JP2000314474A - Drive controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve responsiveness of the change gear by providing a plurality type of power sources, controlling an input clutch into a released or half-engaged state in changing a gear, and controlling the rotation speed of a second power source. SOLUTION: When the charging rate of a battery 10 is a prescribed value or larger, it is controlled to a constant velocity shift by an engine 1, a lockup clutch 6 is set into a half-engaged or released state, simultaneously therewith an input clutch 122 is engaged, the opening of an electronic throttle valve 1A is raised, the engine rotation speed is forcedly raised to the synchronous rotation speed after the downshifting of an automatic transmission 3, and the clutch 6 is engaged. When the charging rate is a prescribed value or smaller, the clutches 6, 122 are set into the half-engaged or released state, an input rotation speed of the automatic transmission 3 is forcedly raised by a generator 2 so as to be synchronized to the output rotation speed after downshifting, and the clutches 122, 6 are engaged. This constitution can reduce the inertia of the automatic transmission input system and improve the transmission responsiveness.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device configured to transmit power of a plurality of types of power sources to a transmission.

[0002]

2. Description of the Related Art In recent years, an engine and an electric motor are used as driving power sources for the purpose of saving fuel for driving an engine, reducing noise due to rotation of the engine, and reducing exhaust gas generated by combustion of fuel. Hybrid vehicles have been proposed. In addition, there has also been proposed a vehicle in which an electric motor is provided on the output shaft of the engine so that the engine is automatically stopped when the vehicle stops and the engine can be automatically started by the electric motor when the vehicle starts moving, a so-called eco-run vehicle. .

In such a hybrid vehicle or eco-run vehicle, the driving and stopping of the engine and the electric motor are controlled based on conditions such as the vehicle speed and the accelerator opening. By the way, as a transmission mounted on a vehicle, a stepped automatic transmission having a gear transmission mechanism and a friction engagement device such as a clutch or a brake is widely used. In the automatic transmission having such a configuration, the shift speed is set by controlling engagement / disengagement of the friction engagement device.

On the other hand, in a vehicle in which the above-mentioned automatic transmission is mounted on the above-mentioned hybrid vehicle or eco-run vehicle, the speed of the transmission is reduced when the transmission is shifted for the purpose of reducing shift shock of the transmission and shortening the shift time. It is known to control the rotation speed of an electric motor so that the input rotation speed is synchronized with the output rotation speed after shifting. Such a technique is described, for example, in JP-A-9-308011.
In this publication, during downshifting of the automatic transmission, the input speed of the automatic transmission is adjusted by using a motor generator in order to synchronize the input rotation speed of the automatic transmission with the output rotation speed according to the speed ratio after the downshift. Control for forcibly increasing the rotation speed is performed. When the motor generator cannot be used, the input speed of the automatic transmission is controlled by controlling the opening of the throttle valve of the engine.

[0005]

In the above-described hybrid vehicle or eco-run vehicle, both the engine and the motor / generator are configured to transmit power to the automatic transmission. . For this reason, as described in the above-mentioned publication, when the control of the motor generator is performed such that the input rotation speed is synchronized with the output rotation speed after the shift during the shift of the automatic transmission, the input of the automatic transmission is changed. A power source other than the power source for forcibly increasing the rotation speed acts as a rotating inertial mass body on the input system of the transmission. As a result, at the time of the constant speed shift, the inertia of the input system becomes large, which may adversely affect the shift response of the automatic transmission.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has a drive control device capable of improving the responsiveness when the input speed of the transmission is controlled by a power source when shifting the transmission. It is intended to provide.

[0007]

In order to achieve the above object, the invention of claim 1 comprises a plurality of types of power sources, a transmission to which the power of these power sources is input, and a plurality of power sources. In a drive control device having an input clutch for controlling a power transmission state between a first power source of a power source and the transmission, the input clutch is disengaged or partially engaged when shifting the transmission. Transmission control means having a function of synchronizing the input rotation speed of the transmission with the output rotation speed after shifting by controlling the rotation speed of the second power source and controlling the rotation speed of the second power source. It is assumed that.

According to the first aspect of the present invention, when shifting the transmission, the input clutch between the first power source and the transmission which is not involved in controlling the input rotation speed of the transmission is released. It is controlled to a state or a half-engaged state. Therefore, when the input power of the transmission is controlled by the second power source, the first power source is less likely to act as a rotating inertial mass.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the transmission control means includes a step of controlling the input power of the transmission when the input power of the transmission cannot be controlled by the second power source. A function of controlling an input clutch to an engaged state and synchronizing an input rotation speed of the transmission with the first power source is included.

According to the second aspect of the invention, in addition to the same effect as the first aspect, when the input rotation speed of the transmission cannot be controlled by the second power source, the input clutch is engaged. And the input power of the transmission is controlled by the first power source. Therefore, even if the function of the second power source is reduced, or an abnormality or failure occurs, the input rotation speed of the transmission can be forcibly controlled.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the second power source includes an electric motor driven by electric power of a battery, and the input motor of the transmission is controlled by the electric motor. In situations where you have no control,
It is characterized in that the case where the charge amount of the battery is equal to or less than a predetermined value is included.

According to the third aspect of the present invention, when the charged amount of the battery is equal to or less than the predetermined value and the input rotation speed of the transmission cannot be controlled by the electric motor, the transmission of the transmission is controlled by the first power source. The input speed is controlled.

According to a fourth aspect of the present invention, in addition to the configuration according to any one of the first to third aspects, a hydraulic power transmission device having a lock-up clutch between the plurality of types of power sources and the transmission is provided. And the function of the shift control means includes controlling the lock-up clutch to a disengaged state or a semi-engaged state when shifting the transmission. .

According to the fourth aspect of the present invention, in addition to the same effect as any one of the first to third aspects, the lock-up clutch is controlled to the disengaged state or the half-engaged state when shifting the transmission. Therefore, in controlling the input rotation speed of the transmission by the power source, even if a torque variation of the power source occurs, the torque variation is not easily input to the transmission.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on a specific example shown in the drawings. FIG. 2 shows a power plant of a hybrid vehicle according to an embodiment of the present invention. That is, the electric motor (MG) 2 is connected to the output side of the internal combustion engine 1, and the internal combustion engine 1 and the electric motor 2 can function as a driving force source for running the vehicle. The internal combustion engine 1 is essentially a device that outputs power by burning fuel, and can employ a gasoline engine, a diesel engine, an LPG engine, and the like. It may be a turbine type engine. In the following description, the internal combustion engine 1 is referred to as an engine 1.

The engine 1 is configured so that the opening of the electronic throttle valve 1A, the fuel injection amount, the ignition timing and the like can be electrically controlled, and a starter 1B for starting the engine 1 is provided. An electronic control unit (E / G) for controlling the engine 1
-ECU) 8 is provided. This electronic control unit 8
Is composed of a microcomputer mainly including an arithmetic processing unit (CPU or MPU), a storage device (RAM and ROM), and an input / output interface. Hereinafter, various electronic control units will be described, but the configurations thereof are substantially the same. The electronic control unit 8 performs a calculation in accordance with a program stored in advance based on input data such as an accelerator opening, a vehicle speed, a shift signal, and an engine water temperature, and outputs a control signal based on the calculation result. Is configured.

The electric motor 2 is, in short, a device that is supplied with electric power and outputs torque, and can employ a DC motor or an AC motor, and further has a power generation function such as a fixed permanent magnet type synchronous motor. A so-called motor-generator that also has a function can be used. In the following description, the electric motor 2 is referred to as a motor / generator 2. Further, a resolver 2A for detecting the number of rotations and the rotation angle of the motor / generator 2 is provided. Further, a battery 10 is connected to the motor / generator 2 via an inverter 9.

An electronic control unit (MG-ECU) as a controller for controlling the motor / generator 2
11 are provided. An operation is performed based on the data input to the electronic control unit 11, the current and frequency supplied to the motor generator 2, the electric power for charging the battery 10 from the motor generator 2, and the motor generator 2 functions as a generator It is configured to control the regenerative braking torque and the like in the case of performing the control. An automatic transmission 3 is provided on the output side of the motor / generator 2, and the automatic transmission 3 is provided with a torque converter (T
/ C) 4, a transmission mechanism 5, and a hydraulic control unit 7.

FIG. 3 is a skeleton diagram showing a power plant of a hybrid vehicle according to the present invention. An input clutch 122 is arranged between a crankshaft 1C of the engine 1 and a power transmission shaft 121 to which a front cover 120 of the torque converter 4 is connected. The input clutch 122 has a function of controlling a power transmission state between the engine 1 and the power transmission shaft 121. In this embodiment, a known friction clutch is used as the input clutch 122. That is, the input clutch 122
Has a cylinder and a piston, a return spring (both not shown), and the like. The input clutch 12 is configured to engage (completely engage), half-engage (slip),
The release is configured to be controlled. Further, a rotor (not shown) of the motor / generator 2 is attached to the power transmission shaft 121.

The operation of the torque converter 4 is controlled by hydraulic pressure.
A pump impeller 47 integrally connected to the transmission 20, and a turbine runner 6 attached to an input shaft 57 of the transmission mechanism 5.
1, a stator 56 for changing the flow of oil inside the torque converter 4, a front cover 120 and an input shaft 57.
And a lock-up clutch 62 for switching the power transmission state.

When the lock-up clutch 62 is released, the power is transmitted by the fluid, and when the lock-up clutch 63 is engaged, the power is transmitted mechanically. In the state where the lock-up clutch 62 is released,
By the function of the stator 56, the torque transmitted from the pump impeller 47 to the turbine runner 61 can be amplified.

A mechanical oil pump 6 is arranged between the torque converter 4 and the speed change mechanism 5. The rotating shaft of the mechanical oil pump 6 is a pump impeller 4
7 is connected. Therefore, the mechanical oil pump 6 can be driven by the power of the engine 1 or the motor generator 2. The mechanical oil pump 6 engages, partially engages, and disengages a frictional engagement device (described later) such as an input clutch 122 or a clutch or a brake for setting a shift speed of the transmission mechanism 5 with a hydraulic servo mechanism. It has a function of generating a source pressure of hydraulic pressure for controlling each state.

On the other hand, the automatic transmission 3 shown in FIG.
It is configured to be able to set the shift speed of one step speed / reverse speed. That is, the automatic transmission 3 shown here is provided with the auxiliary transmission section 81 and the main transmission section 82 following the torque converter 4 and the oil pump 6. The sub-transmission portion 81 is a so-called overdrive portion and is constituted by a single pinion type planetary gear mechanism 83,
A carrier 84 is connected to the input shaft 57, and a one-way clutch F0 is provided between the carrier 84 and the sun gear 85.
And the integral clutch C0 are arranged in parallel. The one-way clutch F0 is engaged when the sun gear 85 rotates forward relative to the carrier 84 (rotation in the rotation direction of the input shaft 57). A multi-disc brake B0 for selectively stopping the rotation of the sun gear 85 is provided. A ring gear 86, which is an output element of the auxiliary transmission section 81, is connected to an intermediate shaft 87, which is an input element of the main transmission section 82.

Therefore, the sub-transmission portion 81 rotates integrally with the planetary gear mechanism 83 when the integrated clutch C0 or the one-way clutch F0 is engaged.
The intermediate shaft 87 rotates at the same speed as that of the input shaft 57, and a low speed stage is established. In a state where the rotation of the sun gear 85 is stopped by engaging the brake B0, the ring gear 86 is rotated forward with the speed increased with respect to the input shaft 57, so that a high gear is established.

On the other hand, the main transmission section 82 has three sets of planetary gear mechanisms 88, 89, 90, and their rotating elements are connected as follows. That is, the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 are integrally connected to each other, and the ring gear 93 of the first planetary gear mechanism 88 and the carrier 94 of the second planetary gear mechanism 89 are connected to each other. The three members of the third planetary gear mechanism 90 and the carrier 95 are connected, and the output shaft 96 is connected to the carrier 95. This output shaft 96 is connected to wheels 96A via a power transmission device (not shown). Further, the ring gear 97 of the second planetary gear mechanism 89 is connected to the sun gear 98 of the third planetary gear mechanism 90.

In the gear train of the main transmission section 82, a reverse gear and four forward gears can be set, and clutches and brakes for this are provided as follows. First, the clutch will be described. The ring gear 97 of the second planetary gear mechanism 89 and the third gear
A first clutch C1 is provided between the sun gear 98 of the planetary gear mechanism 90 and the intermediate shaft 87, and the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 and the intermediate shaft are connected to each other. 87 and a second clutch C2.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 91 and 8 of the first planetary gear mechanism 88 and the second planetary gear mechanism 89.
9 are arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between these sun gears 91 and 89 (that is, a common sun gear shaft) and the transmission housing 20, and the first one-way clutch F1 is arranged in series. One-way clutch F1
Are engaged when the sun gears 91 and 89 are to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 57). The third brake B3, which is a multi-plate brake, is provided between the carrier 99 of the first planetary gear mechanism 88 and the transmission housing 20.

As a brake for stopping the rotation of the ring gear 100 of the third planetary gear mechanism 90, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are arranged in parallel between the transmission housing 20. . The second one-way clutch F2 is adapted to be engaged when the ring gear 100 tries to rotate in the reverse direction. A turbine speed sensor 101 for detecting the speed of the clutch C0 of the sub-transmission portion 81 and an output shaft speed sensor 102 for detecting the speed of the output shaft 96 among the rotating members of the transmission portions 81 and 82 described above. Is provided.

In the automatic transmission 3 described above, the clutches and brakes are engaged and disengaged as shown in the operation chart of FIG. 4 so that the first to fifth forward gears and the one reverse gear are changed. Steps can be set. That is, the automatic transmission 3 is a so-called stepped automatic transmission that can change its gear ratio stepwise. In FIG. 4, the symbol “○” indicates that the vehicle is engaged, the blank indicates that the vehicle is released, the symbol ◎ indicates that the vehicle is engaged during engine braking, and the symbol “△” indicates that the vehicle is engaged. It means that it is not related to power transmission.

On the other hand, as shown in FIG. 2, a shift lever 127 for setting the control range of the gear ratio of the automatic transmission 3 is provided, and the shift lever 127 and the hydraulic control unit 7 are mechanically connected. I have. The shift position selected by operating the shift lever 127 is shown in FIG. That is, P (parking) position, R (reverse) position, N (neutral) position, D
(Drive) position, 4 position, 3 position, 2 position and L position can be selected.

Here, the D position is a position for setting any one of the first to fifth forward speeds in the automatic transmission 3 based on the running state of the vehicle such as the vehicle speed and the accelerator opening. 4th position is 1st to 4th
The third position is a position for setting the first speed or the third speed, the second position is a position for setting the first speed or the second speed, and the L position is a position for setting the first speed. The 3rd position through the L position are positions for setting the engine brake range, and are configured to apply the engine brake at the highest speed position among the speed positions that can be set at each position.

In this embodiment, an automatic transmission control state in which the gear ratio of the automatic transmission 3 can be automatically controlled based on a signal input to the electronic control unit 12, and a manual operation control It is possible to switch between the manual transmission control states that can be performed. FIG. 6 shows a sport mode switch 76, which is arranged, for example, near an instrument panel (not shown) or near a console box (not shown). This sport mode switch 7
6 is turned on, the manual shift control state is set,
When the sport mode switch 76 is turned off, the manual shift control state is released.

FIG. 7 is a diagram showing an example of the arrangement positions of the downshift switch 78 and the upshift switch 80. The downshift switch 78 and the upshift switch 80 are for actually downshifting or upshifting the shift speed of the automatic transmission 3 in the manual shift control state. Specifically, a downshift switch 78 is provided on the front side of the steering wheel 79, and an upshift switch 80 is provided on the backside of the steering wheel 79. In FIG. 7, for convenience, the downshift switch 78 and the upshift switch 80 are both connected to the steering wheel 79.
Is displayed on the front side of. When the upshift switch is operated in a state where, for example, the D position is selected by the shift lever and the sports mode switch 76 is turned on, the gear position of the transmission mechanism 5 is upshifted, and the downshift switch 78 is operated. Then, the shift speed of the transmission mechanism 5 is downshifted.

Incidentally, the hybrid vehicle shown in FIG. 2 is provided with an electric oil pump 110 different from the mechanical oil pump 6. In addition, the electric oil pump 1
An electric motor 110A for driving the motor 10 is provided, and a battery 110B is connected to the electric motor 110A via an inverter 110C. An electronic control unit (ECU) 110D as a controller for controlling the inverter 110C and the battery 110B is provided. The electronic control device 110D is mainly configured by a microcomputer, and is configured to perform calculations based on input data to control the electric motor 110A. Then, the electric oil pump 110
Is driven when the engine 1 is stopped, and has the same function as that of the mechanical oil pump 6.

That is, both the mechanical oil pump 6 and the electric oil pump 110 are hydraulic pressure sources for the automatic transmission 3 and the input clutch 122, and a hydraulic circuit therefor is configured as shown in FIG. . That is, the oil stored in the oil pan 123 is pumped up by the mechanical oil pump 6 and the electric oil pump 110. A check ball mechanism 150 is provided between the mechanical oil pump 6 and the electric oil pump 110 and the primary regulator valve 124. Then, the hydraulic pressure of the pump having a high discharge pressure is supplied to the input port of the primary regulator valve 124 via the check ball mechanism 150. The primary regulator valve 124 regulates the line pressure to a pressure corresponding to the throttle opening or the accelerator opening. A manual valve 125 and an input clutch control solenoid (linear solenoid) 126 are connected in parallel to the output port of the primary regulator valve 124.

The manual valve 125 is operated by operating the shift lever 127, and the manual valve 125 is operated.
The port connecting the manual valve 125 to the first clutch C1 and the second clutch C2 is opened and closed. On the other hand, the input clutch control solenoid 1
Reference numeral 26 is provided in an oil passage connecting the input clutch 122 and the primary regulator valve 124, and the hydraulic pressure acting on the input clutch 126 is directly controlled by the function of the input clutch control solenoid 126. Therefore, it is not necessary to provide any special parts other than the input clutch control solenoid 126, and the manufacturing cost of the automatic transmission 3 can be reduced.

On the other hand, as shown in FIG. 2, a motor generator (MG) 128 is connected to a crankshaft 1C of the engine 1 via a driving device 127. The motor generator 128 has a function of transmitting power to the engine 1, a function of driving auxiliary equipment such as a compressor for an air conditioner, and a function as a generator driven by the power of the engine 1. This drive 12
Reference numeral 7 denotes a reduction gear (not shown) having a planetary gear mechanism (not shown), a friction engagement device (not shown) for switching a torque transmission state by the planetary gear mechanism, a one-way clutch (not shown), and the like. ). Further, the drive device 127 includes the engine 1 and the motor / generator 1
And a clutch mechanism for connecting and disconnecting a power transmission path between the power transmission path and the power transmission path. Battery 130 is electrically connected to motor generator 128 via inverter 129, and an electronic control unit (MG-ECU) controlling inverter 129 and battery 130 is provided.
131 are provided.

FIG. 9 shows an integrated control unit (ECU) 104 for comprehensively controlling the system of the hybrid vehicle. Then, the various electronic control units 8, 11, 12, 110D and 131 shown in FIG.
04 are connected so as to be able to perform data communication with each other. Then, the engine 1, the reduction gear of the driving device 127, the motor
Each device such as the generators 2 and 128, the automatic transmission 3, the lock-up clutch 62, and the input clutch 122 is controlled based on various data indicating the state of the vehicle.

More specifically, various signals are input to the general control device 104, and a calculation result based on the input signals is output as a control signal. The integrated control device 104 includes a signal from an ABS (antilock brake) computer, a signal from a vehicle stabilization control (VSC: trademark) computer, an engine speed NE, an engine water temperature, a signal from an ignition switch, and a signal from a battery 19. A function detection signal of the motor generator 2 including an SOC (State of Charge) is input. The function detection signal of the motor / generator 2 includes a signal of a temperature detection sensor for detecting the temperature of the motor / generator 2 and the like.

The general control device 104 includes a headlight on / off signal, a defogger on / off signal,
Air conditioner on / off signal, vehicle speed (output shaft speed) signal, automatic transmission (AT) oil temperature, shift position sensor signal, side brake on / off signal, foot brake on / off signal, catalyst (exhaust Purification catalyst) temperature, accelerator opening, signal from cam angle sensor, sports shift (indicating operation of sports mode switch 76, downshift switch 78, and upshift switch 80) signal, signal from vehicle acceleration sensor, driving force source A signal from the brake force switch, a signal from the turbine speed NT sensor, a signal from the resolver 2A, and the like are input.

Examples of output signals include an ignition signal, an injection (fuel injection) signal, a signal to the starter 1B,
Signals to the electronic control devices 11 and 131 as controllers for controlling the motor generators 2 and 128, control signals for the speed reducer or the clutch mechanism of the driving device 127, signals to the AT solenoid, signals to the AT line pressure control solenoid. , Signals to the ABS actuator, control signals to the input clutch control solenoid 126, control signals to the electronic throttle valve 1A, signals to the sports mode indicator, signals to the VSC actuator, signals to the AT lockup control valve, electric oil pump 110 And the like to the electronic control device 110D for controlling the control.

Here, the correspondence between the configuration of the present invention and the configuration of the embodiment will be described. That is, the engine 1 corresponds to the first power source of the present invention, and the motor-generator 2
Correspond to the second power source and the electric motor of the present invention, the automatic transmission 3 corresponds to the transmission of the present invention, and the torque converter 4 corresponds to the fluid power transmission device of the present invention.

Next, an example of control of a hybrid vehicle having the above hardware configuration will be described with reference to the flowchart of FIG. First, various electronic control units 8, 11, 12, 1
3, 110D and the integrated control device 104 process the input signal (step S1). Then, based on the state of the vehicle, control is performed to run using one of the engine 1 and the motor / generator 2 as a power source. In this embodiment, the driving and driving of the engine 1 and the motor / generator 2 correspond to each shift position selected by the shift lever 127.
A control mode for switching the stop, that is, a driving force source switching map is set in advance.

FIGS. 10 to 13 show an example of a driving force source switching map corresponding to each shift position, and a shift map (shift diagram) for controlling the gear position of the automatic transmission 3 at each shift position. Are generally shown. In these driving force source switching maps, an engine driving region (driving region) and a motor / generator driving region are set with the vehicle state, specifically, the vehicle speed and the accelerator opening as parameters, and bounded by the state indicated by the solid line. Are set, and the shift point (shift line) of the automatic transmission 3 is set with the vehicle speed and the accelerator opening as parameters and the state shown by the broken line as a boundary.

First, the driving force source switching map shown in FIG.
It corresponds to D position, 4 position or 3 position. That is, the vehicle speed is equal to or lower than V5, and
The motor / generator driving region is set in a region equal to or less than a predetermined accelerator opening, and the engine driving region is set in a region other than the motor / generator driving region. In this motor / generator drive region, the automatic transmission 3 is controlled to one of the first to third speeds. Specifically, the first speed is set in the range of vehicle speed zero to vehicle speed V1, the second speed is set in the range of vehicle speed V1 to vehicle speed V3, and the third speed is set in the range of vehicle speed V3 to vehicle speed V5. The vehicle speed V3 is higher than the vehicle speed V1, and the vehicle speed V5 is higher than the vehicle speed V3. On the other hand, in the engine drive region, the automatic transmission AT is controlled to any one of the first to fifth speeds.

The driving force source switching map shown in FIG. 11 corresponds to two positions. In this driving force source switching map, the driving force source switching map includes a region where the vehicle speed is equal to or less than V4 and the accelerator opening is equal to or less than a predetermined accelerator opening. A motor / generator driving area is set, and an engine driving area is set in an area other than the motor / generator driving area. In this motor / generator drive region, the automatic transmission 3 is controlled to one of the first speed and the second speed. Specifically, the first speed is set in the range of vehicle speed zero to vehicle speed V1, and the second speed is set in the range of vehicle speed V1 to vehicle speed V4. The vehicle speed V4 is higher than the vehicle speed V3 and lower than the vehicle speed V5. On the other hand, in the engine drive region, the automatic transmission 3
The speed is controlled to one of the second speed and the second speed.

Further, the driving force source switching map shown in FIG. 12 corresponds to the L position. In this driving force source switching map, the driving force source switching map is lower than the vehicle speed V2 and
The motor / generator driving region is set in a region equal to or less than a predetermined accelerator opening, and the engine driving region is set in a region other than the motor / generator driving region. In the motor / generator drive region and the engine drive region, the speed of the automatic transmission 3 is fixed to the first speed.

Further, the driving force source switching map shown in FIG. 13 corresponds to the R position. In this driving force source switching map, the driving force source switching map corresponds to a region where the vehicle speed is equal to or less than V2 and the accelerator opening is equal to or less than a predetermined accelerator opening. The motor / generator driving area is set, and the engine driving area is set in an area other than the motor / generator driving area.

As described above, in the shift maps shown in FIGS. 10 to 13, the region (vehicle speed) in which the predetermined gear ratio, for example, the second speed is set, differs for each shift position.
When the setting of the high-speed gear is lost (in other words, in proportion to the increase in the minimum gear ratio that can be set), the second gear is set.
The area where the speed is set is widened. Specifically, FIG.
The shift map of FIG. 11 is the second
The area where the speed is set is widened. With this setting, the motor / generator drive area is increased as much as possible, and noise and exhaust gas can be reduced. The electronic control unit 12 stores a lock-up clutch control map for controlling the state of the lock-up clutch 62. This lock-up clutch control map uses the vehicle speed and the accelerator opening as parameters to engage / semi-engage (slip) the lock-up clutch 62.
-Release is set.

Thus, the engine 1 and the motor / generator 2 are set based on the vehicle speed and the accelerator opening.
Is controlled, and its power is transmitted to the wheels 96A, so that the vehicle travels. When the vehicle is decelerating, the power input from the wheels 96A is transmitted to the power transmission shaft 121 via the automatic transmission 3, and the power causes the motor / generator 2 to function as a generator to generate electric power. Can be charged to the battery 10. In this embodiment, the control for starting the stopped engine 1 by the starter motor 1B, the engagement of the input clutch 122, and the start of the engine 1 by the power of the motor / generator 2 can also be performed.

After step S1, it is determined whether or not a state where constant speed shift control should be performed has occurred (step S2). Here, the constant speed shift control is a control for forcibly synchronizing the input rotation speed of the automatic transmission 3 with the output rotation speed after the shift by the engine 1 or the motor / generator 2 with the shift of the automatic transmission 3. It is.
This constant speed shift control is performed for the purpose of, for example, shortening the shift time of the automatic transmission 3. Therefore,
For example, when the downshift switch 78 is turned on in order to increase the engine braking force in the coasting state in which the accelerator pedal is closed, that is, in a coasting state, it is determined to be affirmative in step S2 and step S3. Proceed to. If a negative determination is made in step S2, the process returns.

In step S3, it is determined whether or not the state of charge (SOC) of the battery 10 is equal to or greater than a predetermined value Lo%. That is, in this step S3, when the automatic transmission 3 is downshifted, the minimum rotation required for the motor generator 2 to synchronize the input rotation speed of the automatic transmission 3 with the output rotation speed after shifting is performed. Power is
That is, it is determined whether or not the battery 10 remains.

If a negative determination is made in step S3, it is difficult to perform the constant speed shift control by the control of the motor / generator 2, and the constant speed shift control is performed by the engine 1 as follows. . First, the lock-up clutch 62 is controlled to be in a half-engaged state or a released state (step S4), and the input clutch 122 is controlled to be in an engaged state (step S5). Next, the opening of the electronic throttle valve 1A of the engine 1 is increased, and the engine speed is forcibly increased to the synchronous speed after the downshift of the automatic transmission 3 (step S).
6).

Then, it is determined whether or not the downshift of the automatic transmission 3 has been completed (step S7). Whether or not the downshift of the automatic transmission 3 has been completed is determined by measuring whether or not the turbine speed has reached the synchronous speed after the downshift or the elapsed time since the start of the downshift using a timer. The determination can be made based on whether or not a predetermined time, which is estimated to end the downshift, has elapsed. If a negative determination is made in step S7, steps S6 and S7 are repeated, and if a positive determination is made in step S7, the lock-up clutch 62 is controlled to the engaged state (step S8), and the process returns. In step S8, the state may be switched to a state in which the lock-up clutch 62 is controlled based on the above-described lock-up clutch control map.

On the other hand, if a positive determination is made in step S3, the constant speed shift control of the automatic transmission 3 by the motor / generator 2 is performed as follows. First, the lock-up clutch 62 is controlled to a half-engaged state or a released state (step S9), and the input clutch 122 is controlled to a half-engaged state or a released state (step S10). Then, by increasing the rotation speed of the motor / generator 2, the input rotation speed of the automatic transmission 3 is forcibly increased, and control is performed such that the input rotation speed is synchronized with the output rotation speed after the downshift ( Step S11).

Then, it is determined whether or not the downshift of the automatic transmission 3 has been completed (step S12). The determination in step S12 is performed in the same manner as in step S7. If a negative determination is made in step S12, steps S11 and S12 are repeated, and step S1
If a positive determination is made in step 2, the input clutch 122 is controlled to the engaged state (step S13). In this step S13, the motor / generator 128
By transmitting the power to the engine 1, the engine speed can be increased to the synchronous speed after the downshift, and the shock due to the engagement of the input clutch 122 can be suppressed. Next, the lock-up clutch 62 is controlled to the engaged state (step S14), and the routine returns.

FIG. 14 shows an example of a time chart corresponding to the constant speed shift control. In this time chart, before the constant speed shift determination is established, the hydraulic pressure of the lock-up clutch 62 is controlled to the high pressure P2, the lock-up clutch 62 is controlled to the engaged state, and the input clutch 122 is released. The input speed of the automatic transmission 3 is controlled to a constant low speed. Then, when a constant speed shift (downshift) determination is made at time t1, the lockup clutch 62 is controlled to control the lockup clutch 62 to a half-engaged state or a released state.
Is controlled to gradually lower the hydraulic pressure of the engine.

Next, at time t2, a shift control signal is output, and at time t3, a command to increase the rotation speed of the motor generator 2 is output, and the input rotation speed Ni of the automatic transmission 3 starts to increase. Here, when the lock-up clutch 62 is controlled to be in the disengaged state, the oil pressure of the lock-up clutch 62 becomes constant low pressure P0 after time t3.
Is controlled. When the lock-up clutch 62 is controlled to be in the half-engaged state, the hydraulic pressure of the lock-up clutch 62 is controlled to a higher hydraulic pressure P1 than the hydraulic pressure P0 after time t2.

At time t4, it is determined whether or not the shift of the automatic transmission 3 has been completed, and the hydraulic pressure of the input clutch 122 has started to increase. Then, at time t5, the input speed of the automatic transmission 3 reaches the synchronous speed after the downshift, so that the downshift end determination is made. Thereafter, the hydraulic pressure of the input clutch 122 is controlled to a predetermined high pressure. The input clutch 122 is engaged. On the other hand, when the lock-up clutch 62 has been released, control for increasing the hydraulic pressure of the lock-up clutch 62 is performed from time t6. When the lock-up clutch 62 is half-engaged, the control hydraulic pressure of the lock-up clutch 62 starts increasing at a time later than the time t6. After time t7, the control oil pressure of the lock-up clutch 62 is controlled to P2, and the lock-up clutch 62 is controlled to the engaged state.

Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. Steps S1 to S14 correspond to the shift control means of the present invention. As described above, according to this embodiment, when downshifting the automatic transmission 3 based on the operation of the downshift switch 78, the input rotation speed of the automatic transmission 3 is output by the motor generator 2 after the downshift. Before forcibly synchronizing with the rotational speed, the input clutch 122 is controlled to a half-engaged state or a released state. For this reason, when the input rotation speed of the automatic transmission 3 is increased, the engine 1 is less likely to act as a rotary inertial mass body, and therefore the input system (the power transmission shaft 12
1 and the inertia of the torque converter 4 and the input shaft 57) are reduced as much as possible. Therefore, the responsiveness of the constant speed shift control is improved, and the time required for downshifting can be reduced. In addition, motor generator 2
Since the rotation speed is controlled by the current value, it is relatively easy to control the rotation speed by its characteristics.
Therefore, controlling the input rotation speed with the motor / generator 2 is more responsive than controlling the input rotation speed with the engine 1.

When the charge amount of the battery 10 reaches a predetermined value Lo.
%, The constant speed shift control is performed by the engine 1. Therefore, motor generator 2
Thus, even in a situation where the input rotation speed of the automatic transmission 3 cannot be increased, the constant speed shift control of the automatic transmission 3 can be performed. Further, before increasing the input rotation speed of the automatic transmission 3, the lock-up clutch 62 is half-engaged or released to switch the torque converter 4 to a power transmission state by fluid. Therefore, the torque fluctuation during the gear shift, particularly the torque fluctuation when the electronic throttle valve 1A of the engine 1 is opened, is reduced.
And transmission shocks can be suppressed. When the constant speed shift control is performed as described above when the vehicle is in the coast state, the lock-up clutch 62 is engaged after the shift is completed, and the state is switched to the mechanical power transmission state. Engine braking power is increased.

Note that step S in the flowchart of FIG.
In step 3, the temperature of the motor / generator 3 is determined by a temperature detection sensor or the like. If the temperature is lower than a predetermined value, the process proceeds to step S9. If the temperature exceeds the predetermined value, the process proceeds to step S4. Controls can also be employed. That is, the set number of revolutions of motor generator 2 may be limited by the temperature. Therefore, by adopting this control, even when the rotation speed of the motor / generator 2 cannot be increased to a predetermined value or more due to an abnormality or failure based on the temperature of the motor / generator 2, the engine 1 controls the constant speed shift control. Can be performed.

The friction clutch used for the input clutch 122 includes a dry clutch and a wet clutch. The dry clutch and the wet clutch include a single disc clutch and a multiple disc clutch. Further, as the input clutch 122, an electromagnetic clutch can be used instead of the friction clutch. Further, in the present invention, a fluid coupling having no function of amplifying torque can be used as the fluid type power transmission device.

In the above-described embodiment, a description has been given of a hybrid vehicle in which both the engine 1 and the motor / generator 2 can function as a vehicle driving force source. However, the engine functions as a vehicle driving force source. On the other hand, the present invention can be applied to a vehicle having a configuration in which the motor generator is not used as a driving force source of the vehicle. For example, the present invention can also be applied to a vehicle that uses a motor generator as a power source (starting device) when starting an engine. As a specific example of such a vehicle, it is possible to perform control to automatically stop the engine based on predetermined engine stop conditions and to start the engine by a motor generator based on predetermined engine start conditions. A so-called eco-run car can be mentioned. Further, the present invention can also be applied to a vehicle using an engine as a driving force source and using a motor / generator as a power source for an auxiliary device such as a compressor for an air conditioner.

[0065]

As described above, according to the first aspect of the present invention, the input speed of the transmission is forcibly synchronized with the output speed after the shift by the second power source during the shift of the transmission. The input clutch can be controlled to be in a semi-engaged state or a released state before performing the control for causing the input clutch to perform the control. For this reason, the first power source that is not involved in controlling the input rotation speed of the transmission is less likely to act as a rotary inertial mass on the input system of the transmission. Therefore, the inertia of the input system of the transmission is reduced as much as possible, and the shift response of the transmission is improved.

According to the second aspect of the invention, the same effects as those of the first aspect can be obtained, and the input speed of the transmission is forcibly controlled due to the failure or abnormality of the second power source or the reduced function. Even in such a situation, the input power of the transmission can be forcibly controlled by the first power source.

According to the third aspect of the invention, the same effects as those of the third aspect can be obtained, and even if the number of revolutions of the electric motor cannot be controlled due to insufficient power of the battery,
The input power of the transmission can be forcibly controlled by the first power source.

According to the fourth aspect of the invention, the same effects as in any one of the first to third aspects can be obtained, and in addition, the hydraulic power transmission device is controlled before the input speed of the transmission is forcibly controlled. Is controlled to a power transmission state by a fluid. Therefore, torque fluctuations of the power source during shifting are less likely to be transmitted to the transmission, and shift shock can be suppressed.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining a control example executed by a control device of the present invention.

FIG. 2 is a block diagram schematically illustrating an example of a power train and a control system according to the present invention.

FIG. 3 is a skeleton diagram that embodies the power plant shown in FIG. 2;

FIG. 4 is a table showing engagement and disengagement of clutches and brakes for setting each shift speed of the automatic transmission of FIG. 3;

FIG. 5 is a conceptual diagram showing a shift position selected by operating a shift lever for controlling the automatic transmission shown in FIG.

6 is a conceptual diagram showing a sport mode switch for setting / releasing a state in which the gear position of the automatic transmission shown in FIG. 2 can be changed by a manual operation.

FIG. 7 is a diagram showing an example of a switch provided on a steering wheel for downshifting or upshifting the automatic transmission when the sports mode switch shown in FIG. 6 is turned on.

FIG. 8 is a diagram showing a main part of a hydraulic circuit of the automatic transmission.

FIG. 9 is a diagram showing input / output signals in an integrated control device according to an example of the present invention.

10 is a control diagram for controlling the driving and stopping of the engine and the motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of the automatic transmission, and a map as a whole.

11 is a control diagram for controlling driving / stop of an engine and a motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of an automatic transmission, and a map as a whole.

12 is a control diagram for controlling driving / stopping of the engine and the motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of the automatic transmission, and a map as a whole.

13 is a control diagram for controlling driving and stopping of an engine and a motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of an automatic transmission, and a map generally shown.

FIG. 14 is an example of a time chart corresponding to the control shown in FIG. 1;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor generator, 3 ... Automatic transmission, 4 ... Fluid power transmission device, 10 ... Battery, 62 ... Lock-up clutch, 122 ... Input clutch.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60L 15/20 // F16H 59:40 59:42 63:12 F-term (Reference) 3D041 AA53 AA66 AA71 AB01 AC09 AC15 AC18 AD00 AD01 AD02 AD10 AD12 AD14 AD31 AD35 AD39 AD42 AD51 AD52 AE02 AE04 AE07 AE09 AE37 AE39 3J052 AA01 AA04 CA11 EA02 EA03 EA10 GC04 GC13 GC34 GC41 GC44 GC46 GC51 GC64 GC72 GC73 HA02 KA02 PI01 PU22 PI02 PI02 PI02 PU24 PU25 PU29 QA01 QE10 QI04 QI09 QN03 RB08 RE01 RE05 RE20 SE05 SE08 SJ12 SJ13 TB01 TE02 TE07 TE08 TI01 TO05 TO21 TO23 TO30

Claims (4)

[Claims] 1. A plurality of types of power sources, a transmission to which the power of these power sources is input, and a power transmission state between a first power source of the plurality of power sources and the transmission A drive control device having an input clutch that controls the input clutch in a disengaged state or a half-engaged state and controlling the rotation speed of a second power source when shifting the transmission. A drive control device comprising: a shift control unit having a function of synchronizing an input rotation speed of a transmission with an output rotation speed after shifting. 2. The transmission control means controls the input clutch to an engaged state when the input power of the transmission cannot be controlled by the second power source. The drive control device according to claim 1, further comprising a function of synchronizing an input rotation speed of the transmission with one power source. 3. The battery according to claim 2, wherein the second power source includes an electric motor driven by electric power of a battery, and the electric motor cannot control an input rotation speed of the transmission. 3. The drive control device according to claim 2, wherein a case where is smaller than or equal to a predetermined value is included. 4. A hydraulic power transmission device having a lock-up clutch is provided between the plurality of types of power sources and the transmission, and the function of the transmission control means includes the transmission of the transmission. 4. The drive control device according to claim 1, further comprising controlling the lock-up clutch to be in a released state or a half-engaged state during a gear shift.