JP2001153217A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain lowering of torque transmitted from a motor to a wheel in variable transmission. SOLUTION: In this control device of a vehicle, a clutch is provided in a torque transmission path extending from an engine to a transmission, a clutch is released with speed change of the transmission, and torque transmitted to the wheel is assisted by the motor. This control device includes a charging condition judging means (step S2) for judging whether designated torque can be output from the motor to the wheel or not in speed change of the transmission according to the charging condition of a condenser for the motor, and a power supply means (step S3 to step S7) for supplying power generated by a power generator to the motor in the case of judging that designated torque can not be output from the motor to the wheel in speed change of the transmission by the charging condition judging means (step S2).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, which can suppress a decrease in driving force of the vehicle during a shift of a transmission by a torque of an electric motor.

[0002]

2. Description of the Related Art Conventionally, there is a synchronous mesh type transmission in which a clutch that is automatically engaged / disengaged is provided on a torque transmission path from a driving force source to a transmission. Such transmissions include a semi-automatic type that automatically shifts and engages and disengages a clutch in conjunction with a manual shift operation by the driver, and a semi-automatic type. There is a full-auto type that automatically engages and disengages the clutch in conjunction with it. In the case of the semi-auto type, since the driver performs a shift operation on his / her own will, even if the clutch is released during the shift and the driving force is reduced, the driver does not feel uncomfortable. On the other hand, in the case of the full-auto type, the shift is performed irrespective of the driver's will, and the driver may feel uncomfortable due to a decrease in driving force due to the release of the clutch during the shift. There is.

[0003] An example of an automobile transmission that can suppress the driver from feeling uncomfortable is described in JP-A-11-141665. The transmission described in this publication has an input shaft and an output shaft,
Various gears for setting the first to fifth speeds of the forward gear and the reverse gear are provided near the input shaft and the output shaft. Also, connect the torque transmission paths between various gears and the input shaft and output shaft.
A plurality of synchronous meshing mechanisms are provided for breaking. Further, an electric motor connected to the output shaft so as to be capable of transmitting torque is provided. A clutch is provided between the crankshaft of the engine and the input shaft of the transmission. Further, a controller that controls the engine, the synchronous meshing mechanism, the clutch, the electric motor, and the like is provided, and a signal of a shift position sensor, a signal of an accelerator opening sensor, a signal of a vehicle speed sensor, and the like are input to the controller. It is configured as follows.

[0004] In the vehicle transmission described in the above publication, when the engine torque is transmitted to the wheels and the vehicle is running, a shift signal is transmitted from the controller based on information such as the accelerator opening and the vehicle speed. Is output. Then, the clutch provided between the engine and the transmission is released, and the electric motor is driven to transmit the torque to the output shaft. Further, with the release of the clutch, the synchronous meshing mechanism operates to perform the gear shift. Thereafter, the clutch is engaged, the electric motor is stopped, and the state returns to the state in which the engine torque is transmitted to the wheels. As described above, in the vehicle transmission described in the above publication, while the clutch is released at the time of shifting and engine torque is not transmitted to the wheels, the reduction in driving force is suppressed by transmitting the torque of the electric motor to the wheels. This avoids the driver's discomfort associated with shifting.

[0005]

However, in the vehicle transmission described in the above publication, the motor is driven by the electric power of the battery (power storage device).
When the charge amount of the battery decreases, a phenomenon in which torque to be transmitted from the electric motor to the wheels cannot be ensured during gear shifting, that is, a so-called torque loss occurs, which causes a reduction in driving force, and the driver feels discomfort There was a possibility.

The present invention has been made in view of the above circumstances, and has as its object to provide a vehicle control device capable of suppressing a decrease in electric power supplied to an electric motor that transmits torque to wheels. .

[0007]

In order to achieve the above object, the invention according to claim 1 is characterized in that a clutch is provided in a torque transmission path from a driving force source to a transmission, and the transmission of the transmission is provided. In a vehicle control device that disengages the clutch with a gear shift and assists torque transmitted to wheels with an electric motor, the electric motor stores a torque based on a state of charge of a power storage device for the electric motor. Charging state determining means for determining whether or not it is possible to output a predetermined torque to the wheels; and the charging state determining means, the transmission of a predetermined torque from the electric motor to the wheels during shifting of the transmission. When it is determined that the output cannot be performed, power is generated by a generator, and power supply means for supplying the power to the motor is provided. The one in which the features. In the first aspect of the present invention, supplying the electric power generated by the generator to the electric motor can be performed during the shift of the transmission or during a period other than the shift.

According to the first aspect of the invention, when it is impossible to output a predetermined torque to be transmitted to the wheels at the time of shifting of the transmission from the electric motor, the electric power generated by the electric generator is supplied to the electric motor. Is done. Therefore, even if the clutch is disengaged during gear shifting, a decrease in torque to be transmitted to the wheels is suppressed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the power supply means has a function of driving a generator by the driving force source to generate electric power during shifting of the transmission. It is characterized by having.

According to the second aspect of the present invention, during the shifting of the transmission, the generator is driven by the driving force source to generate electric power, and the electric power is supplied to the electric motor, and the same operation as in the first aspect is performed. Occurs.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the generator has a function as an auxiliary device driving motor for driving an auxiliary device mounted on the vehicle. The power supply means has a function of prohibiting the generator from driving the auxiliary device when the generator is driven to generate electric power.

According to the third aspect of the invention, in addition to the same effect as the second aspect of the invention, when the generator is driven to generate electric power, the auxiliary device is driven by the generator. Is forbidden. Therefore, the power generation efficiency of the electric power supplied to the electric motor is improved.

According to a fourth aspect of the present invention, a clutch is provided in a torque transmission path from a driving force source to a transmission, and the clutch is released with a shift of the transmission and the torque transmitted to wheels. In a vehicle control device that assists with an electric motor, it is possible to output a predetermined torque from the electric motor to the wheels at the time of shifting of the transmission based on the state of charge of the electric storage device for the electric motor. A charging state determination unit that determines whether the vehicle cannot output a predetermined torque from the electric motor to the wheels during shifting of the transmission; And a charging means for driving the generator by the driving power source to generate electric power when the electric power storage device is in the non-driving state, and charging the electric power to the power storage device. It is an.

According to the fourth aspect of the present invention, when it is impossible to output the predetermined torque to be transmitted to the wheels at the time of shifting of the transmission from the electric motor, the generator is driven when the vehicle is not in the driving state. Thus, the generated power is charged in the power storage device. Therefore, the amount of charge of the electric storage device for the electric motor is increased, so that a predetermined torque to be transmitted from the electric motor to the wheels during gear shifting can be secured. Further, since the vehicle is not in the driving state, even when the electric motor is driven by the driving force source, the torque of the driving force source is not transmitted to the wheels.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described with reference to the drawings. FIG. 2 is a plan view showing a schematic configuration of a four-wheel drive vehicle to which the present invention is applied, and FIG. 3 is a block diagram showing a power plant corresponding to front wheels of the four-wheel drive vehicle shown in FIG. 2 and a control system thereof. FIG. 4 is a skeleton diagram showing a specific configuration of the power plant shown in FIG. An engine 1 is mounted on a front portion of the vehicle. As the engine 1, an internal combustion engine, for example, a gasoline engine, a diesel engine, or an LPG engine can be used.

In the following description, a case where a gasoline engine is used as the engine 1 will be described. The engine 1 has a known structure including an intake / exhaust device (not shown), a fuel injection device (not shown), an ignition device (not shown), a cooling device (not shown), and the like. . An electronic throttle valve (not shown) is provided in an intake pipe of the engine 1 and an electronic throttle actuator 2 for controlling an opening degree of the electronic throttle valve.
Is provided.

A crankshaft 3 of the engine 1 is arranged along the width direction of the vehicle. A motor generator (MG) 5 is connected to the crankshaft 3 via a clutch 4 so as to be able to transmit torque. I have. The motor generator 5 has a function as a generator and a function as an electric motor for driving auxiliary equipment. An auxiliary device 7 is connected to the motor / generator 5 via a clutch 6 so that torque can be transmitted. Examples of the auxiliary device 7 include an air conditioner compressor, a defogger, and a cooling fan. Further, motor generator 5 is electrically connected to battery 8 via an inverter (not shown). Battery 8
It is a known device having a battery case, an electrode plate, and an electrolytic solution.

A transmission 9 is provided on the output side of the engine 1. The transmission 9 has an input shaft 10 and an output shaft 11 arranged in parallel with each other and arranged in the width direction of the vehicle. The input shaft 10 has a first
The input gear for speed 12, the input gear for second speed 13, the input gear for fifth speed 14, and the input gear 15 for reverse speed are formed so as to rotate integrally with the input shaft 10. On the input shaft 10,
Hollow shafts 16 and 17 that can rotate relative to the input shaft 10 are attached. The third speed input gear 1 is mounted on the hollow shaft 16.
8 and a gear 19 are formed, and a fourth speed input gear 20 and a gear 21 are formed on the hollow shaft 17. Also,
Between the hollow shaft 16 and the hollow shaft 17 in the input shaft 10, a sleeve 22 that rotates integrally with the input shaft 10 and that is movable in the axial direction of the input shaft 10 is attached.
A gear (not shown) is formed on the inner periphery of the sleeve 22. A sleeve 22 is provided on the outer periphery of the input shaft 10.
In order to smoothly mesh the gears with the gears 19 and 21, a synchronous meshing mechanism (not shown) is provided.

The output shaft 11 is provided with a third speed output gear 2.
The third and fourth speed output gears 24 are formed so as to rotate integrally with the output shaft 11. The output shaft 11 has hollow shafts 25, 26, 27, rotatable relative to the output shaft 11.
28 are attached. A first speed output gear 29 and a gear 30 are formed on the hollow shaft 25, and a second speed output gear 31 and a gear 32 are formed on the hollow shaft 26.

Further, between the hollow shaft 25 and the hollow shaft 26 in the output shaft 11, the output shaft 11 rotates integrally with the output shaft 11, and
A sleeve 33 that is movable in the axial direction of the output shaft 11 is attached. A gear (not shown) is formed on the inner periphery of the sleeve 33. Further, the first speed output gear 29 and the first speed input gear 12 are meshed, and the second speed output gear 31 and the second speed input gear 13 are meshed. The third-speed output gear 23 and the third-speed input gear 1
8 are meshed, and the fourth speed output gear 24 and the fourth speed input gear 20 are meshed.

Furthermore, the hollow shaft 2 in the output shaft 11
Between the shaft 7 and the hollow shaft 28 and the output shaft 11,
And a sleeve 34 movable in the axial direction of the output shaft 11.
Is attached. A gear (not shown) is formed on the inner periphery of the sleeve 34. A third speed output gear 35 and a gear 36 are formed on the hollow shaft 27, and a reverse stage output gear 37 and a gear 38 are formed on the hollow shaft 28. The fifth-speed output gear 35 and the fifth-speed input gear 14 are meshed, and the reverse-stage output gear 37 and the reverse-stage input gear 15 are meshed with the idler gear 39. Note that a speed change actuator 40 for separately controlling the operation of each of the sleeves 22, 33, 34 is provided.

In the transmission 9 configured as described above, the sleeve 33 moves in the axial direction of the output shaft 11,
When the gear of the sleeve 33 and the gear 30 mesh with each other, the input shaft 10 and the output shaft 11 are connected to the first speed input gear 1.
The first and second speed output gears 29 are connected so as to be able to transmit torque, and the first speed is set. Further, the sleeve 33 moves in the axial direction of the output shaft 11 and the gear of the sleeve 33 meshes with the gear 32, so that the input shaft 10 and the output shaft 11 are connected to the second speed input gear 13 and the second speed input gear 13. The speed output gear 31 is connected to be capable of transmitting torque, and the second speed is set.

Further, when the sleeve 22 moves in the axial direction of the input shaft 10 and the gear of the sleeve 22 meshes with the gear 19, the input shaft 10 and the output shaft 11
The speed input gear 18 and the third speed output gear 23 are connected so as to be able to transmit torque, and the third speed is set. Furthermore, the sleeve 22 moves in the axial direction of the input shaft 10 and the gear of the sleeve 22 meshes with the gear 21, so that the input shaft 10 and the output shaft 11 are connected to the fourth speed input gear 20 and the fourth speed input gear 20. The fourth-speed output gear 24 is connected so as to be able to transmit torque, and the fourth speed is set.

Further, the sleeve 34 moves in the axial direction of the output shaft 11 and the gear of the sleeve 34 meshes with the gear 36, so that the input shaft 10 and the output shaft 11 are connected to the fifth speed input gear 14 And a fifth speed output gear 35 so as to be capable of transmitting torque, and the fifth speed is set. further,
When the sleeve 34 moves in the axial direction of the output shaft 11 and the gear of the sleeve 34 meshes with the gear 38, the input shaft 10 and the output shaft 11 are connected to the reverse input gear 15, the idler gear 39, and the reverse gear. The output gear 37 is connected so as to be able to transmit torque, and the reverse gear is set.

Incidentally, the crankshaft 3 and the input shaft 10 are arranged concentrically, and a clutch 41 is provided in a torque transmission path thereof. Further, a clutch actuator 41A for controlling engagement / disengagement of the clutch 41 is provided. Further, left and right front wheels 44 are connected to the output side of the output shaft 11 via a front differential 42 and a front drive shaft 43 so that torque can be transmitted.

Further, a motor generator (MG) 45 is provided adjacent to the transmission 9. This motor
The generator 45 has a function as a generator and a function as an electric motor. This motor generator 4
The fifth output gear 46 and the fourth speed input gear 20 are meshed. The motor generator 45 is electrically connected to the battery 8 via an inverter (not shown), and the motor generator 45 is electrically connected to the motor generator 5. Furthermore, it is possible to select either to directly supply the electric power generated by the motor generator 5 to the motor generator 45 or to charge the battery 8 with the electric power generated by driving the motor generator 5. A switch (not shown) is provided.

Further, a shift lever 47 operated by a driver is provided on the indoor side of the vehicle. FIG.
FIG. 5 is a conceptual diagram showing an example of a shift position selected by operating the shift lever 47 in a plan view. That is, the P (parking) position, R (reverse) position, N (neutral) position, D (drive) position, four positions, three positions, two positions, and L position are mutually shifted in the order shown here. Can be switched.

When the D position is selected, the speed ratio of the transmission 9 can be automatically controlled to any one of the first to fifth forward speeds. At the four positions, any one of the first to fourth speeds of the forward gear can be automatically set. In the three positions, any of the first to third speeds of the forward gear can be automatically set. In the two positions, the first speed or the second speed of the forward gear can be automatically set. In the L position, it is fixed to the first speed of the forward gear.

On the other hand, a motor generator 48 is mounted at the rear of the vehicle. This motor generator 4
8 can function as a generator and an electric motor (drive power source). This motor generator 48 includes
Battery 49 is electrically connected via an inverter (not shown). Right and left rear wheels 52 are connected to the motor / generator 48 via a rear differential 50 and a rear drive shaft 51 so that torque can be transmitted. Further, a brake device 53 such as a wheel cylinder is provided on each of the front wheel 44 and the rear wheel 52.

An electronic control unit (ECU) 54 is provided as a controller for controlling the entire vehicle. The electronic control unit 54 includes a microcomputer mainly including an arithmetic processing unit (CPU or MPU), a storage unit (RAM and ROM), and an input / output interface. FIG. 6 shows a signal input to the electronic control device 54 and a signal output from the electronic control device 54.

The electronic control unit 54 has an ABS
(Anti-lock brake system) Computer signal, 4WD for switching between four-wheel drive state and two-wheel drive state
Manual switch signal, engine speed signal, engine water temperature signal, ignition switch signal, battery 8, 49 charge (SOC; State of
charge), a headlight on / off signal, a defogger on / off signal, an air conditioner on / off signal, a vehicle speed signal (a signal from the output shaft speed sensor 55),
A signal of clutch oil temperature, a signal of a shift position sensor 56 for detecting operation of the shift lever 47, an on / off signal of a side brake, a signal of a foot brake sensor 58 for detecting operation of the foot brake 57, a catalyst (an exhaust gas purifying catalyst) A temperature, a signal from an accelerator opening sensor 60 for detecting operation of an accelerator pedal 59, a signal from a cam angle sensor, a signal indicating a gear set by the transmission 9, a signal from a vehicle acceleration sensor, and the like are input.

Examples of output signals from the electronic control unit 54 include a control signal for an ignition device, a control signal for a fuel injection device, and a clutch control solenoid (that is, a clutch for controlling engagement and disengagement of the clutches 4 and 41). A signal for the actuator 41A), a signal for controlling the motor / generators 5, 45, 48, an electronic throttle actuator 2 for controlling the electronic throttle valve
, A signal for controlling the shift actuator 40, a signal for controlling the ABS actuator, the clutch 6
And signals for controlling the auxiliary device 7.

Here, the correspondence between the configuration of this embodiment and the configuration of the present invention will be described. The engine 1 corresponds to the driving force source of the present invention, the clutch 41 corresponds to the clutch of the present invention, the motor generators 45 and 48 correspond to the electric motor of the present invention, and the motor generator 5 corresponds to the generator of the present invention. The front wheels 44 and the rear wheels 52 correspond to the wheels of the present invention, and the battery 8 corresponds to the power storage device of the present invention.

Next, an example of control of the four-wheel drive vehicle having the above configuration will be described with reference to the flowchart of FIG. Here, a case where the two-wheel drive state is selected by the 4WD manual switch will be described as an example. When the system is started by operating the ignition switch, the electronic control unit 54 processes the input signal (step S1), engages the clutch 4 based on the starting operation of the driver, and sets the battery 8 Drives the motor / generator 5 with the electric power of the motor generator 5. Then, the power of the motor generator 5 is transmitted to the crankshaft 3 and the engine 1 starts. When the shift lever 47 is switched from the N position to the D position by the driver's operation, the operation of the shift lever 47 is detected by the shift position sensor 56, and the starting control of the vehicle is performed as follows.

First, when the clutch 41 is released, the sleeve 33 moves in the axial direction of the output shaft 11,
The first speed output gear 29 and the output shaft 11 are connected,
Speed is set. Then, when the accelerator pedal 59 is depressed, the opening of the electronic throttle valve increases, the engine speed increases, and the clutch 41 is gradually engaged. That is, the torque of the engine 1 is transmitted to the front wheels 44 to generate a driving force.

On the other hand, the electronic control unit 54 stores a shift map for controlling the gear ratio of the transmission 9.
FIG. 7 shows an example of the shift map and an example of the driving force source control map. The shift map of FIG. 7 shows the first to fifth speed ranges that can be set by the transmission 9 when the D position is selected by operating the shift lever 47. According to the shift map, the first to fifth speed regions are defined by upshift points indicated by broken lines based on the accelerator opening and the vehicle speed. When the vehicle speed and the accelerator opening change from a region corresponding to the first speed to a region corresponding to the second speed, a shift signal for upshifting the transmission 9 of the transmission 9 from the first speed to the second speed. Is output from the electronic control unit 54. Here, the speed change operation is performed while the accelerator pedal 59 is depressed. The driving force source control map will be described later.

When a shift signal is output from the electronic control unit 54, the clutch 41 is released, and the electronic throttle valve is closed by the operation of the electronic throttle actuator 2, so that the engine speed decreases. At the same time, the motor / generator 45 is driven, and its torque is transmitted to the output shaft 11 via the fourth speed input gear 20 and the fourth speed output gear 24. Here, the torque to be output from the motor / generator 45 is calculated based on the accelerator opening, and the current value is controlled so that the torque corresponding to the calculation result is output from the motor / generator 45. Specifically, the accelerator pedal 59
Is controlled so that the larger the stepping amount of is, the larger the current value becomes. For this reason, the acceleration force of the vehicle generated by driving the motor / generator 45 during the gear shifting is adapted to the driver's will. Therefore, when the driver changes the depression amount of the accelerator pedal 59 during the gear shift,
The torque of motor generator 45 is changed accordingly.

As described above, the clutch 41 is disengaged at the time of shifting and the engine torque is not transmitted to the input shaft 10, but the torque of the motor / generator 45 is reduced.
Since the power is transmitted to the front wheels 44 via the output shaft 11 and the front differential 42 (that is, torque assist is performed), a driving force is generated by the front wheels 44 even during gear shifting.

Incidentally, in parallel with the release of the clutch 41, the operation of the speed change actuator 40 causes the sleeve 33 to move.
Moves in the axial direction of the output shaft 11, and the output shaft 11 and the second speed output gear 31 are connected so as to be able to transmit torque. Thereafter, the clutch 41 is engaged, the electronic throttle valve of the engine 1 is controlled to an opening corresponding to the accelerator opening, and the torque of the engine 1 is transmitted to the transmission 9. At the same time, the driving of the motor / generator 45 is stopped, and the state is shifted to the driving state of the vehicle by the engine 1.

Although the above description is of the control associated with the upshift from the first speed to the second speed, the same control is performed for the mutual upshift in the second to fifth speeds. Thus, the shift control of the transmission 9 can be performed without interruption of the driving force of the vehicle. Therefore, during an upshift during acceleration, a decrease in torque transmitted to the front wheels 44, that is, a so-called torque loss, can be prevented, and it is possible to suppress the driver from feeling uncomfortable.

When the reverse gear is set, the sleeve 34 is moved in the axial direction of the output shaft 11 so that the torque of the input shaft 10 is reduced by the input gear 15 and idler gear 39 for the reverse gear and the output gear for the reverse gear. The same control as in the case of starting the vehicle at the first speed described above is performed except that the vehicle is transmitted to the output shaft 11 via the motor 37.

As described above, in the transmission 9 shown in FIGS. 2 to 4, the shift is determined based on the shift map, the operations of the sleeves 22, 33, and 34, and the engagement and disengagement of the clutch 41 in accordance with the shift. This is a so-called full-automatic automatic transmission in which release is automatically performed. During the operation of the engine 1, the clutch 6 is engaged to transmit the engine torque to the accessory device 7 based on the drive request of the accessory device 7, and the accessory device 7 can be driven.

By the way, in the electronic control unit 54,
After the step S1, it is determined whether or not the SOC of the battery 8 is equal to or less than a predetermined value Lo% (step S1).
2). As described above, at the time of shifting, the torque transmission path between the input shaft 10 and the engine 1 is shut off, and the torque of the motor / generator 45 compensates for the decrease in driving force. The predetermined value Lo% is an amount of electric power for outputting a predetermined torque required to compensate for a decrease in driving force from the motor generator 45 when upshifting from the currently set shift speed to the predetermined shift speed. That is, it corresponds to the required minimum amount of power. For this reason, it is not preferable that the SOC of the battery 8 becomes equal to or less than the predetermined value Lo%. However, when a continuous shift or the like occurs, the power of the battery 8 may be reduced to cause such a state. is there. The predetermined value Lo%, which is the amount of electric power required when upshifting from a predetermined gear to a predetermined gear, is stored in the electronic control unit 54 for each gear.

If a positive determination is made in step S2, it is determined whether or not a shift is to be performed based on the shift map shown in FIG. 7 (step S3). If the determination in step S3 is affirmative, the shift is executed as described above, the clutch 4 is engaged, the motor generator 5 is set in the power generation state by the engine torque, and the electric power is directly transmitted to the motor generator 45. To drive the motor generator 45 (step S4).

As described above, since the clutch 41 is released at the time of shifting, even if the engine torque is used to drive the motor / generator 5, the driving force of the vehicle is not adversely affected. On the other hand, clutch 4
1 is engaged and part of the engine torque is transmitted to the motor generator 5 during acceleration of the vehicle, the acceleration performance is reduced.
Control for driving the generator 5 as a generator is not performed. In step S4, the electric power obtained by the power generation of the motor generator 5 is directly transmitted to the motor generator 5.
Instead of supplying the power to the generator 45, the power can be supplied to the motor generator 45 via the battery 8.

As described above, when power is generated by the motor / generator 5, the clutch 6 is disengaged and the driving of the auxiliary device 7 by the motor / generator 5 is temporarily prohibited (step S5). To return. The prohibition includes a control for stopping the driving of the driven auxiliary device 7 and a control for prohibiting the driving of the non-driven driving device 7 even when a signal for driving the driving device 7 is generated. Thus, by making the motor generator 5 function only as a generator, the power generation efficiency can be improved. Note that examples of the auxiliary device 7 whose driving is prohibited in step S5 include an air conditioner, a defogger, a cooling fan, and the like that have no problem even if the function is temporarily stopped. On the other hand, the auxiliary device 7 whose driving is prohibited in step S5 does not include a headlight, a stereo, and the like.

If a negative determination is made in step S3, it is determined whether the vehicle is in a driven state (in other words, a coasting state) or stopped (step S6). This step S6 is a state where transmission of the engine torque to the motor / generator 5 does not hinder the charging of the battery 8 before the shift is performed, that is, the vehicle is not driven by the engine torque. Is to judge. Then, step S6
If the answer is affirmative, the motor generator 5 generates electric power by the engine torque, charges the electric power to the battery 8 (step S7), and returns. In this case, it is necessary to increase the output of the engine 1 in accordance with the switching of the motor / generator 5 from the non-power generation state to the power generation state. Therefore, the opening degree of the electronic throttle valve is increased to increase the engine torque. . On the other hand, if a negative determination is made in step S6, for example, during acceleration of the vehicle, a part of the engine torque may be used for power generation by the motor generator 5, and the acceleration performance may be degraded. Therefore, it is returned as it is.

If a negative determination is made in step S2, it is determined whether or not a shift is to be performed based on the shift map of FIG. 7 (step S8). This step S
If the determination in step 8 is affirmative, the motor generator 45 is driven by the electric power of the battery 8 at the same time as the gear shift, and the torque is transmitted to the front wheels 44 to suppress a decrease in the driving force.

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, step S2 corresponds to the charging state determining means of the present invention, steps S3 to S7 correspond to the power supply means of the present invention, and steps S3 and S6, 7 correspond to the charging means of the present invention.

As described above, according to the control example of FIG. 1, the gear 9 is supplied to the motor / generator 45 in preparation for the shift of the transmission 9 during the shift or in a state other than the shift. Power is increased. Therefore, a decrease in torque to be transmitted from the motor / generator 45 to the wheels 44 during shifting, that is, a so-called torque loss is suppressed. Therefore, it is possible to avoid a decrease in the driving force due to the shift, and to prevent the driver from feeling uncomfortable.

When electric power is generated by the motor generator 5, the auxiliary equipment 7
Is prohibited. Therefore, the power generation efficiency of motor generator 5 is enhanced, and the function of securing the output torque of motor generator 45 in preparation for shifting is further improved.

In this embodiment, the current value for controlling the motor / generator 45 during shifting is controlled in accordance with the amount of depression of the accelerator pedal 59, and the current value can be varied depending on the type of shifting. That is, generally, the acceleration force of the vehicle is lower when shifting from the second speed to the third speed than when shifting from the first speed to the second speed. For this reason, the output torque of the motor / generator 45 during the shift may be lower when shifting from the second speed to the third speed than when shifting from the first speed to the second speed. Therefore, the current value for controlling the motor / generator 45 can maintain the vehicle acceleration immediately before the shift as much as possible based on information such as the amount of depression of the accelerator pedal 59, the speed before and after the shift, and the vehicle speed. It is set so that the torque of the motor / generator 45 becomes appropriate.

When the shift lever 47 is operated to the L position and the accelerator opening becomes zero, the engine braking force is increased by, for example, automatically shifting from the fourth speed to the third speed. Control is performed.
Simultaneously with such control, the power input from the front wheels 44 is transmitted to the motor generator 45 via the output shaft 11 so that the motor generator 45 functions as a generator, thereby improving the braking force. At the same time, the electric energy obtained by the power generation of the motor generator 45 can be charged in the battery 8. That is, conventionally, the power input from the wheels is converted into heat energy and discarded, but in this embodiment, a part of the power input from the wheels is converted into electric energy and the battery 8 is charged. That is, energy regeneration is performed. The control for causing the motor / generator 45 to function as a generator is performed separately from the operation of the shift lever 47.
When it is detected from the signal of the brake sensor 58 that the foot brake pedal 57 is depressed,
It can be done automatically.

By the way, in the four-wheel drive vehicle shown in FIGS. 2 to 4, the motor generator 45 can be used as a driving force source when the vehicle starts or as a driving force assist during acceleration. . Specifically, in the driving force source control map shown in FIG. 7, when the vehicle starts, for example, when the accelerator opening and the vehicle speed are in the region indicated by “MG”, only the motor / generator 45 is driven to open the accelerator. When the degree and the vehicle speed are in a region other than “MG”, that is, in a region indicated by “engine”, only the engine 1 can be driven.

Further, in the engine drive region shown in FIG. 7, by supplying a current to the motor generator 45 in accordance with the depression amount of the accelerator pedal 59, the shortage of the engine torque with respect to the required driving force can be reduced. It can be supplemented by a torque of 45. It should be noted that the motor / generator 4 is not limited to the above-described operation except for the shifting.
When the clutch 5 is used as the driving power source, the power consumption of the battery 8 increases. Therefore, when the clutch 41 is engaged, the motor / generator 45 is switched to a generator as necessary, and the power is supplied to the battery. 8 can also be charged.

The four-wheel drive vehicles shown in FIGS. 2 to 4 can select a four-wheel drive state by operating a 4WD manual switch. In this case, motor generator 48 is driven as an electric motor, and the torque is transmitted to rear wheels 52 via rear differential 50 and rear drive shaft 51. Thus, FIG.
The four-wheel drive vehicle shown in FIG. 4 is a so-called hybrid vehicle that can use the engine 1 and the motor generators 45 and 48 as driving power sources. The electric power generated by the motor generator 5 is used to charge the battery 49 with the electric energy, or
It can be configured so that it can be supplied directly to the generator 48.

When the four-wheel drive state is selected, or when the two-wheel drive state described above is selected, the torque of the motor generator 48 By performing control to increase the driving force, it is possible to compensate for a decrease in the driving force of the vehicle. When it is not possible to output the predetermined torque required for shifting from the motor generator 48, that is, when it is determined that the charge amount of the battery 49 is equal to or less than the predetermined value, the motor generator 5 is generated by the engine torque. And directly supplies the electric power to the motor / generator 48 or the battery 49.
, It is possible to prevent torque loss during gear shifting. When the vehicle coasts, the power of the rear wheels 52 may be transmitted to the motor generator 48 via the rear differential 50 to generate power, and the power may be charged in the battery 49.

As the power storage device in this embodiment, a capacitor can be used instead of a battery. This capacitor is a known capacitor having a plurality of capacitors (cells) connected in series with each other and a plurality of resistors arranged in series with each other. In this embodiment, as a generator for supplying electric power to the motor generator 45, a fuel cell (fuel cell) or the like can be used in addition to the motor generator 5 or the alternator driven by the engine 1. . This fuel cell is a known fuel cell having a fuel electrode, an electrolyte, an air electrode, and the like, and is a system for generating electricity by electrochemically reacting a fuel gas with oxygen in the air.

The control example shown in FIG. 1 is a semi-automatic transmission, that is, the transmission is shifted by manual operation of a shift lever, and the engagement and disengagement of a clutch provided between the transmission and the engine is automatically performed. The present invention can also be applied to a vehicle equipped with a transmission that performs the transmission.

[0060]

As described above, according to the first aspect of the present invention, when the clutch is disengaged at the time of shifting and the torque of the driving force source is not transmitted to the wheels, the torque transmitted to the wheels is transmitted to the electric motor. Assist can be surely provided. Therefore, a reduction in the driving force of the vehicle due to the shift is suppressed, and the driver's uncomfortable feeling can be reliably prevented.

According to the second aspect of the present invention, the power can be supplied to the electric motor by driving the generator by the driving power source to generate electric power during the shifting of the transmission. The same effect as that of the invention can be obtained.

According to the third aspect of the invention, the same effects as those of the second aspect of the invention can be obtained. In addition, when the generator is driven to generate electric power, the auxiliary device is driven by the generator. Is forbidden. Therefore, the power generation efficiency of the electric power supplied to the electric motor is improved, and a decrease in the torque of the electric motor at the time of shifting can be more reliably suppressed.

According to the fourth aspect of the invention, when the vehicle is not in the driving state, the generator is driven, and the generated power is charged in the power storage device. Therefore, when the clutch is released at the time of shifting and the torque of the driving force source is not transmitted to the wheels, the torque to be output from the electric motor to the wheels can be secured, and the driver's uncomfortable feeling can be reliably ensured. Can be prevented.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating an example of control executed by a vehicle control device according to the present invention.

FIG. 2 is a plan view schematically showing a schematic configuration of a four-wheel drive vehicle according to one embodiment of the present invention.

FIG. 3 is a block diagram showing a power plant corresponding to front wheels of the four-wheel drive vehicle shown in FIG. 2 and a control system thereof.

4 is a skeleton diagram of a power plant corresponding to front wheels of the four-wheel drive vehicle shown in FIG.

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

FIG. 6 is a diagram showing input / output signals in the electronic control device of FIGS. 2 and 3;

FIG. 7 is a diagram showing a shift map of a transmission according to the present invention;
It is a figure which shows the drive / stop control area | region of an engine and a motor generator generally.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Drive power source, 5, 45, 48 ... Motor generator, 7 ... Auxiliary equipment, 8, 49 ... Battery, 9 ... Transmission, 41 ... Clutch, 44 ... Front wheel, 52 ... Rear wheel.

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3D039 AA01 AA02 AA04 AA07 AB27 AC01 AC38 AD02 3J052 AA01 EA10 HA03 HA19 KA09 LA04 5H115 PA01 PG04 PI16 PI29 PI30 PO17 PU01 PU24 PU25 QA01 QE08 QE10 QI04 QN03 SE04 SE05 SJ13 TB01 TE02 TE07 TE08 TI01 TO05 TO21 TO23 TO30

Claims (4)

[Claims] 1. A clutch is provided in a transmission path of torque from a driving force source to a transmission, the clutch is released with a shift of the transmission, and torque transmitted to wheels is assisted by an electric motor. In the vehicle control device, charging that determines whether a predetermined torque can be output from the electric motor to the wheels at the time of shifting of the transmission based on a state of charge of the electric storage device for the electric motor. When it is determined by the state determination means and the charge state determination means that it is impossible to output a predetermined torque from the electric motor to the wheels at the time of shifting of the transmission, electric power is generated by the generator. And a power supply means for supplying the electric power to the electric motor. 2. The power supply device according to claim 1, wherein the power supply unit has a function of driving a generator by the driving power source to generate electric power during a shift of the transmission. Vehicle control device. 3. The power generator has a function as an auxiliary driving motor for driving an auxiliary device mounted on a vehicle, and the power supply means drives the generator to supply electric power. The control device for a vehicle according to claim 2, further comprising a function of prohibiting the generator from driving the auxiliary device when the power is generated. 4. A clutch is provided in a transmission path of torque from a driving force source to a transmission, the clutch is released with a shift of the transmission, and torque transmitted to wheels is assisted by an electric motor. In the vehicle control device, charging that determines whether a predetermined torque can be output from the electric motor to the wheels at the time of shifting of the transmission based on a state of charge of the electric storage device for the electric motor. State determining means, and when the charge state determining means determines that it is impossible to output a predetermined torque from the electric motor to the wheels during shifting of the transmission, the vehicle is in a non-drive state. A driving means for driving a generator by the driving power source to generate electric power, and charging the electric power storage device with the electric power. Apparatus.