CN111434548A - 车辆的变速控制装置 - Google Patents

车辆的变速控制装置 Download PDF

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Publication number
CN111434548A
CN111434548A CN202010034494.0A CN202010034494A CN111434548A CN 111434548 A CN111434548 A CN 111434548A CN 202010034494 A CN202010034494 A CN 202010034494A CN 111434548 A CN111434548 A CN 111434548A
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China
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mode
engine
speed
time
rotation speed
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CN202010034494.0A
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CN111434548B (zh
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志村壮一朗
今村达也
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Toyota Motor Corp
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Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • 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
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/28—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 apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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Abstract

本发明提供一种车辆的变速控制装置，所述车辆的变速控制装置可以对通过发动机转速伴随着经由固定级模式的行驶模式的切换发生变化而使驾驶员感到不适进行抑制。在因有使驱动力增大的要求而从第一无级变速模式向第二无级变速模式切换的情况下，在从固定级模式切换到第二无级变速模式的时刻起使发动机转速增加到第一目标转速之后，使之增加到与所要求的驱动力相应的第二目标转速，第一经过时间(T1)和第二经过时间(T2)中的至少任一经过时间越长，则将第一目标转速设定成越低的转速(步骤S9)，所述第一经过时间(T1)是从有了使驱动力增大的要求的时刻起到从固定级模式切换到第二无级变速模式的时刻为止的时间，所述第二经过时间(T2)是从车辆的加速度稳定了的时刻起到从固定级模式切换到第二无级变速模式的时刻为止的时间。

Description

车辆的变速控制装置
技术领域
本发明涉及控制加速行驶时的车辆的变速机构的变速比的装置。
背景技术
在专利文献1中记载了一种驱动装置，所述驱动装置由以下部分构成：第一行星齿轮机构，所述第一行星齿轮机构配备有连接着发动机的第一旋转部件、连接着电动机的第二旋转部件、以及第三旋转部件；第二行星齿轮机构，所述第二行星齿轮机构配备有能够传递扭矩地与驱动轮连接的第四旋转部件、与第三旋转部件连接的第五旋转部件、以及第六旋转部件；第一离合器机构，所述第一离合器机构选择性地将第一旋转部件与第六旋转部件连接起来；第二离合器机构，所述第二离合器机构选择性地将第二行星齿轮机构中的任意两个旋转部件连接起来。该驱动装置构成为能够设定将第一离合器机构卡合的Lo模式、将第二离合器机构卡合的Hi模式、以及将第一离合器机构和第二离合器机构卡合的固定级模式。
在专利文献2中记载了一种控制在加速行驶中的发动机的转速的装置。该专利文献2中记载的控制装置，为了对与驾驶员所期待的加速感相应的发动机转速的变化与实际的发动机转速的变化偏离进行抑制，设定发动机的目标转速，以便使发动机转速与从加速行驶中的发动机转速达到阈值转速的时刻、或者加速开始时刻起所经过的时间相应地增加。
在专利文献3中记载了一种控制装置，所述控制装置从有车速增加及加速要求的时刻起，逐渐增加发动机转速，另外，改变经济模式、标准模式、动力模式等工作模式，由此，在由实际的加速器开度和工作模式确定的控制加速器开度超过阈值而变化的情况下，抑制发动机转速的变化。
现有技术文献
专利文献
专利文献1：日本特开2018－135053号公报
专利文献2：日本特开2016－041527号公报
专利文献3：日本特开2015－132230号公报
发明内容
发明所要解决的课题
专利文献1记载的Lo模式及Hi模式是可以使发动机转速连续变化的无级变速模式，可以恰当地控制发动机转速。因此，可以与车速或者加速度的变化相应地使发动机转速变化，驾驶员获得加速感。另一方面，在为抑制构成驱动装置的构件的过度旋转等，加速器操作量变得比规定量大或者车速变成比规定车速高的车速等情况下，存在着从Hi模式向Lo模式切换的情况。在这种从Lo模式向Hi模式切换的过渡期，为了抑制驱动力下降，经由固定级模式来进行模式的切换。从而，若在设定为Hi模式的状态下，加速器操作量增加而超过规定量，并被设定成固定级模式，则在直到从固定级模式向Lo模式的切换被实施之前的期间，发动机转速保持在与车速相应的转速。因此，不能与从固定级模式切换到Lo模式之后的使发动机转速增加的正时、或发动机转速的增加方式相应地，将切换到Lo模式之后的发动机转速的增加作为通过使加速器操作量增加引起的车辆动态的变化而使驾驶员感觉到，存在着感觉不适的可能性。
本发明是着眼于上述技术课题而作出的，其目的在于提供一种车辆的变速控制装置，所述车辆的变速控制装置能够抑制因与经由固定级模式的行驶模式切换相伴地产生的发动机转速变化而使驾驶员感到不适。
解决课题的手段
为了达到上述目的，本发明的车辆的变速控制装置，配备有：发动机；变速机构，所述变速机构与所述发动机连接，并且能够对第一无级变速模式及第二无级变速模式与固定级模式进行切换，所述第一无级变速模式及所述第二无级变速模式是能够连续地改变所述发动机的转速的模式，所述固定级模式是将所述发动机与驱动轮的转速比固定在规定值的模式，所述变速控制装置经由所述固定级模式进行所述第一无级变速模式与所述第二无级变速模式的切换，其特征在于，所述变速控制装置配备有控制所述变速机构的控制器，在因有使驱动力增大的要求而从所述第一无级变速模式向所述第二无级变速模式切换的情况下，从由所述固定级模式切换到所述第二无级变速模式的时刻起，所述控制器使所述发动机的转速增加至第一目标转速，之后，增加至与所要求的驱动力相应的第二目标转速，并且，第一经过时间和第二经过时间中的至少任一经过时间越长，则将所述第一目标转速设定成越低的转速，所述第一经过时间是从有了使所述驱动力增大的要求的时刻起至从所述固定级模式切换到所述第二无级变速模式的时刻为止的时间，所述第二经过时间是从车辆的加速度的变化率变成小于规定的变化率的时刻起至从所述固定级模式切换到所述第二无级变速模式的时刻为止的时间。
在本发明中，也可以构成为，配备有：电动机，所述电动机能够进行扭矩传递地与所述驱动轮或者不同于所述驱动轮的另外的驱动轮相连接；以及蓄电装置，所述蓄电装置向所述电动机供应电力，所述控制器构成为，在有使所述驱动力增加的要求的情况下，通过在从所述发动机向所述驱动轮传递的扭矩的基础上，还从所述电动机向所述驱动轮或者所述另外的驱动轮传递扭矩，满足行驶模式从所述第一无级变速模式向所述第二无级变速模式切换的过渡期中的要求驱动力，所述蓄电装置的充电剩余量越少，则所述第一目标转速被设定为越高的转速。
在本发明中，所述第一目标转速可以将从所述固定级模式向所述第二无级变速模式切换的时刻的所述发动机的转速作为下限值。
在本发明中，所述第一目标转速可以将所述第二目标转速作为上限值。
在本发明中，可以将从所述固定级模式向所述第二无级变速模式切换的时刻至达到所述第一目标转速的时刻为止的所述发动机转速的增加率设定为最大增加率。
在本发明中，可以基于车速、所述车辆的前后加速度、以及加速器操作量，确定从所述第一目标转速至所述第二目标转速的所述发动机转速的增加率。
在本发明中，可以在使所述发动机转速从所述第一目标转速增加至所述第二目标转速的过渡期中所要求的驱动力增大到规定驱动力以上的情况下，将所述发动机转速的增加率切换到最大增加率。
发明的效果
根据本发明，在因有使驱动力增大的要求而从第一无级变速模式经由固定级模式向第二无级变速模式切换的情况下，从由固定级模式切换到第二无级变速模式的时刻起使发动机转速增加到第一目标转速，之后，使发动机转速增加到与所要求的驱动力相应的第二目标转速。另外，第一经过时间和第二经过时间中的至少任一经过时间越长，则第一目标转速被设定为越低的转速，所述第一经过时间是从有了使驱动力增大的要求的时刻起至从固定级模式切换到第二无级变速模式的时刻为止的时间，所述第二经过时间是从车辆的加速度的变化率变为小于规定的变化率的时刻起至从固定级模式切换到第二无级变速模式的时刻的时间。从而，即使在从固定级模式切换到第二无级变速模式之后，发动机转速增加，由于驾驶员感觉到与使驱动力增加的要求相应的发动机转速的增加，因此，仍然能够抑制驾驶员感到不适。
附图说明
图1是用于说明本发明的实施方式中的车辆的一个例子的架构图。
图2是综合地表示各行驶模式中的离合器机构、制动机构的卡合及释放的状态、电动机的运转状态、以及有无发动机的驱动的图表。
图3是用于说明在HV－Hi模式中的动作状态的共线图。
图4是用于说明在HV－Lo模式中的动作状态的共线图。
图5是用于说明在直接联结模式中的动作状态的共线图。
图6是表示用于确定各行驶模式的设定表的一个例子的图。
图7是用于说明由本发明的实施方式中的控制装置实施的控制的一个例子的流程图。
图8是表示用于求出第一暂定转速的设定表的一个例子的图。
图9是表示用于求出第二暂定转速的设定表的一个例子的图。
图10是表示用于求出与SOC相应的系数的设定表的一个例子的图。
图11是用于说明在第一经过时间和第二经过时间比较短且SOC多时，实施了图7所示的控制例的情况下的发动机转速的变化的时间图。
图12是用于说明在第一经过时间和第二经过时间比较长且SOC多时，实施了图7所示的控制例的情况下的发动机转速的变化的时间图。
图13是用于说明在SOC少时，实施了图7所示的控制例的情况下的发动机转速的变化的时间图。
图14是用于说明在使发动机转速从第一目标转速向第二目标转速增加的期间，加速器开度被操作超过了规定开度的情况下的发动机转速的变化的时间图。
具体实施方式
在图1中表示用于说明本发明的实施方式中的车辆的一个例子的架构图。图1所示的车辆配备有用于驱动前轮1R、1L的驱动装置2。该驱动装置2是作为驱动力源配备有发动机3和两个电动机4、5的所谓双电动机型的驱动装置，第一电动机4由具有发电功能的电动机(即，电动发电机：MG1)构成，利用第一电动机4控制发动机3的转速，并且，利用由第一电动机4发出的电力驱动第二电动机5，将该第二电动机5输出的驱动力附加于行驶用的驱动力上。另外，第二电动机5可以由具有发电功能的电动机(即，发电电动机：MG2)构成。
与本发明的实施方式中的“变速机构”相当的动力分配机构6被连接于发动机3。该动力分配机构6由分配部7和变速部8构成，所述分配部7以将从发动机3输出的动力分配到第一电动机4侧和输出侧的功能为主，所述变速部8以改变该动力的分配率的功能为主。
分配部7只要是由三个旋转部件进行差动作用的结构即可，可以采用行星齿轮机构。在图1所示的例子中，由单小齿轮型的行星齿轮机构构成。图1所示的分配部7由太阳齿轮9、相对于太阳齿轮9配置在同心圆上的作为内齿轮的齿圈10、配置在这些太阳齿轮9与齿圈10之间并与太阳齿轮9和齿圈10啮合的小齿轮11、以及能够自转及公转地保持小齿轮11的行星齿轮架12构成。该太阳齿轮9主要作为反作用力部件起作用，齿圈10主要作为输出部件起作用，行星齿轮架12主要作为输入部件起作用。
发动机3输出的动力被输入到所述行星齿轮架12。具体地，动力分配机构6的输入轴14被连接于发动机3的输出轴13，该输入轴14被连接于行星齿轮架12。另外，也可以代替将行星齿轮架12与输入轴14直接联结起来的结构，而经由齿轮机构等传动机构将行星齿轮架12与输入轴14连接起来。另外，也可以在该输出轴13与输入轴14之间配置减振机构或变矩器等机构。
第一电动机4被连接于太阳齿轮9。在图1所示的例子中，分配部7及第一电动机4与发动机3的旋转中心轴线配置在同一轴线上，第一电动机4隔着分配部7被配置在与发动机3相反侧。在该分配部7与发动机3之间，在与这些分配部7以及发动机3的同一轴线上，在该轴线的方向上并列地配置有变速部8。
变速部8由单小齿轮型的行星齿轮机构构成，具有：太阳齿轮15；齿圈16，所述齿圈16是相对于太阳齿轮15配置在同心圆上的内齿轮；小齿轮17，所述小齿轮17配置在这些太阳齿轮15与齿圈16之间，与这些太阳齿轮15及齿圈16啮合；以及行星齿轮架18，所述行星齿轮架18能够自转及公转地保持小齿轮17，所述变速部8是通过太阳齿轮15、齿圈16、以及行星齿轮架18这三个旋转部件进行差动作用的差动机构。分配部7中的齿圈10与该变速部8中的太阳齿轮15连接。另外，输出齿轮19与变速部8中的齿圈16连接。
设置第一离合器机构CL1，以使得上述分配部7和变速部8构成复合行星齿轮机构。第一离合器机构CL1构成为选择性地将变速部8中的行星齿轮架18连接于分配部7中的行星齿轮架12。该第一离合器机构CL1可以是湿式多板离合器等摩擦式的离合器机构，或者，也可以是爪形离合器等啮合式的离合器机构。通过使该第一离合器机构CL1卡合，分配部7中的行星齿轮架12与变速部8中的行星齿轮架18被连接起来，成为输入部件，另外，分配部7中的太阳齿轮9成为反作用力部件，进而，形成变速部8中的齿圈16作为输出部件的复合行星齿轮机构。另外，下面，说明第一离合器机构CL1由啮合式的离合器机构构成的情况。
进而，设置有用于使变速部8的整体一体化的第二离合器机构CL2。该第二离合器机构CL2是用于将变速部8中的行星齿轮架18与齿圈16或太阳齿轮15、或者将太阳齿轮15与齿圈16连接起来等，将至少任意两个旋转部件连接起来的离合器机构，可以由摩擦式或者啮合式的离合器机构构成。在图1所示的例子中，第二离合器机构CL2构成为将变速部8中的行星齿轮架18与齿圈16连接起来。并且，第一离合器机构CL1及第二离合器机构CL2配置在与发动机3、分配部7、以及变速部8相同的同一轴线上，并且，隔着变速部8配置在与分配部7相反侧。另外，如图1所示，各离合器机构CL1、CL2彼此可以以在半径方向上内周侧与外周侧并列的状态配置，或者，也可以在轴线方向上并列地配置。如图1所示，在沿半径方向并列地配置的情况下，可以缩短作为驱动装置2的整体的轴长。另外，在沿轴线方向并列地配置的情况下，由于对各离合器机构CL1、CL2的外径的制约变少，因此，在采用摩擦式的离合器机构的情况下，可以减少摩擦板的个数。另外，下面，按照第二离合器机构CL2由啮合式的离合器机构构成的情况进行说明。
与上述发动机3、分配部7或者变速部8的旋转中心轴线平行地配置副轴20。与所述输出齿轮19啮合的从动齿轮21被安装于该副轴20。另外，主动齿轮22被安装于副轴20，该主动齿轮22与作为主减速机构的差动齿轮单元23中的齿圈24啮合。进而，安装于第二电动机5的转子轴25上的主动齿轮26与所述从动齿轮21啮合。从而，在上述从动齿轮21的部分将第二电动机5输出的动力或者扭矩附加到从所述输出齿轮19输出的动力或者扭矩上。将这样合成的动力或者扭矩从差动齿轮单元23输出到左右的主动齿轮27，该动力或扭矩被传递给前轮1R、1L。另外，第二电动机5并不局限于能够进行扭矩传递地连接于前轮1R、1L的结构，也可以能够进行扭矩传递地连接于图中未示出的后轮。
进而，驱动装置2设置有摩擦式或者啮合式的第一制动机构B1，所述第一制动机构B1构成为能够择性地将输出轴13或者输入轴14固定，以便能够将从第一电动机4输出的驱动扭矩传递给前轮1R、1L。即，构成为将第一制动机构B1卡合而将输出轴13或者输入轴14固定，由此，能够使分配部7中的行星齿轮架12、或变速部8中的行星齿轮架18作为反作用力部件起作用，使分配部7中的太阳齿轮9作为输入部件起作用。另外，第一制动机构B1只要在第一电动机4输出了驱动扭矩的情况下，能够产生反作用力扭矩即可，并不局限于将输出轴13或者输入轴14完全固定的结构，只要是能够使所要求的反作用力扭矩作用于输出轴13或者输入轴14即可。或者，也可以设置禁止输出轴13或输入轴14向与发动机3驱动时旋转的方向相反的方向旋转的单向离合器来作为第一制动机构B1。
将配备有变换器或转换器等的第一电力控制装置28连接于第一电动机4，将配备有变换器或转换器等的第二电力控制装置29连接于第二电动机5，这些各个电力控制装置28、29与由锂离子电池或电容器等构成的蓄电装置30连接。另外，上述第一电力控制装置28和第二电力控制装置29能够相互供应电力。具体地，在伴随着第一电动机4输出反作用力扭矩而作为发电机起作用的情况下，能够将由第一电动机4发出的电力不经由蓄电装置30而供应给第二电动机5。
设置电子控制装置(ECU)31，所述电子控制装置31用于控制上述各电力控制装置28、29中的变换器或转换器、发动机3、各离合器机构CL1、CL2、以及制动机构B1。该ECU31以微型计算机为主体构成，从搭载于车辆的各种传感器被输入数据，基于被输入的数据和预先存储的设定表、运算公式等，向各电力控制装置28、29中的变换器或转换器、发动机3、各离合器机构CL、CL2、以及制动机构B1输出指令信号。被输入给该ECU31的数据的例子是：车速、加速器开度、第一电动机(MG1)4的转速、第二电动机(MG2)5的转速、发动机3的输出轴13的转速(发动机转速)、作为变速部8中的齿圈16或者副轴20的转速的输出转速、设置于各离合器机构CL1、CL2或制动机构B1中的活塞的行程量、蓄电装置30的温度、各电力控制装置28、29的温度、第一电动机4的温度、第二电动机5的温度、对分配部7或变速部8进行润滑的油(ATF)的温度、对发动机3的废气进行净化的图中未示出的催化剂装置的温度、蓄电装置30的充电剩余量(SOC)等数据。
另外，基于被输入ECU31的数据等，求出第一电动机4的运转状态(输出扭矩、转速)、第二电动机5的运转状态(输出扭矩、转速)、发动机3的运转状态(输出扭矩、转速)、各离合器机构CL1、CL2、以及制动机构B1的传递扭矩容量(包括“0”)，将这些求出的数据作为指令信号输出给各电力控制装置28、29中的变换器或转换器、发动机3、各离合器机构CL1、CL2、以及制动机构B1。
这里，输出给各电动机4、5的指令信号包括应通电的电流值或应由变换器生成的电流的频率、或者应由转换器升压的电压值等。输出给发动机3的指令信号包括用于确定电子节气门的开度的电流、用于由点火装置将燃料点火的电流、用于确定EGR(Exhaust GasRecirculation：废气再循环)阀的开度的电流、用于确定进气门或排气门的开度的电流值等。即，包括用于控制发动机3的输出(功率)、发动机3的输出扭矩、或者发动机转速的指示信号。进而，输出给各离合器机构CL1、CL2、制动机构B1的指令信号包括：应向用于切换卡合状态与释放状态的促动器通电的电流值。另外，在各离合器机构CL1、CL2、制动机构B1是摩擦式的离合器机构的情况下，包括应当向用于控制卡合压的促动器通电的电流值。
上述驱动装置2能够设定利用发动机3产生的动力或者发动机3消耗的动力来驱动行驶或制动行驶的HV行驶模式。进而，HV行驶模式在以低转速使第一电动机4旋转的情况(包括“0”转速)下，可以设定发动机3(或者输入轴14)的转速成为比变速部8中的齿圈16的转速高的转速的HV－Lo模式、发动机3(或者输入轴14)的转速成为比变速部8中的齿圈16的转速低的转速的HV－Hi模式、以及发动机3(或者输入轴14)的转速与变速部8中的齿圈16的转速相同的直接联结模式。在HV－Lo模式及HV－Hi模式中，通过在行驶中使第一电动机4的转速变化，而使发动机转速变化。从而，由于第一电动机4的转速可以连续地变化，因此，成为能够使发动机转速与齿圈16的转速(输出转速)的比例、即变速比连续地变化的无级变速模式。与此相对，直接联结模式成为发动机转速被固定于与车速成比例的转速的固定级模式。另外，HV－Hi模式相当于本发明的实施方式中的“第一无级变速模式”，HV－Lo模式相当于本发明的实施方式中的“第二无级变速模式”，直接联结模式相当于本发明的实施方式中的“固定级模式”。
进而，驱动装置2可以设定为不利用发动机3的动力，而从第一电动机4或第二电动机5输出扭矩来行驶的EV行驶模式。该EV行驶模式能够设定为从第一电动机4及第二电动机5输出驱动扭矩的双重模式、以及不从第一电动机4输出驱动扭矩而只从第二电动机5输出驱动扭矩的单一模式，双重模式能够设定为从第一电动机4输出的扭矩的增幅率比较大的EV－Lo模式、以及从第一电动机4输出的扭矩的增幅率比较小的EV－Hi模式。另外，在单一模式中，能够在将第一离合器机构CL1卡合的状态下只从第二电动机5输出驱动扭矩来行驶，或者，在将第二离合器机构CL2卡合的状态下只从第二电动机5输出驱动扭矩来行驶，或者，在将各离合器机构CL1、CL2释放的状态下只从第二电动机5输出驱动扭矩来行驶。
通过控制第一离合器机构CL1、第二离合器机构CL2、制动机构B1、以及发动机3、各电动机4、5，设定所述各行驶模式。在图2中，作为图表表示出这些行驶模式、在各行驶模式的每一个中的第一离合器机构CL1、第二离合器机构CL2、制动机构B1的卡合及释放的状态、第一电动机4及第二电动机5的运转状态、有无来自于发动机3的驱动扭矩的输出的例子。图中的“●”符号表示卡合的状态，“－”符号表示释放的状态，“G”符号是指主要作为发电机来运转，“M”符号是指主要作为电动机来运转，空白栏是指不作为电动机及发电机起作用，或者，第一电动机、第二电动机5与驱动无关的状态，“ON”表示从发动机3输出驱动扭矩的状态，“OFF”表示不从发动机3输出驱动扭矩的状态。另外，在单一模式下的行驶中，可以从发动机3输出动力，使第一电动机4作为发电机起作用，将从发动机3输出的动力全部转换成电能，即使在这种情况下，由于发动机3不作为驱动力源起作用，因此，在图中表示为“OFF”。
下面，利用图3及图4所示的共线图，说明上述HV－Hi模式及HV－Lo模式中的动作。共线图是隔着齿轮比的间隔相互平行地画出表示动力分配机构6中的各旋转部件的直线，将距这些直线正交的基线的距离作为各个旋转部件的转速来表示的图。
在设定了HV－Hi模式或HV－Lo模式的驱动行驶时，从发动机3输出驱动扭矩(正扭矩)，将第一离合器机构CL1和第二离合器机构CL2中的任一方卡合，并且，从第一电动机4输出用于抑制发动机转速的增加的反作用力扭矩，由此，从动力分配机构6输出与从发动机3输出的驱动扭矩相应的扭矩。从该动力分配机构6输出的扭矩在HV－Hi模式和HV－Lo模式中不同。换句话说，在从发动机3输出的扭矩之中被传递到动力分配机构6中的齿圈16侧的扭矩的比例不同。
具体地，在从发动机3输出的扭矩之中被传递给齿圈16的扭矩的比例，在HV－Lo模式中，成为“1/(1－(ρ1×ρ2))”，在HV－Hi模式中，成为“1/(ρ1+1)”。这里，“ρ1”是分配部7的齿轮比(齿圈10的齿数与太阳齿轮9的齿数的比率)，“ρ2”是变速部8的齿轮比(齿圈16的齿数与太阳齿轮15的齿数的比率)。上述的ρ1及ρ2被设定为比“1”小的值。从而，在被设定为HV－Lo模式的情况下，与被设定为HV－Hi模式的情况相比，传递给齿圈16的扭矩的比例变大。另外，在从发动机3输出的扭矩之中被传递给第一电动机4的扭矩的比例，在HV－Lo模式中，成为“(ρ1×ρ2)/(1－(ρ1×ρ2))”，在HV－Hi模式中，成为“ρ1/(ρ1+1)”，从第一电动机4输出与传递给第一电动机4的扭矩相平衡的扭矩，由此，保持各旋转部件的转速，将上述扭矩传递给齿圈16。
这里，在利用发动机3产生的扭矩使发动机3的转速增加的情况下，从发动机3产生的扭矩中减去用于使发动机3的转速增加所需的扭矩而得到的扭矩，成为从发动机3输出的扭矩。即，从发动机3的输出轴13实际输出的扭矩成为上述从发动机3输出的扭矩。
如上所述，在从发动机3输出驱动扭矩且从第一电动机4输出反作用力扭矩的情况下，控制第一电动机4的转速，以便使发动机转速成为目标转速。对于该发动机3的目标转速，例如，如果是驱动行驶时，则以考虑到发动机3的油耗、第一电动机4的驱动效率等的作为驱动装置2整体的效率(将消耗能量的量除以前轮1R、1L的能量的量所得到的值)成为最佳的方式来确定。
在上述驱动行驶时，从第一电动机4输出反作用力扭矩，由此，在第一电动机4作为发电机起作用的情况下，发动机3的动力的一部分被第一电动机4转换为电能。并且，从发动机3的动力中去掉被第一电动机4转换成电能的动力的部分所得到的动力，被传递给变速部8中的齿圈16。另外，由第一电动机4发出的电力被供应给第二电动机5。在这种情况下，根据需要，给蓄电装置30充电的电力也被供应给第二电动机5。
在直接联结模式中，各离合器机构CL1、CL2被卡合，由此，如图5所示，动力分配机构6中的各旋转部件以相同转速旋转。即，发动机3的全部动力被从动力分配机构6输出。换句话说，发动机3的动力的一部分不被第一电动机4或第二电动机5转换成电能。从而，由于没有以在转换成电能时产生的电阻等为主要原因的损失，因此，可以提高动力的传递效率。另外，在直接联结模式中，可以从发动机3输出驱动扭矩，进而从第一电动机4或第二电动机5输出驱动扭矩来行驶，或者，停止向发动机3供应燃油，并产生发动机制动扭矩，将第一电动机4或第二电动机5的再生扭矩叠加于该发动机制动扭矩来进行制动行驶。
基于车速和要求驱动力来确定上述各行驶模式。在图6中，表示用于设定行驶模式的设定表的例子，横轴表示车速，纵轴表示要求驱动力。另外，车速可以从利用车速传感器检测出的数据求出，要求驱动力可以从利用加速器开度传感器检测出的数据求出。
在图6所示的例子中，在前进行驶时的要求驱动力比较小的情况下，设定为单一模式。设定为该单一模式的区域是基于第二电动机5的特性来确定的。另外，在设定为单一模式的区域添加了阴影线。
另外，在前进行驶时的要求驱动力比较大的情况下，被设定为HV行驶模式。另外，对于HV行驶模式，由于从低车速区域直到高车速区域都可以输出驱动力，因此，在蓄电装置30的充电剩余量(SOC)达到下限值附近等情况下，即使是应当设定为单一模式的区域，有时也设定为HV行驶模式。
进而，在设定为HV行驶模式的情况下，与车速和要求驱动力相应地选择HV－Lo模式、HV－Hi模式、或者直接联结模式(Fix模式)中的任一模式。具体地，在比较低的车速的情况或要求驱动力比较大的情况下，选择HV－Lo模式，在比较高的车速并且要求驱动力比较小的情况下，选择HV－Hi模式，在车辆的运转状态处于设定为HV－Lo模式和HV－Hi模式的区域之间的运转点(基于车速和要求驱动力的值)的情况下，选择直接联结模式。
另外，通过运转点横穿图6所示的各个线来切换上述HV－Lo模式、直接联结模式、HV－Hi模式。具体地，在运转点从右侧向左侧或者从下侧向上侧横穿图6中的“Lo←Fix”的线的情况下，从直接联结模式向HV－Lo模式切换，在运转点从左侧向右侧或者从上侧向下侧横穿“Lo→Fix”线的情况下，从HV－Lo模式向直接联结模式切换。同样地，在运转点从右侧向左侧或者从下侧向上侧横穿图6中的“Fix←Hi”的线的情况下，从HV－Hi模式向直接联结模式切换，在运转点从左侧向右侧或者从上侧向下侧横穿“Fix→Hi”的线的情况下，从直接联结模式向HV－Hi模式切换。从而，在从HV－Lo模式向HV－Hi模式切换的情况下，以及在与此相反地从HV－Hi模式向HV－Lo模式切换的情况下，在该切换过程中暂时地设定直接联结模式(固定模式)。换句话说，在HV－Lo模式与HV－Hi模式之间的切换经由直接联结模式(固定模式)来进行。
另外，图6所示的设定行驶模式的区域、以及用于进行HV行驶模式中的Hi模式和Lo模式的切换的线也可以构成为与构成驱动装置2的各个构件的温度、蓄电装置30或者电力控制装置28、29的温度、或者SOC等相应地变动。另外，也可以构成为，在SOC比较多等情况下，作为设定EV行驶模式的区域，基于加上了设定为双重模式的区域的另外的设定表来确定行驶模式。
本发明的实施方式中的变速控制装置构成为对下述情况进行抑制，即：在加速器操作量增加，行驶模式从HV－Hi模式经由直接联结模式向HV－Lo模式切换的情况下，因发动机转速的变化而使驾驶员感到不适。在图7中表示出用于说明该控制例的流程图。在图7所示的例子中，首先，判断控制实施标志F是否为开(步骤S1)。该步骤S1中的控制实施标志F是对因发动机转速的变化而使驾驶员感到不适进行抑制的变速控制的实施标志，在从HV－Hi模式经由直接联结模式向HV－Lo模式切换的情况下，被切换为开。从而，在步骤S1，可以参照控制实施标志F进行判断。
在尚未实施变速控制的情况或者在上一个进程中控制实施标志F被切换为关的情况等、因控制实施标志为关而在步骤S1中做出否定的判断的情况下，判断是否存在加速器的踩下操作(步骤S2)。该步骤S2是用于判断驾驶员是否要求使驱动力增大的步骤，作为其判断方法，判断驾驶员是否意图使驱动力增大而进行了加速器操作。具体地，在由加速器开度传感器检测出的加速器开度速度在规定速度以上且经过了规定时间的情况下，判断为有加速器的踩下操作。另外，也可以根据加速器开度的增加量是否在规定量以上来判断是否有加速器的踩下操作。
在因没有加速器的踩下操作而在步骤S2中做出否定的判断的情况下，保持状态不变地暂时结束该程序。即，保持HV－Hi模式，并且，将发动机转速控制在使以车速和要求驱动力为基础的油耗良好的转速。与此相反，在因有加速器的踩下操作而在步骤S2中做出肯定的判断的情况下，判断是否有行驶模式从HV－Hi模式经由直接联结模式向HV－Lo模式切换的要求(步骤S3)。该步骤S3可以基于是否因在HV－Hi模式中被进行加速器操作而使得要求驱动力增大到了应设定为HV－Lo模式的要求驱动力来进行判断。另外，例如，也可以通过基于在HV－Hi模式中的加速器操作的操作速度来推定要求驱动力增大到应设定为HV－Lo模式的要求驱动力，从而做出步骤S3的判断。
在因没有行驶模式从HV－Hi模式经由直接联结模式向HV－Lo模式切换的要求，而在步骤S3中做出否定的判断的情况下，保持状态不变地暂时结束该进程。与此相反，在因有行驶模式从HV－Hi模式经由直接联结模式向HV－Lo模式切换的要求，而在步骤S3中做出肯定的判断的情况下，将控制实施标志F切换成开(步骤S4)。
在因控制实施标志F为开，而在步骤S1中做出肯定的判断的情况下，或者，在步骤S4中控制实施标志F被切换为开的情况下，接着，判断从直接联结模式向HV－Lo模式的切换是否结束(步骤S5)。该步骤S5判断是否行驶模式的切换正在进行而当前的行驶模式正在变成HV－Lo模式即可，可以通过是否第一离合器机构CL1卡合且第二离合器机构CL2释放等来判断。
在因使加速器操作量增加之后不久的情况等、仍处于HV－Hi模式的情况或处于直接联结模式的情况等，而在步骤S5中做出否定的判断的情况下，对在加速器操作量增加开始之后，即，在步骤S2中做出肯定的判断之后经过的时间(下面，记作第一经过时间)T1进行计数(步骤S6)。该步骤S6可以将实施该控制进程的周期时间与到此前为止被计数的第一经过时间T1相加来求出。即，在步骤S2中做出肯定的判断之后直到切换成HV－Lo模式并在步骤S5中做出肯定的判断为止的期间的经过时间持续并被计数。
接着，判断车辆的前后加速度的变化率(绝对值)|dG/dt|是否比规定值α小(步骤S7)。该步骤S7是判断实际的驱动力是否增大到了与加速器操作量相应的要求驱动力的步骤，可以将车速的变化率进行二次微分来求出，也可以对检测前后加速度的传感器的检测值进行微分来求出。另外，由于在加速器操作量增加之后到发动机扭矩增加为止，存在不可避免的滞后，因此，在该情况下，通过使第二电动机5的扭矩增大，使车辆的驱动力增大，满足要求驱动力。
在因车辆的前后加速度的变化率(绝对值)|dG/dt|在规定值α以上，而在步骤S7中做出否定的判断的情况下，保持状态不变地暂时结束该进程。与此相反，在因车辆的前后加速度的变化率(绝对值)|dG/dt|比规定值α小，而在步骤S7中做出肯定的判断的情况下，对在车辆的前后加速度的变化率(绝对值)|dG/dt|变得不足规定值α之后，即，在步骤S7中最初做出肯定的判断之后经过的时间(下面，记作第二经过时间)T2进行计数(步骤S8)，暂时结束该进程。该步骤S8可以将实施该控制进程的周期时间与到此前为止被计数的第二经过时间T2相加来求出。
在该控制例中，在切换成HV－Lo模式之后，暂时地使发动机转速迅速地增加到规定的转速(下面，记作第一目标转速)Nep1，之后，以规定的变化率dNe/dt使发动机转速增加到根据所要求的行驶功率和最佳油耗线确定的转速等发动机3的最终的目标转速(下面，记作第二目标转速)Nep2。从而，在因从直接联结模式向HV－Lo模式的切换结束，而在步骤S5中做出肯定的判断的情况下，计算第一目标转速Nep1(步骤S9)。该第一目标转速Nep1是为了使驾驶员伴随着加速器操作认识到发动机转速增加而确定的转速。从而，在使加速器操作量开始增加之后经过的时间(第一经过时间)T1越长，则第一目标转速Nep1设定为越小的值，另外，在车辆的前后加速度的变化率(绝对值)|dG/dt|变成不足规定值α之后经过的时间(第二经过时间)T2越长，则第一目标转速Nep1设定为越小的值。
这里，对于计算第一目标转速的方法的例子进行说明。第一目标转速Nep1，如上所述，第一经过时间T1越长，则设定为越小的值。因此，首先，基于在步骤S6中计数的第一经过时间T1和图8所示的设定表，求出第一暂定转速Nep1(T1)。图8所示的设定表，横轴表示第一经过时间T1，纵轴表示第一暂定转速Nep1(T1)。该设定表是通过官能试验等预先确定的设定表，对于在使加速器操作量增加之后的每个经过时间，求出驾驶员不感到不适的发动机转速的允许上限值，将该允许上限值的规定比例确定为第一暂定转速Nep1(T1)。另外，可以如图8中实线所示，在第一经过时间T1变成第一规定时间Tth1以上的情况下，将第一暂定转速Nep1(T1)确定成与第一经过时间T1的增加成比例地降低，也可以在第一经过时间T1变成第二规定时间Tth2以上的情况下，将第一暂定转速Nep1(T1)确定成阶梯式地降低。
另外，如上所述，第二经过时间T2越长，则第一目标转速Nep1设定为越小的值。因此，基于第二经过时间T2和图9所示的设定表，求出第二暂定转速Nep1(T2)。图9所示的设定表，横轴表示第二经过时间T2，纵轴表示第二暂定转速Nep1(T2)。该设定表与图8所示的设定表一样，是通过官能试验等预先确定的设定表，对在前后加速度的变化率(绝对值)|dG/dt|变成不足规定值α之后的每一个经过时间，求出驾驶员不会感到不适的发动机转速的允许上限值，将该允许上限值的规定比例确定为第二暂定转速Nep1(T2)。另外，如图9中实线所示，可以将第二暂定转速Nep1(T2)确定成与第二经过时间T2的增加成比例地降低，也可以在第二经过时间T2变成第三规定时间Tth3以上的情况下，将第二暂定转速Nep1(T2)确定成阶梯式地下降。接着，将第一暂定转速Nep1(T1)与第二暂定转速Nep1(T2)相加。
如上所述，以与第一经过时间T1或第二经过时间T2相应地将发动机转速设定得低的方式求出第一暂定转速Nep1(T1)或第二暂定转速Nep1(T2)。从而，变成从第二电动机5输出在使发动机转速增加到第二目标转速Nep2的期间中的要求功率与发动机3的输出功率的差的量的驱动功率。另一方面，由于能够从第二电动机5输出的驱动功率与SOC相应地变化，因此，通过将上述第一暂定转速Nep1(T1)和第二暂定转速Nep1(T2)相加得到的第三暂定转速Nep1(T1、T2)乘以与SOC相应的系数，发动机转速被设定在过低的转速，发动机功率降低，其结果是驱动力暂时降低加以抑制。具体地，基于当前的SOC和图10所示的设定表，计算系数K，将第三暂定转速Nep1(T1、T2)乘以该系数K。另外，图10中的横轴表示SOC，纵轴表示系数K，在SOC在第一SOC以上的情况下，将系数K设定为“1”，在小于第一SOC的情况下，以SOC越小则系数K越大，小于第二SOC则系数K变成最大值的方式进行设定。
并且，为防止将第三暂定转速Nep1(T1、T2)乘以系数K得到的第四暂定转速Nep1(T1、T2、K)变为从直接联结模式切换到HV－Lo模式的时刻的转速以下，即，为了抑制在使发动机转速向第二目标转速Nep2增加的过渡期，发动机转速暂时降低，由从直接联结模式切换到HV－Lo模式的时刻的转速作为下限警戒点。进而，为了防止第四暂定转速Nep1(T1、T2、K)变成第二目标转速Nep2以上，即，为了防止在使发动机转速向第二目标转速Nep2增加的过渡期，发生发动机转速暂时超过第二目标转速Nep2、之后再减小到第二目标转速Nep2这样的飙升，由第二目标转速Nep2作为上限警戒点，求出第一目标转速Nep1。即，如果第四暂定转速Nep1(T1、T2、K)是在下限警戒值与上限警戒值之间的转速，则将第四暂定转速Nep1(T1、T2、K)设定为第一目标转速Nep1，如果第四暂定转速Nep1(T1、T2、K)不足下限警戒值，则将下限警戒值设定为第一目标转速Nep1，与此相反，如果第四暂定转速Nep1(T1、T2、K)在上限警戒值以上，则将上限警戒值设定为第一目标转速Nep1。
接着步骤S9，判断实际的发动机转速是否达到在步骤S9中计算出的第一目标转速Nep1(步骤S10)。该步骤S10中的实际的发动机转速，可以基于由车速传感器检测出的车速、第一电动机4的转速、以及动力分配机构6的齿轮比来计算，也可以设置直接检测发动机3的转速的传感器，基于器检测值来判断。
在因实际的发动机转速没有达到第一目标转速Nep1，而在步骤S10中做出否定的判断的情况下，设定直至第一目标转速Nep1的发动机转速的第一目标变化率dNe/dt1(步骤S11)。在设定为HV－Lo模式时，可以通过控制第一电动机4的转速来控制发动机转速。从而，步骤S11中的第一目标变化率dNe/dt1被设定为成为在从蓄电装置30能够输出的电力或第一电动机4能够输出的扭矩等的限制范围内的最大增加率。
与此相反，在因实际的发动机转速达到第一目标转速Nep1，而在步骤S7中做出肯定的判断的情况下，设定使发动机转速从第一目标转速Nep1向第二目标转速Nep2增加时的发动机转速的第二目标变化率dNe/dt2(步骤S12)。该第二目标变化率dNe/dt2由下面的公式计算。
dNe/dt2＝C1×G+C2×pap+C3×V
另外，上式中的G是车辆的前后加速度，pap是加速器开度(或者驱动力)，V是车速，C1、C2、C3是为了与驾驶员所期待的发动机转速的变化率相一致而通过官能试验预先确定的系数。
接着步骤S11及步骤S12，判断实际的发动机转速是否达到了第二目标转速Nep2(步骤S13)，在因实际的发动机转速没有达到第二目标转速Nep2，而在步骤S13中做出否定的判断的情况下，判断加速器开度是否在规定开度以上(步骤S14)。如上所述，该控制例为了抑制发动机转速的增加，限制发动机3的输出功率。因此，在急加速时等要求比较大的驱动力的情况下，存在着不能满足所要求的功率的可能性。从而，在这种情况下，不实施该控制，即，不设定第一目标转速Nep1，而以最大增加率使发动机转速急速增加到所要求的目标转速。即，在步骤S14中的规定开度被设定为在急加速时等由驾驶员踩下的加速器开度。
在因加速器开度不足规定开度，而在步骤S14中做出否定的判断的情况下，保持状态不变地暂时结束该进程。另外，在因实际的发动机转速达到第二目标转速Nep2，而在步骤S13中做出肯定的判断的情况、或者加速器开度在规定开度以上而在步骤S14中做出肯定的判断的情况下，将控制实施标志F切换到关(步骤S15)，并且，将第一经过时间T1以及第二经过时间T2重置(步骤S16)，暂时结束该进程。
在图11至图14中表示出用于说明实施上述的控制例的情况下的发动机转速的变化的时间图。图11中所示的例子表示在第一经过时间T1以及第二经过时间T2比较短、并且SOC在第一SOC以上的情况下的发动机转速的变化。
首先，在t0时刻，成为进行稳定行驶的程度的加速器开度，由此，车辆的前后加速度变成大致为“0”。另外，在t0时刻，被设定为HV－Hi模式，在从发动机3输出为了稳定行驶所需的功率的情况下，发动机转速被保持在发动机3的油耗良好的转速，被保持在比较低的转速。
在t1时刻，加速器开度增加，由此，要求从HV－Hi模式经由直接联结模式向HV－Lo模式的切换。即，在图7中的步骤S3中做出肯定的判断。其结果是，从t1时刻起开始第一经过时间T1的计数。另外，通过控制发动机扭矩或第二电动机5的扭矩，以输出与在时刻t1增加的加速器开度相应的驱动力，车辆的前后加速度开始增加，在t2时刻，通过达到所要求的驱动力，车辆的前后加速度保持大致恒定。其结果是，从t2时刻起开始第二经过时间T2的计数。
进而，在t1时刻，首先，为了设定直接联结模式，即，为了使第一离合器机构CL1卡合，使行星齿轮架12与行星齿轮架18的转速相一致。因此，发动机转速增加。具体地，通过控制第一电动机4的转速，使发动机转速(行星齿轮架12的转速)增加。这时的发动机转速的变化率成为基于第一电动机4的输出扭矩的上限值等的最大变化率。
并且，在时刻t3，通过行星齿轮架12与行星齿轮架18的转速相一致，第一离合器机构CL1被卡合，其结果是，被设定为直接联结模式。如上所述，在第二离合器机构CL2是啮合式的卡合机构的情况下，为了释放第二离合器机构CL2，使作用于第一离合器机构CL1的扭矩增大，由此，使作用于第二离合器机构CL2的扭矩降低。在经过这样的扭矩的分配率的变更所用的时间的经过之后，将第二离合器机构CL2释放，切换成HV－Lo模式(t4时刻)。即，在图7中的步骤S5中做出肯定的判断，计算第一目标转速Nep1。
在这里所示的例子中，表示出第一经过时间T1以及第二经过时间T2比较短，并且，SOC在第一SOC以上的情况下的例子。具体地，表示第一经过时间T1比图8所示的第一规定时间Tth1短，并且，第二经过时间T2比第三规定时间Tth3短，进而，SOC比第一SOC多的例子。因此，在t4时刻计算出的第一目标转速Nep1被设定为将第一暂定目标转速Nep1(T1)与第二暂定目标转速Nep1(T2)相加得到的值。
并且，以在步骤S11中计算出的第一目标变化率dNe/dt1使发动机转速向该第一目标转速Nep1增加，如果在时刻t5发动机转速达到了第一目标转速Nep1，则以在步骤S12中计算出的第二目标变化率dNe/dt2使发动机转速增加，在t6时刻，发动机转速达到第二目标转速Nep2。
如上所述，由于第一目标转速Nep1是由通过官能试验基于第一经过时间T1、第二经过时间T2确定的第一暂定转速Nep1(T1)及第二暂定转速Nep1(T2)计算出的，因此，即使在切换到HV－Lo模式之后发动机转速增加，会感到与加速器操作相应的发动机转速的增加，因此，能够对驾驶员感到不适进行抑制。
图12所示的例子表示出在第一经过时间T1以及第二经过时间T2比较长，并且，SOC在第一SOC以上的情况下的发动机转速的变化。另外，由于从t0时刻到t4时刻，尽管时间不同但动作状态一样，因此，这里省略其说明。在这里所示的例子中，如上所述，因第一经过时间T1和第二经过时间T2比较长，具体地，第一经过时间T1比第二规定时间Tth2长，另外，第二经过时间T2比第三规定时间长，而使第三暂定转速Nep1(T1、T2)变成小的值，并且，因SOC比第一SOC多，而将系数K设定为“1”。其结果是，如图12中虚线所示，第四暂定转速Nep1(T1、T2、K)变成t4时刻的发动机转速以下。因此，在图12所示的例子中，第一目标转速Nep1变成t4时刻的发动机转速，在切换成HV－Lo模式的t4时刻，在图7的步骤S10中做出肯定的判断。即，实质上，不使发动机转速向第一目标转速Nep1变化，而以在步骤S12中计算出的第二目标变化率dNe/dt2使发动机转速向第二目标转速Nep2增加。
这样，在第四暂定转速Nep1(T1、T2、K)变成比切换到HV－Lo模式的时刻的发动机转速低的转速的情况下，通过以切换到HV－Lo模式的时刻的发动机转速来确定第一目标转速Nep1作为下限警戒，可以对发生驾驶员不希望的发动机转速降低进行抑制，可以对驾驶员感到不适进行抑制。
另一方面，图13所示的例子表示SOC比第二SOC少的情况下的例子，在t4时刻计算出的第一目标转速Nep1变成高转速。具体地，系数K被设定为最大值。其结果是，与图13中虚线所示的SOC比第一SOC多的情况相比较，发动机转速被保持在高转速，发动机3的输出功率增大。即，使第二电动机5的输出功率降低。其结果是，以SOC的降低为主要因素，可以抑制驱动力降低。换句话说，在图13所示的例子中，比抑制因发动机转速的增加而使驾驶员感到不适优先地对驱动力的降低进行抑制。
图14所示的例子表示在切换成HV－Lo模式之后，加速器开度进一步增加到规定开度以上的例子，即，表示所要求的驱动力增大到规定驱动力以上的例子。具体地，在t5时刻之前，与图11所示的例子同样，在发动机转速达到第一目标转速Nep1之后，使发动机转速以第二目标变化率dNe/dt2开始向第二目标转速Nep2增加。并且，通过在t7时刻使加速器开度增加到规定开度以上，在图7的步骤S14中做出肯定的判断，将控制实施标志F切换为关。从而，以最大增加率开始使发动机转速增加,以便可以中止以第二目标变化率dNe/dt2使发动机转速增加，而输出与加速器开度相应的驱动力。其结果是，在t8时刻，发动机转速达到第二目标转速Nep2。
这样，在加速器开度被增加到规定开度以上的情况下，通过使控制实施标志F为关，可以急速地使发动机转速增加，可以输出驾驶员要求的驱动力(行驶功率)。即，在图14所示的例子中，比抑制由发动机转速的增加引起的驾驶员的不适优先地使驱动力增大。
另外，举例说明了经由动力分配机构6的变速比为“1”的直接联结模式进行HV－Hi模式和HV－Lo模式的切换的车辆，但是，对于本发明的实施方式中的固定级模式，只要发动机3与驱动轮1R、1L的转速比成为规定的固定值的模式即可，并不局限于上述结构。另外，只要构成为第一经过时间T1和第二经过时间T2中的至少任一经过时间越长，就将第一目标转速Nep1设定为越低的转速即可，并不局限于基于两个经过时间来确定的结构。
附图标记说明
1R、1L···前轮，2···驱动装置，3···发动机，4、5···电动机，6···动力分配机构，7···分配部，8···变速部，9、15···太阳齿轮，10、16、24···齿圈，11、17、小齿轮，12、18···行星齿轮架，30···蓄电装置，CL1、CL2···离合器机构，31···电子控制装置(ECU)。

Claims (7)

1.一种车辆的变速控制装置，配备有：发动机；以及变速机构，所述变速机构与所述发动机连接，并且能够对第一无级变速模式及第二无级变速模式与固定级模式进行切换，所述第一无级变速模式及所述第二无级变速模式是能够连续地改变所述发动机的转速的模式，所述固定级模式是将所述发动机与驱动轮的转速比固定在规定值的模式，
所述变速控制装置经由所述固定级模式进行所述第一无级变速模式与所述第二无级变速模式的切换，其特征在于，
所述变速控制装置配备有控制所述变速机构的控制器，
在因有使驱动力增大的要求而从所述第一无级变速模式向所述第二无级变速模式切换的情况下，从由所述固定级模式切换到所述第二无级变速模式的时刻起，所述控制器使所述发动机的转速增加至第一目标转速，之后，增加至与所要求的驱动力相应的第二目标转速，并且，第一经过时间和第二经过时间中的至少任一经过时间越长，则将所述第一目标转速设定成越低的转速，所述第一经过时间是从有了使所述驱动力增大的要求的时刻起至从所述固定级模式切换到所述第二无级变速模式的时刻为止的时间，所述第二经过时间是从车辆的加速度的变化率变成小于规定的变化率的时刻起至从所述固定级模式切换到所述第二无级变速模式的时刻为止的时间。
2.如权利要求1所述的车辆的变速控制装置，其特征在于，
配备有：电动机，所述电动机能够进行扭矩传递地与所述驱动轮或者不同于所述驱动轮的另外的驱动轮相连接；以及蓄电装置，所述蓄电装置向所述电动机供应电力，
所述控制器构成为，在有使所述驱动力增加的要求的情况下，通过在从所述发动机向所述驱动轮传递的扭矩的基础上，还从所述电动机向所述驱动轮或者所述另外的驱动轮传递扭矩，满足行驶模式从所述第一无级变速模式向所述第二无级变速模式切换的过渡期中的要求驱动力，
所述蓄电装置的充电剩余量越少，则所述第一目标转速被设定为越高的转速。
3.如权利要求1或2所述的车辆的变速控制装置，其特征在于，
所述第一目标转速将从所述固定级模式向所述第二无级变速模式切换的时刻的所述发动机的转速作为下限值。
4.如权利要求1至3中任一项所述的车辆的变速控制装置，其特征在于，所述第一目标转速将所述第二目标转速作为上限值。
5.如权利要求1至4中任一项所述的车辆的变速控制装置，其特征在于，
将从所述固定级模式向所述第二无级变速模式切换的时刻至达到所述第一目标转速的时刻为止的所述发动机转速的增加率设定为最大增加率。
6.如权利要求1至5中任一项所述的车辆的变速控制装置，其特征在于，
基于车速、所述车辆的前后加速度、以及加速器操作量，确定从所述第一目标转速至所述第二目标转速的所述发动机转速的增加率。
7.如权利要求6所述的车辆的变速控制装置，其特征在于，
在使所述发动机转速从所述第一目标转速增加至所述第二目标转速的过渡期中所要求的驱动力增大到规定驱动力以上的情况下，将所述发动机转速的增加率切换到最大增加率。
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