JP2000074202A - Shift control device for transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress generation of a shift shock by estimating torque input to a transmission in an operating condition of a rotary machine, and controlling the transmission based on this estimation. SOLUTION: After torque estimation of a motor generator 3 is judged capable, an up-shift control signal is input to a hydraulic control device 39 from an electronic control device 58, torque of an engine 1 is partly transmitted to the generator 3 in the case of a battery during charging, the generator 3 functions as a generator by this toque, and negative torque is transmitted to an input shaft. Here, torque to the generator 3 is calculated by a current value supplied to the battery by electric generation and a rotational speed of the generator 3, and torque input to a gear shift mechanism 4 is estimated, engaging/disengaging timing of a friction engaging device or a hydraulic pressure necessary for a shift are controlled based on this estimation. Torque of the engine 1 and the generator 3 is additionally estimated in the case of the battery during discharging. In this way, a shift shock is suppressed by providing the estimated torque actually conformed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for suppressing a shift shock of a transmission, and more particularly to a shift control device having a structure in which torques output from different types of power sources are input to the transmission. It is about.

[0002]

2. Description of the Related Art Generally, an automatic transmission arranged on a torque transmission path of an engine includes a gear transmission mechanism and a plurality of friction engagement devices. The gear ratio is controlled by automatically switching the engagement / disengagement patterns of the plurality of friction engagement devices based on the running state of the vehicle. The friction engagement device includes a clutch and a brake operated by hydraulic pressure. These friction engagement devices are components that transmit the torque output from the engine. For this reason, the hydraulic pressure acting on the friction engagement device is set based on the torque input from the engine to the automatic transmission.

On the other hand, recently, different types of power sources have been mounted for the purpose of saving fuel for driving the engine, reducing noise due to rotation of the engine, and reducing exhaust gas generated by fuel combustion. Hybrid vehicles have been proposed. An example of such a hybrid vehicle is described in Japanese Patent Application Laid-Open No. 9-209790.
In the hybrid vehicle described in this publication, an engine and a motor generator are arranged on the input side of a transmission. An electronic control unit for controlling the engine and the transmission is provided. An inverter and a battery are connected to the motor generator, and an electronic control unit is connected to the inverter and the battery.

In the hybrid vehicle described in this publication, the operating states of the engine and the motor / generator are determined based on various conditions, for example, the vehicle speed, the operating state of the accelerator pedal, the operating state of the brake, the charged amount of the battery, and the like. Controlled. Specifically, it is possible to input the torque of the engine to the motor generator, drive the motor generator as a generator, and charge the battery with the generated electric energy. When the vehicle is decelerated, regenerative braking is performed by torque input from the wheels to the motor generator via the transmission. That is,
The braking energy is recovered by the motor generator, and the battery is charged with the electric energy generated by the motor generator. Further, it is possible to make the motor generator function as an electric motor and input the torque of the motor generator to the transmission.

[0005]

In the hybrid vehicle described in the above publication, the operating states of the engine and the motor / generator are controlled based on various conditions. For this reason, the torque input to the transmission changes according to the change in the state of the vehicle. However, conventionally, the shift of the automatic transmission is controlled based on the torque output from the engine. Therefore, when the technology is applied to the hybrid vehicle described in the official gazette, the torque actually input to the transmission is different from the torque used as a criterion for the shift control, which may cause a shift shock. was there.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a transmission shift control device capable of controlling a shift of a transmission based on an operating state of a rotating machine. And

[0007]

In order to achieve the above object, according to the first aspect of the present invention, there is provided a transmission to which a torque output from an engine is input, and conversion of mechanical energy into electric energy. A transmission having at least one of a function and a function of converting electrical energy into mechanical energy, wherein the torque input to the transmission is based on an operating state of the rotating machine. And a shift control means for controlling a shift of the transmission based on the torque estimated by the input torque estimating means.

[0008] In claim 1, the case where the torque transmission path between the engine and the transmission and the torque transmission path where the rotating machine is arranged is the same or different is illustrated.
In other words, a transmission control device in which a rotating machine is disposed on at least one of a torque transmission path formed between an engine and a transmission or a torque transmission path other than the torque transmission path is a target.

Therefore, according to the first aspect of the present invention, the torque input to the transmission is estimated based on the torque output from the engine and the operating state of the rotating machine. For this reason, the estimated torque is based on the torque actually input to the transmission, and shift shock of the transmission is suppressed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the transmission includes a plurality of friction engagement devices for setting a plurality of speed ratios. Is a clutch-to-clutch shift in which the first frictional engagement device is released and the second frictional engagement device is engaged.

Therefore, according to the second aspect of the invention, in addition to obtaining the same operation as the first aspect, the estimated torque is based on the torque actually input to the transmission. Therefore, the shift shock is suppressed even in the case of so-called clutch-to-clutch shift.

Further, the invention according to a third aspect is characterized in that, in addition to the configuration according to the first or second aspect, a shift inhibiting means for inhibiting a shift of the transmission when the input torque estimating means cannot estimate the torque. It is characterized by having.

Therefore, according to the third aspect of the present invention, in addition to obtaining the same operation as the first or second aspect, when it is impossible to estimate the torque input to the transmission, the speed of the transmission is changed. Is prohibited, the shift shock is further suppressed.

[0014]

Next, the present invention will be described more specifically with reference to the drawings. FIG. 2 is a block diagram showing a system configuration of a hybrid vehicle to which the present invention is applied. As the engine 1, which is the first power source of the vehicle, an internal combustion engine such as a gasoline engine, a diesel engine, an LPG engine, a gas turbine engine, or a jet engine is used. Engine 1 of this embodiment
Has a known structure including a fuel injection device, an intake / exhaust device, an ignition device, and the like.

An electronic throttle valve 1B is provided in an intake pipe of the engine 1, and the opening of the electronic throttle valve 1B is electrically controlled. A torque converter 2, a motor / generator 3, and a gear transmission mechanism 4 are arranged on one transmission path of the torque output from the engine 1. The other transmission path of the torque output from the engine 1 includes:
Another motor-generator 6 is arranged via a drive 5. As the motor generators 3, 6, for example, an AC synchronous type is applied.

First, the configuration of one of the torque transmission paths will be specifically described. FIG. 3 is a skeleton diagram showing a configuration of the torque converter 2 and the gear transmission mechanism 4. An automatic transmission fluid is sealed as an operating oil inside the automatic transmission having the torque converter 2 and the gear transmission mechanism 4.

The torque converter 2 transmits the torque of the driving member to the driven member by fluid. The torque converter 2 has a front cover 8 integrated with a pump impeller 7, a hub 10 integrally mounted with a turbine runner 9, and a lock-up clutch 11. Then, the rotation of the pump impeller 7 is converted into fluid energy and transmitted to the turbine runner 9. The lock-up clutch 11 includes the front cover 8 and the hub 1.
0 to selectively engage and disengage. Note that the engagement of the lock-up clutch 11 includes a state in which the lock-up clutch 11 is completely engaged and a state in which the lock-up clutch 11 has slipped.

The front cover 8 is connected to the crankshaft 12 of the engine 1. A stator 13 is provided on the inner peripheral side of the pump impeller 7 and the turbine runner 9.
Is provided. This stator 13 is for increasing the torque transmitted from the pump impeller 7 to the turbine runner 9. Further, the input shaft 14 is connected to the hub 10.
Is connected. Therefore, when torque is output from the crankshaft 12 of the engine 1, this torque is transmitted to the input shaft 14 via the torque converter 2 or the lock-up clutch 11.

The gear transmission mechanism 4 comprises an auxiliary transmission section 15 and a main transmission section 16. The auxiliary transmission unit 15
An overdrive planetary gear mechanism 17 is provided, and an input shaft 14 is connected to a carrier 18 of the planetary gear mechanism 17. A multi-plate clutch C0 and a one-way clutch F0 are provided between the carrier 18 and the sun gear 19 constituting the planetary gear mechanism 17. The one-way clutch F0 is engaged when the sun gear 19 rotates forward relative to the carrier 18, that is, when the sun gear 19 rotates in the rotation direction of the input shaft 14. The ring gear 20, which is an output element of the sub transmission unit 15, is
Is connected to the intermediate shaft 21 which is an input element of. Also,
Multi-plate brake B0 for selectively stopping rotation of sun gear 19
Is provided.

Therefore, in the subtransmission section 15, the entire planetary gear mechanism 17 rotates integrally with the multi-plate clutch C0 or the one-way clutch F0 in the engaged state. For this reason, the intermediate shaft 21 rotates at the same speed as the input shaft 14 and is in the low speed stage. Further, the brake B0 is engaged to
Is stopped, the ring gear 20 is rotated by the input shaft 14.
The rotation speed is increased with respect to the normal rotation, and a high speed stage is established.

On the other hand, the main transmission section 16 is provided with three sets of planetary gear mechanisms 22, 23 and 24, and the rotating elements constituting the three sets of planetary gear mechanisms 22, 23 and 24 are connected as follows. Have been. That is, the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23 are integrally connected to each other. Also, the ring gear 27 of the first planetary gear mechanism 22, the carrier 29 of the second planetary gear mechanism 23, and the carrier 31 of the third planetary gear mechanism 24
And are connected. Further, the output shaft 3 is attached to the carrier 31.
2 are connected. This output shaft 32 is connected to wheels 32A via a torque transmission device (not shown). Furthermore, the ring gear 33 of the second planetary gear mechanism 23 is
The third planetary gear mechanism 24 is connected to a sun gear 34.

In the gear train of the main transmission section 16, one reverse gear and four forward gears can be set. A friction engagement device for setting such a shift speed, that is, a clutch and a brake, is provided as follows. First, the clutch will be described. The ring gear 33 and the sun gear 34, the intermediate shaft 21
Between the first clutch C1 and the first clutch C1. Further, a second clutch C2 is provided between the sun gear 25 and the sun gear 26 connected to each other and the intermediate shaft 21.

Next, the brake will be described. The first brake B1 is a band brake, and is arranged so as to stop the rotation of the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23. I have. Between the sun gears 25 and 26 and the casing 35, a first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series. The first one-way clutch F1 is engaged when the sun gears 25 and 26 rotate in the reverse direction, that is, when they rotate in the direction opposite to the rotation direction of the input shaft 14.

A third brake B3, which is a multi-plate brake, is provided between the carrier 37 and the casing 35 of the first planetary gear mechanism 22. And the third planetary gear mechanism 24
Has a ring gear 38, and as a brake for stopping the rotation of the ring gear 38, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are provided. Fourth brake B4 and second one-way clutch F2
Are arranged in parallel with each other between the casing 35 and the ring gear 38. The second one-way clutch F
2 is configured to engage when the ring gear 38 is about to rotate in the reverse direction. Further, an input speed sensor (turbine speed sensor) 4A for detecting the input speed of the gear transmission mechanism 4, an output speed sensor (vehicle speed sensor) 4B for detecting the speed of the output shaft 32 of the gear transmission mechanism 4, and Is provided.

In the gear transmission mechanism 4 configured as described above, the frictional engagement devices such as the clutches and brakes are engaged and released as shown in the operation chart of FIG. The first reverse speed can be set. In FIG. 4, the mark ○ indicates that the friction engagement device is engaged, the mark ◎ indicates that the friction engagement device is engaged during engine braking, and the mark △ indicates that the friction engagement device is engaged. It can be either release, in other words, that the engagement of the friction engagement device has nothing to do with the transmission of torque, and a blank indicates that the friction engagement device is released.

When the speed is changed between the second speed and the third speed of the forward gear, one of the friction engagement devices is engaged and released, and the other friction engagement device is engaged. -A so-called clutch-to-clutch shift is released.
That is, when upshifting from the second speed to the third speed, the third brake B3 is released and the second brake B2 is engaged. When downshifting from the third speed to the second speed, the second brake B2 is released and the third brake B3 is engaged.

In this embodiment, the shift lever 4C
It is possible to set the shift position as shown in FIG. That is, P (parking) position, R (reverse) position, N
(Neutral) position, D (drive) position, 4 position, 3 position, 2 position, L
Each of the (low) positions can be selected.

The hydraulic control device 39 shown in FIG. 2 controls the setting or switching of the gear stage in the gear transmission mechanism 4, the engagement / disengagement and slip control of the lock-up clutch 11, and the control of the line pressure of the hydraulic circuit. The control of the engagement pressure of the friction engagement device is performed. The hydraulic control device 39 is electrically controlled, and includes first to third shift solenoid valves S1 to S3 for executing a shift of the gear transmission mechanism 4, and a second shift solenoid valve for controlling an engine braking state. And a four solenoid valve S4.

Further, the hydraulic control device 39 includes a linear solenoid valve SLT for controlling the line pressure of the hydraulic circuit.
And a linear solenoid valve SLN for controlling the accumulator back pressure at the time of shifting of the gear transmission mechanism 4.
And a linear solenoid valve SLU for controlling the engagement pressure of the lock-up clutch 11 and a predetermined friction engagement device. Incidentally, a technology related to clutch-to-clutch shifting of an automatic transmission is disclosed in, for example, Japanese Patent Application Laid-Open No. 5-306
760, JP-A-5-322018 and JP-A-5-296331.

FIG. 6 is a block diagram showing a control system of the motor generator 3 which is a second power source of the vehicle.
As the motor generator 3, for example, an AC synchronous type is applied. The motor generator 3 includes a rotor (not shown) having a permanent magnet, and a stator (not shown) around which a coil (not shown) is wound. When a three-layer alternating current flows through the three-layer winding of the coil, a rotating magnetic field is generated, and torque is generated by controlling the rotating magnetic field in accordance with the rotational position and the rotational speed of the rotor. The generated torque is almost proportional to the magnitude of the current, and the rotation speed is controlled by the frequency of the alternating current. The motor generator 3 is connected to the input shaft 14, and the motor generator 3 has a function of converting between mechanical energy and electric energy, that is, the motor generator 3
Has both a function as an electric motor and a function as a generator.

That is, the motor generator 3 is configured to generate electric power by the torque of the input shaft 14 and to charge the battery 41 via the inverter 40 with its electric energy. In addition, the torque output from the motor generator 3 is transmitted to the input shaft 14,
It is also possible to assist the torque output from the engine 1. Furthermore, the inverter 40 and the battery 4
1 is connected to a controller 42.

When the motor generator 3 functions as an electric motor, the DC voltage from the battery 41 is converted into an AC voltage and supplied to the motor generator 3. When the motor generator 3 functions as a generator, the induced voltage generated by the rotation of the rotor is converted into a DC voltage by the inverter 40 and output to the battery 41. The controller 42 has a function of detecting a current value supplied from the battery 41 to the motor generator 3 and a current value generated by the motor generator 3. The controller 42 has a function of controlling the number of rotations of the motor generator 3 and a state of charge (SO
C: a function of detecting and controlling a state of charge).

FIG. 7 is an explanatory diagram showing the configuration of the other torque transmission path of the engine 1. The driving device 5 is a reduction gear 4
The speed reducer 43 is connected to the engine 1 and the motor generator 6. Reduction gear 4
Reference numeral 3 includes a ring gear 44 and a sun gear 45 arranged concentrically, and a plurality of pinion gears 46 meshed with the ring gear 44 and the sun gear 45.
The plurality of pinion gears 46 are held by a carrier 47, and a rotating shaft 48 is connected to the carrier 47. A rotary shaft 49 is provided concentrically with the crankshaft 12 of the engine 1, and a clutch 50 for connecting / disconnecting the rotary shaft 12 and the crankshaft 12 is provided. Further, a chain 51 that transmits torque between the rotating shaft 49 and the rotating shaft 48 is provided. In addition, accessories such as an air compressor 48B are connected to the rotating shaft 48 via a chain 48A.

The motor / generator 6 has a rotating shaft 5
2 and the sun gear 45 is attached to the rotating shaft 52. Further, a brake 53 for stopping the rotation of the ring gear 44 is provided in the housing 53 of the driving device 5. Further, a one-way clutch 54 is arranged around the rotation shaft 52, and an inner ring of the one-way clutch 54 is connected to the rotation shaft 52, and an outer ring of the one-way clutch 54 is connected to the ring gear 44. The transmission or reduction of the torque between the engine 1 and the motor / generator 6 is performed by the speed reducer 43 having the above configuration. And
The one-way clutch 54 is configured to be engaged when torque output from the engine 1 is transmitted to the motor generator 6.

The motor generator 6 includes a motor generator
The configuration is almost the same as that of the generator 3. The motor generator 6 performs a function of converting between mechanical energy and electric energy, that is, the motor generator 6 has a function as a starter for starting the engine 1, a function as a generator (alternator), and a function as the engine 1. At the time of stoppage, it also has a function of driving auxiliary equipment such as the air compressor 48B.

When the motor generator 6 functions as a starter, the clutch 50 and the brake 53 are engaged, and the one-way clutch 54 is released.
When the motor generator 6 functions as an alternator, the clutch 50 and the one-way clutch 5
4 is engaged, and the brake 53 is released. Further, when the motor generator 6 drives accessories such as the air compressor 48B, the brake 53 is engaged, and the clutch 50 and the one-way clutch 54 are released.

That is, the torque output from the engine 1 is input to the motor generator 6 to generate electric power, and the electric energy can be charged to the battery 56 via the inverter 55. Further, the torque output from the motor generator 6 can be transmitted to the engine 1 or the air compressor. Further, a controller 57 is connected to the inverter 55 and the battery 56. The controller 57 has a function of detecting or controlling a current value supplied from the battery 56 to the motor generator 6 or a current value generated by the motor generator 6. The controller 57 has a function of controlling the number of rotations of the motor generator 6 and a state of charge of the battery 56 (SOC: st
ate of charge) is detected and controlled.

FIG. 8 is a block diagram (not shown) showing a control circuit configuration of the system shown in FIGS. 2, 6, and 7. An electronic control unit (ECU) 58 includes a central processing unit (CPU) and a storage device (RAM, ROM)
And a microcomputer mainly having an input / output interface.

The electronic control unit 58 includes a signal from an engine speed sensor 59, a signal from an engine water temperature sensor 60,
Signal of ignition switch 61, batteries 41, 5
6, a signal from the controllers 42 and 57 indicating the state of charge of the motor 6 and the current values of the motor generators 3 and 6, a signal from the air conditioner switch 62, a signal from the vehicle speed sensor 4B, and an oil temperature sensor 63 for detecting the temperature of the automatic transmission fluid. , A signal from a shift position sensor 64 for detecting the operation position of the shift lever 4C, and the like.

The electronic control unit 58 includes a signal of a parking brake switch 65 for detecting the driver's intention to stop, a signal of a foot brake switch 66 for detecting the driver's intention to decelerate or brake, and an exhaust pipe (not shown). 3), a signal from an accelerator opening sensor 68 indicating the amount of depression of the accelerator pedal 1A, and a signal from a throttle opening sensor 69 indicating the opening of the electronic throttle valve 1B of the engine 1. , A signal for setting the state in which the signals of the turbine speed sensor 4A, the signals of the speed sensors (resolvers) 70, 71 of the motor generators 3, 6 and the gear ratio of the gear transmission mechanism 4 can be changed by manual operation. In the state where the signal of the mode switch 76 and the sport mode switch 76 are turned on,
Signals and the like of an upshift switch 77 and a downshift switch 78 for manually operating the gear position of the gear transmission mechanism 4 are input.

FIG. 9 shows a sport mode switch 76, which is arranged, for example, on an instrument panel or console box. FIG. 10 is a diagram illustrating an example of an arrangement position of the upshift switch 77 and the downshift switch 78. In FIG. 10, the steering wheel 79
A downshift switch 78 is provided on the front surface of the steering wheel 79, and an upshift switch 77 is provided on the back surface of the steering wheel 79. In FIG. 10, the upshift switch 77 is not shown for convenience.

Further, from the electronic control unit 58, a signal for controlling the ignition device 72 of the engine 1, a signal for controlling the fuel injection device 73 of the engine 1, a signal for controlling the controllers 42 and 57, the clutch 50 of the drive unit 5, A signal for controlling the brake 53, a signal for controlling the hydraulic control device 39, a control signal for an indicator 74 indicating start / stop of the engine 1, a control signal for an actuator 75 for controlling the opening of the electronic throttle valve 1B, and the like are output. ing. In this way, based on various signals input to the electronic control unit 58, the operation of the engine 1 and the motor
The operations of the generators 3 and 6 and the operation of the gear transmission mechanism 4 are controlled. Specifically, the start / stop or output of the engine 1 is controlled by the shift position sensor 64.
, The signal of the ignition switch 61, the signal of the accelerator opening sensor 68, the signal indicating the state of charge of the battery 41 by the motor generators 3, 6, and the like.

Here, the details of control of the gear transmission mechanism 4, the hydraulic control device 39, and the lock-up clutch 11 by the electronic control device 58 will be described. The electronic control unit 58 stores a shift diagram (shift map) for controlling the gear ratio of the gear transmission mechanism 4. In this shift diagram, a shift line for automatically shifting (upshifting or downshifting) from a predetermined shift speed to another shift speed is set using a running state of the vehicle, for example, an accelerator opening and a vehicle speed as parameters. Is set.

A shift determination is made based on the shift diagram. If the shift determination is made, a control signal is output from the electronic control unit 58 and the control signal is input to the hydraulic control unit 39. . As a result, a predetermined solenoid valve is operated, a predetermined friction engagement device is engaged / disengaged, and automatic shifting is performed. Here, the torque output from the engine 1 is mapped using the throttle opening and the engine speed as parameters, and the map is stored in the electronic control unit 58. And the timing of engagement / disengagement of the friction engagement device for performing the shift,
The hydraulic pressure acting on the friction engagement device is controlled based on the engine torque. Thus, the gear transmission mechanism 4 and the hydraulic control device 39 constitute a so-called stepped automatic transmission.

On the other hand, when the sports mode switch 76 is turned on, the state becomes a state where the gear ratio of the gear transmission mechanism 4 can be changed by a manual operation, that is, a steering mode. In other words, the gear stage of the gear transmission mechanism 4 can be switched by the driver's manual operation regardless of the shift diagram. When the upshift switch 77 is turned on in the state where the steermatic mode is set, the upshift is performed, and when the downshift switch 78 is turned on, the downshift is performed.

Further, a lock-up clutch control map for controlling the operation of the lock-up clutch 11 is stored in the electronic control unit 58. In the lock-up clutch control map, a region for engaging or disengaging the lock-up clutch 11 or a region for slip control is set using the accelerator opening and the vehicle speed as parameters. Further, when the sports mode switch 76 is turned on and the downshift switch 78 is turned on during the control based on the lock-up clutch control map, control for releasing the lock-up clutch 11 can be performed. The downshift switch 7
After the downshift corresponding to the on operation of No. 8 is completed,
The state of the lock-up clutch 11 returns to the control based on the lock-up clutch control map.

The control contents of the hybrid vehicle will be briefly described. When the ignition switch 61 is operated to the start position, the torque of the motor generator 6 is transmitted to the engine 1 via the drive device 5, and the engine 1 is started. When the engine water temperature reaches a predetermined value, and it is not necessary to drive auxiliary equipment such as the air compressor 48B, and it is not necessary to charge the batteries 41 and 56, the engine 1 automatically starts after a predetermined time. Stopped.

When the accelerator pedal 1A is depressed, the torque of the motor / generator 3 is transmitted to the gear transmission 4 and the vehicle starts. In a region where the engine efficiency is low, such as when the vehicle starts and when the vehicle runs at a low speed, fuel injection is not performed and the motor / generator 3
The vehicle runs only with the output of. During normal traveling, the engine 1 is automatically started, and the vehicle travels based on the engine output. During high-load traveling, the vehicle travels by the output of the engine 1 and the output of the motor generator 3.

The power required for running the vehicle is calculated based on the accelerator opening and the vehicle speed. Then, the engine speed is calculated based on the optimal fuel consumption line stored in the electronic control unit 58 in advance. Further, while controlling the opening of the electronic throttle valve 1B, the number of revolutions of the motor / generator 3 is obtained based on the speed ratio of the gear transmission mechanism 4, and the engine speed is controlled. At the same time, the torque shared by the motor generator 3 for the required driving force is calculated.

When the vehicle is decelerated or braked, the torque input from the wheels is transmitted to the input shaft 14 via the gear transmission mechanism 4.
Is transmitted to Then, the torque causes the motor generator 3 to function as a generator, and charges the collected electric energy to the battery 41. Also, the batteries 41 and 5
6 is controlled so that the charge amount falls within a predetermined range. When the charge amount decreases, the engine output is increased, and a part of the engine output is transmitted to the motor generator 3 or the motor generator 6. Generate electricity. When the vehicle stops, the engine 1 is automatically stopped.

Here, the correspondence between the configuration of this embodiment and the present invention will be described. The gear transmission 4 corresponds to the transmission of the present invention, and the motor generators 3 and 6 correspond to the rotating machine of the present invention.

Next, control contents of the hybrid vehicle having the above-described hardware configuration will be described with reference to the flowchart of FIG. This control example is a routine for controlling the shift of the gear transmission mechanism 4 based on the operation state of the motor generator 3. First, various detection signals are input to the electronic control device 58, and the electronic control device 58 processes the input signals (step 1). Then, by the shift lever 4C, the forward position, that is, D position, 4 position, 3 position, 2 position, L position
It is determined whether any of the positions has been selected (step 2).

That is, during the forward running of the vehicle, a deceleration force due to regenerative braking of the motor generator 3 may be applied. Further, while the vehicle is traveling forward, the torque output from the motor generator 3 may be transmitted to the input shaft 14 in some cases. In such a case, there is a possibility that a difference occurs between the torque output from the engine 1 and the torque transmitted to the input shaft 14.

If a negative determination is made in step 2, for example, if the R position has been set, the gear ratio of the gear transmission mechanism 4 is fixed. Therefore, regardless of the operation state of the motor / generator 3, there is no need to control the gear shift of the gear transmission mechanism 4, and the process returns. Also, when the P position or the D position has been set, the process returns because there is no need to control the shift of the gear transmission mechanism 4.

If an affirmative decision is made in step 2, the second
It is determined whether or not a traveling state of upshifting from the third speed to the third speed has been established (step 3). In the gear shift mechanism 4 of this embodiment, when upshifting from the second speed to the third speed, the third brake B3 is released and the second brake B2 is engaged. Shifting. If this clutch-to-clutch shift is executed, the shift shock becomes excessive unless the timing of engagement / disengagement of the friction engagement device or the hydraulic pressure acting on the friction engagement device is controlled with high precision. This is because there is a possibility.

If a negative determination is made in step 3, the process is returned because there is little possibility that a shift shock will occur even if the gear shift mechanism 4 is controlled regardless of the operating state of the motor / generator 3. Step 3
If a positive determination is made in step 4, it is determined whether or not the motor generator 3 is operating (step 4). If a negative determination is made in step 4, the gearshift control may be performed based on the torque output from the engine 1.
Returned without special control.

If an affirmative determination is made in step 4, it is determined whether the torque of the motor generator 3 can be estimated (step 5). In step 5, the presence or absence of a failure of the inverter 40 is used as a criterion.
If an affirmative determination is made in step 5, the control signal for upshifting from the second speed to the third speed is transmitted to the electronic control unit 5
8 and input to the hydraulic control device 39 (step 6). Next, it is determined whether the battery 41 is being discharged (step 7). In other words, the operating state of the motor / generator 3 is detected based on the state of the battery 41.

If the battery 41 is being charged, a negative determination is made in step 7 and the routine proceeds to step 8. That is, when the battery 41 is being charged, the engine 1
Is transmitted to the motor generator 3, the motor generator 3 functions as a generator by this torque, and the torque (negative) output from the motor generator 3 is transmitted to the input shaft 14. Will be. Therefore, in step 8, the torque used for power generation by the motor generator 3 is subtracted from the torque output from the engine 1.

Here, the torque input to the motor generator 3 is calculated based on the current value supplied to the battery 41 by power generation and the rotation speed of the motor generator 3. Thus, the gear transmission mechanism 4
Is estimated (calculated). Then, based on the estimated torque, the timing of engagement / disengagement of the friction engagement device necessary for executing the shift, or the control of the hydraulic pressure acting on the friction engagement device is performed, and the process returns.

If the battery 41 is being discharged, an affirmative decision is made in step 7 and the routine proceeds to step 9. That is, when the battery 41 is discharging, it means that the motor generator 3 functions as an electric motor. Therefore, the torque input to the gear transmission mechanism 4 is estimated by adding the torque of the engine 1 and the torque of the motor generator 3. The torque of motor generator 3 is calculated based on the current value supplied to motor generator 3 and the rotation speed of motor generator 3.

Then, based on the estimated torque, the timing of engagement / disengagement of the friction engagement device necessary for executing the shift or the control of the hydraulic pressure acting on the friction engagement device is controlled, and the routine is returned. In steps 8 and 9,
When estimating the torque input to the gear transmission mechanism 4,
It is also possible to take into account the engaged / disengaged state of the lock-up clutch 11. More specifically, the torque ratio between the pump impeller 7 (or the crankshaft 12) that is a driving member of the torque converter 2 and the turbine runner 9 (or the hub 10) that is a driven member is taken into account.

In the step 5, when the charge amount of the battery 41 is less than a predetermined value, or when a failure occurs in the inverter 40 or the like, the torque of the motor generator 3 cannot be estimated. If a negative determination is made, upshifting from the second speed to the third speed is prohibited (step 10). That is, when the clutch-to-clutch shift from the second speed to the third speed is performed in a state where the torque input to the gear transmission mechanism 4 cannot be estimated,
There is a possibility that the engagement hydraulic pressure of the friction engagement device does not match the transmitted torque, resulting in an excessive shift shock.
Therefore, the upshift from the second speed to the third speed is prohibited. Further, a jump shift from the first speed to the third speed is executed (step 11), and the process returns.

For example, it is assumed that the accelerator opening rapidly changes in the state where the first speed is set, and the vehicle shifts to the third gear via the second gear. In this case, in order to perform the control in step 11, two types of control contents are specifically exemplified.

First, when the shift signal to the second speed is not output and the operation of switching the engagement / disengagement state of the friction engagement device to the state corresponding to the second speed has not been started,
The shift signal to the third speed is output without outputting the signal for shifting to the second speed. On the other hand, when the shift signal to the second speed is output and the engagement / disengagement state of the friction engagement device is being switched to the state corresponding to the second speed, the switching operation of the friction engagement device is stopped. Then, a shift signal to the third speed is output, and the engagement / disengagement state of the friction engagement device is switched to a state corresponding to the third speed.

Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. That is, steps 4, 5, and 7 correspond to the input torque estimating means of the present invention, and steps 8 and 11 correspond to the shift control means of the present invention. Step 10 corresponds to the shift inhibiting means of the present invention.

As described above, according to the control example shown in FIG. 1, the torque input to the gear transmission mechanism 4 is estimated based on the torque output from the engine 1 and the operating state of the motor generator 3. Have been. Therefore, the estimated torque is based on the torque actually input to the gear transmission mechanism 4, and the shift shock of the gear transmission mechanism 4 is suppressed.

The upshift from the second speed to the third speed is a so-called clutch-to-clutch shift.
The estimated torque is based on the torque actually input to the gear transmission mechanism 4. Therefore, the control accuracy of the hydraulic pressure acting on the friction engagement device can be improved, and the shift shock can be further suppressed. Further, when it is impossible to estimate the torque input to the gear transmission mechanism 4,
Since the shift of the gear transmission mechanism 4 is prohibited, the shift shock is further suppressed.

The contents of the control in steps 4 to 8 are applicable to the motor generator 6. In addition, in the vehicle shown in FIG. 2, the present invention can be applied to a vehicle provided with only one of motor generators 3 and 6. Further, the motor generator may be replaced with a rotating machine having at least one of a function as a generator and a function as an electric motor. Furthermore, a starter connected to a flywheel (not shown) of the engine 1 and starting the engine 1 can be provided separately from the motor generator 6.

FIG. 11 is a block diagram showing another configuration of the hybrid vehicle. In FIG. 11, motor generator 3 is arranged between engine 1 and torque converter 2, and torque converter 2 is arranged between motor generator 3 and gear transmission mechanism 4. That is,
Comparing FIG. 2 with FIG. 11, the difference is that the torque converter 2 and the motor generator 3 are arranged in reverse. The other configuration in FIG. 11 is the same as the configuration in FIG.

FIG. 12 shows the motor / generator 3
3 is a block diagram showing a control system of FIG. 12, the same components as those in FIG. 2 are denoted by the same reference numerals, and the description thereof will be omitted. FIG. 13 is a skeleton diagram corresponding to the embodiment of FIG. Also in FIG. 13, the same components as those in FIG. 11 are denoted by the same reference numerals, and description thereof is omitted. 11 to 13, the configurations and functions corresponding to FIGS. 4, 5, 5, 7, 8, 9, and 10 are applied as they are.

Next, a control example of the hybrid vehicle shown in FIG. 11 will be described with reference to a flowchart shown in FIG. This control example is performed to improve the shift response by the motor / generator 3 when the gear transmission mechanism (automatic transmission) 4 shifts while the vehicle is running with the power of the engine 1. First, the electronic control unit 58
Are processed (step 2).
1). That is, the shift speed of the gear transmission mechanism 4 is controlled based on the shift diagram, and the state of the lockup clutch 11 is controlled by the lockup clutch control map.

Then, it is determined whether or not the steermatic mode in which the gear position of the gear transmission mechanism 4 can be manually operated is selected (step 22).
Here, if the sports mode switch 76 is turned off, there is no need to particularly improve the shift responsiveness of the gear transmission mechanism 4, so a negative determination is made in step 22 and the process returns.

On the other hand, if the sports mode switch 76 has been turned on, an affirmative determination is made in step 22. That is, there is a demand for improving the shift response of the gear transmission mechanism 4. Next, it is determined whether or not the downshift switch 78 is turned on (step 23).

If a negative determination is made in step 23, the routine returns. If an affirmative determination is made in step 23, control is performed to release the lock-up clutch 11 (step 24). If the lock-up clutch 11 has already been released at the time of step 24,
Keep it as it is. In this step 24, the torque output from the output shaft 32 fluctuates due to a change in the engine speed or a change in the engagement / disengagement state of the frictional engagement device of the gear transmission mechanism 4 during the downshift, resulting in a shift shock. This is done to avoid inviting.

Then, a downshift signal is output from the electronic control unit 58 (step 25), and it is determined whether the rotation speed of the motor generator 3 can be controlled (step 26). That is, it is determined whether or not the rotation speed of the input shaft 14 can be increased by the function of the motor generator 3 in accordance with the downshift of the gear transmission mechanism 4. Examples of the criterion of step 26 include the state of charge of the battery 41 and the state of failure of the inverter 40.

Here, when it is detected that the state of charge of the battery 41 is equal to or higher than a predetermined value, or that the inverter 40 has not failed, an affirmative determination is made in step 26 and the motor generator 3 performs the same. Speed shift control is performed (step 27). That is, control for forcibly increasing the input rotation speed of the gear transmission mechanism 4 by the motor generator 3 is performed. motor·
Due to its characteristics, the generator 3 can rapidly increase the rotation speed.

Further, during the downshift of the gear transmission mechanism 4, shift transient control, for example, control of the accumulator back pressure is performed (step 28), and thereafter, it is determined whether or not the downshift has been completed (step 28). Step 2
9). The determination in step 29 can be made, for example, based on whether or not the rotation speed of the motor generator 3 is synchronized with the rotation speed after the downshift.

If an affirmative determination is made in step 29, the control of the lock-up clutch 11 after the downshift is returned to the content according to the lock-up clutch control map (step 30), and the routine returns. If a negative determination is made in step 29, the process returns to step 26.

On the other hand, if an insufficient charge of the motor generator 3 or a failure of the inverter 40 is detected and a negative determination is made in step 26, the input speed of the gear transmission mechanism 4 is determined by the motor generator 3. Is difficult to raise. Therefore, by controlling the opening degree of the electronic throttle valve 1B, control for forcibly increasing the input rotation speed of the gear transmission mechanism 4, that is, constant speed shift is performed (step 31), and the process proceeds to step. The responsiveness of the constant speed shift controlled by the electronic throttle valve 1B is lower than that of the constant speed shift controlled by the motor / generator 3.

FIG. 15 is a time chart showing an example of the input rotation speed of the lock-up clutch 11 and the torque converter 2 and the transient characteristics of the shift speed when the control of FIG. 14 is performed. In this time chart, the input rotation speed of the torque converter 2 is used as the input rotation speed of the gear transmission mechanism 4. The input rotation speed of the torque converter 2 can be detected by the input rotation speed sensor 4A in FIG. First, before the downshift determination is made, the lock-up clutch 11 is completely engaged (ON) based on the lock-up clutch control map, the input speed of the torque converter 2 is controlled to a predetermined value, and the gear shift is performed. The gear position of the mechanism 4 is controlled to, for example, the fourth speed.

At time t1, when a downshift is determined by turning on the downshift switch 78, control is performed to reduce the engagement pressure of the lock-up clutch 11 at time t2. Here, the solid line indicates the case where the lock-up clutch 11 is changed from the completely engaged state to the slip state, and the chain line indicates the case where the lock-up clutch 11 is changed from the fully engaged state to the completely released state.

Next, at time t3, the fourth to third gears
A shift output for downshifting to the high speed is performed, and time t4
Thereafter, control is performed to slip the lock-up clutch 11 while controlling it to a predetermined engagement pressure, or to completely release (OFF) the lock-up clutch 11. After the time t5, the input rotation speed of the torque converter 2 is changed to the motor / generator 3 as shown by the solid line.
Is forcibly raised. Then, at time t6, the input speed of the torque converter 2 is shifted in synchronization with the speed after the downshift, and thereafter, the input speed is controlled to be substantially constant.

At time t7 after the shift is completed, a determination is made to return the control of the lock-up clutch 11 to the contents based on the lock-up clutch control map. At time t8, a control signal based on the lock-up clutch control map is output. Is done. That is, the control for increasing the engagement pressure is performed regardless of whether the lock-up clutch 11 is completely released or slips. If the lock-up clutch 11 has slipped, the lock-up clutch 11 is returned to the fully engaged state at time t9.
Is completely released, it is returned to the fully engaged state at time t10.

On the other hand, the input rotation speed of the torque converter shown by the one-dot chain line in FIG.
This corresponds to a case where control for increasing the input rotation speed is not performed, that is, a comparative example. The input rotation speed of the comparative example is smaller in gradient than that of the embodiment, and is synchronized with the rotation speed after the downshift at time t11 later than time t6. The broken line and the two-dot chain line indicating the control state of the lock-up clutch also indicate the control state of the lock-up clutch corresponding to the comparative example.

That is, in the comparative example, the time t11
, The engagement pressure of the lock-up clutch is controlled to a value during the downshift. When the lock-up clutch is completely released, the engagement pressure starts increasing at time t12,
At time t14, it has returned to the fully engaged state. Also, if the lock-up clutch is slipping,
At time t13, the increase of the engagement pressure starts, and at time t1
At 5, it has returned to the fully engaged state.

As described above, when the embodiment and the comparative example are compared with each other, the timing of synchronizing the input rotation speed with the rotation speed after the downshift (the end of the shift) is compared with that of the comparative example. Can also be achieved early. Further, since the embodiment can advance the shift end timing more quickly than the comparative example, the timing for returning the lock-up clutch to the fully engaged state is also earlier in the embodiment than in the comparative example. I have. By these controls, the responsiveness at the time of downshifting is improved, and shift shock can be suppressed.

Note that a vehicle configured to be able to perform a function of switching to the steer-matic mode and a function corresponding to a downshift switch and an upshift switch by operating a shift lever is also provided.
The control example of FIG. 14 can be applied.

[0088]

According to the first aspect of the present invention, based on the torque output from the engine and the operating state of the rotating machine,
The torque input to the transmission is estimated.
Therefore, the estimated torque is based on the torque actually input to the transmission, and shift shock of the transmission is suppressed.

According to the invention of claim 2, according to claim 1,
In addition to the effect described above, the estimated torque at the time of the so-called clutch-to-clutch shift corresponds to the torque actually input to the transmission. Therefore, the shift shock is further suppressed.

Further, according to the third aspect of the invention, in addition to the same effects as those of the first or second aspect, shifting of the transmission is prohibited when it is impossible to estimate the torque input to the transmission. Therefore, the shift shock is further suppressed.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating a control example of a shift control device according to the present invention.

FIG. 2 is a block diagram showing a system configuration of a hybrid vehicle to which the present invention is applied.

FIG. 3 is a skeleton diagram showing a configuration of a gear transmission mechanism and a torque converter shown in FIG. 2;

FIG. 4 is a table showing an operation state of a friction engagement device for setting each shift speed in the gear transmission mechanism shown in FIG. 3;

FIG. 5 is an explanatory diagram showing a shift position of a shift lever that manually operates the gear transmission mechanism shown in FIG. 2;

FIG. 6 is a block diagram showing one of the motor generators shown in FIG. 2 and a control system of the motor generator.

FIG. 7 is a block diagram showing an arrangement relationship among an engine, a driving device, and a motor generator shown in FIG. 2;

FIG. 8 is a block diagram showing a control circuit configuration of the hybrid vehicle shown in FIG.

9 is a diagram showing a sport mode switch applied to the hybrid vehicle shown in FIG.

FIG. 10 is a diagram showing a steering wheel and a downshift switch applied to the hybrid vehicle shown in FIG. 2;

FIG. 11 is a block diagram showing another embodiment of the system configuration of the hybrid vehicle.

FIG. 12 is a block diagram showing one motor generator shown in FIG. 11 and a control system of the motor generator.

FIG. 13 is a skeleton diagram showing a configuration of a gear transmission mechanism and a torque converter shown in FIG. 11;

FIG. 14 is a flowchart illustrating a control example applied to the hybrid vehicle of FIG. 11;

FIG. 15 is a time chart showing a transient characteristic of the system corresponding to the control example of FIG. 14;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Torque converter, 3, 6 ... Motor generator, 4 ... Gear transmission mechanism, 58 ... Electronic control device.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (reference) F02D 29/02 F02D 29/02 DF term (reference) 3D039 AA07 AB01 AC03 AC36 AC39 AC54 3D041 AA53 AA66 AB01 AC18 AC30 AD02 AD04 AD10 AD14 AD23 AD31 AD51 AD52 AE02 AE04 AE07 AE09 AE32. HA02 LA01 5H115 PG04 PI16 PI24 PI29 PO17 PU10 PU24 PU25 PU29 PV09 QI04 QN03 QN12 RB08 SE04 SE08 TB01 TE03 TE07 TI01 TO05 TO21 TO23

Claims (3)

[Claims] 1. A transmission to which a torque output from an engine is input, and a rotating machine having at least one of a function of converting mechanical energy into electrical energy and a function of converting electrical energy into mechanical energy. A transmission control device for the transmission, wherein input torque estimating means for estimating torque input to the transmission based on an operating state of the rotating machine; and, based on the torque estimated by the input torque estimating means, A transmission control unit for controlling a transmission of the transmission. 2. The transmission includes a plurality of friction engagement devices for setting a plurality of speed ratios, and when the transmission shifts, the first friction engagement device is released and a second friction engagement device is released. The shift control device for a transmission according to claim 1, wherein the shift control is a clutch-to-clutch shift that engages the friction engagement device of (1). 3. The transmission according to claim 1, further comprising a shift inhibiting unit that inhibits a shift of the transmission when the input torque estimating unit cannot estimate the torque. Gear shift control device.