JP2010047257A - Mode switching controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a mode switching controller capable of controlling mode switching from hybrid (HEV) mode into electric running (EV) mode in a manner for preventing an engine from racing. <P>SOLUTION: The mode switching controller is constituted to give an order for releasing a first clutch when the time elapsed from the time t2 when an order for switching mode from HEV to EV is given becomes the first predetermined time TM1 (t3) by measuring the elapsed time and give an order for stopping the engine when the time elapsed becomes the second predetermined time TM2 (t5). The first predetermined time TM1 and the second predetermined time TM2 are set to release the first clutch after engine torque Te during engine operation disappears (Te=0) due to the stop of the engine. Consequently, it is possible to guarantee that the first clutch is released after the engine torque Te disappears when switching mode from HEV to EV, thereby reliably eliminating the occurrence of a sense of incongruity of racing of the engine due to too early release of the first clutch. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

The present invention can be driven not only by the engine but also by power from the motor / generator, and by electric power (EV) mode in which the vehicle travels only by power from the motor / generator, and by power from both the engine and the motor / generator. Regarding a hybrid vehicle having a hybrid running (HEV) mode capable of running,
In particular, the present invention relates to a mode switching control device for smoothly stopping the engine, which is required when switching to the former EV mode because the engine output becomes unnecessary during traveling in the latter HEV mode without shock.

Conventionally, various types of hybrid drive apparatuses used in the hybrid vehicle as described above have been proposed. As one of them, the one described in Patent Document 1 is known.
The hybrid drive device includes a first clutch that is coupled to a shaft that directs engine rotation to a transmission, includes a motor / generator between the engine and the transmission, and that removably couples the engine and the motor / generator. In addition, instead of the torque converter, the motor / generator and the transmission output shaft are detachably coupled to each other.

  When the hybrid vehicle having such a hybrid drive device disengages the first clutch and engages the second clutch, the hybrid vehicle is in an electric travel (EV) mode that travels only by the power from the motor / generator, and the first clutch and the second clutch When both the clutches are engaged, a hybrid running (HEV) mode that can run with power from both the engine and the motor / generator can be set.

In such a hybrid vehicle, the required driving force is reduced by the return operation of the accelerator pedal that was stepped on during the latter HEV mode, and this required driving force can be realized only by the motor / generator. When the output becomes unnecessary, the HEV mode is switched to the former EV mode.
In switching the mode, it is necessary to release the first clutch and switch the mode while stopping the engine.

  However, no suitable proposal has been made, including Patent Document 1, regarding a technique for performing the mode switching that is required for the mode switching and the engine stop so that the mode switching is smoothly performed without a sense of incongruity. .

Japanese Patent Laid-Open No. 11-082260

  Therefore, the following problems occur with respect to the release timing control of the first clutch and the stop timing control of the engine, which are necessary when switching the mode from the HEV mode to the EV mode.

  In other words, among the first clutch release and engine stop that should be performed when switching from HEV to EV mode, the release of the first clutch causes variations in the release timing due to changes in the temperature of the clutch hydraulic fluid, deterioration over time, etc. However, the engine stop timing varies due to friction changes due to temperature changes and wear over time.

  As a result, if the engine is stopped by, for example, fuel cut (fuel supply stop) while the release timing of the first clutch is delayed from the engine stop timing and the transmission torque capacity of the first clutch is larger than the engine torque, Torque fluctuations when the engine is stopped are transmitted to the rear drive wheels via the first clutch, causing a problem that an engine stop shock occurs.

  Conversely, the first clutch release timing is earlier than the engine stop timing, and even if the engine is in the above fuel cut, the first clutch is not yet stopped and generates positive drive torque. When the torque capacity is smaller than the engine torque, the engine is blown by the positive drive torque, causing a problem that the driver feels uncomfortable.

  The present invention relates to the latter problem among the above problems, that is, the transmission torque of the first clutch while the release timing of the first clutch is earlier than the stop timing of the engine and the engine is still generating the positive drive torque. An object of the present invention is to propose a mode switching control device for a hybrid vehicle in which the capacity is smaller than the engine torque so that the problem that the engine blows away and the driver feels uncomfortable is solved.

For this purpose, the hybrid vehicle mode switching control apparatus according to the present invention is configured as follows.
First, to explain the premise hybrid vehicle,
An engine and a motor / generator are provided as power sources, a first clutch capable of changing the transmission torque capacity is interposed between the engine and the motor / generator, and a second transmission torque capacity can be changed between the motor / generator and the driving wheel. Through the clutch,
By stopping the engine, releasing the first clutch and engaging the second clutch, it is possible to select the electric travel mode using only the power from the motor / generator, and by engaging both the first and second clutches, the engine And a hybrid travel mode by power from both the motor / generator can be selected.

The present invention relates to such a hybrid vehicle,
When the mode switching to the electric driving mode is instructed by stopping the engine and releasing the first clutch during traveling in the hybrid traveling mode, the elapsed time is measured by measuring the elapsed time from the mode switching command. On the basis of the above, the first clutch is released after the engine torque during engine operation disappears due to the stop of the engine.

  According to the above-described mode switching control device for a hybrid vehicle according to the present invention, the following operational effects can be obtained.

In other words, when driving in the hybrid driving mode is commanded to switch to the electric driving mode by stopping the engine and releasing the first clutch, the elapsed time from the mode switching command is measured and this elapsed time is calculated. Based on the above, in order to release the first clutch after the engine torque during engine operation disappears due to the engine stop,
The first clutch is not released while the engine being stopped is still generating positive drive torque, and the engine is blown away by prematurely releasing the first clutch, giving the driver a sense of discomfort. The above problem can be solved.

It is a schematic plan view which shows the power train of the hybrid vehicle which can apply the idea of this invention. It is a schematic plan view which shows the power train of the other hybrid vehicle which can apply the idea of this invention. It is a schematic plan view which shows the power train of the further another hybrid vehicle which can apply the idea of this invention. FIG. 4 is a skeleton diagram showing an automatic transmission in the power train shown in FIGS. FIG. 5 is an engagement logic diagram showing a relationship between a combination of engagement of shift friction elements in the automatic transmission shown in FIG. 4 and a selected shift stage of the automatic transmission. FIG. 4 is a block diagram showing a control system for the power train shown in FIG. It is a flowchart which shows the program of the basic driving force control which the integrated controller in the control system performs. FIG. 7 is an operation time chart of HEV → EV mode switching control executed by an integrated controller in the control system shown in FIG. 6. FIG.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration>
FIG. 1 shows a power train of a front engine / rear wheel drive hybrid vehicle equipped with a hybrid drive device to which the mode switching control device of the present invention can be applied, where 1 is an engine and 2 is drive wheels (left and right rear wheels). is there.
In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the longitudinal direction of the vehicle in the same manner as a normal rear wheel drive vehicle, and the engine 1 (crankshaft 1a) is rotated. A motor / generator 5 is provided in combination with the shaft 4 that transmits to the input shaft 3a of the automatic transmission 3.

The motor / generator 5 functions as a motor or a generator (generator), and is disposed between the engine 1 and the automatic transmission 3.
The first clutch 6 can be inserted between the motor / generator 5 and the engine 1, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 can be disconnected by the first clutch 6. To join.
Here, the transmission torque capacity of the first clutch 6 can be changed continuously or stepwise. For example, the transmission torque capacity can be changed by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a simple wet multi-plate clutch.

A second clutch 7 is inserted between the motor / generator 5 and the automatic transmission 3, more specifically between the shaft 4 and the transmission input shaft 3a, and the motor / generator 5 and the automatic transmission 3 are inserted by the second clutch 7. The releasable connection is made.
Similarly to the first clutch 6, the second clutch 7 can change the transmission torque capacity continuously or stepwise. For example, the proportional hydraulic solenoid can continuously control the clutch hydraulic fluid flow rate and the clutch hydraulic pressure to transmit torque. It consists of a wet multi-plate clutch whose capacity can be changed.

  The automatic transmission 3 is the same as that described in pages C-9 to C-22 on the "Skyline New Car (CV35) Manual" issued by Nissan Motor Co., Ltd. in January 2003. By selectively engaging or releasing a shift friction element (such as a clutch or a brake), a transmission system path (shift stage) is determined by a combination of engagement and release of these shift friction elements.

Therefore, the automatic transmission 3 shifts the rotation from the input shaft 3a at a gear ratio corresponding to the selected shift speed and outputs it to the output shaft 3b.
This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and used for traveling of the vehicle.
However, it goes without saying that the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.

The automatic transmission 3 is as shown in FIG. 4, and the outline thereof will be described below.
The input / output shafts 3a and 3b are arranged in a coaxial butt relationship, and the front planetary gear set Gf, the center planetary gear set Gm, and the rear planetary gear set Gr are sequentially arranged on the input / output shafts 3a and 3b from the engine 1 (motor / generator 5) side. These are the main components of the planetary gear transmission mechanism in the automatic transmission 3.

  The front planetary gear set Gf closest to the engine 1 (motor / generator 5) is a simple planetary gear comprising a front sun gear Sf, a front ring gear Rf, a front pinion Pf meshing with the front sun gear Sf, and a front carrier Cf rotatably supporting the front pinion. A gear set.

  Next, the center planetary gear set Gm close to the engine 1 (motor / generator 5) includes a center sun gear Sm, a center ring gear Rm, a center pinion Pm meshing with the center sun gear Sm, and a center carrier Cm that rotatably supports the center pinion. A planetary gear set.

  The rear planetary gear set Gr farthest from the engine 1 (motor / generator 5) is a simple planetary gear set comprising a rear sun gear Sr, a rear ring gear Rr, a rear pinion Pr meshing with the rear sun gear Sr, and a rear carrier Cr that rotatably supports the rear pinion. To do.

Front friction Fr / B, input clutch I / C, high-and-low reverse clutch H & LR / C, direct clutch D / C, reverse, as the transmission friction elements that determine the transmission path (speed stage) of the planetary gear transmission mechanism Brake R / B, low coast brake LC / B, and forward brake FWD / B
These are correlated with the above-mentioned components of the planetary gear sets Gf, Gm, and Gr together with three one-way clutches, namely, the three-speed one-way clutch 3rd / OWC, the first-speed one-way clutch 1st / OWC, and the forward one-way clutch FWD / OWC. Thus, the planetary gear transmission mechanism of the automatic transmission 3 is configured.

The front ring gear Rf is coupled to the input shaft 3a, and the center ring gear Rm can be appropriately coupled to the input shaft 3a by the input clutch I / C.
The front sun gear Sf is prevented from rotating in the direction opposite to the rotation direction of the engine 1 via the 3-speed one-way clutch 3rd / OWC, and the front brake Fr / disposed in parallel to the 3-speed one-way clutch 3rd / OWC. B can be fixed as appropriate.
Front carrier Cf and rear ring gear Rr are coupled to each other, and center ring gear Rm and rear carrier Cr are coupled to each other.

  The center carrier Cm is coupled to the output shaft 3b, and the center sun gear Sm does not rotate in the direction opposite to the rotation direction of the engine 1 with respect to the rear sun gear Sr via the first-speed one-way clutch 1st / OWC between the center sun gear Sm and the rear sun gear Sr. In addition, the center sun gear Sm and the rear sun gear Sr can be coupled to each other by the high and low reverse clutch H & LR / C.

The rear sun gear Sr and the rear carrier Cr can be coupled by a direct clutch D / C, and the rear carrier Cr can be appropriately fixed by a reverse brake R / B.
The center sun gear Sm is further prevented by the forward brake FWD / B and the forward one-way clutch FWD / OWC from rotating in the reverse direction of the engine 1 when the forward brake FWD / B is engaged, and the low coast brake. LC / B can be fixed as appropriate, so low coast brake LC / B is provided in parallel with forward brake FWD / B and forward one-way clutch FWD / OWC.

  The power transmission train of the planetary gear transmission mechanism has seven shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, LC / B, FWD / B, and three one-way. With the selective engagement shown in Fig. 5 for clutches 3rd / OWC, 1st / OWC, FWD / OWC as indicated by ◯ and ● (when engine braking), forward first speed (1st), forward second speed (2nd), The third forward speed (3rd), the fourth forward speed (4th), the fifth forward speed (5th), and the reverse speed stage (Rev) can be obtained.

  In the power train of FIG. 1 including the automatic transmission 3 described above, when the electric travel (EV) mode used at low load / low vehicle speed including when starting from a stopped state is required, the first clutch 6 Is released, the second clutch 7 is engaged, and the automatic transmission 3 is in a power transmission state.

When the motor / generator 5 is driven in this state, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift speed. The speed is changed according to the speed and output from the transmission output shaft 3b.
Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor / generator 5.

When hybrid driving (HEV driving) mode used when driving at high speeds, during heavy loads, or when the amount of power that can be taken out by the battery is low, both the first clutch 6 and the second clutch 7 are engaged, The automatic transmission 3 is brought into a power transmission state.
In this state, the output rotation from the engine 1, or both the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a, and the automatic transmission 3 is connected to the input shaft 3a. Is rotated according to the currently selected shift speed and output from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the rear wheel 2 via the differential gear device 8, and the vehicle can be hybrid-driven (HEV-driven) by both the engine 1 and the motor / generator 5.

  In such HEV traveling, when the engine 1 is operated with the optimal fuel efficiency, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 5 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 5, the fuel consumption of the engine 1 can be improved.

In FIG. 1, the second clutch 7 that detachably couples the motor / generator 5 and the drive wheel 2 is interposed between the motor / generator 5 and the automatic transmission 3,
As shown in FIG. 2, even if the second clutch 7 is interposed between the automatic transmission 3 and the differential gear device 8, the same function can be achieved.

In addition, in FIG. 1 and FIG. 2, a dedicated second clutch 7 is added before or after the automatic transmission 3,
Instead, as the second clutch 7, as shown in FIG. 3, a shift friction element for selecting a forward shift stage or a shift friction element for selecting a reverse shift stage existing in the automatic transmission 3 may be used.

The shift friction element of the automatic transmission 3 used as the second clutch 7 will be described later.
In this case, in addition to the second clutch 7 fulfilling the mode selection function described above, the automatic transmission is put into a power transmission state when engaged to fulfill this function, and a dedicated second clutch is not required and the cost is reduced. The top is very advantageous.

<Control system>
The engine 1, the motor / generator 5, the first clutch 6, and the second clutch 7 constituting the power train of the hybrid vehicle shown in FIGS. 1 to 3 are controlled by a system as shown in FIG.
In the following description, it is assumed that the power train is as shown in FIG. 3 (existing speed change friction element in the automatic transmission 3 as the second clutch 7).

  The control system of FIG. 6 includes an integrated controller 20 that performs integrated control of the operating point of the power train. The operating point of the power train is set to the target engine torque tTe and the target motor / generator torque tTm (even with the target motor / generator rotation speed tNm). And the target transmission torque capacity tTc1 (first clutch command pressure tPc1) of the first clutch 6 and the target transmission torque capacity tTc2 (second clutch command pressure tPc2) of the second clutch 7.

In order to determine the operating point of the power train, the integrated controller 20
A signal from the engine rotation sensor 11 for detecting the engine speed Ne;
A signal from the motor / generator rotation sensor 12 for detecting the motor / generator rotation speed Nm;
A signal from the input rotation sensor 13 for detecting the transmission input rotation speed Ni,
A signal from the output rotation sensor 14 that detects the transmission output rotation speed No,
A signal from an accelerator opening sensor 15 for detecting an accelerator pedal depression amount (accelerator opening APO) representing a required load state of the engine 1;
A signal from a storage state sensor 16 that detects a storage state SOC (carryable power) of the battery 9 that stores power for the motor / generator 5 is input.

  Among the sensors described above, the engine rotation sensor 11, the motor / generator rotation sensor 12, the input rotation sensor 13, and the output rotation sensor 14 can be arranged as shown in FIGS.

The integrated controller 20 is a driving mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed VSP) among the above input information. (EV mode, HEV mode) and target engine torque tTe, target motor / generator torque tTm (may be target motor / generator rotation speed tNm), target first clutch transmission torque capacity tTc1 (first clutch command pressure tPc1 ) And a target second clutch transmission torque capacity tTc2 (second clutch command pressure tPc2).
The target engine torque tTe is supplied to the engine controller 21, and the target motor / generator torque tTm (which may be the target motor / generator rotation speed tNm) is supplied to the motor / generator controller 22.

The engine controller 21 controls the engine 1 so that the engine torque Te becomes the target engine torque tTe.
The motor / generator controller 22 is connected to the motor / generator 5 via the battery 9 and the inverter 10 so that the torque Tm (or rotational speed Nm) of the motor / generator 5 becomes the target motor / generator torque tTm (or target motor / generator rotational speed tNm). The generator 5 is controlled.
The integrated controller 20 generates solenoid currents corresponding to the target first clutch transmission torque capacity tTc1 (first clutch command pressure tPc1) and the target second clutch transmission torque capacity tTc2 (second clutch command pressure tPc2). 2 Supply to the hydraulic control solenoid (not shown) of the clutch 7 so that the transmission torque capacity Tc1 (first clutch pressure Pc1) of the first clutch 6 matches the target transmission torque capacity tTc1 (first clutch command pressure tPc1) Also, the first clutch 6 and the second clutch 7 are set so that the transmission torque capacity Tc2 (second clutch pressure Pc2) of the second clutch 7 matches the target second clutch transmission torque capacity tTc2 (second clutch command pressure tPc2). The fastening force is controlled individually.

<General driving force control of hybrid vehicles>
The integrated controller 20 selects the above-described operation mode (EV mode, HEV mode), the target engine torque tTe, the target motor / generator torque tTm (may be the target motor / generator speed tNm), the target first clutch transmission torque capacity Calculation of tTc1 (first clutch command pressure tPc1) and target second clutch transmission torque capacity tTc2 (second clutch command pressure tPc2) is executed by the main routine shown in FIG.

First, in step S1, a steady attainment target driving force tFo0 is calculated from the accelerator opening APO and the vehicle speed VSP using a planned attainment target driving force map.
In the next step S2, the target shift stage SHIFT is determined from the accelerator opening APO and the vehicle speed VSP based on the planned shift map, and this is transferred to the shift control unit (not shown) of the automatic transmission 3 in step S9. Command to shift the automatic transmission 3 to the target shift stage SHIFT.

In step S3, the target operation mode (EV mode, HEV mode) is determined from the accelerator opening APO and the vehicle speed VSP using the planned target operation mode region map.
Normally, the target operation mode area map above is set so that the HEV mode is applied at high loads (large accelerator opening) and high vehicle speeds, and the EV mode is applied at low loads and low vehicle speeds. is there.

In the next step S4, the operation mode transition calculation is performed as follows by comparing the current operation mode with the target operation mode.
If the current operation mode matches the target operation mode, a command is issued to maintain the current operation mode EV mode or HEV mode.
If the current operation mode is the EV mode and the target operation mode is the HEV mode, the mode switching from the EV mode to the HEV mode is commanded.
If the current operation mode is the HEV mode and the target operation mode is the EV mode, the mode switching from the HEV mode to the EV mode is commanded.
Then, by outputting these commands in step S9, mode holding or mode switching is performed as instructed.

In step S5, the transient target driving force tFo is calculated every moment necessary for shifting from the current driving force to the ultimate target driving force tFo0 obtained in step S1 with a predetermined seasoning response.
In this calculation, for example, an output obtained by passing the ultimate target driving force tFo0 through a low-pass filter having a predetermined time constant can be used as the transient target driving force tFo.

In step S6, depending on the operation mode (EV mode, HEV mode) and mode switching, the transient target driving force tFo, the tire effective radius Rt of the driving wheel 2, the final gear ratio if, and the currently selected shift speed From the gear ratio iG of the automatic transmission 3 determined by the motor, the input rotational speed Ni of the automatic transmission 3, the engine rotational speed Ne, and the target discharge power tP according to the battery storage state SOC (power that can be taken out), A target engine torque tTe required to achieve the transient target driving force tFo is obtained in cooperation with the generator 5 or independently.
The target engine torque tTe determined in this way is commanded to the engine controller 21 in FIG. 6 in step S9, and the engine controller 21 controls the engine 1 so that the target engine torque tTe is realized.

In step S7, the first clutch 6 necessary to achieve the transient target driving force tFo or to perform mode switching according to the operation mode (EV mode, HEV mode) or mode switching. Then, target transmission torque capacities tTc1, tTc2 (clutch command pressures tPc1, tPc2) of the second clutch 7 are obtained.
The target transmission torque capacities tTc1, tTc2 (clutch command pressures tPc1, tPc2) of the first clutch 6 and the second clutch 7 determined in this way are commanded to the first clutch 6 and the second clutch 7 of FIG. 6 in step S9. Then, the engaging force is controlled so that the first clutch 6 and the second clutch 7 have the target transmission torque capacities tTc1 and tTc2.

In step S8, depending on the operation mode (EV mode, HEV mode) and mode switching, the transient target driving force tFo, the tire effective radius Rt of the driving wheel 2, the final gear ratio if, and the currently selected shift speed From the gear ratio iG of the automatic transmission 3 determined by the engine, the input rotational speed Ni of the automatic transmission 3, the engine rotational speed Ne, and the target discharge power tP according to the battery storage state SOC (carryable power), the engine 1 The target motor / generator torque tTm required to achieve the transient target driving force tFo is obtained either in cooperation with or alone.
The target motor / generator torque tTm thus determined is commanded to the motor / generator controller 22 of FIG. 6 in step S9, and the motor / generator controller 22 realizes the target motor / generator torque tTm for the motor / generator 5. Control as follows.

<HEV → EV mode switching control>
The above is the powertrain driving force control of a general hybrid vehicle. In the HEV → EV mode switching control aimed by the present invention, the accelerator pedal opening APO is reduced by releasing the accelerator pedal as shown in FIG. A description will now be given of the case where the HEV → EV mode switching command is issued and the automatic transmission 3 is upshifted from the fourth speed to the fifth speed.

  As described above, the HEV → EV mode is switched from the hybrid travel (HEV) mode in which the first clutch 6 and the second clutch 7 are engaged and the wheels 2 are driven by the power from the engine 1 and the motor / generator 5. 1 The clutch 6 is released and the engine 1 is stopped, and the mode is switched to the electric travel (EV) mode in which the wheels 2 are driven only by the power from the motor / generator 5, so the first clutch 6 is released and the engine 1 And the HEV → EV mode switching is performed.

Further, the upshift of the automatic transmission 3 from the 4th speed to the 5th speed causes the engaged direct clutch D / C to be released as indicated by an arrow in the engagement logic diagram of FIG. This is achieved by fastening the front brake Fr / B in a released state (hereinafter referred to as a fastening element).
Here, the direct clutch D / C (release element) is used as the second clutch 7 in FIG. 3, and in FIG. 8, the command pressure is indicated by tPc2, and the actual pressure is indicated by Pc2.

Further, in FIG. 8, the command pressure of the front brake Fr / B (engagement element) is indicated by tPc, the actual pressure thereof is indicated by Pc, and the transmission torque capacity thereof is indicated by Tc.
In addition to FIG. 8, as clearly shown in FIG. 5, the transmission torque capacity of the high & low reverse clutch H & LR / C that maintains the engaged state even during the upshift from the 4th speed to the 5th speed is shown as the torque Te of the engine 1, Along with the torque Tm of the motor / generator 5, the engine speed Ne, the motor / generator speed Nm, and the transmission output torque To,
The command pressure of the first clutch 6 in FIG. 3 is indicated by tPc1, the actual pressure is indicated by Pc1, and the transmission torque capacity is indicated by Tc1.

  However, the first clutch 6 is normally engaged and its transmission torque capacity Tc1 is set to the maximum value, and the transmission torque capacity Tc1 is reduced as the actual pressure Pc1 is controlled to be directed toward the command pressure tPc1. And

The command pressure tPc2 of the direct clutch D / C (release element) used this time as the second clutch 7 is instantly t1 when the 4 → 5 upshift command is issued when the accelerator opening APO (required driving force) decreases as shown in FIG. Although there is a slight response delay, it is set to 0 immediately in theory.
As a result, the actual pressure Pc2 of the direct clutch D / C (release element) is controlled to follow the command pressure tPc2 with a delay in hardware, and the direct clutch D / C (release element) is increased by 4 to 5 Release as early as possible from the instant t1 when the shift command is issued.
On the other hand, the front transmission Fr / B (engagement element) is not yet engaged, so that the automatic transmission 3 is in a neutral state where power cannot be transmitted.

When the accelerator opening APO (required driving force) shown in FIG. 8 further decreases, the HEV → EV mode switching command is issued at instant t2, and the accelerator opening APO = 0 is determined (idle determination) at instant t3. But,
At the instant t4 when the first predetermined time TM1 elapses from the HEV → EV mode switching command instant t2, the command pressure tPc1 of the first clutch 6 is theoretically immediately maximized although there is a slight response delay.
As a result, the actual pressure Pc1 of the first clutch 6 is controlled to follow the command pressure tPc1 with a delay in hardware, and the first clutch 6 has the transmission torque capacity Tc1 reduced as shown in the figure, and the slip shown in the figure. It is finally released after starting point.

From moment t5 when the second predetermined time TM2 elapses from HEV → EV mode switching command instant t2, the engine is stopped by fuel cut (fuel supply stop) from the control state corresponding to the accelerator opening APO until the engine torque Te The engine is suddenly reduced by operation, and the engine is stopped as indicated by the change in the engine speed Ne over time.
Note that the predetermined clutches TM1 and TM2 are such that the first clutch 6 is released after the engine torque Te during engine operation disappears due to the stop of the engine 1 (the positive engine torque in FIG. 8 disappears). A scheduled time having a correlation is shown (the release determination instant t6 of the first clutch 6 and the release instant t7 of the first clutch 6 are shown in FIG. 8).

  HEV → EV mode switching command From the instant t2 when the second predetermined time TM2 has elapsed from the instant t2, that is, in parallel with the engine stop operation performed from the instant t5 as described above, the automatic transmission 3 is increased 4 → 5. Rotation matching control is performed to prevent a shift shock in which the motor / generator 5 causes a decrease in the input side rotational speed accompanying the shift in advance.

  In this rotation matching control, the rotation speed Nm of the motor / generator 5 is set to the rotation speed before the shift from the start time t5 to the instant t8 when a predetermined target shift time (see FIG. 8) elapses to prevent shift shock. This is the rotational speed (Nm) control of the motor / generator 5 that reduces the rotational speed (shown as 4th speed in FIG. 8) to the speed after shifting (shown as 5th speed in FIG. 8). The number Nm is terminated at an instant t8 that approaches the post-shift speed (shown as the 5th speed in FIG. 8) with a margin.

  The command pressure tPc of the front brake Fr / B, which is the engagement element at the time of the 4 → 5 upshift, rises as shown in the figure from the engine stop command moment (motor / generator 5 rotation matching control start moment) t5. Until the end of rotation matching control of generator 5, t8 is set so that the actual pressure Pc causes the front brake Fr / B (engagement element) to make a loss stroke against the return spring, and thus the front brake Fr / B (engagement) Element) is kept in the state immediately before the start of fastening, and the fastening operation delay is minimized.

Then, at the moment t8 when the rotation matching control of the motor / generator 5 is finished, the command pressure tPc of the front brake Fr / B (engagement element) is maximized, and the actual pressure Pc is controlled so as to follow this with a hardware operation delay. As a result of the increase, the transmission torque capacity Tc of the front brake Fr / B (fastening element) is increased as shown in the figure.
When the front brake Fr / B (engagement element) is engaged, the automatic transmission 3 is upshifted from the fourth speed to the fifth speed by releasing the direct clutch D / C (release element).

As the front brake Fr / B (engagement element) is engaged, that is, the upshift from the 4th speed to the 5th speed is performed, the motor / generator 5 reduces the friction torque as is apparent from the change over time of the motor torque Tm. But,
From the instant t9 when the elapsed time from the rotation matching control end instant t8 of the motor / generator 5 becomes the third predetermined time TM3, the torque Tm of the motor / generator 5 becomes the target drive torque after switching from HEV to EV mode. The motor torque control is performed.
Here, during the third predetermined time TM3, the friction torque Tm of the motor / generator 5 disappears as the front brake Fr / B (engagement element) is engaged, that is, as the upshift from the fourth speed to the fifth speed progresses. This is a scheduled time set in advance as the time required.

With this motor torque control, the HEV → EV mode switching with the 4 → 5 upshift of the automatic transmission 3 ends at the instant t10 when the torque Tm of the motor / generator 5 becomes the target drive torque after the HEV → EV mode switching. But
Since the target drive torque after switching the HEV → EV mode is negative (engine brake request) due to the accelerator opening APO = 0 due to the release of the accelerator pedal, the motor / generator 5 regenerates energy after the instant t9. It functions as a generator that generates electricity.

  Note that the transmission torque capacity of the high and low reverse clutch H & LR / C that maintains the engaged state during the 4 → 5 upshift of the automatic transmission 3 is as shown in FIG. 8, and the torque Tm of the motor / generator 5 is HEV → EV HEV → EV mode switching end instant t10 that becomes the target drive torque after mode switching, and before that, control to torque capacity that can transmit torque from engine 1 and motor / generator 5 in response to HEV mode After the instant t10, the torque capacity is controlled so that the torque from the motor / generator 5 can be transmitted in response to the EV mode.

<Effect>
According to the HEV → EV mode switching control of the present embodiment described above, the following operational effects can be obtained.
First, when switching the mode from the HEV mode to the EV mode by stopping the engine 1 and releasing the first clutch 6, the engagement torque capacity of the second clutch 7 (direct clutch D / C) (actual pressure in FIG. 8) (Determined by Pc2) with the second clutch 7 lowered so as to absorb the shock (change in engine torque Te shown by hatching in FIG. 8) when the engine stops (in FIG. In order to cause the engine 1 to stop and the first clutch 6 to be released at the time of the mode switching, with the engagement torque capacity of the direct clutch D / C, which is a two-clutch, set to 0)
Even when the release timing of the first clutch 6 is delayed and the engine 1 is stopped while the transmission torque capacity Tc1 of the first clutch 1 is larger than the engine torque Te, the engine 1 is stopped. The second clutch 7 (direct clutch D / C) in which torque fluctuation at the time of stopping (change in engine torque Te shown by hatching in FIG. 8) is present on the way to the driving wheel 2 behind the first clutch 6 ) To prevent the engine stop shock and avoid the above-mentioned conventional problems related to this shock, as is apparent from the change over time in the output torque To that is absorbed by the slip of .

  In order to solve this problem, it is conceivable to cancel the engine stop shock by torque control of the motor / generator 5 instead of the countermeasure of the above-described embodiment. However, in this technique, the first clutch 6 described above is used. Due to the variation in the release timing of the engine and the variation in the stop timing of the engine 1, a reliable solution to the problem cannot be expected. As volume control becomes necessary, problem solving becomes even more difficult.

By the way, in this embodiment, as described above, when the HEV → EV mode is switched, the engagement torque capacity (determined by the actual pressure Pc2 in FIG. 8) of the second clutch 7 (direct clutch D / C) is determined. Is stopped to absorb the shock when the engine stops (change in engine torque Te shown by hatching in FIG. 8), and the engine 1 for mode switching is stopped and the first clutch 6 is released. To do
The above-described torque compensation control of the motor / generator 5 for preventing HEV → EV mode switching shock is unnecessary, and the engine stop described above is not bothered by the determination of the torque compensation timing and torque compensation amount to be determined at the time of the control. A shock prevention function can be obtained with certainty.

When torque compensation control of the motor / generator 5 for preventing engine stop shock at the time of switching the HEV → EV mode is necessary, when the HEV → EV mode switching involves a shift of the automatic transmission, In other words, when it is necessary to perform rotation alignment control of the motor / generator 5 for countermeasures against shift shock, it is necessary to perform rotation alignment control while performing torque compensation control on the motor / generator 5,
These controls cannot be performed at the same time, and are performed sequentially from the higher priority, resulting in a new problem that the mode switching response is remarkably deteriorated.

However, in the present embodiment, as described above, since the engine stop shock prevention function can be achieved when switching from HEV to EV mode without the torque compensation control of the motor / generator 5,
The motor / generator 5 only needs to be rotationally aligned for countermeasures against shift shocks, and the above-mentioned new problems are not caused, and the controllability of rotational alignment control for countermeasures against shift shocks by the motor / generator 5 can be improved. .

  By the way, due to variations in the release timing of the first clutch 6, contrary to the above, the engine 1 is still stopped even if the engine 1 is in the engine stop operation (fuel cut in this embodiment) earlier than the stop timing of the engine 1. If the transmission torque capacity of the first clutch 6 is smaller than the engine torque Te while the positive drive torque is being generated, the engine will blow away due to the positive drive torque, giving the driver a sense of incongruity. Cause problems.

However, in this embodiment, as described above, the elapsed time from the HEV → EV mode switching command (instant t2 in FIG. 8) is measured, and when this elapsed time becomes the first predetermined time TM1 (FIG. 8). When the release of the first clutch 6 is commanded and the elapsed time from the measured HEV → EV mode switching command t2 becomes the second predetermined time TM2 (instant t5 in FIG. 8), the engine Configure to command 1 stop,
During the first predetermined time TM1 and the second predetermined time TM2, the first clutch 6 is released after the engine torque Te during engine operation disappears (Te = 0) due to the engine 1 being stopped. Because we set
When the HEV → EV mode is switched, it can be guaranteed that the release of the first clutch 6 is performed after the completion of the stop of the engine 1 (disappearance of the engine torque Te).

  For this reason, even if the engine 1 is in the engine stop operation (fuel cut in this embodiment), the first clutch 6 is not released while the positive drive torque is generated without stopping yet ( The transmission torque capacity of the first clutch 6 does not become smaller than the engine torque Te), and the release of the first clutch 6 that is too early causes the engine to blow away due to the positive drive torque, causing the driver to feel uncomfortable. This problem can be solved reliably.

Further, in this embodiment, the engagement torque capacity of the second clutch 7 (direct clutch D / C) (determined by the actual pressure Pc2 in FIG. 8) is applied to the shock when the second clutch 7 stops the engine (hatched in FIG. 8). (Change in engine torque Te indicated by) is reduced so as to be absorbed (in FIG. 8, with the engagement torque capacity of the direct clutch D / C being the second clutch being 0), In order to perform rotation matching control for gear shift shock countermeasures by the motor / generator 5 at the time of 4 → 5 upshift,
The rotation matching control by the motor / generator 5 can be performed regardless of the output torque To and regardless of the motor / generator torque Tm. Therefore, the engine stop operation (mode switching) and the rotation matching control (shift control) can be performed. ) Can be simultaneously performed in parallel, and this can be accomplished in a short time even when the HEV → EV mode is switched with the shift of the automatic transmission 3.

In the above, the 4 → 5 upshift of the automatic transmission 3 is a shift that does not involve a one-way clutch as is apparent from the engagement logic of FIG.
Based on the elapsed time from the HEV → EV mode switching command t2 (predetermined times TM2, TM1), the engine 1 is stopped and the first clutch 6 is released after the engine torque Te during engine operation disappears. I prevented the engine from being blown,
There is a one-way clutch (reverse drive prohibition element) that inhibits reverse drive from the drive wheel 2 to the engine 1 by idling in the transmission system generated by the engagement of the speed change friction element that is engaged at the time of shifting. If you do not cause the engine to blow,
The stop of the engine 1 and the release of the first clutch 6 are immediately started at the time t2 of the HEV → EV mode switching command.

  Thus, when the stop of the engine 1 and the release of the first clutch 6 are immediately started at the time t2 of the HEV → EV mode switching command, the mode switching responsiveness and the improvement of the fuel consumption of the engine are realized.

In the above, the 4 → 5 upshift of the automatic transmission 3 is performed by changing the friction element that releases the direct clutch D / C from the engaged state and also engages the high and low reverse clutch H & LR / C from the released state. Because
The direct clutch D / C, which is the disengagement side frictional element, is used as the second clutch 7 (see Fig. 3), and the second clutch 7 is not required to be newly installed as shown in Figs. And a great advantage over space.

  By the way, at the time of HEV → EV mode switching that involves shifting of the automatic transmission 3 that does not depend on switching of friction elements, or at the time of HEV → EV mode switching that does not involve shifting, the automatic transmission is set to the transmission state during the mode switching. By using the shift friction element for maintaining as the second clutch 7 in FIG. 3, it is possible to achieve the same effect as the second clutch 7 does not need to be newly installed as shown in FIGS. it can.

  As an example, as is clear from FIG. 5 showing the engagement logic of the automatic transmission 3, the high and low reverse clutch H & LR / C is engaged at all gears other than the second speed. 3 can be used as the second clutch in FIG. 3 to release it during HEV → EV mode switching, or to reduce its transmission torque capacity, thereby achieving the above-described effects.

1 Engine 2 Drive wheel (rear wheel)
3 Automatic transmission
Gf Front planetary gear set
Gm Center planetary gear set
Gr Rear planetary gear set
Fr / B front brake
I / C input clutch
H & LR / C High and Low Reverse Clutch
D / C direct clutch (second clutch)
R / B reverse brake
LC / B low coast brake
FWD / B forward brake
3rd / OWC 3-speed one-way clutch
1st / OWC 1-speed one-way clutch
FWD / OWC Forward one-way clutch 4 Transmission shaft 5 Motor / generator 6 First clutch 7 Second clutch 8 Differential gear unit 9 Battery
10 Inverter
11 Engine rotation sensor
12 Motor / generator rotation sensor
13 Transmission input rotation sensor
14 Transmission output rotation sensor
15 Accelerator position sensor
16 Battery charge sensor
20 Integrated controller
21 Engine controller
22 Motor / generator controller

Claims (3)

An engine and a motor / generator are provided as power sources, a first clutch capable of changing the transmission torque capacity is interposed between the engine and the motor / generator, and a second transmission torque capacity can be changed between the motor / generator and the driving wheel. Through the clutch,
By stopping the engine, releasing the first clutch and engaging the second clutch, it is possible to select the electric travel mode using only the power from the motor / generator, and by engaging both the first and second clutches, the engine And a hybrid vehicle that can select a hybrid driving mode by power from both the motor / generator,
When the mode switching to the electric driving mode is instructed by stopping the engine and releasing the first clutch during traveling in the hybrid traveling mode, the elapsed time is measured by measuring the elapsed time from the mode switching command. In accordance with the present invention, the mode switching control device for a hybrid vehicle is configured to release the first clutch after engine torque during engine operation disappears due to the engine being stopped. In the mode switching control device according to claim 1,
When the elapsed time from the measured mode switching command reaches the first predetermined time, the first clutch is instructed to be released, and the elapsed time from the measured mode switching command is set to the second predetermined time. When it becomes, it is configured to command the stop of the engine,
The hybrid vehicle is characterized in that the first predetermined time and the second predetermined time are set such that the first clutch is released after the engine torque during engine operation disappears due to the stop of the engine. Mode switching control device. The mode switching control device according to claim 1 or 2, wherein the hybrid vehicle includes an automatic transmission between the motor / generator and driving wheels.
The mode change is accompanied by a shift of the automatic transmission, and the shift is performed by engagement of a disengaged shift friction element, and a transmission system generated by the engagement is reversed from the drive wheel to the engine. When there is a reverse drive prohibition element that prohibits driving by idling, and this element is idling, the mode stop command for stopping the engine and releasing the first clutch from the hybrid travel mode to the electric travel mode is provided. A mode switching control apparatus for a hybrid vehicle, characterized in that it is configured to be performed immediately at times.

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