when the target drive torque becomes a negative value, and can prevent the occurrence of a shift shock due to the change of the shift type and is different from the driver's intention to accelerate. Since the shift type is not changed, it is possible to prevent the driver from feeling uncomfortable.

  On the other hand, the example shown in FIG. 13 shows a case where the shift request is turned on after the drive wheel slip suppression control is started (td) and the target drive torque changes from positive to negative. In this case, at the time ths when the shift request is turned ON, the process proceeds from step S1 to S2 to S3. In step S4, the shift type is selected by the driver's operation (accelerator opening) and the shift type is selected by the target drive torque. Therefore, the shift type change in step S5 is not performed.

  Thereafter, when the drive wheel slip is suppressed and the target drive torque changes from negative to positive, a YES determination is made in step S4, and the shift type is changed.

  In the example shown in FIG. 13 as well, the shift type is changed only when the driver's operation intention (accelerator opening) matches the target drive torque, so that the shift type different from the driver's intention is obtained. No change is made, the occurrence of a shift shock due to a shift type change different from the driver's intention is suppressed, and a sense of discomfort given to the driver can be suppressed.

As described above, the effects listed below can be obtained in the control device according to the first embodiment.
a) The AT controller 7 determines the input torque to the automatic transmission AT based on the accelerator opening corresponding to the driver's operation and the driving slip suppression control that is torque control. In this case, the shift type selection threshold value, which is a reference for selecting the shift type, is changed. For this reason, it is possible to arbitrarily set whether or not the process for changing the shift type is executed based on the input torque by the drive wheel slip control which is a control different from the driver's intention. Therefore, it is possible to control the change of the shift type when the input torque is controlled to be different from the driver's operation intention, thereby suppressing the occurrence of a shift shock and giving the driver a sense of incongruity. In addition, it is possible to suppress the time required for the shift by changing the shift type and to shorten the shift time, and it is also possible to suppress the occurrence of a shift shock and an uncomfortable feeling to the driver.

  b) When the AT controller 7 determines the input torque to the automatic transmission AT based on the drive wheel slip suppression control in the shift type determination process, the AT controller 7 responds to the driver's operation (accelerator opening). The shift type selection threshold value, which is a parameter threshold value for determining the selection of the shift type, is changed to a side where the change of the shift type is difficult to be performed.

  As a result, when the drive wheel slip suppression control is executed, it is difficult to select a shift type different from the driver's intention, and the change frequency of the shift type can be suppressed and the change time can be shortened. As a result, it is possible to suppress a shift that gives the driver an uncomfortable feeling during the execution of the drive wheel slip suppression control.

  c) In the shift type determination process, the AT controller 7 selectively uses the target drive torque and the accelerator opening as parameters for selecting the shift type when the input torque is determined by the drive wheel slip suppression control. I did it.

  Thus, when the input torque is determined by the drive wheel slip suppression control, the accelerator opening according to the driver's intention and the target drive torque determined by the drive wheel slip suppression control are selectively used. This makes it possible to suppress the selection of the shift type not depending on the driver's intention.

  More specifically, in the normal time when the input torque is determined according to the accelerator opening, even if the shift type is selected based on the target drive torque, the shift type is selected according to the driver's intention. Can be performed.

  On the other hand, when the input torque is determined by driving wheel slip suppression control that is different from the driver's intention, the gear type is selected based on the accelerator opening, which also reflects the driver's intention. By performing the selected shift type, it is possible to suppress the driver from feeling uncomfortable.

  d) In the shift type determination process, if the input torque is determined based on the drive wheel slip suppression control before the shift, the AT controller 7 selects a shift type that can realize the input torque and starts the shift. To do. On the other hand, during the shift, the shift type can be changed only when the selection of the shift type based on the accelerator opening, which is the driver's operation, matches the selection of the shift type based on the target drive torque.

  Therefore, normally, the required input torque according to the driver's operation can be realized. On the other hand, when the input torque is determined by the drive wheel slip suppression control, the shift type is changed only when the shift type according to the driver's intention of operation matches the shift type according to the target drive torque. Thus, when the target drive torque is in an input torque state that requires changing the gear shift type, it is possible to allow only selection of the gear shift type according to the driver's intention and to make it difficult for the driver to feel uncomfortable.

  e) In the shift type determination process, if the input torque is determined by the drive wheel slip suppression control during the shift, the AT controller 7 selects the shift type that can realize the input torque before the shift and starts the shift. During the shift, the shift type can be changed only when the selection of the shift type corresponding to the driver's operation matches the selection of the shift type based on the target drive torque.

  Also in this case, when the input torque is determined by the drive wheel slip suppression control, the shift type only when the shift type according to the driver's operation intention matches the shift type according to the target drive torque. It is possible to make it difficult for the driver to feel uncomfortable.

  f) In the drive wheel slip suppression control, the torque of the motor generator MG is recommended to a negative value, so that it is possible to save energy by generating power with deceleration energy.

(Other examples)
Other embodiments will be described below. Since these other embodiments are modifications of the first embodiment, only the differences will be described, and the configuration common to the first embodiment or the other embodiments will be described. The description is omitted by giving a common reference numeral.

  The second embodiment is different from the first embodiment in part of the shift type determination process. That is, the flowchart of FIG. 14 shows the flow of the shift type determination process in the second embodiment. Steps S21 to S23 are the same as steps S1 to S3 in the first embodiment, and the processing content of the subsequent step S24 is the same. This is different from the first embodiment.

  That is, in step S24, when a shift request is generated, the shift type is changed based on the shift type selection based on the accelerator opening.

  Therefore, in the example of the time chart shown in FIG. 12, while the shift request is ON, the shift type is always set according to the accelerator opening regardless of the change in the target drive torque (= input torque of the automatic transmission AT). Is done.

  Therefore, the shift type selection different from the driver's intention is not made, the driver does not feel uncomfortable, the occurrence of shock due to the high frequency of change of the shift type can be suppressed, and It is possible to suppress an increase in the shift time.

  In the example of the time chart shown in FIG. 13, even if a shift request is made when the target drive torque is negative, a shift type corresponding to the accelerator opening is selected, and a shift type different from the driver's intention is selected. This prevents the driver from feeling uncomfortable, suppresses the occurrence of a shock due to an increase in the frequency of changing the shift type, and suppresses an increase in the shift time.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first and second embodiments, the configuration of the hybrid vehicle includes the engine Eng, the first clutch CL1, the motor generator MG, and the second clutch CL2 (built in the automatic transmission AT). However, the configuration is not limited to the configuration illustrated in FIG. 1. For example, a configuration in which the second clutch CL <b> 2 is not used may be employed. Further, the first clutch CL1 may be omitted and the vehicle may travel only in the HEV mode.

  In the first and second embodiments, after changing the shift type selection threshold by executing the drive wheel slip suppression control, the shift type is changed based on the accelerator opening if the shift is in progress (Embodiment 2), In addition, when the shift type selection based on the accelerator opening coincides with the shift type selection based on the target drive torque, the shift type change is shown, but only the shift type selection threshold is set without performing these processes. Even in the case of executing the changing process, it is possible to suppress the occurrence of the shift shock and the increase in the shift time by suppressing the frequency of the shift type change compared to the conventional process.

  In the first and second embodiments, the case where the input torque to the transmission is determined based on the torque control other than the driver's operation is exemplified by the drive wheel slip suppression control. However, the present invention is not limited to this. In other words, the point is that other control may be used as long as it controls the total torque of the engine and the motor input to the input shaft of the transmission regardless of the driver's intention. For example, the present invention may be applied to those that perform torque control in accordance with traveling control such as follow-up control of other vehicles or automatic traveling, or those that perform torque control by posture control or the like.

  Further, the threshold value for selecting the gear shift type in step S4 of the first embodiment and the threshold value for gear shift selection in step S24 of the second embodiment are changed in addition to the change of the gear shift type selection threshold value in normal times and in steps S2 and S22. The threshold value may be changed so that the change of the transmission type is less likely to occur (this is an embodiment of the invention of claim 7). In this way, it is further difficult to change the shift type during the shift, and it is possible to suppress the occurrence of a shift shock and an increase in the shift time due to the change of the shift type during the shift.

  In the first embodiment, as the hybrid vehicle, the FR hybrid vehicle using the left and right rear wheels RL and RR as the drive wheels is shown. You can also

RR Right rear wheel (drive wheel)
RL Left rear wheel (drive wheel)
AT automatic transmission IPS input shaft PS transmission output shaft 7 AT controller (shift control means)
10 integrated controller 30 traction controller (torque control means)
500 Shift Control Unit SOC Battery Charge MG Motor Generator Eng Engine

Claims (7)

An engine and a motor on the input side of a stepped transmission,
Shift control means for performing a process of assisting shift by controlling the rotation speed of the motor;
The transmission is a control device for a hybrid vehicle having a structure in which a fastening element that receives torque is different between a case where a positive drive torque is transmitted during a shift and a case where a negative drive torque is transmitted,
The shift control means includes
A drive upshift that is an upshift that transmits the positive driving torque, a coast upshift that is an upshift that transmits the negative driving torque, and the positive driving torque are transmitted in accordance with an input torque to the transmission. A determination is made to select four types of shifts, a drive downshift that is a downshift and a coast downshift that is a downshift that transmits the negative drive torque,
If the input torque to the transmission is determined based on torque control other than the driver's operation at the time of selecting the shift type, the input torque is set to the accelerator opening corresponding to the driver's operation. A control apparatus for a hybrid vehicle, which performs a shift type determination process for changing a threshold value of a parameter for performing selection determination of the shift type to a side where the change of the shift type is less likely to occur than when determined based on the shift type. In the shift type determination process, when the input torque is determined by the torque control, a target drive torque determined based on the torque control as the input torque used for the shift type selection determination, and the accelerator opening The hybrid vehicle control device according to claim 1, wherein a drive torque request determined according to the degree is selectively used . In the shift type determination process , in the normal time when the input torque is not determined by the torque control, the shift type is selected based on the input torque of the transmission, and the input torque is determined by the torque control. If you are, a control apparatus for a hybrid vehicle according to claim 1, wherein the selecting the shift type by the accelerator opening. In the shift type determination process , when the input torque is determined based on the torque control before the shift, the shift type capable of realizing the input torque is selected and the shift is started. The shift type can be changed only when the selection of the shift type based on the opening degree matches the selection of the shift type based on the target drive torque determined based on the torque control. Item 4. The hybrid vehicle control device according to Item 3. In the shift type determination process, when the input torque is determined by the torque control during a shift, the shift type that can realize the input torque before the shift is selected and the shift is started. The shift type can be changed only when the selection of the shift type according to the opening degree matches the selection of the shift type based on the target drive torque determined based on the torque control. The control apparatus of the hybrid vehicle of any one of Claims 2-4 . 6. The shift type determination process according to claim 2, wherein the threshold value is set to a threshold value that makes it difficult for the shift type to be changed compared to a normal value other than during a shift . The hybrid vehicle control device according to claim 1. 7. The drive wheel slip suppression process for reducing the torque transmitted to the drive wheel when the drive wheel slip occurs is included in the torque control. 8. The hybrid vehicle control apparatus described.

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