JP2008151300A - Vehicle control device, control method, program for actualizing the same, recording medium recording the same, and vehicle drive mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To cancel the execution of unnecessary inhibit control after determining the moving direction of a vehicle when executing inhibit control without providing a special sensor. <P>SOLUTION: An ECU executes a program which includes a step (S106) of calculating a synchronous rotating speed NS(2) of a MG(2) 140A after cancelling D-inhibit control when the D-inhibit control is in motion (YES in S102), a step (S108) of giving positive rotation to the MG(2) 140A at the synchronous rotating speed NS(2), a step (S110) of putting each clutch and each brake into semi-engaging conditions after cancelling the D-inhibit control, a step (S114) of calculating a change amount ΔNIN of an input shaft rotating speed NIN, and a step (S120) of cancelling the D-inhibit control after determining that the vehicle is moved forward (S118) when the change amount ΔNIN of the input shaft rotating speed NIN is smaller than a threshold value A (YES in S116). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to control of an automatic transmission mounted on a vehicle, and in particular, when the position of a shift lever is switched between a forward position and a reverse position at a predetermined vehicle speed or higher, power transmission by the automatic transmission is performed. The present invention relates to the control to be cut off (inhibit control).

  Vehicles equipped with automatic transmissions are known. An automatic transmission normally includes a friction engagement element that is engaged or released according to the position of a shift lever operated by a driver. When the shift lever is in the forward position (D position), the forward friction engagement element is engaged, and when the shift lever is in the reverse position (R position), the reverse friction engagement element is engaged. When the shift lever is in the neutral position (N position), the forward and reverse friction engagement elements are released. In such an automatic transmission, when the automatic transmission is switched to a state in which power is transmitted in a direction opposite to the traveling direction of the vehicle, the input torque to the friction engagement element becomes excessive and a large shock is generated. At the same time, the durability of the frictional engagement element decreases. In order to suppress these problems, when the position of the shift lever is switched to either the D position or the R position at a predetermined vehicle speed or higher, each friction engagement element is released to transmit power by the automatic transmission. There is a case where control for shutting down (inhibit control) is executed. The inhibit control is executed, for example, until the vehicle speed drops below a threshold value. If this threshold is low, when the driver wants to quickly switch back and forth (for example, when entering the garage), the direction of travel cannot be switched as intended by the driver, and drivability is reduced. There is. On the other hand, if the threshold value is high, the occurrence of shock and a decrease in the durability of the friction engagement element may not be sufficiently suppressed. A technique for solving such a problem is disclosed in, for example, Japanese Patent Application Laid-Open No. 2004-108516 (Patent Document 1).

  The control device for an automatic transmission disclosed in this publication controls a forward / reverse switching device for switching forward or reverse of a vehicle based on a position selected by a position selection device that selects either a D position or an R position. To do. This control device measures means for determining that the R position is selected while the vehicle is moving forward, means for detecting the vehicle speed, and the time during which the D position is selected (D position selection time). Means for determining that the detected vehicle speed is equal to or lower than a first predetermined vehicle speed when it is determined that the R position is selected, and the R position is selected. Means for comparing the D position selection time with a predetermined determination time, and when the detected vehicle speed is equal to or lower than the first vehicle speed and the D position selection time is equal to or less than the determination time. In the case of switching to the R position, the detected vehicle speed is higher than the first vehicle speed, and the detected vehicle speed is equal to or lower than the first vehicle speed and the D position selection time is determined. When more than time, and means for controlling so as to delay switching to the second or lower vehicle speed to become to R position is set smaller than the first vehicle speed.

According to the automatic transmission control device disclosed in this publication, the D position selection time is determined when the vehicle speed when the R position is selected is equal to or higher than the first vehicle speed (for example, 15 km / h) or lower than the first vehicle speed. If the time is exceeded, it is determined that switching to the R position is contrary to the driver's intention, and the delay is delayed until the vehicle speed becomes the second vehicle speed (for example, 7 km / h) or less. Thereby, the switching shock to the R position can be suppressed, the sudden deceleration contrary to the driver's intention can be suppressed, and the durability of the forward / reverse switching device can be improved. On the other hand, when the vehicle speed when the R position is selected is equal to or lower than the first vehicle speed and the D position selection time is equal to or shorter than the determination time, it is determined that the switching to the R position is the driver's intention and is executed as it is. As a result, the forward / backward movement can be quickly switched and the traveling direction can be switched as intended by the driver. Therefore, drivability and durability of the vehicle can be improved.
JP 2004-108516 A

  By the way, in the automatic transmission control device disclosed in Patent Document 1, even if the vehicle speed when the R position is selected is equal to or higher than the first vehicle speed, the switching to the R position may be the intention of the driver. For example, if the N position is selected by mistake during reverse travel at a speed higher than the first vehicle speed, the driver who notices the wrong operation will immediately select the R position even before the first speed, even before the first speed. It may be intended to switch to a state. In this case, inhibit control is executed in which switching to the R position (that is, switching to the reverse state in the automatic transmission) is delayed. However, if the vehicle is moving backward as before the erroneous operation, even if the automatic transmission is switched to the reverse state, the shock is small and the impact on durability is small. desirable. As described above, if the traveling direction of the vehicle (that is, the rotation direction of the output shaft of the automatic transmission) can be detected, it is possible to immediately cancel unnecessary inhibit control.

  However, a vehicle speed sensor that is often provided on the output shaft of an automatic transmission often cannot detect the rotational direction even if the rotational speed of the output shaft can be detected. Furthermore, as described above, since the power transmission by the automatic transmission is interrupted during the inhibit control, once the inhibit control is executed, even if the rotation direction of the input shaft of the automatic transmission can be detected, The rotation direction of the output shaft cannot be detected. Therefore, in a vehicle that is not provided with a dedicated sensor for detecting the rotation direction of the output shaft, even if unnecessary inhibit control is being performed, the vehicle speed is the same as in the automatic transmission control device disclosed in Patent Document 1. There is a problem that it cannot be released until the vehicle speed decreases to the second vehicle speed.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a dedicated sensor for detecting the traveling direction of the vehicle during the inhibit control and the rotational direction of the output shaft of the automatic transmission. A control apparatus, a control method, a program that realizes the method, and a recording medium that records the program, and the inhibition control being executed. It is an object of the present invention to provide a drive device that can determine the rotation direction of an output shaft of an automatic transmission without providing a dedicated sensor and cancel execution of unnecessary inhibit control.

  A control device according to a first aspect of the invention controls a vehicle including a power source, and an automatic transmission that includes an input shaft connected to the power source and an output shaft connected to drive wheels. When the position of the movable part operated by the driver is the forward position, the automatic transmission engages the forward friction engagement element to move forward, and when the position is the reverse position, the automatic transmission In the neutral position, each friction engagement element is released to achieve the neutral state, and the fully released state and the fully engaged state are engaged. The forward frictional engagement element can be controlled so as to achieve a half-engagement state. In a vehicle, when the position of the movable portion is switched from a position other than the forward position to the forward position at a predetermined vehicle speed or higher, the automatic transmission is brought into a neutral state by prohibiting the forward frictional engagement element from being engaged. The forward inhibit control to be executed is started. The control device includes means for detecting the rotation speed of the output shaft, means for determining whether or not forward inhibit control is being executed, and rotation of the output shaft if forward inhibit control is being executed. And a rotation control for controlling the power source so that the input shaft rotates at the synchronous rotation speed based on the number and the gear ratio after the release of the forward inhibit control. Means for controlling the automatic transmission so that the forward frictional engagement element is in a half-engaged state, and the input shaft when the forward frictional engagement element is in a half-engaged state. A means for detecting the amount of change in the rotational speed, a means for judging the traveling direction of the vehicle based on the amount of variation, and a forward friction when the traveling direction of the vehicle is determined to be the forward direction. With the engagement element fully engaged, the forward inhibition And a release control means for controlling the automatic transmission to release the control. The control method according to the eleventh invention has the same requirements as the control device according to the first invention.

  According to the first or eleventh aspect, during execution of the forward inhibit control, the engagement of the forward frictional engagement element is prohibited, and the input shaft and the output shaft of the automatic transmission are not connected. In such a state, after the input shaft is rotated at the synchronous rotational speed calculated based on the rotational speed of the output shaft and the speed ratio after the forward inhibit control is released, the forward friction engagement element is half-turned. Engaged. Here, when the input shaft is rotated in the direction in which the vehicle moves forward when the automatic transmission is in the forward traveling state, the rotation speed and the rotation direction of the input shaft It is considered that the rotation speed and rotation direction of the output shaft are synchronized. That is, it is considered that the vehicle is moving forward. On the other hand, when the rotation speed of the input shaft decreases rapidly, the rotation direction of the input shaft and the output shaft is opposite, so that torque that suppresses rotation of the input shaft acts on the input shaft from the automatic transmission. It is thought that there is. That is, it is considered that the vehicle is moving backward. Therefore, the traveling direction of the vehicle is determined based on the amount of change in the rotational speed of the input shaft. For example, when the change amount of the input shaft is smaller than a predetermined value, the traveling direction of the vehicle is determined as the forward direction. As a result, the traveling direction of the vehicle during the inhibit control can be determined without providing a dedicated sensor for detecting the rotation direction of the output shaft of the automatic transmission. When it is determined that the traveling direction of the vehicle is the forward direction, the forward inhibit control is canceled as unnecessary control. As a result, it is possible to provide a control device and a control method that can determine the traveling direction of the vehicle that is performing the inhibit control without providing a dedicated sensor and cancel the execution of the unnecessary inhibit control.

  In the control device according to the second invention, in addition to the configuration of the first invention, the rotation control means is arranged so that the input shaft rotates in the direction of moving the vehicle forward when the automatic transmission is in the forward running state. Means for controlling the power source. The determining means includes means for determining that the traveling direction of the vehicle is the forward direction when the amount of change is smaller than a predetermined value. The control method according to the twelfth invention has the same requirements as the control device according to the second invention.

  According to the second or twelfth invention, when the input shaft is rotated in the direction in which the vehicle moves forward when the automatic transmission is in the forward traveling state, the input shaft rotation speed is hardly changed. It is considered that the rotation speed and rotation direction are synchronized with the rotation speed and rotation direction of the output shaft. That is, it is considered that the vehicle is moving forward. Therefore, when the change amount of the input shaft is smaller than a predetermined value, the traveling direction of the vehicle is determined to be the forward direction. Thus, it is possible to determine that the traveling direction of the vehicle is the forward direction during execution of the forward inhibit control without providing a dedicated sensor for detecting the rotational direction of the output shaft of the automatic transmission.

  In the control device according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the predetermined value is set based on the amount of change when the traveling direction of the vehicle is the reverse direction. The control method according to the invention has the same requirements as the control device according to the third invention.

  According to the third or thirteenth invention, when the traveling direction of the vehicle is the reverse direction, the rotation direction of the input shaft and the output shaft is the reverse direction, so that the torque for suppressing the rotation of the input shaft is input from the automatic transmission. Acts on the shaft. For this reason, the rotational speed of the input shaft rapidly decreases. A predetermined value is set based on the change amount of the input shaft at this time. Therefore, the traveling direction of the vehicle can be accurately determined based on the amount of change in the input shaft.

  In the control device according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects of the invention, the release control means sets the synchronous rotation speed in advance when the traveling direction of the vehicle is determined to be the backward direction. Means for determining whether or not the rotation speed is smaller than the predetermined rotation speed, and if the synchronous rotation speed is smaller than the predetermined rotation speed, the input shaft rotates in a direction opposite to the predetermined direction at the synchronous rotation speed. Reverse rotation control means for controlling the power source, and means for controlling the automatic transmission to release the forward inhibit control after the input shaft is rotated in the reverse direction by the reverse rotation control means Including. The control method according to the fourteenth invention has the same requirements as those of the control device according to the fourth invention.

  According to the fourth or fourteenth invention, if the forward inhibit control is canceled while the vehicle is moving backward, a large shock may occur. Therefore, when it is determined that the traveling direction of the vehicle is the backward traveling direction, the synchronous rotational speed is a predetermined rotational speed (for example, a rotation that affects the durability of a power source or a component connected to the rotating shaft of the power source. It is determined whether or not the number is smaller. When the synchronous rotational speed is smaller than the predetermined rotational speed, the power source is controlled so that the input shaft rotates in the direction opposite to the predetermined direction at the synchronous rotational speed. Therefore, it can suppress that durability, such as a power source and the components connected to the power source, deteriorates by reversely rotating the input shaft. Further, after the input shaft is reversely rotated at the synchronous rotational speed, the forward inhibit control is released. Therefore, a shock at the time of canceling the forward inhibit control can be suppressed.

  In the control device according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the power source includes at least a rotating electrical machine. The predetermined number of rotations is set based on the influence on the rotating electrical machine. The control method according to the fifteenth aspect has the same requirements as the control device according to the fifth aspect.

  According to the fifth or fifteenth invention, the input shaft can be reversely rotated by the rotating electric machine while suppressing the deterioration of the durability of the rotating electric machine.

  A control device according to a sixth aspect of the invention controls a vehicle including a power source and an automatic transmission that includes an input shaft connected to the power source and an output shaft connected to the drive wheels. When the position of the movable part operated by the driver is the forward position, the automatic transmission engages the forward friction engagement element to move forward, and when the position is the reverse position, the automatic transmission In the neutral position, each friction engagement element is released to achieve the neutral state, and the fully released state and the fully engaged state are engaged. The reverse friction engagement element can be controlled so as to be in a half-engaged state. In a vehicle, when the position of the movable part is switched from a position other than the reverse position to the reverse position at a predetermined vehicle speed or higher, the automatic transmission is set in a neutral state by prohibiting the engagement of the reverse friction engagement element. The reverse inhibit control is started. The control device includes means for detecting the rotational speed of the output shaft, means for determining whether or not reverse inhibit control is being performed, and rotation of the output shaft when reverse inhibit control is being performed. And means for calculating the synchronous rotation speed of the input shaft based on the number and the transmission ratio after the reverse inhibit control is released, and the rotation control for controlling the power source so that the input shaft rotates at the synchronous rotation speed Means for controlling the automatic transmission so that the reverse friction engagement element is in a semi-engaged state, and the input shaft when the reverse friction engagement element is in a semi-engagement state. Means for detecting the amount of change in the rotational speed, means for judging the traveling direction of the vehicle based on the amount of variation, and friction for reverse movement when the traveling direction of the vehicle is determined to be the backward direction With the engagement element in the fully engaged state, And a release control means for controlling the automatic transmission to release the control. The control method according to the sixteenth invention has the same requirements as those of the control device according to the sixth invention.

  According to the sixth or sixteenth invention, during the reverse inhibit control, the engagement of the reverse friction engagement element is prohibited, and the input shaft and the output shaft of the automatic transmission are not connected. In such a state, after the input shaft is rotated at the synchronous rotational speed calculated based on the rotational speed of the output shaft and the gear ratio after the reverse inhibit control is released, the reverse friction engagement element is half-turned. Engaged. Here, when the input shaft is rotated in the direction in which the vehicle moves backward when the automatic transmission is in the reverse travel state, when the rotation speed of the input shaft hardly changes, the rotation speed and rotation direction of the input shaft It is considered that the rotation speed and rotation direction of the output shaft are synchronized. That is, it is considered that the vehicle is moving backward. On the other hand, when the rotation speed of the input shaft decreases rapidly, the rotation direction of the input shaft and the output shaft is opposite, so that torque that suppresses rotation of the input shaft acts on the input shaft from the automatic transmission. It is thought that there is. That is, it is considered that the vehicle is moving forward. Therefore, the traveling direction of the vehicle is determined based on the amount of change in the rotational speed of the input shaft. For example, when the change amount of the input shaft is smaller than a predetermined value, the traveling direction of the vehicle is determined to be the backward direction. As a result, the traveling direction of the vehicle during the inhibit control can be determined without providing a dedicated sensor for detecting the rotation direction of the output shaft of the automatic transmission. When it is determined that the traveling direction of the vehicle is the reverse direction, the reverse inhibit control is canceled as unnecessary control. As a result, it is possible to provide a control device and a control method that can determine the traveling direction of the vehicle that is performing the inhibit control without providing a dedicated sensor and cancel the execution of the unnecessary inhibit control.

  In the control device according to a seventh aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the rotation control means powers the input shaft so that the input shaft rotates in a direction in which the vehicle moves backward when the automatic transmission is in the reverse travel state. Means for controlling the source. The determining means includes means for determining that the traveling direction of the vehicle is the reverse traveling direction when the change amount is smaller than a predetermined value. The control method according to the seventeenth invention has the same requirements as those of the control device according to the seventh invention.

  According to the seventh or seventeenth invention, when the input shaft is rotated in the direction in which the vehicle moves backward when the automatic transmission is in the reverse travel state, the input shaft rotation speed is hardly changed. It is considered that the rotation speed and rotation direction are synchronized with the rotation speed and rotation direction of the output shaft. That is, it is considered that the vehicle is moving backward. Therefore, when the change amount of the input shaft is smaller than a predetermined value, the traveling direction of the vehicle is determined to be the backward direction. Thus, during execution of the reverse inhibit control, it is possible to determine that the traveling direction of the vehicle is the reverse direction without providing a dedicated sensor for detecting the rotation direction of the output shaft of the automatic transmission.

  In the control device according to the eighth invention, in addition to the configuration of the seventh invention, the predetermined value is set based on a change amount when the traveling direction of the vehicle is the forward traveling direction. The control method according to the eighteenth invention has the same requirements as those of the control device according to the eighth invention.

  According to the eighth or eighteenth invention, when the traveling direction of the vehicle is the forward direction, the rotation direction of the input shaft and the output shaft is the reverse direction, so that the torque for suppressing the rotation of the input shaft is input from the automatic transmission. Acts on the shaft. For this reason, the rotational speed of the input shaft rapidly decreases. A predetermined value is set based on the change amount of the input shaft at this time. Therefore, the traveling direction of the vehicle can be accurately determined based on the amount of change in the input shaft.

  In the control device according to the ninth invention, in addition to the configuration of any of the sixth to eighth inventions, the release control means determines the synchronous rotation speed in advance when the traveling direction of the vehicle is determined to be the forward direction. Means for determining whether or not the rotation speed is smaller than the predetermined rotation speed, and if the synchronous rotation speed is smaller than the predetermined rotation speed, the input shaft rotates in a direction opposite to the predetermined direction at the synchronous rotation speed. A reverse rotation control means for controlling the power source, and a means for controlling the automatic transmission to release the reverse inhibit control after rotating the input shaft in the reverse direction by the reverse rotation control means, including. The control method according to the nineteenth invention has the same requirements as those of the control device according to the ninth invention.

  According to the ninth or nineteenth invention, if the reverse inhibit control is canceled while the vehicle is moving forward, a large shock may occur. Therefore, when the traveling direction of the vehicle is determined to be the forward direction, the synchronous rotational speed is a predetermined rotational speed (for example, a rotation that affects the durability of a power source or a component connected to the rotating shaft of the power source. It is determined whether or not the number is smaller. When the synchronous rotational speed is smaller than the predetermined rotational speed, the power source is controlled so that the input shaft rotates in the direction opposite to the predetermined direction at the synchronous rotational speed. Therefore, it can suppress that durability, such as a power source and the components connected to the power source, deteriorates by reversely rotating the input shaft. Further, the reverse inhibit control is canceled after the input shaft is reversely rotated at the synchronous rotational speed. Therefore, it is possible to suppress a shock at the time of releasing the reverse inhibit control.

  In the control device according to the tenth invention, in addition to the structure of the ninth invention, the power source includes at least a rotating electric machine. The predetermined number of rotations is set based on the influence on the rotating electrical machine. The control method according to the twentieth invention has the same requirements as those of the control device according to the tenth invention.

  According to the tenth or twentieth invention, the input shaft can be reversely rotated by the rotating electric machine while suppressing the deterioration of the durability of the rotating electric machine.

  A program according to a twenty-first invention causes a computer to execute the control method according to any of the eleventh to twentieth inventions. A recording medium according to a twenty-second aspect records a computer-readable program for causing a computer to execute the control method according to any of the eleventh to twentieth aspects.

  According to the twenty-first or twenty-second invention, the control method according to any of the eleventh to twentieth inventions can be realized using a computer (which may be general purpose or dedicated).

  A drive device according to a twenty-third invention includes a rotating electrical machine and an automatic transmission connected to the rotating electrical machine. When the position of the movable part operated by the driver is the forward position, the automatic transmission engages the forward friction engagement element to move forward, and when the position is the reverse position, the automatic transmission In the neutral position, each friction engagement element is released to achieve the neutral state, and the fully released state and the fully engaged state are engaged. The forward frictional engagement element can be controlled so as to achieve a half-engagement state. In the drive device, when the output shaft of the drive device is equal to or higher than a predetermined number of rotations and the position of the movable portion is switched from a position other than the forward position to the forward position, the forward friction engagement element is prohibited from engaging. Thus, execution of forward inhibit control for setting the automatic transmission in a neutral state is started. The control device includes means for detecting the rotation speed of the output shaft, means for determining whether or not forward inhibit control is being executed, and rotation of the output shaft if forward inhibit control is being executed. The rotating electrical machine is controlled so that the input shaft of the automatic transmission is rotated at the synchronous rotational speed based on the number and the speed ratio after canceling the forward inhibit control and the synchronous rotational speed of the input shaft. A rotation control means for controlling the automatic transmission so that the forward frictional engagement element is in a half-engaged state, and a forward frictional engagement element in a half-engaged state Means for detecting the amount of change in the rotational speed of the input shaft at the time, judgment means for judging the rotational direction of the output shaft based on the amount of change, and when the rotational direction of the output shaft is determined to be the forward direction The forward frictional engagement element to the fully engaged state. To release the forward inhibit control Te and a release control means for controlling the automatic transmission.

  According to the twenty-third aspect, during execution of the forward inhibit control, the engagement of the forward friction engagement element is prohibited, and the input shaft and the output shaft of the automatic transmission are not connected. In such a state, after the input shaft is rotated at the synchronous rotational speed calculated based on the rotational speed of the output shaft and the speed ratio after the forward inhibit control is released, the forward friction engagement element is half-turned. Engaged. Here, when the input shaft is rotated in the direction in which the vehicle moves forward when the automatic transmission is in the forward traveling state, the rotation speed and the rotation direction of the input shaft It is considered that the rotation speed and rotation direction of the output shaft are synchronized. On the other hand, when the rotation speed of the input shaft decreases rapidly, the rotation direction of the input shaft and the output shaft is opposite, so that torque that suppresses rotation of the input shaft acts on the input shaft from the automatic transmission. It is thought that there is. Therefore, the rotational direction of the output shaft is determined based on the amount of change in the rotational speed of the input shaft. For example, when the change amount of the input shaft is smaller than a predetermined value, it is determined that the rotation direction of the output shaft is a direction in which the vehicle moves forward. As a result, the rotation direction of the output shaft during the inhibit control can be determined without providing a dedicated sensor. When it is determined that the rotation direction of the output shaft is the direction in which the vehicle moves forward, the forward inhibit control is canceled as unnecessary control. As a result, it is possible to provide a drive device that can determine the rotation direction of the output shaft of the automatic transmission during execution of inhibit control without providing a dedicated sensor and cancel execution of unnecessary inhibit control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, the control block diagram of the whole hybrid vehicle provided with the control apparatus which concerns on this Embodiment is demonstrated. The vehicle to which the control device according to the present invention can be applied is not limited to the hybrid vehicle shown in FIG. 1 as long as the vehicle travels with a driving force obtained by shifting the power from the drive source with the automatic transmission. It may be a hybrid vehicle having another aspect equipped with a battery. This battery is a nickel metal hydride battery or a lithium ion battery, and the type thereof is not particularly limited. The power storage mechanism may be a capacitor instead of a battery. Further, instead of a hybrid vehicle, for example, a vehicle that travels only by driving force from an engine or an electric vehicle that travels only by driving force from a motor may be used.

  Hybrid vehicle includes an engine 120, a motor generator 140A (MG (2) 140A), and a motor generator 140B (MG (1) 140B). In the following, for convenience of explanation, MG (2) 140A and MG (1) 140B are also expressed as motor generator 140 when they are explained without being distinguished.

  The motor generator 140 functions as a generator or a motor depending on the traveling state of the hybrid vehicle. The rotating shaft of motor generator 140 is connected to a drive shaft (not shown) of the vehicle and transmits driving force to driving wheels 180. The vehicle travels with the driving force from motor generator 140. Regenerative braking is performed when motor generator 140 functions as a generator. When motor generator 140 functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 180, and transmits a drive of the drive wheels 180 to the engine 120 and the motor generator 140, and an input. Power 214 for driving motor generator 140, and power split mechanism 200 that shaft 214 is connected to the crankshaft of engine 120 and distributes the power generated by engine 120 to two paths of drive wheel 180 and MG (1) 140B. Hybrid system so that the hybrid vehicle can operate most efficiently, the battery 150 that charges the battery 150, the inverter 154 that performs current control while converting the direct current of the battery 150 and the alternating current of the MG (2) 140A and MG (1) 140B ECU 500 etc. which control the whole are included.

  Inverter 154 causes motor generator 140 to function as a motor or a generator based on a control signal from ECU 500. Inverter 154 converts DC power supplied from battery 150 to AC power and supplies it to motor generator 140 when motor generator 140 functions as a motor. The inverter 154 controls the electric power supplied to the motor generator 140 so that the motor generator 140 has a rotation speed and a rotation direction required by a control signal from the ECU 500.

  Further, a boost converter 152 is provided between the battery 150 and the inverter 154. This is because the rated voltage of the battery 150 is lower than the rated voltage of the MG (2) 140A or MG (1) 140B, so when power is supplied from the battery 150 to the MG (2) 140A or MG (1) 140B, The boost converter 152 boosts the power. Note that when the battery 150 is charged with the power generated by the MG (2) 140A or the MG (1) 140B, the power is stepped down by the boost converter.

  Furthermore, automatic transmission 300 is provided between MG (2) 140A and reduction gear 160. The input shaft 302 of the automatic transmission 300 is connected to the MG (2) 140A, and the output shaft 322 of the automatic transmission 300 is connected to the speed reducer 160. In the automatic transmission 300, a clutch and a brake in the gear unit are controlled by a hydraulic circuit to form a desired gear stage, and the rotational speed of the input shaft 302 is changed to a desired rotational speed to be output to the output shaft 322. Output.

  The ECU 500 includes a resolver circuit 142A, a resolver circuit 142B, a position switch 504 of the shift lever 502, an accelerator opening sensor 508 of an accelerator pedal 506, an engine speed sensor 510, and an output shaft speed sensor 512. Are connected through.

  Resolver circuit 142A detects the rotation speed and rotation direction of MG (2) 140A, and transmits a signal representing the detection result to ECU 500. Since the output shaft of MG (2) 140A is connected to the input shaft 302 of automatic transmission 300, the rotational speed and rotational direction of MG (2) 140A are the input shaft rotational speed NIN of automatic transmission 300. And the direction of rotation.

  Resolver circuit 142B detects the rotation speed and rotation direction of MG (1) 140B, and transmits a signal representing the detection result to ECU 500.

  The position (shift position) of shift lever 502 is detected by position switch 504, and a signal representing the detection result is transmitted to ECU 500. Corresponding to the shift position, the gear stage of the automatic transmission 300 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.

  Accelerator opening sensor 508 detects the opening of accelerator pedal 506 and transmits a signal representing the detection result to ECU 500.

  Engine speed sensor 510 detects the number of revolutions of the crankshaft that is the output shaft of engine 120 (engine speed NE), and transmits a signal representing the detection result to ECU 500.

  Output shaft rotational speed sensor 512 detects output shaft rotational speed NOUT of automatic transmission 300 and transmits a signal representing the detection result to ECU 500. Since output shaft 322 is connected to drive wheel 180 via reduction gear 160 and drive shaft 170, the speed of the vehicle can be detected by detecting output shaft speed NOUT.

  ECU 500 receives signals sent from resolver circuit 142A, resolver circuit 142B, position switch 504 of shift lever 502, accelerator opening sensor 508, engine speed sensor 510, output shaft speed sensor 512, ROM (Read Only), etc. Based on the map and program stored in (Memory), the devices are controlled so that the vehicle is in a desired running state.

  With reference to FIG. 2, power split mechanism 200 and automatic transmission 300 according to the present embodiment will be described.

  Power split device 200 includes an input shaft 214 connected to the crankshaft of engine 120, a single pinion type planetary gear device 224, a clutch C0 and a brake B0, and an output shaft 218.

  The planetary gear device 224 includes a sun gear S1, a planetary gear P1, a carrier CA1 that supports the planetary gear P1 so as to rotate and revolve, and a ring gear R1 that meshes with the sun gear S1 via the planetary gear P1.

  In power split device 200, carrier CA1 is connected to input shaft 214, sun gear S1 is connected to MG (1) 140B, and ring gear R1 is connected to output shaft 218. The brake B0 is provided between the sun gear S1 and the case 212, and the clutch C0 is provided between the sun gear S1 and the carrier CA1. When clutch C0 and brake B0 are released, the output of engine 120 is distributed to MG (1) 140B and output shaft 218.

  When the clutch C0 is engaged and the sun gear S1 and the carrier CA1 are integrally engaged, the power split mechanism 200 determines the rotational speed of the input shaft 214 (engine rotational speed NE) and the rotational speed of the output shaft 218. Are in a matching state.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A For example, as shown in FIG. 3, the relationship is a straight line in the collinear diagram (FIG. 3 is an example during steady operation).

  More specifically, when the rotational speeds of two of the three rotational shafts in power split mechanism 200 are determined, the rotational speeds of the remaining rotational shafts are determined. The relationship between the rotational speeds of the respective rotary shafts is as shown in the following equation (1).

N (C) = N (S) × ρ / (1 + ρ) + N (R) × 1 / (1 + ρ) (1)
Here, N (C) is the rotation speed of the carrier CA1 (that is, the engine rotation speed NE), N (S) is the rotation speed of the sun gear S1 (that is, the rotation speed of MG (1) 140B), and N (R) is the ring gear R1. (That is, the rotational speed of MG (2) 140A). Further, ρ is a gear ratio between the sun gear S1 and the ring gear R1, as represented by the following equation.

ρ = (number of teeth of sun gear S1) / (number of teeth of ring gear R1)
The hybrid vehicle can travel in various states by such a function of the power split mechanism 200.

  The automatic transmission 300 includes a single pinion type planetary gear unit 326, a single pinion type planetary gear unit 328, and a single pinion type planetary gear unit 330.

  The planetary gear device 326 includes a sun gear S2, a planetary gear P2, a carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and a ring gear R2 that meshes with the sun gear S2 via the planetary gear P2.

  The planetary gear device 328 includes a sun gear S3, a planetary gear P3, a carrier CA3 that supports the planetary gear P3 so as to rotate and revolve, and a ring gear R3 that meshes with the sun gear S3 via the planetary gear P3.

  The planetary gear device 330 includes a sun gear S4, a planetary gear P4, a carrier CA4 that supports the planetary gear P4 so as to rotate and revolve, and a ring gear R4 that meshes with the sun gear S4 via the planetary gear P4.

  In the automatic transmission 300, the sun gear S2 and the sun gear S3 are integrally connected and selectively connected to the input shaft 302 via the clutch C2 and selectively connected to the case 212 via the brake B1. The carrier CA2 is selectively connected to the case 212 via the brake B2, the ring gear R4 is selectively connected to the case 212 via the brake B3, and the ring gear R2, the carrier CA3, and the carrier CA4 are integrally formed. Connected to the output shaft 322, the ring gear R3 and the sun gear S4 are integrally connected and selectively connected to the input shaft 302 via the clutch C1.

  As described above, the input shaft 214 and the output shaft 218 of the automatic transmission 300 are selectively connected via the clutch C1 or the clutch C2 used to establish the gear position of the automatic transmission 300. In other words, the clutch C1 and the clutch C2 transmit power with the input shaft 302 and the output shaft 322 connected to each other and the power transmission enabled state in which the input shaft 302 and the output shaft 322 are disconnected from each other. It functions as an engagement device that selectively switches to a power transmission cut-off state to be cut off. That is, the power transmission is enabled when at least one of the clutch C1 and the clutch C2 is engaged, and the power transmission is disconnected when the clutch C1 and the clutch C2 are released.

  FIG. 4 shows an operation table showing the relationship between the shift position and each shift gear and the operation state of each clutch and each brake. ECU 500 operates each brake and each clutch in the combinations shown in this operation table by controlling the hydraulic circuit. As a result, the automatic transmission 300 is controlled to be in the forward traveling state when in the D position, in the reverse traveling state when in the R position, and in the neutral state (neutral state) when in the N position. Is done. When the shift position is the D position, ECU 500 automatically changes the automatic transmission so that one of the first to fifth gears is automatically formed according to a separately determined shift diagram. 300 is controlled.

  In the present embodiment, when automatic transmission 300 is switched to a state in which power is transmitted in a direction opposite to the traveling direction of the vehicle, a shock occurs. In order to prevent this shock, ECU 500 releases each clutch and each brake of automatic transmission 300 when the shift position is switched to the travel position (either D position or R position) at a predetermined vehicle speed or higher. Then, control (inhibit control) for interrupting power transmission by the automatic transmission 300 is executed. In the following description, the inhibit control executed when the shift position is switched from a position other than the D position to the D position is referred to as forward (D) inhibit control. Further, the inhibit control executed when the shift position is switched from a position other than the R position to the R position is referred to as reverse (R) inhibit control.

  By the way, for example, when the shift position is switched from the D position to the N position by an erroneous operation during forward traveling, the driver who notices the erroneous operation may immediately switch to the D position (the state before the erroneous operation). In this case, if the vehicle speed at the time of switching to the D position exceeds a predetermined vehicle speed, the D inhibit control is executed. However, if the automatic transmission 300 is immediately switched to the forward running state before the erroneous operation, it is considered that the shock is small and the influence on the durability is small. Therefore, it is desirable to cancel the execution of D inhibit control as intended by the driver. For that purpose, it is necessary to first detect the traveling direction of the vehicle, that is, the rotational direction of the output shaft 322 of the automatic transmission 300.

  However, as described above, during the inhibit control, the input shaft 302 and the output shaft 322 of the automatic transmission 300 are disconnected. Therefore, even if the rotation direction of the input shaft 302 can be detected from the signal from the resolver circuit 142A, the rotation direction of the output shaft 322 cannot be detected. Further, the output shaft rotational speed sensor 512 cannot detect the rotational direction even if the rotational speed of the output shaft 322 can be detected. Therefore, even if unnecessary D inhibit control is being executed, the traveling direction of the vehicle cannot be detected, and the D inhibit control can be canceled until the vehicle speed drops to a value at which the occurrence of shock is suppressed. There is a problem that you can not. This problem is the same for the R inhibit control.

  In order to solve this problem, the control device according to the present embodiment is configured so that the rotational speed (input) of the input shaft 302 when the clutch and the brake after release of the inhibit control are brought into the half-engaged state during the execution of the inhibit control. The execution of the inhibit control is canceled based on the change amount of the shaft rotation number NIN. The half-engaged state here means a state between the fully released state and the fully engaged state. This also applies to the following description.

  With reference to FIG. 5, a functional block diagram of the control device according to the present embodiment will be described. As shown in FIG. 5, the control device includes an inhibit control determination unit 520, a synchronous rotation speed calculation unit 530, an inverter control unit 540, a NIN change amount calculation unit 550, a traveling state determination unit 560, and an inhibit control. A cancelability determination unit 570 and an automatic transmission control unit 580 are included.

  The inhibit control determination unit 520 determines whether or not the inhibit control is being performed based on at least the shift position transmitted from the position switch 504.

  Synchronous rotation speed calculation section 530 calculates the synchronous rotation speed of input shaft 302 based on the determination result of inhibit control determination section 520 and output shaft rotation speed NOUT transmitted from output shaft rotation speed sensor 512.

  Inverter control unit 540 controls inverter 154 to rotate MG (2) 140A based on the synchronous rotational speed calculated by synchronous rotational speed calculating unit 530 and the determination result of inhibit control release enable / disable determining unit 570.

  The NIN change amount calculation unit 550 calculates the change amount ΔNIN of the input shaft rotation number NIN based on the input shaft rotation number NIN transmitted from the resolver circuit 142A and the signal from the automatic transmission control unit 580.

  Based on the change amount ΔNIN of the input shaft rotational speed NIN calculated by the NIN change amount calculation unit 550, the traveling state determination unit 560 determines whether the vehicle is moving forward or reverse.

  Based on the engine speed NE transmitted from the engine speed sensor 510 and the determination result of the traveling state determination unit 560, the inhibit control cancellation determination unit 570 determines whether the inhibition control can be canceled.

  The automatic transmission control unit 580 controls the automatic transmission 300 based on the signal from the inverter control unit 540 and the determination result of the inhibit control release enable / disable determination unit 570.

  The control device according to the present embodiment having such a functional block is read from a CPU (Central Processing Unit) and a memory and a memory included in the ECU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of programs executed by the CPU. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 6, a control structure of a program executed when ECU 500 serving as the control device according to the present embodiment cancels D inhibit control will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter, step is abbreviated as S) 100, ECU 500 detects a shift position based on a signal from position switch 504.

  In S102, ECU 500 determines whether or not D inhibit control is being performed. For example, ECU 500 determines that D inhibit control is being performed when automatic transmission 300 is controlled to the neutral state even though the shift position is the D position. If the D inhibit control is being performed (YES in S102), the process proceeds to S104. Otherwise (NO in S102), this process ends.

  In S104, ECU 500 detects output shaft rotational speed NOUT based on a signal from output shaft rotational speed sensor 512.

  In S106, ECU 500 calculates synchronous rotational speed NS (2) of MG (2) 140A after cancellation of D inhibit control. ECU 500 calculates, for example, the product of output shaft rotational speed NOUT and the gear ratio after the D inhibit control is canceled as synchronous rotational speed NS (2).

  In S108, ECU 500 transmits a control signal for causing MG (2) 140A to normally rotate at synchronous rotational speed NS (2) to inverter 154. Here, the normal rotation is a direction in which the vehicle moves forward when the automatic transmission 300 is in the forward travel state (in other words, a direction in which the vehicle moves backward when the automatic transmission 300 is in the reverse travel state). It shall mean that it is rotated. This also applies to the following description.

  In S110, ECU 500 transmits, to automatic transmission 300, a control signal for causing each clutch and each brake after releasing D inhibit control to be in a semi-engaged state. For example, ECU 500 transmits a control signal for causing clutch C1 and brake B1 (see FIG. 4) to be in a semi-engaged state to automatic transmission 300 when the gear position after the D inhibit control is released is the third speed.

  In S112, ECU 500 detects the rotation speed of MG (2) 140A, that is, the input shaft rotation speed NIN, based on the signal from resolver circuit 142A.

  In S114, ECU 500 calculates change amount ΔNIN of input shaft rotational speed NIN. ECU 500 calculates variation ΔNIN by, for example, differentiating input shaft speed NIN with respect to time.

  In S116, ECU 500 determines whether or not change amount ΔNIN of input shaft speed NIN is smaller than threshold value A. The threshold A is set based on the change amount ΔNIN of the input shaft rotational speed NIN when the vehicle is moving backward. If smaller than threshold value A (YES in S116), the process proceeds to S118. Otherwise (NO in S116), the process proceeds to S122.

  In S118, ECU 500 determines that output shaft 322 is rotating in the direction of moving the vehicle forward and the vehicle is moving forward.

  In S120, ECU 500 controls automatic transmission 300 to cancel the D inhibit control. For example, when the gear stage after the D inhibit control is released is the third speed, ECU 500 transmits a control signal for causing clutch C1 and brake B1 to be fully engaged, to automatic transmission 300.

  In S122, ECU 500 determines that input shaft 302 is rotating in the direction of moving the vehicle backward, and the vehicle is moving backward.

  In S124, ECU 500 determines whether or not synchronous rotation speed NS (2) is smaller than threshold value B. The threshold value B is set based on the influence on the durability of the MG (2) 140A when the MG (2) 140A is reversely rotated at the synchronous rotation speed NS (2). If smaller than threshold value B (YES in S124), the process proceeds to S126. Otherwise (NO in S124), the process proceeds to S138.

  In S126, ECU 500 detects engine speed NE based on a signal from engine speed sensor 510.

  In S128, ECU 500 determines the rotational speed of MG (1) 140B when MG (2) 140A is negatively rotated at synchronous rotational speed NS (2) based on engine rotational speed NE and synchronous rotational speed NS (2). NS (1) is calculated. ECU 500 calculates rotation speed NS (1) from the relational expression of the above-described expression (1). In addition, negative rotation here shall mean rotating in the direction opposite to the above-mentioned normal rotation. The same applies to the following description.

  In S130, ECU 500 determines whether rotation speed NS (1) is smaller than threshold value C or not. The threshold value C is set based on the influence on the durability of the MG (1) 140B when the MG (1) 140B is rotated at the rotational speed NS (1). If smaller than threshold value C (YES in S130), the process proceeds to S132. Otherwise (NO in S130), the process proceeds to S138.

  In S132, ECU 500 calculates pinion rotational speed NP when MG (2) 140A is negatively rotated at synchronous rotational speed NS (2). ECU 500 calculates the rotational speed difference between MG (2) 140A and MG (1) 140B (that is, the sum of the absolute value of synchronous rotational speed NS (2) and the absolute value of rotational speed NS (1)) and pinion rotational speed NP. Calculate as

  In S134, ECU 500 determines whether pinion rotation speed NP is smaller than threshold value D or not. The threshold value D is set based on the influence on the durability of the planetary gear P1 when the planetary gear P1 of the power split mechanism 200 rotates at the pinion rotational speed NP. If smaller than threshold value D (YES in S134), the process proceeds to S136. Otherwise (NO in S134), the process proceeds to S138.

  In S136, ECU 500 transmits a control signal for negatively rotating MG (2) 140A at synchronous rotational speed NS (2) to inverter 154.

  In S138, ECU 500 controls automatic transmission 300 to continue the D inhibit control.

  With reference to FIG. 7, a control structure of a program executed when ECU 500 serving as the control apparatus according to the present embodiment cancels the R inhibit control will be described. In the flowchart shown in FIG. 7, the same steps as those in the flowchart shown in FIG. 6 are given the same step numbers. The processing is the same for them. Therefore, detailed description thereof will not be repeated here.

  In S200, ECU 500 determines whether or not R inhibit control is being performed. ECU 500 determines that the R inhibit control is being performed, for example, when automatic transmission 300 is controlled to the neutral state even though the shift position is the R position. If the R inhibit control is being performed (YES in S200), the process proceeds to S104. Otherwise (NO in S200), this process ends.

  In S202, ECU 500 calculates synchronous rotation speed NS (2) of MG (2) 140A after the release of R inhibit control. ECU 500 calculates the product of output shaft rotational speed NOUT and the gear ratio after the release of R inhibit control as synchronous rotational speed NS (2).

  In S204, ECU 500 transmits a control signal for half-engaging clutch C2 and brake B3 after the release of R inhibit control to automatic transmission 300.

  In S206, ECU 500 determines whether or not change amount ΔNIN of input shaft speed NIN is smaller than threshold value E. The threshold value E is set based on the change amount ΔNIN of the input shaft rotational speed NIN when the vehicle is moving forward. If smaller than threshold value E (YES in S206), the process proceeds to S208. Otherwise (NO in S206), the process proceeds to S212.

  In S208, ECU 500 determines that output shaft 322 is rotating in the reverse direction of the vehicle and the vehicle is moving backward.

  In S210, ECU 500 controls automatic transmission 300 to cancel the R inhibit control. Specifically, ECU 500 transmits a control signal for automatically engaging clutch C2 and brake B3 to automatic transmission 300.

  In S212, ECU 500 determines that input shaft 302 is rotating in the vehicle forward direction and the vehicle is moving forward.

  In S214, ECU 500 determines whether or not synchronous rotation speed NS (2) is smaller than threshold value F. The threshold value F is set based on the influence on the durability of the MG (2) 140A when the MG (2) 140A is reversely rotated at the synchronous rotation speed NS (2). The threshold value F may be the same value as the aforementioned threshold value B. If smaller than threshold value F (YES in S214), the process proceeds to S126. Otherwise (NO in S214), the process proceeds to S220.

  In S216, ECU 500 determines whether rotation speed NS (1) is smaller than threshold value G or not. The threshold value G is set based on the influence on the durability of MG (1) 140B when MG (1) 140B is rotated at the rotational speed NS (1). The threshold value G may be the same value as the threshold value C described above. If it is smaller than threshold value G (YES in S216), the process proceeds to S132. Otherwise (NO in S216), the process proceeds to S220.

  In S218, ECU 500 determines whether pinion rotational speed NP is smaller than threshold value H or not. The threshold value H is set based on the influence on the durability of the planetary gear P1 when the planetary gear P1 of the power split mechanism 200 rotates at the pinion rotational speed NP. The threshold value H may be the same value as the threshold value D described above. If it is smaller than threshold value H (YES in S218), the process proceeds to S136. Otherwise (NO in S218), the process proceeds to S220.

  In S220, ECU 500 controls automatic transmission 300 to continue the R inhibit control.

  The operation of the vehicle controlled by ECU 500 serving as the control device according to the present embodiment based on the structure and flowchart as described above will be described. Here, the operation of the vehicle when the D inhibit control is canceled will be described.

  First, as shown in FIG. 8, a case is assumed in which the shift position is switched from the N position to the D position at time T (1) during advance at a predetermined vehicle speed or higher. At the time T (1) when the driver switches from the N position to the D position, the D inhibit control is executed, and the automatic transmission 300 is controlled to the neutral state.

  When the traveling direction of the vehicle cannot be determined, the D inhibit control cannot be canceled until the vehicle speed is sufficiently lowered as shown by the one-dot chain line in FIG.

  In the present embodiment, when D inhibit control is being performed (YES in S102), output shaft rotational speed NOUT is detected (S104), and output shaft rotational speed NOUT and the gear ratio after cancellation of D inhibit control are determined. The product is calculated as the synchronous rotation speed NS (2) of the input shaft 302 (S106). Thereafter, at time T (2), MG (2) 140A is rotated forward at the synchronous rotation speed NS (2) (S108), and the respective clutches and brakes after the D inhibit control is released are brought into a half-engaged state. (S110).

  Here, the rotational speed of the input shaft 302 and the rotational speed of the output shaft 322 are synchronized. Further, the vehicle is moving forward, and the rotation direction of the input shaft 302 and the rotation direction of the output shaft 322 are synchronized. Therefore, input shaft speed NIN hardly changes, and change amount ΔNIN of input shaft speed NIN from time T (2) to time T (3) is smaller than threshold value A (YES in S116). It is determined that the vehicle is moving forward at time T (3) (S118). Thus, during the execution of the D inhibit control, the traveling direction of the vehicle can be determined without providing a dedicated sensor for detecting the rotation direction of the output shaft 322.

  At time T (3) when the vehicle is determined to be moving forward, the D inhibit control is canceled as unnecessary control (S120), and the automatic transmission 300 is controlled to move forward as shown in FIG. Therefore, it is possible to determine the traveling direction of the vehicle that is executing D inhibit control without providing a dedicated sensor, and to cancel execution of unnecessary inhibit control at an early stage.

  Next, as shown in FIG. 9, a case is assumed in which the shift position is switched from the N position to the D position at time T (4) during reverse travel at a predetermined vehicle speed or higher. At time T (4) when the driver switches from the N position to the D position, the D inhibit control is executed, and the automatic transmission 300 is controlled to the neutral state.

  When the traveling direction of the vehicle cannot be determined, the D inhibit control cannot be canceled until the vehicle speed is sufficiently lowered as shown by the one-dot chain line in FIG.

  In the present embodiment, as in the case described above, at time T (5), MG (2) 140A is rotated forward at the synchronous rotation speed NS (2) (S108), and after D inhibit control is released. Each clutch and each brake are brought into a semi-engaged state (S110).

  Here, although the rotational speed of the input shaft 302 and the rotational speed of the output shaft 322 are synchronized, the vehicle is moving backward, and the rotational direction of the input shaft 302 is opposite to the rotational direction of the output shaft 322. Therefore, torque that suppresses the rotation of the input shaft 302 acts on the input shaft 302 from the automatic transmission 300, and the input shaft rotational speed NIN rapidly decreases. Therefore, change amount ΔNIN of input shaft rotational speed NIN from time T (5) to time T (6) is greater than threshold value A (NO in S116), and the vehicle is moving backward at time T (6). It is determined that there is (S122). Thus, during the execution of the D inhibit control, the traveling direction of the vehicle can be determined without providing a dedicated sensor for detecting the rotation direction of the output shaft 322.

  If the D inhibit control is canceled as it is at time T (6) when it is determined that the vehicle is moving backward, a large shock may occur. Therefore, the influence on the durability of MG (2) 140A, MG (1) 140B and planetary gear P1 when MG (2) 140A is reversely rotated at the synchronous rotation speed NS (2) is determined (S124, S130, S134). MG (2) 140A, MG (1) 140B and the planetary gear P1 are no longer affected by durability (YES in S124, YES in S130, YES in S134), at time T (7), MG (2 140A is negatively rotated at the synchronous rotation speed NS (2) (S136). Thereby, the rotation speed and rotation direction of the input shaft 302 and the output shaft 322 are synchronized, and the shock at the time of releasing the D inhibit control is suppressed. Therefore, as shown in FIG. 9, at the time T (7), the D inhibit control is canceled (S120), and the automatic transmission 300 is controlled to the forward traveling state. Thereby, it is possible to suppress a shock at the time of releasing the D inhibit control while suppressing deterioration in durability of MG (2) 140A, MG (1) 140B, and planetary gear P1.

  As described above, according to the ECU that is the control device according to the present embodiment, during the inhibition control, the input shaft rotational speed NIN when the clutch and the brake after the inhibition control is released is half-engaged. Based on the amount of change, the traveling direction of the vehicle is determined. Therefore, it is possible to determine the traveling direction of the vehicle that is executing the inhibit control without providing a dedicated sensor, and to cancel the unnecessary inhibit control at an early stage.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of an entire vehicle to which a control device according to an embodiment of the present invention is applied. It is a skeleton figure which shows the gear train in a power split device and an automatic transmission. It is a collinear diagram which shows the relationship of the rotation speed of an engine, MG (1), and MG (2). It is a figure which shows the action | operation table | surface of an automatic transmission. It is a functional block diagram of a control device concerning an embodiment of the invention. It is a flowchart (the 1) which shows the control structure of ECU which is a control apparatus which concerns on embodiment of this invention. It is a flowchart (the 2) which shows the control structure of ECU which is a control apparatus which concerns on embodiment of this invention. It is a timing chart (the 1) which shows the state of the automatic transmission of the vehicle controlled by the control apparatus which concerns on this Embodiment. It is a timing chart (the 1) which shows the state of the automatic transmission of the vehicle controlled by the control apparatus which concerns on this Embodiment.

Explanation of symbols

  120 engine, 140 motor generator, 140A MG (2), 140B MG (1), 142A, 142B resolver circuit, 150 battery, 152 boost converter, 154 inverter, 160 speed reducer, 170 drive shaft, 180 drive wheel, 200 power split Mechanism, 212 Case, 214, 302 Input shaft, 218, 322 Output shaft, 224 Planetary gear device, 300 Automatic transmission, 326, 328, 330 Planetary gear device, 500 ECU, 502 Shift lever, 504 Position switch, 506 Accelerator pedal 508, accelerator opening sensor, 510 engine speed sensor, 512 output shaft speed sensor, B0, B1, B2, B3 brake, C0, C1, C2 clutch, S1, S2, S3, S4 sun gear, P , P2, P3, P4 planetary gear, R1, R2, R3, R4 ring gear, CA1, CA2, CA3, CA4 carrier.

Claims (23)

A vehicle control device comprising: a power source; and an automatic transmission having an input shaft connected to the power source and an output shaft connected to drive wheels,
The automatic transmission engages the forward friction engagement element when the position of the movable part operated by the driver is the forward position, and moves backward when the position is the reverse position. When the vehicle is in the neutral position, the friction engagement elements are engaged to release the friction engagement elements, and the friction engagement elements are released to achieve the neutral state. The forward frictional engagement element can be controlled to be in a half-engagement state between
In the vehicle, when the position of the movable portion is switched from a position other than the forward position to the forward position at a predetermined vehicle speed or higher, the forward friction engagement element is prohibited from being engaged and the automatic Execution of forward inhibit control to bring the transmission into the neutral state is started,
The controller is
Means for detecting the rotational speed of the output shaft;
Means for determining whether the forward inhibit control is being executed;
Means for calculating the synchronous rotational speed of the input shaft based on the rotational speed of the output shaft and the speed ratio after cancellation of the forward inhibit control when the forward inhibit control is being executed;
A rotation control means for controlling the power source so that the input shaft rotates at the synchronous rotation speed;
Means for controlling the automatic transmission such that the forward frictional engagement element is in the semi-engaged state;
Means for detecting the amount of change in the rotational speed of the input shaft when the forward frictional engagement element is in the half-engaged state;
Determining means for determining a traveling direction of the vehicle based on the amount of change;
Release for controlling the automatic transmission so as to release the forward inhibit control by setting the forward friction engagement element to the fully engaged state when the traveling direction of the vehicle is determined to be the forward direction. And a control device for the vehicle. The rotation control means includes means for controlling the power source so that the input shaft rotates in a direction in which the vehicle advances when the automatic transmission is in the forward traveling state,
The vehicle control device according to claim 1, wherein the determination unit includes a unit for determining that the traveling direction of the vehicle is a forward direction when the amount of change is smaller than a predetermined value.   The vehicle control device according to claim 2, wherein the predetermined value is set based on the amount of change when the traveling direction of the vehicle is a backward traveling direction. The release control means includes
Means for determining whether or not the synchronous rotational speed is smaller than a predetermined rotational speed when the traveling direction of the vehicle is determined to be a backward traveling direction;
Reverse rotation for controlling the power source so that the input shaft rotates in the direction opposite to the predetermined direction at the synchronous rotational speed when the synchronous rotational speed is smaller than the predetermined rotational speed. Control means;
And means for controlling the automatic transmission to release the forward inhibit control after the input shaft is rotated in the reverse direction by the reverse rotation control means. The vehicle control apparatus according to claim 1. The power source includes at least a rotating electric machine,
The vehicle control device according to claim 4, wherein the predetermined rotation speed is set based on an influence on the rotating electric machine. A vehicle control device comprising: a power source; and an automatic transmission having an input shaft connected to the power source and an output shaft connected to drive wheels,
The automatic transmission engages a forward friction engagement element when the position of the movable part operated by the driver is the forward position, and reverses when the position is the reverse position. When the vehicle is in the neutral position, the friction engagement elements are engaged to release the friction engagement elements, and the friction engagement elements are released to achieve the neutral state. The reverse friction engagement element can be controlled to be in a half-engagement state between
In the vehicle, when the position of the movable portion is switched from a position other than the reverse drive position to the reverse drive position at a predetermined vehicle speed or higher, the reverse friction engagement element is prohibited from being engaged, and the automatic Execution of reverse inhibit control for setting the transmission to the neutral state is started,
The controller is
Means for detecting the rotational speed of the output shaft;
Means for determining whether the reverse inhibit control is being executed;
Means for calculating the synchronous rotational speed of the input shaft based on the rotational speed of the output shaft and the speed ratio after cancellation of the reverse inhibitor control when the reverse inhibit control is being executed;
A rotation control means for controlling the power source so that the input shaft rotates at the synchronous rotation speed;
Means for controlling the automatic transmission such that the reverse friction engagement element is in the half-engaged state;
Means for detecting the amount of change in the rotational speed of the input shaft when the reverse friction engagement element is in the half-engaged state;
Determining means for determining a traveling direction of the vehicle based on the amount of change;
Release for controlling the automatic transmission so as to release the reverse inhibit control by setting the reverse friction engagement element to the fully engaged state when the traveling direction of the vehicle is determined to be the reverse direction. And a control device for the vehicle. The rotation control means includes means for controlling the power source so that the input shaft rotates in a direction in which the vehicle moves backward when the automatic transmission is in the reverse running state,
The vehicle control device according to claim 6, wherein the determination unit includes a unit for determining that the traveling direction of the vehicle is a backward direction when the amount of change is smaller than a predetermined value.   The vehicle control device according to claim 7, wherein the predetermined value is set based on the amount of change when the traveling direction of the vehicle is a forward direction. The release control means includes
Means for determining whether or not the synchronous rotational speed is smaller than a predetermined rotational speed when the traveling direction of the vehicle is determined to be a forward traveling direction;
Reverse rotation for controlling the power source so that the input shaft rotates in the direction opposite to the predetermined direction at the synchronous rotational speed when the synchronous rotational speed is smaller than the predetermined rotational speed. Control means;
And a means for controlling the automatic transmission to release the reverse inhibit control after the input shaft is rotated in the reverse direction by the reverse rotation control means. The vehicle control apparatus according to claim 1. The power source includes at least a rotating electric machine,
The vehicle control device according to claim 9, wherein the predetermined rotation speed is set based on an influence on the rotating electrical machine. A vehicle control method comprising: a power source; and an automatic transmission having an input shaft connected to the power source and an output shaft connected to drive wheels,
The automatic transmission engages a forward friction engagement element when the position of the movable part operated by the driver is the forward position, and reverses when the position is the reverse position. When the vehicle is in the neutral position, the friction engagement elements are engaged to release the friction engagement elements, and the friction engagement elements are released to achieve the neutral state. The forward frictional engagement element can be controlled to be in a half-engagement state between
In the vehicle, when the position of the movable portion is switched from a position other than the forward position to the forward position at a predetermined vehicle speed or higher, the forward friction engagement element is prohibited from being engaged and the automatic Execution of forward inhibit control to bring the transmission into the neutral state is started,
The control method is:
Detecting the rotational speed of the output shaft;
Determining whether the forward inhibit control is being executed;
When the forward inhibit control is being executed, calculating the synchronous rotational speed of the input shaft based on the rotational speed of the output shaft and the speed ratio after cancellation of the forward inhibit control;
A rotation control step of controlling the power source so that the input shaft rotates at the synchronous rotation speed;
Controlling the automatic transmission so that the forward frictional engagement element is in the half-engaged state;
Detecting the amount of change in the rotational speed of the input shaft when the forward frictional engagement element is in the half-engaged state;
A determination step of determining a traveling direction of the vehicle based on the amount of change;
A release control step for controlling the automatic transmission to release the forward inhibit control by setting the forward friction engagement element to the fully engaged state when the traveling direction of the vehicle is determined to be the forward direction. A method for controlling a vehicle including: The rotation control step includes a step of controlling the power source so that the input shaft rotates in a direction in which the vehicle moves forward when the automatic transmission is in the forward traveling state,
The vehicle control method according to claim 11, wherein the determination step includes a step of determining that the traveling direction of the vehicle is a forward direction when the amount of change is smaller than a predetermined value.   The vehicle control method according to claim 12, wherein the predetermined value is set based on the amount of change when the traveling direction of the vehicle is a backward traveling direction. The release control step includes
Determining whether or not the synchronous rotational speed is smaller than a predetermined rotational speed when the traveling direction of the vehicle is determined to be a backward traveling direction;
A reverse rotation control step of controlling the power source so that the input shaft rotates in the direction opposite to the predetermined direction at the synchronous rotation speed when the synchronous rotation speed is smaller than the predetermined rotation speed. When,
The automatic transmission is controlled to release the forward inhibit control after the input shaft is rotated in the reverse direction by the reverse rotation control step. The vehicle control method described. The power source includes at least a rotating electric machine,
The vehicle control method according to claim 14, wherein the predetermined rotation speed is set based on an influence on the rotating electrical machine. A vehicle control method comprising: a power source; and an automatic transmission having an input shaft connected to the power source and an output shaft connected to drive wheels,
The automatic transmission engages a forward friction engagement element when the position of the movable part operated by the driver is the forward position, and reverses when the position is the reverse position. When the vehicle is in the neutral position, the friction engagement elements are engaged to release the friction engagement elements, and the friction engagement elements are released to achieve the neutral state. The reverse friction engagement element can be controlled to be in a half-engagement state between
In the vehicle, when the position of the movable part is switched from a position other than the reverse position to the reverse position at a predetermined vehicle speed or higher, the reverse friction engagement element is prohibited from engaging and the automatic Execution of reverse inhibit control for setting the transmission to the neutral state is started,
The control method is:
Detecting the rotational speed of the output shaft;
Determining whether the reverse inhibit control is being executed;
Calculating the synchronous rotational speed of the input shaft based on the rotational speed of the output shaft and the speed ratio after releasing the reverse inhibitor control when the reverse inhibit control is being executed;
A rotation control step of controlling the power source so that the input shaft rotates at the synchronous rotation speed;
Controlling the automatic transmission so that the reverse friction engagement element is in the half-engaged state;
Detecting the amount of change in the rotational speed of the input shaft when the reverse friction engagement element is in the half-engaged state;
A determination step of determining a traveling direction of the vehicle based on the amount of change;
A release control step for controlling the automatic transmission so as to release the reverse inhibit control by setting the reverse friction engagement element to the fully engaged state when it is determined that the traveling direction of the vehicle is the reverse direction. A method for controlling a vehicle including: The rotation control step includes a step of controlling the power source so that the input shaft rotates in a direction in which the vehicle moves backward when the automatic transmission is in the reverse travel state,
The vehicle control method according to claim 16, wherein the determination step includes a step of determining a traveling direction of the vehicle as a backward traveling direction when the change amount is smaller than a predetermined value.   The vehicle control method according to claim 17, wherein the predetermined value is set based on the amount of change when the traveling direction of the vehicle is a forward direction. The release control step includes
Determining whether or not the synchronous rotational speed is smaller than a predetermined rotational speed when the traveling direction of the vehicle is determined to be a forward traveling direction;
A reverse rotation control step of controlling the power source so that the input shaft rotates in the direction opposite to the predetermined direction at the synchronous rotation number when the synchronous rotation number is smaller than the predetermined rotation number. When,
The automatic transmission is controlled to release the reverse inhibit control after the input shaft is rotated in the reverse direction by the reverse rotation control step. The vehicle control method described. The power source includes at least a rotating electric machine,
The vehicle control method according to claim 19, wherein the predetermined rotation speed is set based on an influence on the rotating electrical machine.   A program for causing a computer to execute the control method according to any one of claims 11 to 20.   A recording medium having recorded thereon a computer-readable program for causing a computer to execute the control method according to claim 11. A vehicle drive device comprising a rotating electrical machine and an automatic transmission connected to the rotating electrical machine,
The automatic transmission engages the forward friction engagement element when the position of the movable part operated by the driver is the forward position, and moves backward when the position is the reverse position. When the vehicle is in the neutral position, the friction engagement elements are engaged to release the friction engagement elements, and the friction engagement elements are released to achieve the neutral state. The forward frictional engagement element can be controlled to be in a half-engagement state between
In the drive device, when the output shaft of the drive device is equal to or higher than a predetermined rotation number and the position of the movable portion is switched from a position other than the forward position to the forward position, the forward friction engagement element Execution of forward inhibit control for prohibiting the engagement of the automatic transmission and setting the automatic transmission to the neutral state is started,
The driving device includes:
Means for detecting the rotational speed of the output shaft;
Means for determining whether the forward inhibit control is being executed;
Means for calculating the synchronous rotational speed of the input shaft based on the rotational speed of the output shaft and the speed ratio after cancellation of the forward inhibit control when the forward inhibit control is being executed;
Rotation control means for controlling the rotating electric machine so that the input shaft of the automatic transmission rotates at the synchronous rotation speed;
Means for controlling the automatic transmission such that the forward frictional engagement element is in the semi-engaged state;
Means for detecting the amount of change in the rotational speed of the input shaft when the forward frictional engagement element is in the half-engaged state;
Determination means for determining a rotation direction of the output shaft based on the amount of change;
When the rotational direction of the output shaft is determined to be the forward direction, the automatic transmission is controlled to release the forward inhibit control by setting the forward friction engagement element to the fully engaged state. A drive device including release control means.

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