JP2009006735A - Gear change control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gear change control device of a vehicle for achieving both the shortening of a gear change time and the suppression of driving force fluctuation. <P>SOLUTION: This gear change control device of a vehicle is provided with an inertia phase startability determination part 400a for determining whether or not the inertial phase of a gear change is startable after the down-shift conditions of an automatic transmission AT are established when a vehicle decelerates; and a gear change promotion control part 400b for inputting gear change promotion torque to the input side of the automatic transmission AT by driving a motor generator MG when it is determined that the inertial phase is startable. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a shift control device for a vehicle provided with an automatic transmission between a motor generator and drive wheels.

In a conventional hybrid vehicle, when a downshift request is made while the regenerative braking force is being output from the motor generator during deceleration, the regenerative braking by the motor generator is stopped until the end of the shift. The generated driving force fluctuation is suppressed (see, for example, Patent Document 1).
JP 2005-329926 A

  However, in the above prior art, since the regenerative braking by the motor generator is stopped during the shift, there is a problem that the fuel saving effect by the regenerative braking is reduced. On the other hand, in order to reduce the reduction in fuel efficiency, when the motor generator is driven in the forward rotation direction during shifting, that is, when shifting promotion torque is input to the input side of the automatic transmission to shorten the shifting time, If the fastening element released after the gear shift is not in a completely released state, the regenerative braking torque during the gear shift is transmitted to the drive shaft, and the drive force fluctuates.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle shift control device capable of achieving both shortening of a shift time and suppression of fluctuations in driving force. It is in.

In order to achieve the above object, the present invention provides:
An inertia phase start possibility determination means for determining whether or not an inertia phase of a shift can be started after a downshift condition of the automatic transmission is satisfied at the time of deceleration of the vehicle;
When it is determined that the inertia phase can be started, shift promotion control means for driving the motor generator to input shift promotion torque to the input side of the automatic transmission;
Is provided.

In the present invention, when it is determined that the inertia phase of the shift can be started, that is, after the disengagement side fastening element that is released after the shift starts to slip reliably, the motor generator is driven to apply the shift acceleration torque to the automatic transmission. Therefore, it is possible to start the inertia phase with the output torque of the motor generator and bring the input side of the automatic transmission closer to the target gear ratio while suppressing the occurrence of fluctuations in the driving force due to the shift acceleration torque.
As a result, it is possible to achieve both shortening of the shift time and suppression of fluctuations in driving force.

  Hereinafter, the best mode for carrying out the present invention will be described based on the first embodiment.

  First, the drive system configuration of the hybrid vehicle will be described. FIG. 1 is an overall system diagram showing a hybrid vehicle driven by rear wheels of the first embodiment. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a flywheel FW, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, It has a propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine E is a gasoline engine or a diesel engine, and the valve opening degree of the throttle valve and the like are controlled based on a control command from an engine controller 1 described later. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Fastening and releasing including slip fastening are controlled by hydraulic pressure.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). The rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The fastening / release including slip fastening and slip releasing is controlled by the control hydraulic pressure.

  The automatic transmission AT is a transmission that automatically switches the stepped gear ratio such as 5 forward speeds, 1 reverse speed, etc. according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is newly added as a dedicated clutch However, some frictional engagement elements are used among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. Details will be described later.

  The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR. The first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has three travel modes according to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter, abbreviated as “EV travel mode”) as a motor use travel mode in which the first clutch CL1 is disengaged and travels using only the power of the motor generator MG as a power source. It is. The second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source.

  The third travel mode is an engine-use slip travel mode (hereinafter referred to as “WSC (Wet Start Clutch) travel mode) in which the first clutch CL1 is engaged and the second clutch CL2 is slip-controlled and the engine E is included in the power source. For short). This travel mode achieves creep travel especially when the battery SOC is low or the engine water temperature is low. Further, this is a travel mode in which the driving force can be output while starting the engine when starting from the engine stop state.

The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.
In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor assist travel mode”, the drive wheels are moved by using the engine E and the motor generator MG as power sources. In the “running power generation mode”, the motor generator MG functions as a generator at the same time that the driving wheels RR and RL are moved using the engine E as a power source.

During constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, the braking energy is regenerated and generated by the motor generator MG and used for charging the battery 4.
Further, as a further travel mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.

  Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the hybrid vehicle control system according to the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. The AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information. Yes.

  The engine controller 1 inputs the engine water temperature from the engine water temperature sensor 1a and the engine speed information from the engine speed sensor 12, and according to the target engine torque command from the integrated controller 10 or the like, the engine operating point (engine speed) A command for controlling Ne, engine torque Te) is output to, for example, a throttle valve actuator (not shown). In the engine controller 1, an engine torque estimation unit 1b that estimates the engine torque Teng based on the fuel injection amount of the engine E, the throttle opening, and the like is provided. Information on the engine speed Ne and the estimated engine torque Teng is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and according to a target motor generator torque command from the integrated controller 10, the motor operating point of the motor generator MG (motor rotational speed Nm). , A command for controlling the motor torque Tm) is output to the inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4. The battery SOC information is used for control information of the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. To do.

  Further, a motor generator torque estimation unit 2b that estimates the motor generator torque Tmg based on the value of the current flowing through the motor generator MG (the driving torque and the regenerative braking torque are distinguished based on whether the current value is positive or negative) is provided. Information on the estimated motor generator torque Tmg is supplied to the integrated controller 10 via the CAN communication line 11.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and engages / releases the first clutch CL <b> 1 according to the first clutch control command from the integrated controller 10. A command to control is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, and the second clutch hydraulic pressure sensor 18, and engages / disengages the second clutch CL2 in response to the second clutch control command from the integrated controller 10. A command for controlling the release is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve. Information on the accelerator pedal opening APO and the vehicle speed VSP is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, braking is performed with respect to the required braking force obtained from the brake stroke BS. When the braking force is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is compensated by the friction braking force.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 detects a motor rotation speed Nm (= ωmg), and a second clutch. A second clutch output speed sensor 22 that detects the output speed N2out, a second clutch torque sensor 23 that detects the second clutch torque TCL2, a brake hydraulic pressure sensor 24, and a temperature sensor that detects the temperature of the first clutch CL1. Information from 10a and the temperature sensor 10b that detects the temperature of the second clutch CL2 and information obtained through the CAN communication line 11 are input. The motor rotation speed sensor 21 is equivalent to the input shaft rotation speed sensor of the automatic transmission AT. Further, the second clutch output rotational speed sensor 22 is a sensor that detects the output shaft rotational speed of the automatic transmission AT and calculates the output rotational speed of the second clutch CL2 based on the relationship between the respective engagement elements. This is equivalent to the output shaft rotational speed sensor of the automatic transmission AT.

  The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.

  Below, the control calculated by the integrated controller 10 of Example 1 is demonstrated using the block diagram shown in FIG. For example, this calculation is performed by the integrated controller 10 every control cycle of 10 msec. The integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator pedal opening APO and the vehicle speed VSP using a preset target driving force map.

  The mode selection unit 200 calculates a target mode from the accelerator pedal opening APO and the vehicle speed VSP using a preset EV-HEV selection map. However, if the battery SOC is equal to or less than the predetermined value, the “HEV travel mode” is forcibly set as the target mode. In the EV-HEV selection map, the WSC travel mode is set to output a large driving force when the accelerator pedal opening APO is large in the low vehicle speed region. The HEV → WSC switching line or EV → WSC switching line is set in a region lower than the vehicle speed VSP1 at which the rotational speed is smaller than the idle rotational speed of the engine E when the automatic transmission AT is in the first gear.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using a preset target charge / discharge amount map.

  The operating point command unit 400 uses the accelerator pedal opening APO, the target driving force tFoO, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque. And target motor generator torque, target second clutch engagement torque, target automatic shift shift, and first clutch solenoid current command. The operating point command unit 400 is provided with an unillustrated engine start control unit that starts the engine E when the EV travel mode is changed to the HEV travel mode.

The operating point command unit 400 includes an inertia phase start possibility determination unit (inertia phase start possibility determination unit) 400a, a shift promotion control unit (shift change promotion unit) 400b, and a regenerative braking control unit (regenerative braking control unit) 400c. ing.
The inertia phase start possibility determination unit 400a drives the motor generator MG to drive the automatic transmission AT when the downshift condition of the automatic transmission AT is satisfied when the vehicle decelerates and then the downshift condition is satisfied when the vehicle decelerates. After applying a predetermined torque to the input shaft, whether or not the gear shift inertia phase can be started is determined based on whether or not the automatic transmission input shaft rotational speed from the motor rotational speed sensor 21 and the automatic transmission from the second clutch output rotational speed sensor 22 are. The determination is made based on the actual gear ratio obtained from the machine output shaft rotation speed.

When it is determined that the inertia phase can be started, the shift promotion control unit 400b drives the motor generator MG in the normal rotation direction and applies shift promotion torque to the input shaft of the automatic transmission AT. The “shift acceleration torque” is a torque for increasing the input shaft rotation speed of the automatic transmission AT so as to approach the target rotation speed after shifting at an early stage.
Regenerative braking control unit 400c drives inverter 3 so that motor generator MG generates a regenerative braking torque when the vehicle is decelerating and the automatic transmission AT is not shifting.

  The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve each clutch engagement torque and the target shift stage according to a preset shift schedule. In this shift schedule, a target shift stage is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO, and an upshift line, a downshift line, and the like are set.

  Next, the configuration of the automatic transmission AT will be described. The first embodiment is a transmission that automatically switches stepped gear ratios such as forward 5 speed, reverse 1 speed, etc. according to vehicle speed, accelerator opening, and the like. Specifically, a plurality of planetary gear trains, rotating members that connect rotating elements of the planetary gears, a plurality of brakes that fix the rotating elements to a transmission case, and the like, and connecting the rotating elements and rotating members. A plurality of clutches are provided. A detailed configuration is omitted, and a model simplified to the extent that the operation of a general stepped automatic transmission can be described will be defined and described.

  Hereinafter, brakes and clutches are collectively referred to as fastening elements, and fastening elements that are fastened at a certain gear stage (n-th speed) are fastened at the first fastening element B1 and other gear stages ((n + 1) -th speed). Let the fastening element to perform be 2nd fastening element B2.

  In the automatic transmission AT according to the first embodiment, for example, at the time of shifting from the shift stage achieved by fastening the first fastening element B1, the first fastening element B1 is released and the second fastening element B2 is fastened. In this way, upshift and downshift are performed. Such a shift is referred to as a switching shift.

  In the switching speed change, the torque capacity for decreasing the fastening capacity of the first fastening element B1 to the fastening capacity immediately before the slip and gradually increasing the fastening capacity of the second fastening element B2, and the fastening capacity of the first fastening element B1 are further increased. It consists of an inertia phase in which the shift is advanced by lowering, a shift end phase in which the second engagement element B2 is completely engaged after the end of the shift, and the like.

  FIG. 3 is a common speed diagram based on a simplified model of the automatic transmission AT. In this common speed diagram, the vertical axis indicates the rotational speed of each rotary element and the horizontal axis indicates the gear ratio between the rotary elements. A rotating member to which a motor generator MG corresponding to the input rotation speed of the automatic transmission is connected is arranged at the left end in FIG. 3, and the rotation member corresponding to the output shaft rotation speed (corresponding to the propeller shaft PS etc. Hereinafter, the output shaft OUT), a first rotating member M1 fixed when the nth speed is achieved, and a second rotating member M2 fixed when the (n + 1) th speed is achieved are arranged. . The fastening element that fixes the first rotating member M1 is referred to as a first fastening element B1, and the fastening element that fixes the second rotating member M2 is referred to as a second fastening element B2. A straight line connecting the rotation speeds of the rotating elements is referred to as a rigid lever.

Hereinafter, a specific shift operation in the downshift at the time of coast deceleration will be described.
At the time of coast deceleration at the (n + 1) th speed, when the regenerative braking torque is output by the motor generator MG, the second fastening element B2 generates a reaction torque and the inertia torque of the vehicle acts on the output shaft OUT. . In FIG. 3, the downward arrow in the motor generator MG is the regenerative braking torque, the upward arrow in the output shaft OUT is the inertia torque, and the downward arrow in the second rotating member M2 is the reaction torque.

  In this state, when a downshift command from the (n + 1) th speed to the nth speed is output, the fastening capacity of the second fastening element B2 is reduced and the fastening capacity of the first fastening element B1 is increased. As a result, the downshift is performed by rotating the rigid lever clockwise around the rotation speed of the output shaft OUT. At this time, as shown in FIG. 4, when the regenerative braking torque is output from the motor generator MG, a force is applied to rotate the rigid lever counterclockwise, and the regenerative braking torque is transmitted to the output shaft OUT. Therefore, there is a risk of driving force fluctuation.

  Therefore, in the first embodiment, the driving force fluctuation during the shift is suppressed by setting the regenerative braking torque to zero during the shift. Further, in the first embodiment, the start of the inertia phase of the shift is determined, and the motor generator MG is driven from the time when the inertia phase starts to apply positive torque to the automatic transmission AT, so that the rigid lever can be rotated more quickly. Rotate around to shorten the shifting time.

[Deceleration braking control process]
FIG. 5 is a flowchart showing the flow of the braking control process during deceleration executed by the integrated controller 10 of the first embodiment, and each step will be described below.

  In step S1, based on the sensor information from the vehicle speed sensor 17, it is determined whether or not the vehicle is decelerating. If yes, then go to step S2, if no, go to return.

  In step S2, the target braking torque corresponding to the required braking force obtained from the brake stroke BS is calculated when the brake is depressed, and the target braking torque simulating the engine brake is calculated according to the current gear position during coast deceleration. Move to S3.

  In step S3, it is determined whether or not the automatic transmission AT is shifting. If YES, the process proceeds to step S4. If NO, the process proceeds to step S7.

  In step S4, a command for prohibiting regenerative braking (regenerative braking torque is zero) is output to the motor controller 2, and the process proceeds to step S5.

  In step S5, a friction braking torque output command based on the target braking torque is output to the brake controller 9, and the process proceeds to step S6.

  In step S6, shift promotion control, which will be described later, is performed, and a return is made.

  On the other hand, in step S7, the regenerative braking control unit 400c outputs a regenerative braking torque output command based on the target braking torque to the motor controller 2, and the process proceeds to step S8. Here, the regenerative braking torque based on the target braking torque is set from the ratings of the motor generator MG and the inverter 3.

  In step S8, when the regenerative braking torque is insufficient with respect to the target braking torque, a command for compensating the shortage with the friction braking torque is output to the brake controller 9, and the process proceeds to return.

[Speed change acceleration control processing]
FIG. 6 is a flowchart showing the shift acceleration control process executed in step S6 of FIG. 5, and each step will be described below.

  In step S61, it is determined from the motor generator torque Tmg estimated by the motor generator torque estimation unit 2b whether or not the regenerative braking torque of the motor generator MG is zero. If yes, then continue with step S62, otherwise repeat step S61.

  In step S62, the inertia phase start possibility determination unit 400a outputs a command for causing the motor generator MG to output a predetermined torque to the motor controller 2, and the process proceeds to step S63. Here, “predetermined torque” means that the automatic transmission AT does not cause torque fluctuations on the left and right drive shafts DSL and DSR, assuming that the disengagement side engagement element that is released after the shift is in a completely engaged state. The torque is large enough to change the gear ratio. In other words, in FIG. 3, when shifting from the (n + 1) th speed to the nth speed, the rigid lever can be rotated clockwise without changing the rotational speed of the output shaft OUT. Torque.

  In step S63, the inertia phase start possibility determination unit 400a determines whether or not the shift inertia phase can be started. If YES, the process moves to step S64, and if NO, the process moves to step S62. Here, it is determined that the inertia phase can be started when the disengagement-side fastening element released by the shift starts to be slipped, that is, when the speed ratio (input shaft speed / output shaft speed) starts to change. Specifically, when the difference between the gear ratio GR0 before the gear shift and the target gear ratio GR1 after the gear shift is 100%, the difference between the actual gear ratio CurGR and the target gear ratio GR1 is a predetermined value α, for example, 90%. When it becomes, it is determined that the inertia phase can be started.

  In step S64, the shift promotion control unit 400b outputs a command for causing the motor generator MG to output shift promotion torque to the motor controller 2, and the process proceeds to step S65. Here, the “shift acceleration torque” is a positive torque (torque in the forward direction) for raising the input shaft rotation speed of the automatic transmission AT to the target rotation speed after the shift.

  In step S65, it is determined whether or not the inertia phase has ended. If YES, the process proceeds to step S66, and if NO, the process proceeds to step S64. Here, “the end of the inertia phase” means that the actual gear ratio is sufficiently close to the target gear ratio after the gear shift, and the gear shift can proceed by the fastening side fastening element that is fastened after the gear shift without inputting the gear shifting acceleration torque. State. In the first embodiment, when the difference between the actual gear ratio CurGR and the target gear ratio GR1 reaches a predetermined value β, for example, 10%, it is determined that the inertia phase has ended.

  In step S66, a command to stop the output of the shift acceleration torque from motor generator MG is output to motor controller 2, and the process proceeds to step S67.

  In step S67, it is determined whether or not the shift has been completed. If YES, this control is terminated, and if NO, the process proceeds to step S66. Here, the end of the shift is determined to be the end of the shift when a predetermined time elapses from the time when the actual speed ratio CurGR matches the target speed ratio GR1.

Next, the operation will be described.
It has an engine and a motor generator as a power source, and a clutch for connecting / disconnecting power between the engine and the motor generator is provided. The output of the motor generator is directly connected to the input shaft of the automatic transmission, and the power of the engine and the motor generator is automatically In a hybrid vehicle that is shifted by a transmission and transmitted to wheels, the vehicle travels by switching between the EV travel mode, the HEV travel mode, and the WSC travel mode.

  When switching from the HEV drive mode to the EV drive mode, an OFF command is output to the clutch, and a fuel cut (F / C) is commanded to the engine to stop the engine. When decelerating by depressing the accelerator while driving, or decelerating by stepping on the foot brake, the engine is already stopped when running EV, but the engine is stopped when running HEV. Further, the regenerative braking torque in the deceleration direction is generated by the motor generator, and the vehicle fuel efficiency can be improved by decelerating while charging the battery by regeneration. When decelerating with the foot brake, the friction braking torque and the regenerative braking torque are controlled so that the braking torque, which is the sum of the friction braking torque and the regenerative braking torque, becomes the target braking torque according to the driver's required braking force. To do.

  As described above, regenerative braking by the motor generator during deceleration can improve the fuel efficiency of the vehicle, but if regenerative braking is continued when downshifting while decelerating, the transmission torque of the automatic transmission Changes to drive force fluctuations. In order to prevent this torque fluctuation, if regenerative braking is stopped during gear shifting, the fuel saving effect is reduced. Therefore, when regenerative braking is stopped during a shift, it is necessary to shorten the regenerative braking stop time by shortening the shift time as much as possible.

  Here, in order to shorten the shift time, a positive torque is generated in the motor generator during the shift so that the input shaft rotation speed of the automatic transmission reaches the target rotation speed after the shift in a short time. It is sufficient to end the shift earlier. However, during the shift, the automatic transmission changes the engagement element.When the motor generator is driven and positive torque is input before the engagement element released after the shift is released, the acceleration direction is reduced during deceleration. A driving force is generated, resulting in a shift shock and a driving force fluctuation. In addition, when a sufficient time margin is provided for complete release including the variation in operation of the fastening elements, the effect of shortening the shift time is reduced.

  On the other hand, in the vehicle shift control apparatus of the first embodiment, after the downshift condition of the automatic transmission AT is satisfied when the vehicle decelerates, the process proceeds from step S61 to step S62 to step S63 in the flowchart of FIG. It is determined whether or not the inertia phase of the shift can be started. If it is determined that the inertia phase can be started, the motor generator MG is driven in the forward direction in step S64 and the shift is promoted to the input side of the automatic transmission AT. Enter the torque.

  That is, when the inertia phase can be started, it can be determined that the engagement element released after the shift is surely starting to slip, so even if a shift acceleration torque is applied to the input shaft of the automatic transmission AT, the torque is automatically The torque of the transmission AT does not fluctuate, and no shift shock or driving force fluctuation occurs.

  Therefore, it is determined that the inertia phase can be started, and the shift acceleration torque is input in a state where the inertia phase can be started, so that regenerative braking is resumed early by shortening the shift time while suppressing shift shock and torque fluctuation. Therefore, it is possible to improve the fuel saving effect.

  In the first embodiment, when the downshift condition is satisfied when the vehicle is decelerated, the motor generator MG is driven in step S62 to apply a predetermined torque to the input shaft of the automatic transmission AT. Here, in a vehicle using only the engine as a drive source, during downshift due to deceleration, it is not possible to increase the engine speed and input shift promotion torque to the input shaft of the automatic transmission. The inertia phase does not start until sufficient hydraulic pressure is supplied to the side fastening element.

  On the other hand, in the hybrid vehicle of the first embodiment, even when the engine E is stopped, the shift acceleration torque is generated by the motor generator MG regardless of the hydraulic pressure supply state to the engagement side engagement element that is engaged after the shift. Since the inertia phase can be started by inputting, the effect of shortening the shift time is further enhanced.

FIG. 7 is a time chart showing the speed change operation of the first embodiment.
At time t0, when the vehicle is decelerating by coasting or depressing the brake, the vehicle speed is lower than the downshift vehicle speed VSPsd defined in the AT shift schedule. The shift position signal NextGP is transmitted. At this time, when the driver is stepping on the brake, the regenerative braking torque is reduced and the friction braking torque is increased, and both braking torques are controlled so that the braking force of the entire vehicle does not change.

  Further, after receiving the shift position signal NextGP, the AT controller 7 controls the hydraulic pressure of the corresponding fastening element in the automatic transmission AT so as to shift to the shift position. That is, the hydraulic pressure to the release side fastening element released after the shift is set to the minimum hydraulic pressure capable of transmitting torque without slipping, and the hydraulic pressure to the fastening side fastening element fastened after the shift is set to the precharge hydraulic pressure.

  At time t1, since the regenerative braking torque of the motor generator MG becomes zero, the positive predetermined torque is generated in the motor generator MG to such an extent that the driving force does not fluctuate. At this time, the target transmission torque of the disengagement side engagement element that is released after the shift is set to zero, but the actual transmission torque gradually decreases as the hydraulic pressure decreases. The gear ratio (input shaft rotational speed / output shaft rotational speed) changes with a predetermined torque.

  At time t2, since the difference between the actual transmission CurGR of the automatic transmission AT and the target gear ratio GR1 has reached a predetermined value α, it is determined that the gear shift inertia phase can be started, and the motor generator MG is driven to drive the automatic transmission. A shift acceleration torque is applied to the AT input shaft. As a result, the time required for the input shaft rotation speed of the automatic transmission AT to reach the target rotation speed after the shift is shortened. At this time, since the disengagement side fastening element starts to slide reliably, the driving force fluctuation and the shift shock accompanying the application of the shift acceleration torque do not occur.

  At time t3, the difference between the actual gear ratio CurGR and the target gear ratio GR1 has reached a predetermined value β, so it is determined that the inertia phase has ended, and the output torque of the motor generator MG is set to zero. Here, in the AT controller 7, the transmission torque of the fastening side fastening element is gradually increased between time t2 and time t3, and the fastening side fastening is performed at time t3 when the difference between the rotational speed of the input shaft and the target rotational speed becomes small. Increase the hydraulic pressure of the element rapidly.

  After the time point t3, the rotational speed changes due to the transmission torque of the engagement side fastening element, and at the time point t4, the actual speed ratio CurGR matches the target speed ratio GR1. At time t5, since a predetermined time has elapsed since time t4, it is determined that the shift has ended, the friction braking torque is reduced, the regenerative braking torque is increased, and both braking torques are controlled so that the braking force of the entire vehicle does not change. .

Next, the effect will be described.
In the vehicle transmission control apparatus of the first embodiment, the following effects can be obtained.

  (1) The inertia phase start possibility determination unit 400a determines whether the inertia phase of the shift can be started after the downshift condition of the automatic transmission AT is satisfied when the vehicle is decelerated, and the shift promotion control unit 400b When it is determined that the inertia phase can be started, the motor generator MG is driven to input shift acceleration torque to the input side of the automatic transmission AT. As a result, it is possible to achieve both shortening of the shift time and suppression of fluctuations in driving force.

  (2) The inertia phase start possibility determination unit 400a easily and surely detects the inertia phase start possibility determination to determine whether the inertia phase can be started based on a change in the gear ratio of the automatic transmission AT. be able to.

  (3) The inertia phase start possibility determination unit 400a drives the motor generator MG to apply a predetermined torque to the input side of the automatic transmission AT when the downshift condition of the automatic transmission AT is satisfied when the vehicle decelerates, It is determined whether or not the inertia phase can be started based on the speed ratio change at this time. As a result, the inertia phase start possibility determination can be performed at an early stage, and the shift time can be further shortened.

  (4) The inertia phase start possibility determination unit 400a makes an early determination on the possibility of starting the inertia phase while avoiding the driving force fluctuation and the shift shock so that the predetermined torque has a magnitude that does not cause torque fluctuation in the automatic transmission AT. Can be done.

  (5) The regenerative braking control unit 400c generates regenerative braking torque in the motor generator MG when the vehicle is decelerating and the automatic transmission AT is not shifting, so that the fuel consumption can be improved. it can.

(Other examples)
Although the best mode for carrying out the present invention has been described with reference to the first embodiment based on the drawings, the specific configuration of the present invention is not limited to that shown in the first embodiment. Any design changes that do not change the gist of the present invention are included in the present invention.

  For example, in the first embodiment, a hybrid vehicle has been described as an example. However, the present invention is also applicable to an electric vehicle in which an automatic transmission is interposed between a motor generator and a drive wheel, and is similar to the first embodiment. The effect of this can be obtained.

  Further, in the first embodiment, an example in which it is determined whether or not the inertia phase can be started based on the change in the gear ratio of the automatic transmission has been described. It may be determined whether the inertia phase can be started by detecting the hydraulic pressure.

1 is an overall system diagram illustrating a hybrid vehicle driven by rear wheels according to a first embodiment. FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. FIG. 3 is a collinear diagram based on the model of the automatic transmission according to the first embodiment. FIG. 3 is a collinear diagram illustrating a shift of the automatic transmission according to the first embodiment. 3 is a flowchart illustrating a flow of braking control processing during deceleration executed by the integrated controller 10 according to the first embodiment. FIG. 6 is a flowchart showing a shift acceleration control process executed in step S6 of FIG. 5. FIG. 3 is a time chart illustrating a speed change operation according to the first embodiment.

Explanation of symbols

E engine
FW flywheel
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission
PS propeller shaft
DF differential
DSL left drive shaft
DSR right drive shaft
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
FL Left front wheel
FR Right front wheel 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 First clutch controller 6 First clutch hydraulic unit 7 AT controller 8 Second clutch hydraulic unit 9 Brake controller 10 Integrated controller 24 Brake hydraulic sensor
100 Target driving force calculator
200 Mode selection section
300 Target charge / discharge calculator
400 Operating point command section
400a Inertia phase start possibility judgment part
400b Shift promotion controller
400c regenerative braking control unit
500 Shift control

Claims (5)

An automatic transmission that achieves a plurality of shift speeds by fastening and releasing a plurality of fastening elements;
A motor generator provided on the input side of the automatic transmission;
In a vehicle shift control device having
Inertia phase start possibility determination means for determining whether or not the inertia phase of the shift can be started after the downshift condition of the automatic transmission is satisfied at the time of deceleration of the vehicle;
If it is determined that the inertia phase can be started, shift promotion control means for driving the motor generator and inputting shift promotion torque to the input side of the automatic transmission;
A shift control apparatus for a vehicle characterized by comprising: The vehicle shift control device according to claim 1,
The inertia phase start possibility determining means determines whether or not an inertia phase can be started based on a change in gear ratio of the automatic transmission. The vehicle shift control device according to claim 1 or 2,
The inertia phase start possibility determination means drives the motor generator to apply a predetermined torque to the input side of the automatic transmission when a downshift condition of the automatic transmission is satisfied during deceleration of the vehicle. A shift control apparatus for a vehicle, wherein it is determined whether or not an inertia phase can be started based on a change in gear ratio. In the vehicle shift control device according to claim 3,
The inertia phase start possibility determination means sets the predetermined torque to a magnitude that does not cause torque fluctuation in the automatic transmission. The shift control apparatus for a vehicle according to any one of claims 1 to 4,
A vehicle shift control device comprising regenerative braking control means for generating a regenerative braking torque in the motor generator when the vehicle is decelerated and no shift is being performed by the automatic transmission.

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