CN103987565B - 混合动力车辆的控制装置 - Google Patents

混合动力车辆的控制装置 Download PDF

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Publication number
CN103987565B
CN103987565B CN201280054327.6A CN201280054327A CN103987565B CN 103987565 B CN103987565 B CN 103987565B CN 201280054327 A CN201280054327 A CN 201280054327A CN 103987565 B CN103987565 B CN 103987565B
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China
Prior art keywords
gear
input shaft
output shaft
change
mode
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Expired - Fee Related
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CN201280054327.6A
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English (en)
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CN103987565A (zh
Inventor
田中敬朗
原田新也
丰田宽
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Toyota Motor Corp
Aisin Corp
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Aisin Seiki Co Ltd
Toyota Motor Corp
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Publication of CN103987565A publication Critical patent/CN103987565A/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
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Abstract

本发明涉及的控制装置被用于车辆(1)，该车辆(1)具备输入轴(11)与内燃机(2)连接且输出轴(12)与驱动轮(5)连接的变速器(10)、和能够切换成将MG(3)与输入轴(11)连接的输入轴连接状态和将MG(3)与输出轴(12)连接的输出轴连接状态的第二离合器(25)，该控制装置在第二离合器(25)为输出轴连接状态时变速器(10)被变速的情况下，利用MG(3)对驱动轮(5)进行驱动以便向驱动轮(5)传递的转矩不变动，在第二离合器(25)为输入轴连接状态时变速器(10)被变速的情况下，利用MG(3)在变速时进行输入轴(11)与输出轴(12)的同步，其中，在对车辆(1)的要求驱动力为判定值以下的情况下第二离合器(25)被切换成输出轴连接状态，在要求驱动力大于判定值的情况下第二离合器(25)被切换成输入轴连接状态。

Description

混合动力车辆的控制装置
技术领域
本发明涉及搭载内燃机以及电动机作为动力源并在内燃机与驱动轮之间的动力传递路线中设有变速器、能够将电动机的连接对象选择性切换为变速器的输入轴或者输出轴的混合动力车辆的控制装置。
背景技术
公知有一种搭载内燃机以及电动发电机等电动机作为动力源，并且在内燃机与驱动轮之间的动力传递路线中设有变速器，能够利用切换机构将电动发电机的输出轴的连接对象切换为变速器的输入轴和变速器的输出轴的混合动力车辆。作为在这样的混合动力车辆中应用的动力传递控制装置，公知有一种在对变速器的变速档进行切换的情况下使电动发电机的输出轴与变速器的输出轴连接，利用电动发电机辅助驱动轮的驱动来降低车辆的加速度的急剧变化的装置(参照专利文献1)。此外，作为与本发明相关的现有技术文献，存在专利文献2～4。
专利文献1:日本特开2010－241322号公报
专利文献2:日本特开2003－335152号公报
专利文献3:日本特开2010－241394号公报
专利文献4:日本特开2009－274718号公报
在专利文献1的装置中，当在切换变速档时针对车辆要求了超过电动发电机的额定输出的驱动力的情况下，通过电动发电机进行的辅助有可能变得不充分。该情况下，由于传递至驱动轮的转矩降低，所以驾驶员有可能感觉到不协调。
发明内容
鉴于此，本发明的目的在于，提供一种在切换变速档时能够降低驾驶员所感觉的不协调的混合动力车辆的控制装置。
本发明的控制装置被应用混合动力车辆，该混合动力车辆搭载有内燃机以及电动机作为动力源，并具备：变速器，其包括经由离合器单元与所述内燃机连接的输入轴、以能够传递动力的方式与驱动轮连接的输出轴、和分别具有一对齿轮且所述一对齿轮的一个齿轮设于所述输入轴并且所述一对齿轮的另一个齿轮以与所述一个齿轮啮合的方式设于所述输出轴并被设定了相互不同的变速比的多个变速齿轮对，通过利用所述多个变速齿轮对中的任意一个变速齿轮对使所述输入轴与所述输出轴之间的旋转传递选择性成立来切换变速档；以及连接对象切换单元，其能够切换成将所述电动机与所述输入轴以能够传递动力的方式连接的输入轴连接状态、和将所述电动机与所述输出轴以能够传递动力的方式连接的输出轴连接状态，所述控制装置具备控制单元，该控制单元在所述连接对象切换单元为所述输出轴连接状态时所述变速器的变速档被切换的情况下，利用所述电动机驱动所述驱动轮以使向所述驱动轮传递的转矩不变动，在所述连接对象切换单元为所述输入轴连接状态时所述变速器的变速档被切换的情况下，利用所述电动机进行变速时的所述输入轴与所述输出轴的同步，其中，所述控制单元具备连接对象控制单元，该连接对象控制单元在针对所述车辆的要求驱动力为预先设定的规定判定值以下的情况下将所述连接对象切换单元切换成所述输出轴连接状态，在针对所述车辆的要求驱动力大于所述判定值的情况下将所述连接对象切换单元切换成所述输入轴连接状态。
根据本发明的控制装置，由于在要求驱动力为判定值以下的情况下将电动机与变速器的输出轴连接，所以在变速档的切换时利用电动机对驱动轮进行驱动以使驱动轮的转矩不变动。因此，可减轻驾驶员感觉到的不协调。另一方面，由于在要求驱动力大于判定值的情况下将电动机与变速器的输入轴连接，所以在变速档的切换时利用电动机进行输入轴与输出轴的同步。因此，能够缩短变速档的切换所需要的时间。该情况下，即使在变速档的切换时向驱动轮传递的转矩降低，也能够缩短该期间。因此，可以减轻驾驶员感觉到的不协调。这样，根据本发明，通过根据要求驱动力来切换变速档的变速时的电动机的控制，能够减轻驾驶员感觉到的不协调。
在本发明的控制装置的一个方式中，所述判定值可以被设定为所述电动机的额定输出以下的值。根据该方式，能够防止在变速档的切换时利用电动机对驱动轮进行驱动的情况下，电动机的输出相对于要求驱动力不足的情形。因此，能够防止在变速档的切换时车辆的加速度急剧降低。
附图说明
图1是示意性地表示组装有本发明的一个方式涉及的控制装置的车辆的图。
图2是表示控制装置执行的模式切换程序的流程图。
图3是表示控制装置执行的变速控制程序的流程图。
图4是表示在变速转矩辅助模式下切换了变速档的情况下的驾驶员要求转矩、驱动轮发动机转矩以及驱动轮MG转矩的时间变化的图。
图5是表示在转速同步辅助模式下切换了变速档的情况下的驾驶员要求转矩、驱动轮发动机转矩以及驱动轮MG转矩的时间变化的图。
具体实施方式
图1示意性地表示了组装有本发明的一个方式涉及的控制装置的车辆。该车辆1具备内燃机(以下有时称为发动机)2以及作为电动机的电动发电机(以下有时简称为MG)3作为动力源。即，该车辆1被构成为混合动力车辆。发动机2是具有4个气缸的公知的火花点火式内燃机。MG3是被搭载于混合动力车辆而作为电动机以及发电机发挥功能的公知设备。MG3具备与转子轴3a一体旋转的转子3b、和在转子3b的外周同轴配置并被固定于未图示的壳体的定子3c。车辆1中搭载有前进4速的变速器10，发动机2以及MG3与变速器10连接。另外，变速器10上还连接着用于向车辆1的驱动轮5输出动力的输出部4。输出部4具备输出齿轮6、和与驱动轮5连结的差动机构7。输出齿轮6被安装成与变速器10的输出轴12一体旋转。另外，输出齿轮6与设在差动机构7的壳体的齿圈(ring gear)8啮合。差动机构7是将被传递的动力分配给左右的驱动轮5的公知机构。
变速器10具备输入轴11和输出轴12。在输入轴11与输出轴12之间设有第一～第四变速齿轮对G1～G4。第一变速齿轮对G1由相互啮合的第一驱动齿轮13以及第一从动齿轮14构成，第二变速齿轮对G2由相互啮合的第二驱动齿轮15以及第二从动齿轮16构成。第三变速齿轮对G3由相互啮合的第三驱动齿轮17以及第三从动齿轮18构成，第四变速齿轮对G4由相互啮合的第四驱动齿轮19以及第四从动齿轮20构成。第一～第四变速齿轮对G1～G4被设置成驱动齿轮与从动齿轮总是啮合。对各变速齿轮对G1～G4设定了相互不同的变速比。变速比被设定成按照第一变速齿轮对G1、第二变速齿轮对G2、第三变速齿轮对G3、第四变速齿轮对G4的顺序变小。因此，第一变速齿轮对G1对应于1速，第二变速齿轮对对应于2速。另外，第三变速齿轮对G3对应于3速，第四变速齿轮对G4对应于4速。
第一～第四驱动齿轮13、15、17、19被输入轴11支承为能够相对于输入轴11相对旋转。因此，这些驱动齿轮13、15、17、19相当于本发明的一个齿轮。如该图所示，这些齿轮被配置成按照第一驱动齿轮13、第二驱动齿轮15、第三驱动齿轮17、第四驱动齿轮19的顺序沿轴线方向排列。另一方面，第一～第四从动齿轮14、16、18、20以与输出轴12一体旋转的方式被固定于输出轴12。因此，这些从动齿轮14、16、18、20相当于本发明的另一个齿轮。
在输入轴11上设有第一套筒21以及第二套筒22。这些套筒21、22被输入轴11支承为与输入轴11一体旋转并且能够沿轴线方向移动。如该图所示，第一套筒21设在第一驱动齿轮13与第二驱动齿轮15之间。第二套筒22设在第三驱动齿轮17与第四驱动齿轮19之间。
第一套筒21被设置成能够切换为按照输入轴11与第一驱动齿轮13一体旋转的方式与第一驱动齿轮13啮合的1速位置、按照输入轴11与第二驱动齿轮15一体旋转的方式与第二驱动齿轮15啮合的2速位置、和与第一驱动齿轮13以及第二驱动齿轮15都不啮合的释放位置。第二套筒22被设置成能够切换为按照输入轴11与第三驱动齿轮17一体旋转的方式与第三驱动齿轮17啮合的3速位置、按照输入轴11与第四驱动齿轮19一体旋转的方式与第四驱动齿轮19啮合的4速位置、和与第三驱动齿轮17以及第四驱动齿轮19都不啮合的释放位置。在该变速器10中，当第一套筒21以及第二套筒22都被切换为释放位置时，输入轴11与输出轴12之间的动力传递被切断。以下，有时将该状态称为空档状态。在切换变速档的情况下，变速器10的状态从变速前的状态首先切换成空档状态。然后，从空档状态切换成变速后的状态。此外，虽然省略了图示，但对输入轴11设置有当将第一、第二套筒21、22与第一～第四驱动齿轮13、15、17、19啮合时使它们的旋转同步的多个同步(synchro)机构。这些同步机构只要使用基于摩擦接合来使旋转同步的同步机构，例如公知的键式同步啮合机构即可。因此，省略同步机构的详细说明。
对变速器10设置了用于驱动第一套筒21以及第二套筒22的致动器23。致动器23对与各套筒21、22接合的换档叉23a进行驱动，由此驱动各套筒21、22。
如该图所示，发动机2的输出轴2a经由作为离合器单元的第一离合器24连接于输入轴11。第一离合器24是能够切换成在发动机2与输入轴11之间传递动力的接合状态、和将该动力传递切断的释放状态的公知设备。
在MG3的转子轴3a设有作为连接对象切换单元的第二离合器25。在转子轴3a与输出轴12之间设有常啮合式的齿轮对26。齿轮对26具备：固定于输出轴12的第一齿轮27、和设于转子轴3a并与第一齿轮27啮合的第二齿轮28。第二离合器25构成为能够切换成转子轴3a与输入轴11以能够传递动力的方式连接的输入轴连接状态、转子轴3a与输出轴12经由齿轮对26以能够传递动力的方式连接的输出轴连接状态、和转子轴3a与输入轴11以及输出轴12都割离的释放状态。第二离合器25只要使用例如能够通过变更套筒的位置来切换连接对象的公知的齿式离合器即可。
发动机2、MG3、变速器10、第一离合器24以及第二离合器25的动作由控制装置30控制。控制装置30构成为包括微处理器以及其动作所必要的RAM、ROM等外围设备的计算机单元。控制装置30保持有用于使车辆1恰当行驶的各种控制程序。控制装置30通过执行这些程序来进行针对发动机2、MG3等控制对象的控制。控制装置30上连接着用于取得与车辆1相关的信息的各种传感器。控制装置30上连接着例如输出与车辆1的速度(车速)对应的信号的车速传感器31以及输出与加速器开度对应的信号的加速器开度传感器32等。虽然除此之外还连接着各种传感器，但省略了它们的图示。另外，控制装置30与驾驶员操作的各种开关、控制杆等连接。控制装置30上连接着例如驾驶员用于选择车辆1的行驶模式、变速档等的变速杆33等。其中，作为车辆1的行驶模式，例如设定有仅通过MG3使车辆1行驶的EV行驶模式以及通过发动机2使车辆1行驶的发动机行驶模式等。在发动机行驶模式中，还设定有控制装置30基于车速以及加速器开度切换变速档的自动变速模式以及驾驶员选择变速档的手控模式等。其中，在手控模式下驾驶员操作变速杆33来选择变速档。
在该车辆1中，作为进行变速档的切换的变速模式，设有转速同步辅助模式和变速转矩辅助模式。在该车辆1中，当切换变速档时首先将第一离合器24切换成释放状态。接着，将第一套筒21以及第二套筒22都切换到释放位置来使变速器10成为空档状态。接下来，在空档状态下进行输入轴11与输出轴12的旋转的同步。在输入轴11与输出轴12同步之后，将各套筒21、22驱动到成为变速后的变速档的位置。然后，将第一离合器24切换成接合状态。由此，变速档的切换结束。
在变速转矩辅助模式中，利用MG3驱动输出轴12，以使在第一离合器24为释放状态时以及变速器10为空档状态时向驱动轮5传递的转矩不变动。另一方面，在转速同步辅助模式中，在空档状态时利用MG3调整输入轴11的转速，迅速使输入轴11与输出轴12的旋转同步。而且，由此缩短成为空档状态的期间。
图2表示了控制装置30为了根据车辆1的行驶状态来切换这些变速模式而执行的模式切换程序。该控制程序在车辆1的行驶过程中被以规定的周期反复执行。
在该程序中，控制装置30首先在步骤S11中取得车辆1的行驶状态。作为车辆1的行驶状态，例如可取得车速以及加速器开度等。在接下来的步骤S12中，控制装置30判定车辆1的行驶模式是否是EV行驶模式。在行驶模式是EV行驶模式的情况下结束这次的程序。另一方面，在判定为行驶模式不是EV行驶模式的情况下进入步骤S13，控制装置30基于车辆以及加速器开度计算出驾驶员对车辆1要求的驱动力(要求驱动力)。在接下来的步骤S14中，控制装置30判定要求驱动力比预先设定的规定判定值大的状态是否持续了一定时间。该判定值被设定为用于判定MG3是否能够按照在变速档的切换时向驱动轮5传递的转矩不变动的方式输出转矩的基准。判定值例如被设定为MG3的额定输出。此外，判定值也可以设定为比MG3的额定输出小的值。
在判定为要求驱动力大于判定值的状态未持续一定时间的情况下进入步骤S15，控制装置30判定驾驶员是否针对车辆1要求跑车行驶。其中，跑车行驶例如是车辆1的加速度或减速度变大的行驶、针对驾驶员的操作车辆的反应迅速的行驶。对于是否要求跑车行驶，例如基于车辆1的行驶模式、加速器开度等进行判定即可。具体而言，只要在车辆1的行驶模式为手控模式且加速器开度大于预先设定的阈值的情况等下判定为要求了跑车行驶即可。除此之外，也可以在作为行驶模式而设定有跑车行驶模式，且车辆1中设有驾驶员选择跑车行驶模式的开关的情况下，例如在通过该开关选择了跑车行驶模式，并且加速器开度大于阈值的情况下判定为要求了跑车行驶。
在判定为跑车行驶未被要求的情况下进入步骤S16，控制装置30判定第二离合器25是否是输出轴连接状态。在判定为第二离合器25是输出轴连接状态的情况下，结束这次的程序。另一方面，在判定为第二离合器25是输入轴连接状态或者释放状态的情况下进入步骤S17，控制装置30将第二离合器25切换成输出轴连接状态。在接下来的步骤S18中，控制装置30将变速模式切换成变速转矩辅助模式。然后，结束这次的程序。
另一方面，在步骤S14为肯定判定的情况或者步骤S15为肯定判定的情况下进入步骤S19，控制装置30判定第二离合器25是否是输入轴连接状态。在判定为第二离合器25是输入轴连接状态的情况下，结束这次的程序。另一方面，在判定为第二离合器25是输出轴连接状态或者释放状态的情况下进入步骤S20，控制装置30将第二离合器25切换成输入轴连接状态。在接下来的步骤S21中，控制装置30将变速模式切换成转速同步辅助模式。然后，结束这次的程序。
通过如此进行变速模式的切换，在变速转矩辅助模式的情况下MG3与输出轴12连接，在转速同步辅助模式的情况下MG3与输入轴11连接。其中，通过执行图2的程序，控制装置30作为本发明的连接对象控制单元发挥功能。
图3表示了控制装置30在各变速模式中为了进行变速而执行的变速控制程序。该控制程序在车辆1的行驶过程中以规定的周期被反复执行。其中，对该控制程序中与图2的程序共用的处理赋予相同的附图标记并省略说明。通过执行该控制程序，控制装置30作为本发明的控制单元发挥功能。
在该控制程序中，控制装置30首先在步骤S31中判定是否要求了变速档的切换、即是否要求了变速。其中，判定是否要求了变速的方法在自动变速模式与手控模式中不同。在手控模式的情况下，控制装置30例如在驾驶员为了切换变速档而操作了变速杆33的情况下判定为要求了变速。在自动变速模式的情况下，控制装置30例如在当前的车辆1的运转状态脱离了当前的变速档被设定的运转区域的情况下判定为要求了变速。在判定为未被要求变速的情况下，结束这次的控制程序。
另一方面，在判定为要求了变速的情况下进入步骤S11，控制装置30取得车辆1的行驶状态。在接下来的步骤S32中，控制装置30判定变速模式是否是转速同步辅助模式。在判定为变速模式不是转速同步辅助模式、即是变速转矩辅助模式的情况下进入步骤S33，控制装置30将第一离合器24切换成释放状态。在接下来的步骤S34中，控制装置30执行变速辅助控制。在该变速辅助控制中，MG3进行控制，以便如上述那样在变速中向驱动轮5传递的转矩不变动。在接下来的步骤S35中，控制装置30执行切换变速档的变速档切换控制。其中，在该变速档切换控制中，通过同步机构来进行输入轴11与输出轴12的旋转的同步。另外，在执行该变速档切换控制的期间还执行变速辅助控制，控制装置30控制MG3以使向驱动轮5传递的转矩不变动。在接下来的步骤S36中，控制装置30将第一离合器24切换成接合状态。然后，结束这次的控制程序。
另一方面，在步骤S32为肯定判定的情况下进入步骤S37，控制装置30将第一离合器24切换成释放状态。在接下来的步骤S38中，控制装置30执行将变速器10的状态从当前的变速档的状态切换成空档状态的齿轮抽拔控制。在接下来的步骤S39中，控制装置30计算出输入轴11的目标转速。目标转速只要基于变速后的变速档的变速比以及输出轴12的转速并通过公知的方法计算即可。在接下来的步骤S40中，控制装置30执行通过MG3将输入轴11的转速调整成目标转速的同步控制。在接下来的步骤S41中，控制装置30判定输入轴11与输出轴12的旋转的同步是否结束。旋转的同步例如只要在输入轴11的转速处于以目标转速为中心的规定允许转速范围内的情况下判定为结束即可。其中，允许转速范围只要按照在将变速器10的状态从空档状态切换成变速后的变速档的状态的情况下能够使套筒与驱动齿轮迅速接合的方式适当设定即可。在判定为同步未结束的情况下返回到步骤S40。
另一方面，在判定为同步结束的情况下进入步骤S42，控制装置30执行将变速器10的状态从空档状态切换成变速后的变速档的状态的齿轮接入控制。在接下来的步骤S36中，控制装置30将第一离合器24切换成接合状态，然后结束这次的控制程序。
图4表示了在变速转矩辅助模式中切换了变速档的情况下的驾驶员要求转矩、驱动轮发动机转矩以及驱动轮MG转矩的时间变化。其中，驾驶员要求转矩是驾驶员针对车辆1要求的转矩。粗虚线BL1表示驾驶员要求转矩。驱动轮发动机转矩是从发动机2向驱动轮5传递的转矩。实线SL1表示驱动轮发动机转矩。驱动轮MG转矩是从MG3向驱动轮5传递的转矩。细虚线BL2表示驱动轮MG转矩。另外，在该图中的时刻t1，第一离合器24被切换成释放状态，开始变速，在时刻t2，第一离合器24被切换成接合状态，变速结束。因此，在时刻t1～t2的期间，发动机2的转矩未被传递至输出轴12。
在变速转矩辅助模式中，如果在时刻t1第一离合器24被释放则利用MG3对驱动轮5进行驱动，将向驱动轮5传递的转矩调整成驾驶员要求转矩。由此，由于能够抑制传递至驱动轮5的转矩降低，所以可防止变速时的加速度的急剧变化。因此，能够减轻驾驶员感觉到的不协调。
图5表示了在转速同步辅助模式中切换了变速档的情况下的驾驶员要求转矩、驱动轮发动机转矩以及驱动轮MG转矩的时间变化。其中，在该图中粗虚线BL3表示驾驶员要求转矩，实线SL2表示驱动轮发动机转矩。如上所述，在要求驱动力大于判定值的情况下转速同步辅助模式被选择。而且，判定值被设定为MG3的额定输出以下的值。即，转速同步辅助模式在要求驱动力大于MG3的额定输出的情况下被选择。鉴于此，该图中将当要求驱动力大于MG3的额定输出时在变速转矩辅助模式中切换了变速档的情况下的驾驶员要求转矩、驱动轮发动机转矩以及驱动轮MG转矩的时间变化表示为比较例。其中，在比较例中，粗虚线BL4表示驾驶员要求转矩，实线SL3表示驱动轮发动机转矩。另外，细虚线BL5表示驱动轮MG转矩。在该图中，在时刻t11第一离合器24被切换成释放状态，开始变速。而且，在时刻t12，第一离合器24被切换成接合状态，变速结束。时刻t13表示了在比较例中第一离合器24被切换成接合状态而结束变速的时刻。
根据该图可知，由于在转速同步辅助模式中利用MG3进行输入轴11与输出轴12的旋转的同步，所以可以迅速地切换变速档。由此，由于能够缩短向驱动轮5传递的转矩降低的期间，所以可以减轻驾驶员感觉到的不协调。与此相对，若如比较例那样当要求驱动力(驾驶员要求转矩)大于MG3的额定输出Tmg时在变速转矩辅助模式中切换变速档，则在变速中传递至驱动轮5的转矩小于驾驶员要求转矩。另外，与转速同步辅助模式相比，变速档的切换所需要的时间变长。因此，驾驶员感觉到较大的不协调。
如以上说明那样，根据本发明，在要求驱动力是被设定为MG3的额定输出以下的值的判定值以下的情况下，第二离合器25被切换成输出轴连接状态，变速转矩辅助模式被选择。由此，由于能够抑制在变速时驱动轮5的转矩降低，所以可减轻驾驶员感觉到的不协调。另一方面，在要求驱动力大于判定值的情况下，第二离合器25被切换成输入轴连接状态，转速同步辅助模式被选择。由此，由于能够缩短在变速时驱动轮5的转矩降低的期间，所以可减轻驾驶员感觉到的不协调。这样，在本发明中，即使在通过MG3无法充分辅助变速时的驱动轮5的转矩的情况下也能减轻驾驶员感觉到的不协调。另外，根据本发明，由于通过切换变速模式来减轻驾驶员感觉到的不协调，所以可以抑制MG3的额定输出。因此，能够抑制MG3的大型化、成本的增加。
本发明并不限定于上述的方式，能够以各种方式加以实施。例如，应用本发明的车辆的变速器不限定于前进的最高档为4速的变速器。例如也可以是前进的最高档为3速或者5速以上的变速器。另外，多个套筒也可以不全部设于输入轴。例如，多个套筒也可以全部设于输出轴，还可以是多个套筒的一部分设于输入轴、剩余的套筒被设于输出轴。

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1.一种控制装置，被应用于混合动力车辆，该混合动力车辆搭载有内燃机以及电动机作为动力源，并具备：
变速器，其包括经由离合器单元与所述内燃机连接的输入轴、以能够传递动力的方式与驱动轮连接的输出轴、和多个变速齿轮对，所述多个变速齿轮对分别具有一对齿轮，所述一对齿轮的一个齿轮设于所述输入轴且所述一对齿轮的另一个齿轮以与所述一个齿轮啮合的方式设于所述输出轴，并且所述多个变速齿轮对分别被设定了相互不同的变速比，所述变速器通过利用所述多个变速齿轮对中的任意一个变速齿轮对使所述输入轴与所述输出轴之间的旋转传递选择性成立来切换变速档；以及
连接对象切换单元，其能够切换成将所述电动机与所述输入轴以能够传递动力的方式连接的输入轴连接状态、和将所述电动机与所述输出轴以能够传递动力的方式连接的输出轴连接状态，
所述控制装置具备控制单元，该控制单元在所述连接对象切换单元为所述输出轴连接状态时所述变速器的变速档被切换的情况下，利用所述电动机驱动所述驱动轮以使向所述驱动轮传递的转矩不变动，在所述连接对象切换单元为所述输入轴连接状态时所述变速器的变速档被切换的情况下，利用所述电动机进行变速时的所述输入轴与所述输出轴的同步，
所述控制装置的特征在于，
所述控制单元具备连接对象控制单元，该连接对象控制单元在针对所述车辆的要求驱动力为预先设定的规定判定值以下的情况下将所述连接对象切换单元切换成所述输出轴连接状态，在针对所述车辆的要求驱动力大于所述判定值的情况下将所述连接对象切换单元切换成所述输入轴连接状态。
2.根据权利要求1所述的控制装置，其中，
对所述判定值设定所述电动机的额定输出以下的值。
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