JP2003182405A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle capable of controlling total torque to be substantially zero torque during various shift controls. <P>SOLUTION: When the shift control is started by a shift control means 15 based on a speed sensor 21 and a throttle opening sensor 22 in a traveling state of the vehicle by outputs of an engine 2 and a motor 3, for instance, the total torque to be inputted into an automatic transmission 4 is calculated by an input torque calculation means 16 based on output torque of the engine 2 and the motor 3 calculated by an engine torque calculation means 12 and a motor torque calculation means 14, and the output torque of the motor 3 is controlled by a motor control means 13 so that the total torque may be substantially zero torque. When the total torque does not become the substantially zero torque by only the output torque of the motor 3, also the output torque of the engine 2 is controlled by an engine control means 11 so that the total torque may be substantially zero torque. <P>COPYRIGHT: (C)2003,JPO

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 hybrid vehicle that outputs output torque of an engine and a motor to drive wheels through a transmission, and more particularly, to a control device for various shifts in the transmission. The present invention relates to a control device that controls a total torque input to an input shaft to a predetermined torque by controlling an output torque of a motor.

[0002]

2. Description of the Related Art Generally, when a shift control is performed in a vehicle, for example, in an automatic transmission having a stepped transmission mechanism, a gear shift stage is switched by grasping a friction engagement element such as a clutch or a brake. Is going. Whenever such a shift control is performed, the torque input to the input shaft of the automatic transmission is different every time depending on the traveling state (uphill road, downhill road, atmospheric pressure, temperature, etc.) and the throttle opening degree. Since the shift control for engaging and disengaging the friction engagement elements is performed in substantially the same state, there is a possibility that a shift shock may increase or drivability may deteriorate. Therefore,
During shift control, for example, torque increase (increase) and torque reduction (decrease) of the engine are performed to reduce shift shock and improve drivability.

[0003]

By the way, recently, in order to improve fuel efficiency and reduce exhaust gas for environmental problems,
A hybrid vehicle has been proposed which is driven by an engine and a motor. In such a hybrid vehicle, the output torque of the engine and the motor is input to the input shaft of the automatic transmission, that is, the total torque obtained by adding the output torque of the engine and the output torque of the motor to the input shaft. Is entered.

Then, every time the shift control as described above is performed, not only the output torque of the engine changes to a different torque each time, but also the output torque of the motor changes to a different torque depending on the control state of the motor. Even if the output torque of the engine is maintained at a predetermined value by performing torque increase or torque reduction of the engine, the total torque changes to a different torque every time. Further, particularly when the vehicle is in a decelerating state and the regeneration control is being performed by the motor, the output torque (regenerative torque) of the motor changes due to, for example, the depression force of the brake pedal depressed by the driver. The total torque changes to a different torque each time. Therefore, there is a possibility that shift shock may increase or drivability may deteriorate.

Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that controls the total torque input to the input shaft to be a predetermined torque during control of various shifts, thereby solving the above-mentioned problems. To do.

[0006]

The present invention according to claim 1 (see, for example, FIGS. 1 to 4) provides a transmission (for example, 4) for the output torque of the engine (2) and the output torque of the motor (3). Control device (1) for a hybrid vehicle that inputs to the input shaft of the vehicle and outputs to the drive wheels via the transmission (for example, 4)
In the above, the motor control means (13) capable of controlling the output torque of the motor (3), the shift control means (15) for controlling various shifts in the transmission (for example, 4), and the input shaft are input. An input torque calculating means (16) for calculating a total torque (Tin), wherein the motor control means (13) controls the input torque calculating means (13) during the control of the various shifts by the shift control means (15). 16)
The hybrid vehicle control device (1) is characterized in that the output torque of the motor (3) is controlled so that the total torque (Tin) calculated by the above becomes a predetermined torque (for example, 0).

The present invention according to claim 2 (see, for example, FIGS. 1 to 4) comprises an engine control means (11) capable of controlling the output torque of the engine (2), and the engine control means (11) is If the total torque (Tin) does not reach the predetermined torque (for example, 0) only by controlling the output torque of the motor (3) by the motor control means (13), the total torque (Tin) becomes the predetermined torque. The control device (1) for a hybrid vehicle according to claim 1, wherein the output torque of the engine (2) is controlled so as to be (for example, 0).

According to a third aspect of the present invention (see, for example, FIGS. 1 to 4), the engine torque calculating means (12) for calculating the output torque of the engine (2) and the output torque of the motor (3) are calculated. Motor torque calculating means (14) for calculating, and the input torque calculating means (16)
3. The total torque (Tin) is calculated based on the calculation results of the engine torque calculation means (12) and the motor torque calculation means (14).
It is in the control device (1) of the described hybrid vehicle.

According to a fourth aspect of the present invention (see, for example, FIGS. 1 to 4), the motor control means (13) is a regenerative control means (13b) capable of controlling regenerative control for outputting regenerative torque in a decelerated state. ) And the various shifts are shifts during the regenerative control by the regenerative control means (13b).
The control device (1) for a hybrid vehicle according to any one of claims 1 to 3.

In the present invention according to claim 5 (see, for example, FIGS. 1 to 4), the predetermined torque is substantially zero torque.
The control device (1) for a hybrid vehicle according to any one of claims 1 to 4.

The present invention according to claim 6 is characterized in that the predetermined torque corresponds to each of the various shifts.
The control device (1) for a hybrid vehicle according to any one of 1 to 4 above.

According to a seventh aspect of the present invention (see, for example, FIGS. 1 to 4), the motor control means (13) is configured to control the total torque (Tin) at least from the start of the actual shift to the end of the actual shift. The control device (1) for a hybrid vehicle according to any one of claims 1 to 6, wherein the output torque of the motor (3) is controlled so as to be substantially constant at the predetermined torque.

In the present invention according to claim 8 (see, for example, FIGS. 1 to 4), the shift control means (15) includes the motor control means (13) at least from the start of the actual shift to the end of the actual shift. During this period, the output torque of the motor (3) is controlled so that the total torque (Tin) becomes substantially constant at the predetermined torque, and the engine control means (11) at least starts from the shift start. When the total torque (Tin) does not reach the predetermined torque only by controlling the output torque of the motor (3) by the motor control means (13) until the end of the shift, the total torque (Tin) is The control device (1) for a hybrid vehicle according to any one of claims 2 to 6, wherein the output torque of the engine (2) is controlled so as to be substantially constant at a predetermined torque. That.

According to a ninth aspect of the present invention, in the hybrid vehicle according to any one of the first to eighth aspects, the output torque of the engine (2) is an output torque including an inertia torque of the engine (2). It is in the control unit (1).

According to a tenth aspect of the present invention (see, for example, FIGS. 1 to 4), the transmission has a stepped speed change mechanism that forms a speed change step depending on the engaged / released states of a plurality of friction engagement elements. It is an automatic transmission (4), and the control of the various shifts is
The control device (1) for a hybrid vehicle according to any one of claims 1 to 9, which is a control for re-grabbing the friction engagement element.

The reference numerals in parentheses are for the purpose of contrasting with the drawings, but this is for convenience of facilitating the understanding of the invention and is not limited to the construction of the claims. It has no effect.

[0017]

According to the first aspect of the present invention, the motor control means for controlling the output torque of the motor, the shift control means for controlling various shifts in the transmission, and the total torque input to the input shaft are calculated. Input torque calculation means for calculating,
Since the motor control means controls the output torque of the motor so that the total torque becomes the predetermined torque during the control of various shifts by the shift control means, the input torque is input to the input shaft every time the various shift controls are performed. The total torque to be applied can be set to a predetermined torque, which can reduce shift shock and improve drivability.

According to the second aspect of the present invention, the engine control means is provided for controlling the output torque of the engine.
When the total torque does not reach the predetermined torque only by controlling the output torque of the motor by the motor control means, the engine control means controls the output torque of the engine so that the total torque becomes the predetermined torque. Each time it is performed, the total torque input to the input shaft can be surely set to a predetermined torque, and it is possible to reduce shift shock and improve drivability.

According to the present invention of claim 3, engine torque calculating means for calculating the output torque of the engine, motor torque calculating means for calculating the output torque of the motor,
Since the input torque calculating means calculates the total torque based on the calculation results of the engine torque calculating means and the motor torque calculating means, the total torque input to the input shaft during the control of various shifts is calculated. be able to.

According to the fourth aspect of the present invention, the motor control means has the regenerative control means capable of controlling the regenerative control for outputting the regenerative torque in the decelerating state, and various speed changes are achieved.
Since the shift is during the regeneration control by the regeneration control means, the total torque also changes due to the change in the output torque of the motor, but the total torque can be set to a predetermined torque when performing various shift controls. Even during a gear shift during regenerative control, it is possible to reduce gear shift shock and improve drivability.

According to the fifth aspect of the present invention, since the predetermined torque is substantially 0 torque, it is possible to prevent the output torque of the motor from affecting the engine during the control of various shifts, and to prevent the change of various shifts. It is possible to surely reduce the shift shock and improve the drivability by the control. Further, particularly in the control of various shifts during the regenerative control by the motor, it is possible to prevent the output torque due to the regenerative control of the motor from acting to stop the engine.

According to the sixth aspect of the present invention, since the predetermined torque corresponds to each of the various speed changes, the total torque input to the input shaft should be an optimum torque in each of the various speed changes. This makes it possible to reduce shift shock and improve drivability during various shifts.

According to the present invention of claim 7, the shift control means determines the actual start and end of the shift, and the motor control means at least from the start to the end of the shift.
Since the output torque of the motor is controlled so that the total torque becomes approximately constant at the predetermined torque, it is possible to eliminate torque fluctuations during the actual gear shift, and to reduce shift shock and improve drivability. be able to.

According to the present invention of claim 8, the shift control means determines the actual start and end of the shift, and the motor control means at least during the period from the start of the shift to the end of the shift.
The motor output torque is controlled so that the total torque becomes substantially constant at a predetermined torque, and the engine control means totals the motor output torque only by the motor control means at least from the start of the shift to the end of the shift. When the torque does not reach the predetermined torque, the engine output torque is controlled so that the total torque becomes approximately constant at the predetermined torque, so it is possible to eliminate fluctuations in the torque during actual gear shifting, and to reduce the shift shock. It is possible to reduce the fuel consumption and improve the drivability.

According to the ninth aspect of the present invention, since the output torque of the engine is the output torque including the inertia torque of the engine, the total torque is controlled more accurately so as to become the predetermined torque during the control of various shifts. It is possible,
It is possible to further reduce shift shock and improve drivability.

According to the tenth aspect of the present invention, the transmission is an automatic transmission having a stepped transmission mechanism that forms a shift stage by the engagement / release states of a plurality of friction engagement elements. Since the control is control for re-grabbing the friction engagement element, for example, if the total torque input to the input shaft changes, shift shock may increase or drivability may deteriorate. Since the predetermined torque can be obtained, it is possible to reduce the shift shock and improve the drivability. Further, since the total torque input to the automatic transmission is the predetermined torque for various shifts, it is possible to perform substantially constant control for re-grabbing the friction engagement element during various shifts.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a control device for a hybrid vehicle according to the present invention.

As shown in FIG. 1, a control device 1 for a hybrid vehicle according to the present invention comprises a control unit (ECU) 10, which has an engine 2, a motor 3, and a plurality of clutches. Further, an automatic transmission 4 having a stepped speed change mechanism that forms a speed change step depending on an engaged / released state of a brake or the like (friction engagement element) is connected. The output shafts of the engine 2 and the motor 3 are connected to an input shaft (not shown) of the automatic transmission 4, and the output torque of the engine 2 and the output torque of the motor 3 are connected to the input shaft of the automatic transmission 4. It is input and output to the drive wheels via the automatic transmission 4. A vehicle speed sensor 21, a throttle opening sensor 22, a brake sensor 23, and an engine speed sensor 24 are connected to the control unit 10.

The control section 10 comprises an engine control means 11 capable of controlling the output torque of the engine 2 and a motor control means 13 capable of controlling the output torque of the motor, and the automatic shift control. Control of grip change by engaging and releasing a plurality of clutches and brakes included in the machine 4,
For example, based on the vehicle speed detected by the vehicle speed sensor 21 and the throttle opening detected by the throttle opening sensor, various shifts (for example, 1-2 shift, 2-3 shift, 3-4) in the automatic transmission 4 are performed. Speed change ...
4th shift, 5-3 shift, 4-3 shift, 4-2 shift ...
Etc.) (hereinafter, simply referred to as “shift control”). Further, the shift control means 15 detects a gear ratio (input / output rotation speed ratio) from the rotation speeds of an input shaft and an output shaft (not shown) of the automatic transmission 4, and the actual gear ratio is changed by changing the gear ratio. The shift start and the actual shift end are determined. It should be noted that the determination of the actual start and end of the shift may be made based on, for example, only the change in the rotational speed of the input shaft (not shown) or the change in the engine rotational speed.

On the other hand, for example, the engine 2 is provided with a computer (not shown) that outputs a predetermined torque signal including the output torque and the inertia torque based on the rotational speed of the crankshaft of the engine 2 and the like. Further, for example, the motor 3 is provided with a computer (not shown) that outputs a predetermined torque signal including the output torque and the inertia torque based on the current value supplied to the motor 3.

The control unit 10 receives a predetermined torque signal from the engine 2 and calculates an output torque of the engine 2 and an inertia torque of the engine 2, and an engine torque calculating means from the motor 3. Motor torque calculation means 1 for receiving a predetermined torque signal and calculating the output torque of the motor 3 and the inertia torque of the motor 3.
4 and. Then, the control unit 10 calculates the inertia torque of the crankshaft, the torque converter, or the like based on the engine speed detected by the engine speed sensor 24 when the speed change control means 15 is performing the speed change control. A total sum of the calculated inertia torques such as a crankshaft and a torque converter, and the output torques of the engine 2 and the motor 3 and the inertia torques calculated by the engine torque calculation means 12 and the motor torque calculation means 14. An input torque calculating means 16 for calculating torque is provided.

The motor control means 13 controls the engine 2 based on the vehicle speed and the throttle opening detected by the vehicle speed sensor 21 and the throttle opening sensor 22, for example.
When the output torque of the motor is small (insufficient), it is detected by the assist control means 13a capable of assist control so as to output the output torque of the motor 3 as a positive torque, and for example, the vehicle speed sensor 21 and the throttle opening sensor 22. When the vehicle is in the decelerating state, the regenerative control for outputting the regenerative torque (negative torque) is controllably performed based on the vehicle speed and throttle opening, the driver's deceleration intention detected by the brake sensor 23, or the like. The regenerative control means 13b is provided.

Next, the control of the control device 1 for a hybrid vehicle according to the present invention will be described with reference to FIGS. 1, 2 and 3. FIG. 2 is a flowchart showing the control by the motor control means, and FIG. 3 is a flowchart showing the shift control during the regenerative control according to the present invention.

For example, when the driver selects a shift lever (not shown) provided in the driver's seat for the traveling range, the motor control means 13 starts control (S1), and the assist control means 13a starts the assist control. It is determined whether it is necessary (S2). When the assist control is not required and the assist control is not started (N in S2)
o), proceeding to step S6, it is determined whether or not it is necessary to start the regeneration control by the regeneration control means 13b (S).
6). Further, when the regenerative control is not necessary and the regenerative control is not started (No in S6), the process proceeds to step S10. For example, if the vehicle is in a running state, the engine control unit 11 controls the output torque of the engine 2, or For example, if the vehicle is in a stopped state, control such as stopping the engine 2, so-called normal control (that is, the motor control means 13 is in a state in which nothing is controlled, and the engine control means 11 controls the engine 2) (S10) and returns (S11).

If it is determined in step S2 that the output torque of the engine 2 is low based on the vehicle speed and the throttle opening detected by the vehicle speed sensor 21 and the throttle opening sensor 22, for example, the assist control means 1
3a determines that it is necessary to start the assist control, that is, determines the start of the assist control (Y in S2).
es). Then, the assist control means 13a sets the assist torque of the motor 3 based on the total torque calculated by the input torque calculation means 16 via the engine torque calculation means 12 and the motor torque calculation means 14 (S
3) The assist control is performed so that the motor 3 outputs the set assist torque (S4).

Thereafter, based on the vehicle speed, the throttle opening, and the total torque, it is judged whether or not the assist control is continuously required (S5), and if the assist control is continuously required ( After returning to S3 and No, the assist control as described above is repeated. Then, when it is determined that the assist control is no longer necessary, the assist control is ended (Yes in S5), the process proceeds to step S11, and the process returns.

Subsequently, without starting the assist control in step S2 (No in S2), in step S6, for example, the vehicle speed detected by the vehicle speed sensor 21 and the throttle opening sensor 22, the throttle opening, or the brake. When it is determined that the vehicle is in the decelerating state based on the driver's deceleration intention detected by the sensor 23, it is determined that the regenerative control is necessary, that is, the start of the regenerative control is determined (Yes in S6). Then, the regenerative control means 13b causes the input torque calculation means 1 via the engine torque calculation means 12 and the motor torque calculation means 14.
Based on the total torque calculated by 6, the regenerative torque of the motor 3 is set (S7), and the regenerative control is performed so that the motor 3 outputs the set regenerative torque (S7).
8).

Thereafter, based on the vehicle speed, the throttle opening, and the total torque, it is determined whether the regenerative control is required continuously (S9), and if the regenerative control is required continuously ( No of S9), it returns to S7 and repeats the above-mentioned regeneration control. Then, when it is determined that the regenerative control is not necessary, the regenerative control is ended (Yes in S9), the process proceeds to step S11 and returns, and the shift lever performs the above control (S1 to S11). Repeat while.

Next, the shift control during the regenerative control, which is an essential part of the present invention, will be described in detail with reference to FIG. As described above, when the start of the regenerative control is determined (S6 in FIG. 2) and the regenerative control is in progress (S8 in FIG. 2), the shift control during the regenerative control is started (S8-1). Then, first, the shift control means 15 determines whether the shift control of the automatic transmission 4 has been started (S8-2). If the shift control is not started (No in S8-2), the step S8 is performed.
Proceed to 8-13 and return.

In step S8-2, when the shift control means 15 starts shift control based on, for example, the vehicle speed and the throttle opening detected by the vehicle speed sensor 21 and the throttle opening sensor 22 (Yes in S8-2), the motor The control means 13 controls the total torque calculated by the input torque calculation means 16 to be approximately 0 torque, that is, the output torque (negative torque) of the engine 2, the engine 2, the motor 3, the crankshaft and the torque. Output torque (positive torque) of the motor 3 from inertia torque such as converter
The target motor torque is set so as to cancel by. In addition, the engine control means 11 uses the input torque calculation means 16
Based on the result of the calculation, whether or not the total torque becomes approximately 0 torque due to the target motor torque, that is, the target motor torque set by the motor control means 13 exceeds the maximum torque that the motor 3 can output. If the maximum torque is exceeded, it is determined that the output torque of the engine 2 needs to be incremented, and the output of the engine 2 for making the total torque approximately 0 torque is determined. A required amount of torque increment (target engine torque increment amount) is set (S8-3). In addition,
The maximum torque that the motor 3 can output depends not only on the output performance of the motor 3 but also on the remaining battery level at that time. Further, when the target motor torque does not exceed the maximum torque, that is, the target motor torque makes it possible to make the total torque substantially zero torque, and it is not necessary to increment the output torque of the engine 2. The target engine torque increment amount is not set.

In step S8-4, the motor control means 13 determines whether the output torque of the motor 3 has reached the target motor torque, that is, whether the output torque of the motor 3 has been swept up. If it is not completed (No in S8-4), the sweep up of the output torque of the motor 3 is started so as to reach the target motor torque set above (S8-5), and the actual shift is performed. It is determined whether or not the shift is completed (step S8-8), and if the shift is not completed, the process returns to step S8-3. Then, in step S8-3, for example, when the gear shift is actually started, the inertia torque of the engine 2, the crankshaft, the torque converter and the like changes.
3 and the engine control means 11 again sets the target motor torque and the target engine torque increment amount as described above so that the total torque becomes substantially constant at 0 torque, and step S8- Go to 4.

Next, in step S8-4, when it is determined that the output torque of the motor 3 has reached the target motor torque, that is, the sweep up has been completed (Yes in S8-4), the process proceeds to step S8-6. When the engine torque increment amount is set in step S8-3, the engine control means 11 starts sweeping up the output torque of the engine 2 so that the target engine torque increment amount is set. (S8-7), the process proceeds to step S8-8. Also,
When the target engine torque increment amount has not been set in step S8-3, it is determined that the target engine torque increment amount has been reached (S8-6).
Yes), the process proceeds directly to step S8-8, that is, the engine control means 11 does not perform any control. Also,
When the process proceeds to step 8-8, it is similarly determined whether or not the actual shift is completed (step S8-8), and if the shift is not completed, the process returns to step S8-3, that is, the actual shift is completed. Until step S8-3 to step S
The control up to 8-8 is repeated.

After that, in step S8-8, it is determined whether or not the actual shift by the shift control means 15 is completed, for example, based on the control signal of the shift control means 15, and if the shift is completed ( (Yes in S8-8), and proceeds to step S8-9.

When it is determined in step S8-8 that the actual shift is completed, the engine control means 11 sweeps up so as to reach the target engine torque increment amount in steps S8-6 and S8-7. The sweep down of the output torque of the engine 2 thus started is started (S8-9). Then, it is determined whether or not the sweep down is completed by the target engine torque increment amount, that is, whether or not the torque increment of the engine 2 is canceled (S8-10), and if it is not canceled (sweep). If the down is not completed), the process returns to step S8-9, and the output torque of the engine 2 is continuously swept down. When the torque increase of the engine 2 is canceled (when the sweep down is completed) (Yes in S8-10), step S8-1
Go to 1. When the target engine torque increment amount is not set even once in step 8-3 and the output torque of the engine 2 is not swept up in steps S8-6 and S8-7,
The process directly proceeds to step S8-11, that is, the engine control means 11 does not perform any control.

Subsequently, the motor control means 13 starts sweeping down the output torque of the motor 3 that has been swept up in steps S8-4 and S8-5 (S8-11), and proceeds to step S8-12. . When the operation proceeds to step S8-12, the regeneration control means 13b
Sets the target regenerative torque, and the motor control means 13 determines whether or not the output torque of the motor 3 has reached the target regenerative torque. If the output torque of the motor 3 has not reached the target regenerative torque (No in S8-12), the process returns to step S8-11 to continue the sweep down. Then, when the output torque of the motor 3 reaches the target regenerative torque (Yes in S8-12), the sweep down is ended, the process proceeds to step S8-13, and the above control is repeated.

Next, an example of the shift control during the regeneration control will be described with reference to FIG. FIG. 4 is a diagram showing an example of shift control during regenerative control. FIG. 4A is a time chart showing engine speed and release / engagement hydraulic pressure, and FIG. 4B is a time chart showing total torque.

Regeneration control (S
In the state where 8) is being performed, the vehicle is in the decelerating state, the engine speed Ne is decreasing as shown in FIG. 4 (a), and the engine 2 is being rotated as shown in FIG. 4 (b). In the coast state (engine braking state), in which the motor 3 is outputting regenerative torque, the output torque of the engine 2 and the output torque of the motor 3 input to the input shaft of the automatic transmission 4 are The total torque Tin of is a negative torque state.

At time t1, for example, the vehicle speed sensor 21
As a result, the vehicle speed becomes the predetermined speed, and when the shift control means 15 determines that the shift control is started (S8-2), FIG.
As shown in (a), the shift control means 15 sweeps the hydraulic pressure (hereinafter, referred to as “release hydraulic pressure”) P1 of the friction engagement element to be released among the plurality of friction engagement elements of the automatic transmission 4. Down starts. On the other hand, when it is determined that the shift control is started, the motor control means 13 causes the total torque T
The target motor torque is set so that in becomes approximately 0 torque (S8-3), and the target motor torque is set to the motor 3
When the torque that can be output exceeds the maximum torque, the engine control means 11 sets the target engine torque increment amount such that the total torque Tin becomes approximately 0 torque (S8-3).

Next, the time t at which the actual gear shift is started.
By time t2 before 3, as shown in FIG.
The motor control means 13 repeatedly sweeps up the output torque of the motor 3 as described above so as to reach the target motor torque, and the engine control means 11
When the target engine torque increment amount is set, the output torque of the engine 2 is repeatedly swept up by the target engine torque increment amount.
Note that, between the time points t1 and t2, as shown in FIG. 4A, the shift control unit 15 causes the hydraulic pressure of the frictional engagement element to be engaged among the plurality of frictional engagement elements of the automatic transmission 4 ( Hereinafter, referred to as "engagement hydraulic pressure.") P2 is once greatly increased to close the gap between the friction plates in the frictional engagement elements to be engaged, so-called rattling operation is performed, and release hydraulic pressure P1
Loosen the sweep down and gradually release the friction engagement elements that release.

After that, when the above-mentioned rattling operation is completed, the shift control means 15 gradually lowers the engaging oil pressure P2 and then gradually engages the frictional engaging element to be engaged while slightly sweeping up. In addition, the frictional engagement element for sweeping down and releasing the release hydraulic pressure P1 is gradually released,
That is, the gripping control of the friction engagement element is controlled. Then,
At the time point t3, the shift control means 15 determines the actual start of the shift based on the start of the change of the gear ratio, that is, the shift stage of the automatic transmission 4 is started and the engine speed Ne increases. Then, the number of revolutions of the automatic transmission 4 is switched and the descent is started again. At time t4, the shift control means 15 finishes changing the gear ratio, that is, the target gear ratio is reached. Based on the fact, it is determined whether the actual shift is completed.

During the control for re-grabbing the frictional engagement element, that is, during the actual gear shifting, the inertia torque of the engine 2, the crankshaft, the torque converter, etc. changes with the change of the engine speed Ne. As described above, the target motor torque and the target engine increment amount are repeatedly set so that the total torque becomes substantially constant at 0 torque, and the sweep up of the motor 3 or the engine 2 is repeated (S8- 3 to S8-8), FIG.
As shown in (b), the total torque Tin is maintained at about 0 torque.

At the time point t4, when it is determined that the actual shift control is completed based on the control signal of the shift control means 15 (S8-8), the engine control means 11 causes the target engine torque increment amount to be reached. Is set, the output torque of the engine 2 is swept down by the engine torque increment amount, the torque increment is canceled, and the motor control means 1
3 sets the target regenerative torque by the regenerative control means 13b, and sweeps down the output torque of the motor 3 until the target regenerative torque is reached (S8-9 to S8-1).
2). Then, the shift control means 15 raises the engagement oil pressure P2 to the oil pressure at which the friction engagement element is completely engaged, and at time t.
In 5, the shift control during the regenerative control ends.

As shown in FIG. 4, when the output torques of the engine 2 and the motor 3 are left unchanged in the shift control during the regenerative control, the conventional total torque Tin 'shown by the broken line in FIG. 4 (b) is obtained. At this time, the regenerative torque due to the regenerative control of the motor 3 acts on the engine 2, and the rotational speed of the engine 2 whose power transmission to the drive wheels is cut when the friction engagement element is gripped is 4 (a), it falls as indicated by the broken line. In this case, the engine 2 may stop, but as in the present invention, the total torque T
By controlling in to approximately 0 torque, it is possible to prevent the engine speed Ne from decreasing, thereby reducing shift shock and improving drivability, but also preventing the engine 2 from stopping. can do.

As described above, according to the control apparatus for a hybrid vehicle of the present invention, the motor control means 13 controls the motor 3 so that the total torque Tin becomes substantially zero during the shift control by the shift control means 15. Since the output torque is controlled, the total torque Tin input to the input shaft can be reduced to about 0 torque each time the gear shift control is performed, which can reduce gear shift shock and improve drivability. it can. Further, the engine control means 11 is the motor control means 1
In the case where the total torque Tin does not become almost 0 torque only by controlling the output torque of the motor 3 by the motor 3, the total torque T
Since the output torque of the engine 2 is controlled so that in becomes approximately 0 torque, the total torque Tin can be surely made approximately 0 torque every time the gear shift control is performed, so that reduction in gear shift shock and drivability are achieved. Can be improved.

Further, the motor control means 13 causes the total torque Tin at least from the start of the actual shift to the end of the shift.
Control the output torque of the motor 3 so as to be substantially constant at about 0 torque, and the engine control means 11 only controls the output torque of the motor 3 by the motor control means 13 to reduce the total torque Tin. When the torque does not reach 0 torque, the output torque of the engine 2 is controlled so that the total torque Tin becomes substantially constant at 0 torque, so that the torque fluctuation can be reliably eliminated during the actual gear shift. It is possible to reduce shift shock and improve drivability.

Further, particularly when the regenerative control means 13b is in the regenerative control for outputting the regenerative torque in the decelerated state,
For example, the output torque (regenerative torque) of the motor 3 changes and the total torque Tin also changes due to the pedaling force of the brake by the driver, but the total torque can be set to approximately 0 torque when the shift control is performed. It is possible to reduce shift shock and improve drivability even during shift during regenerative control.

Further, since the engine torque calculating means 12 receives a predetermined torque signal including the output torque and the inertia torque from the engine 2 and calculates the output torque including the inertia torque, the input torque calculating means 16
Can more accurately detect the total torque Tin during the shift control, and can control the total torque Tin to be substantially zero torque. As a result, it is possible to further reduce the shift shock and improve the drivability.

In this embodiment, the total torque during the shift control is controlled to be approximately 0 torque, but the present invention is not limited to this, and a predetermined torque for various shifts (for example, 1-2 shift may be used. 5 [N ・ m], 2-3 [7 ・ N ・ m], ...
m], ..., That is, control may be performed so that the torque is always determined for various shifts. At this time, various shifts can be controlled corresponding to the predetermined torque, that is, By controlling the gripping change of the friction engagement element in accordance with the predetermined torque, it is possible to similarly reduce shift shock and improve drivability.

Further, in the present embodiment, the example in which the present invention is applied to the shift control during the regenerative control by the motor has been described, but the present invention is not limited to this, and of course, it is applied to the assist control and the normal control (see FIG. 2). You may. That is, when applied to the assist control, the output torque of the motor and the engine is swept down during the shift control to bring the total torque to a predetermined torque (approximately 0 torque), and swept up when the shift control ends. The present invention can be applied,
When applied to normal control, the present invention can be applied by making the total torque a predetermined torque (approximately zero torque) by driving the motor only during the shift control. Even in these cases, the inertia torque of the engine, the motor, the crankshaft, and the torque converter changes, but the target motor torque or the target engine torque increment amount is repeatedly set and the torque is controlled to be the predetermined torque during the shift. Therefore, it is possible to reduce shift shock and improve drivability.

Further, in the present embodiment, only the case where the engine is driven has been described, but the engine stops,
The vehicle may be traveling only by the output of the motor, and in this case, the present invention can be applied by setting the output torque of the motor to a predetermined torque during the shift control.

[Brief description of drawings]

FIG. 1 is a block diagram showing a control device for a hybrid vehicle according to the present invention.

FIG. 2 is a flowchart showing control by motor control means.

FIG. 3 is a flowchart showing shift control during regenerative control according to the present invention.

FIG. 4 is a diagram showing an example of shift control during regeneration control,
(A) is a time chart showing engine speed and release / engagement hydraulic pressure, and (b) is a time chart showing total torque.

[Explanation of symbols]

1 Control device for hybrid vehicle 2 engine 3 motor 4 Transmission (automatic transmission) 11 Engine control means 12 Engine torque calculation means 13 Motor control means 13b Regeneration control means 14 Motor torque calculation means 15 Shift control means 16 Input torque calculation means Tin total torque

Continuation of the front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60K 6/04 531 B60K 6/04 531 733 733 41/00 301 41/00 301A 301B 301D B60L 11/14 B60L 11/14 F02D 29/00 F02D 29/00 H 29/02 29/02 D F16H 61/04 F16H 61/04 // F16H 59:14 59:14 63:12 63:12 (72) Inventor Tomonori Tsugo Aichi Prefecture Yasushi 10 Takane, Fujii-cho, Shiro-shi, Aisin AW Co., Ltd. (72) Inventor, Satoshi Wakuda, 10 Takane, Fujii-Cho, Anjo-shi, Aichi Prefecture, F-Term (reference), 3D041 AA53 AB00 AC08 AC15 AD04 AD41 AD51 AE02 AE03 AE30 3G093 AA05 AA07 AA16 BA03 CB08 DA06 DB05 DB15 EA02 EB00 EB03 EC02 3J552 MA01 MA12 NA01 NB08 PA02 RA02 SA02 TA01 TB01 UA08 VB01Z VC01Z VC03W VD11Z 5H115 PA01 PG04 PI16 PU01 PU21 QE04 QE06 QE10 QI04 QN08 SE03 SE08 TB01 TO23

Claims (10)

[Claims] 1. A control device for a hybrid vehicle, wherein an output torque of an engine and an output torque of a motor are input to an input shaft of a transmission and output to driving wheels via the transmission, the output torque of the motor being controlled. The motor control means includes a flexible motor control means, a shift control means for controlling various shifts in the transmission, and an input torque calculation means for calculating a total torque input to the input shaft. A control device for a hybrid vehicle, wherein the output torque of the motor is controlled so that the total torque calculated by the input torque calculation means becomes a predetermined torque during the control of the various shifts by the control means. 2. The engine control means capable of controlling the output torque of the engine is provided, wherein the engine control means controls only the output torque of the motor by the motor control means and the total torque does not reach the predetermined torque. The control device for a hybrid vehicle according to claim 1, wherein the output torque of the engine is controlled so that the total torque becomes the predetermined torque. 3. An engine torque calculating means for calculating an output torque of the engine, and a motor torque calculating means for calculating an output torque of the motor, wherein the input torque calculating means includes the engine torque calculating means and the engine torque calculating means. The control device for a hybrid vehicle according to claim 1 or 2, wherein the total torque is calculated based on a calculation result obtained by the motor torque calculation means. 4. The motor control means has a regenerative control means capable of controlling regenerative control for outputting regenerative torque in a decelerating state, and the various gear shifts are gear shifts during the regenerative control by the regenerative control means. A control device for a hybrid vehicle according to any one of claims 1 to 3. 5. The control device for a hybrid vehicle according to claim 1, wherein the predetermined torque is substantially zero torque. 6. The control device for a hybrid vehicle according to claim 1, wherein the predetermined torque corresponds to each of the various shifts. 7. The motor control means controls the output torque of the motor so that the total torque is substantially constant at the predetermined torque at least from the start of the actual shift to the end of the actual shift. The control device for a hybrid vehicle according to any one of claims 1 to 6. 8. The motor control means controls the output torque of the motor so that the total torque is substantially constant at the predetermined torque at least from the start of the actual shift to the end of the actual shift. In the case where the total torque does not reach the predetermined torque only by controlling the output torque of the motor by the motor control means at least from the start of the shift to the end of the shift, the engine control means determines that the total torque is 7. The control device for a hybrid vehicle according to claim 2, wherein the output torque of the engine is controlled so as to be substantially constant at the predetermined torque. 9. The control device for a hybrid vehicle according to claim 1, wherein the output torque of the engine is an output torque including an inertia torque of the engine. 10. The transmission is an automatic transmission having a stepped speed change mechanism that forms a speed change step depending on an engaged / released state of a plurality of friction engagement elements. The control device for a hybrid vehicle according to any one of claims 1 to 9, which is a control for re-grabbing the composite element.