JP2010241331A - Vehicular power transmission control apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To start an internal combustion engine without using a starter motor during a vehicle stop in a vehicular power transmission control apparatus applied to a vehicle having an internal combustion engine and an electric motor as power sources. <P>SOLUTION: This apparatus includes a changeover mechanism which changes a connection state of an electric motor output shaft to any one of "an IN-Connection State" in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, "an OUT-Connection State" in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft, and "a neutral state" in which no transmission path therebetween is provided. When the internal combustion engine is started during a vehicle stop, the transmission input shaft is rotatably driven by electric motor drive power after changing the changeover mechanism from the neutral state to the IN-Connection state, and changing a clutch mechanism from a shut off state to an engagement state. The internal combustion engine is started in a state where the output shaft of the internal combustion engine is rotatably driven by the power of the transmission input shaft. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power transmission control device for a vehicle, and particularly relates to one applied to a vehicle including an internal combustion engine and an electric motor as power sources.

  In recent years, so-called hybrid vehicles including an internal combustion engine and an electric motor (electric motor, motor generator) as power sources have been developed (see, for example, Patent Document 1). In a hybrid vehicle, an electric motor is used as a power source that generates a driving torque for driving the vehicle in cooperation with or alone with the internal combustion engine. In addition, the electric motor is used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electric energy supplied to and stored in the battery of the vehicle. By using the electric motor in this way, the overall energy efficiency (fuel consumption) of the entire vehicle can be improved.

JP 2000-224710 A

  By the way, in the hybrid vehicle, there are a case where a connection state (hereinafter referred to as “IN connection state”) in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission is adopted. A connection state (hereinafter referred to as an “OUT connection state”) is adopted in which a power transmission system is formed between the output shaft of the transmission and the output shaft of the transmission (accordingly, drive wheels) without passing through the transmission. And there are cases.

  In the IN connection state, the rotational speed of the output shaft of the electric motor with respect to the vehicle speed can be changed by changing the gear position of the transmission. Therefore, by adjusting the gear position of the transmission, the rotational speed of the output shaft of the motor is maintained within a range where energy conversion efficiency (more specifically, generation efficiency of drive torque, regenerative torque, etc.) is good. There is a merit that it is easy.

  On the other hand, in the OUT connection state, there is an advantage that power transmission loss can be reduced because the power transmission system does not involve a transmission having a complicated mechanism. Further, in a transmission (especially a transmission of a type that does not include a torque converter), normally, transmission of power from the input shaft to the output shaft of the transmission is temporarily performed during a gear shift operation (a gear shift operation). It is often blocked by As a result, a rapid change in acceleration in the vehicle longitudinal direction (so-called shift shock) is likely to occur. Even during such a shift operation, in the OUT connection state, the drive torque of the motor can be continuously output to the output shaft (and hence the drive wheel) of the transmission, and there is an advantage that shift shock can be reduced. . Hereinafter, the torque in the acceleration direction of the vehicle transmitted to the input shaft of the transmission based on the torque of the output shaft of the motor is referred to as “motor-side drive torque”, and the input of the transmission is determined based on the torque of the output shaft of the internal combustion engine. The torque in the acceleration direction of the vehicle transmitted to the shaft is referred to as “internal combustion engine side driving torque”.

  In view of the above, the applicant of the present application, in Japanese Patent Application No. 2007-271556, refers to the connection state of the output shaft of the motor (hereinafter also simply referred to as “motor connection state”) as an IN connection state and an OUT connection state. A switchable switching mechanism has already been proposed. In this switching mechanism, a connection state in which a power transmission system is not formed between the output shaft of the motor and the input shaft of the transmission or between the output shaft of the motor and the output shaft of the transmission (hereinafter referred to as “non-connection state”). May also be selected.

  By the way, it is assumed that the condition for starting the internal combustion engine is satisfied when the vehicle is stopped and the internal combustion engine is stopped (specifically, the rotation of the output shaft of the internal combustion engine is stopped). Hereinafter, in this specification, “start” of the internal combustion engine means the start of ignition of the air-fuel mixture in the combustion chamber. The internal combustion engine start condition is, for example, that the remaining amount of the battery that supplies electric energy to the electric motor (the amount of accumulated (chemical) energy) is small, and the vehicle starts (or travels) using only the electric motor torque. Applicable if not possible. In such a case, by starting the internal combustion engine, the electric motor can be driven as a generator using the driving force of the internal combustion engine. As a result, when the vehicle is stopped, the battery can be charged using electric energy obtained by power generation.

  In order to start the internal combustion engine, a power source for rotationally driving the output shaft of the internal combustion engine is required. Conventionally, a so-called starter motor has been used as the power source. The present inventor has found a method of starting an internal combustion engine by using the power of the input shaft of a transmission driven by an electric motor instead of a starter motor as the power source by utilizing the switching mechanism. .

  An object of the present invention is a vehicle power transmission control device applied to a vehicle having an internal combustion engine and an electric motor as power sources, which can start the internal combustion engine without using a starter motor while the vehicle is stopped. It is to provide.

  A vehicle power transmission control device according to the present invention includes a transmission, a switching mechanism, and a control means. Hereinafter, it will be described in order.

  The transmission includes an input shaft that forms a power transmission system with an output shaft of the internal combustion engine, and an output shaft that forms a power transmission system with drive wheels of the vehicle. The transmission is configured to be able to adjust the ratio of the rotational speed of the input shaft of the transmission to the rotational speed of the output shaft of the transmission (transmission reduction ratio). Even if the transmission is a multi-stage transmission capable of setting a plurality of different predetermined reduction ratios as the transmission reduction ratio, the reduction ratio is continuously adjusted (steplessly) as the transmission reduction ratio. It may be a continuously variable transmission.

  The transmission includes a torque converter and a multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a speed change operation is automatically executed according to the running state of the vehicle. A multi-stage transmission (so-called manual transmission (MT)) that does not include a converter may be used. In the case of MT, even if the shift operation is directly executed by the driver's operating force of the shift lever, the speed is changed by the driving force of the actuator based on the signal indicating the position of the shift lever operated by the driver. Even if the operation is performed, the speed change operation can be automatically performed by the driving force of the actuator according to the traveling state of the vehicle regardless of the shift lever operation by the driver (so-called automated manual). -Transmission).

  The switching mechanism includes the motor connection state, an IN connection state in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission, and an output shaft of the motor and an output of the transmission. An OUT connection state in which a power transmission system is formed without passing through the transmission between the shaft, and between the output shaft of the motor and the input shaft of the transmission, and between the output shaft of the motor and the transmission. It is configured to be switchable between at least two states including an IN connection state among a non-connection state in which no power transmission system is formed between the output shaft and the output shaft. Specifically, the switching mechanism can be switched only to the IN connection state and the OUT connection state, the switchable only to the IN connection state and the non-connection state, and the IN connection state, the OUT connection state, and the non-connection state. A switchable state can be used for any of the connection states.

  Hereinafter, the product of the ratio of the rotational speed of the output shaft of the motor to the rotational speed of the input shaft of the transmission in the IN connection state (first reduction ratio) and the transmission reduction ratio is defined as “IN connection reduction ratio”, and OUT The ratio of the rotational speed of the output shaft of the motor to the rotational speed of the output shaft of the transmission in the connected state is defined as “OUT connection reduction ratio”. The “IN connection reduction ratio” can change as the transmission reduction ratio changes. On the other hand, the “OUT connection reduction ratio” can be kept constant regardless of the transmission reduction ratio. In the IN connection state, normally, the “first reduction ratio” (= the ratio of the rotational speed of the output shaft of the motor to the rotational speed of the input shaft of the transmission) is fixed (eg, 1). Further, normally, the ratio of the rotational speed of the output shaft of the internal combustion engine to the rotational speed of the input shaft of the transmission (hereinafter referred to as “second reduction ratio”) is also constant (for example, 1).

  The control means controls the internal combustion engine, the electric motor, and the switching mechanism according to the state of the vehicle. A feature of the present invention is that the condition for starting the internal combustion engine is satisfied when the vehicle is in a stopped state, the internal combustion engine is stopped, and the electric motor connection state is a connection state other than the IN connection state. The control means switches the motor connection state to the IN connection state, and then adjusts the motor side drive torque to transmit power from the input shaft of the transmission to the output shaft of the internal combustion engine. The internal combustion engine is started while rotating the output shaft.

  Here, the control means normally adjusts the electric motor connection state to the non-connection state when the vehicle is in a stopped state. Further, when the vehicle is in a stopped state, the transmission gear stage is usually a non-traveling gear stage (so-called parking, in which a power transmission system is not formed between the input shaft and the output shaft of the transmission. Adjusted to neutral).

  A joining state for transmitting at least part of power between the output shaft of the internal combustion engine and the input shaft of the transmission; and between the output shaft of the internal combustion engine and the input shaft of the transmission; When a clutch mechanism that can be adjusted to a disconnected state that does not transmit power is interposed, the control means normally adjusts the clutch mechanism to the disconnected state when the vehicle is in a stopped state. In this case, when a condition for starting the internal combustion engine is satisfied, the control means switches the clutch mechanism to the engaged state, and then adjusts the motor side drive torque to rotate the output shaft of the internal combustion engine. Configured as follows.

  In the IN connection state, the input shaft of the transmission can be rotationally driven by driving the electric motor. Therefore, when the vehicle is stopped, by switching the motor connection state that is in the disconnected state to the IN connection state, the power of the input shaft of the transmission that is rotationally driven by the driving torque of the motor is used as the power source for starting the internal combustion engine. Can be used as The above configuration is based on such knowledge. According to this, by utilizing the switching mechanism, the internal combustion engine can be started without using the starter motor while maintaining the stop state of the vehicle. As a result, the starter motor can be omitted.

  In order to maintain the vehicle stop state while the input shaft of the transmission is rotated by the drive torque of the electric motor, the transmission needs to be adjusted to the non-traveling gear stage. Further, when the output shaft of the transmission is driven by the driving torque of the electric motor in the OUT connection state, the vehicle starts. Therefore, in the OUT connection state, the internal combustion engine cannot be started using the drive torque of the electric motor while maintaining the stop state of the vehicle.

  In the power transmission control device according to the present invention, the control means adjusts the internal combustion engine side drive torque to a positive value after the start of the internal combustion engine, and sets the electric motor side drive torque to a negative value. By adjusting, it is preferable that the rotational speed of the output shaft of the internal combustion engine is adjusted and the electric motor exhibits a power generating action.

  The motor side drive torque, which is the torque in the acceleration direction of the vehicle, has a positive value when the motor is converting electric energy into rotational energy of the output shaft (the motor is operating as a power source). It means that the motor side drive torque is a negative value. The motor is in a state of converting the rotational energy of the output shaft into electric energy (the motor is operating as a generator). Means.

  Therefore, according to the above configuration, after the internal combustion engine is started, the electric motor is driven as a generator using the driving force of the internal combustion engine. As a result, it is possible to charge the battery using the electric energy obtained by the power generation while maintaining the stopped state of the vehicle.

  In this way, while the internal combustion engine side drive torque is adjusted to a positive value and the electric motor side drive torque is adjusted to a negative value after the internal combustion engine is started, the control means performs the fuel consumption rate of the internal combustion engine. Is adjusted to a predetermined value or more and the rotational speed of the output shaft of the internal combustion engine is adjusted to the smallest value within a range in which a state where the magnitude of the torque of the output shaft of the electric motor is adjusted to a predetermined value or more can be secured. Thus, it is preferable that the internal combustion engine side driving torque and the electric motor side driving torque are configured to be adjusted.

  In a state where the electric motor is operating as a generator, the larger the torque of the output shaft of the electric motor, the larger the electric energy (especially current) obtained by power generation. Further, the smaller the rotational speed of the output shaft of the internal combustion engine (and hence the output shaft of the electric motor), the lower the operating noise of the internal combustion engine and the electric motor. Therefore, according to the above configuration, after the internal combustion engine is started, there can be obtained a state in which the operation noise of the internal combustion engine and the electric motor is low, the fuel consumption rate of the internal combustion engine is large, and the electric energy obtained by power generation is large. . That is, the battery can be charged in a state where the operation sound is low and the overall energy efficiency (fuel consumption) of the vehicle as a whole is good while the operation sound is easily detected in the vehicle.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. It is the figure which showed 3 states which can be switched in the switching mechanism shown in FIG. 2 is a time chart showing an example of an operation when an E / G start condition is satisfied while the vehicle is stopped when the apparatus shown in FIG. 1 is applied. It is the graph which showed the relationship between temperature, such as E / G water temperature, and the lower limit of the E / G rotational speed range required for ignition of E / G. FIG. 4 is a time chart corresponding to FIG. 3 in a case where an increasing gradient of M / G side driving torque is changed according to an E / G rotation speed. 6 is a graph showing the relationship between the E / G rotation speed shown in FIG. 5 and the increasing gradient of M / G side driving torque. It is the time chart which showed an example in the case of adjusting the M / G side drive torque and performing feedback control of the transition of the increase in E / G rotational speed from zero. It is the time chart which showed an example in the case of adjusting the M / G side drive torque and performing feedback control of the E / G rotational speed after the E / G rotational speed reaches the lower limit of the range necessary for ignition. FIG. 6 is a time chart showing another example of feedback control of the E / G rotational speed by adjusting the M / G side driving torque after the E / G rotational speed reaches the lower limit of the range necessary for ignition. is there. FIG. 6 is a time chart showing another example of controlling the E / G rotational speed by adjusting the M / G side driving torque after the E / G rotational speed reaches the lower limit value of the range necessary for ignition. . It is a figure for demonstrating the M / G side drive torque, E / G side drive torque, and E / G rotational speed which should be adjusted after E / G start. It is the time chart which showed the other example of the change of the M / G side drive torque and E / G side drive torque after E / G start.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle is applied to a vehicle that includes a so-called automated manual transmission that uses a multi-stage transmission that includes an internal combustion engine and a motor generator as power sources and does not include a torque converter.

  This vehicle includes an engine (E / G) 10, a transmission (T / M) 20, a clutch (C / T) 30, a motor generator (M / G) 40, and a switching mechanism 50. . E / G10 is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft A1 of E / G10 is connected to the input shaft A2 of T / M20 via C / T30.

  The T / M 20 is one of well-known multi-stage transmissions that do not include a torque converter having a plurality of forward speeds (for example, five), a reverse speed, and a parking speed and a neutral speed. is there. Hereinafter, the forward gear and the reverse gear are referred to as “travel gear”. In the traveling gear stage, a power transmission system is formed between the input / output shafts A2 and A3 of the T / M 20. On the other hand, in the parking stage and the neutral stage, no power transmission system is formed between the input / output shafts A2 and A3 of the T / M 20. In the travel gear stage, the T / M 20 can arbitrarily set a transmission reduction ratio Gtm, which is a ratio of the rotational speed of the input shaft A2 to the rotational speed of the output shaft A3, in any of a plurality of stages. In the T / M 20, the shift speed is switched only by controlling the T / M actuator 21.

  The C / T 30 has one of well-known configurations, and is a shut-off state in which no power is transmitted between the output shaft A1 of the E / G 10 and the input shaft A2 of the T / M 20, and a joined state in which power is transmitted. Can be adjusted. Hereinafter, for convenience of explanation, a state in which the rotations of the input shaft A2 and the output shaft A3 of the T / M 20 coincide with each other in the joined state is referred to as a “completely joined state”, and a state in which the rotation does not coincide with each other Call it. In the fully joined state, the above-mentioned “second reduction ratio” is “1”. In this vehicle, a clutch pedal is not provided. The state of C / T 30 is controlled by adjusting the clutch stroke by C / T actuator 31.

  The M / G 40 has one of known configurations (for example, an AC synchronous motor), and for example, a rotor (not shown) rotates integrally with the output shaft A4. The M / G 40 functions as both a power source and a generator.

  The switching mechanism 50 is a mechanism that switches the connection state of the output shaft A4 of the M / G 40. The switching mechanism 50 includes a connecting piece 51 that rotates integrally with the output shaft A4 of the M / G 40, a connecting piece 52 that rotates integrally with the gear g1, a connecting piece 53 that rotates integrally with the gear g3, a sleeve 54, and a switching actuator 55. With. The gear g1 is always in mesh with the gear g2 that rotates integrally with the input shaft A2 of the T / M 20, and the gear g3 is always meshed with the gear g4 that rotates integrally with the output shaft A3 of the T / M 20.

  The sleeve 54 is disposed so as to be coaxially movable in the axial direction of the output shaft A4 of the M / G 40, and its position in the axial direction is controlled by the switching actuator 55. The sleeve 54 can be splined to the connecting pieces 51, 52, 53.

  When the sleeve 54 is controlled to the IN connection position shown in FIG. 2A, the sleeve 54 is spline-fitted with the connecting pieces 51 and 52. Thereby, a power transmission system is formed between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g1 and g2. This state is called an “IN connection state”.

  In the IN connection state, the ratio of the rotational speed of the output shaft A4 of the M / G 40 to the rotational speed of the input shaft A2 of the T / M 20 is referred to as “first reduction ratio G1,” and the first reduction ratio G1 and the transmission reduction ratio Gtm. (G1 · Gtm) is referred to as “IN connection reduction ratio Gin”. In this example, since G1 = (number of teeth of g2) / (number of teeth of g1), Gin = (number of teeth of g2) / (number of teeth of g1) · Gtm. That is, Gin changes according to the change of the gear position of T / M20.

  When the sleeve 54 is controlled to the OUT connection position shown in FIG. 2B, the sleeve 54 is spline-fitted with the connecting pieces 51 and 53. Accordingly, a power transmission system is formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g3 and g4 without using the T / M 20. This state is called “OUT connection state”.

  In the OUT connection state, the ratio of the rotation speed of the output shaft A4 of the M / G 40 to the rotation speed of the output shaft A3 of the T / M 20 is referred to as “OUT connection reduction ratio Gout”. In this example, Gout is constant at (number of teeth of g4) / (number of teeth of g3). That is, Gout does not change according to the change in the gear position of T / M20.

  Further, when the sleeve 54 is controlled to the non-connection position shown in FIG. 2C, the sleeve 54 is spline-fitted only with the connecting piece 51. Thereby, a power transmission system is not formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40, or between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40. This state is called “neutral state”.

  As described above, the switching mechanism 50 controls the switching actuator 55 (thereby controlling the position of the sleeve 54) to thereby connect the output shaft A4 of the M / G 40 (hereinafter also referred to as “M / G connection state”). .) Can be selectively switched to any one of “IN connection state”, “OUT connection state”, and “neutral state”.

  The output shaft A3 of the T / M 20 is connected to an operating mechanism D / F, and the operating mechanism D / F is connected to a pair of left and right drive wheels. Note that a so-called final reduction mechanism may be interposed between the output shaft A3 of the T / M 20 and the operation mechanism D / F.

  Further, the present apparatus includes a wheel speed sensor 61 that detects the wheel speed of the drive wheel, an accelerator opening sensor 62 that detects an operation amount of the accelerator pedal AP, a shift position sensor 63 that detects the position of the shift lever SF, And a brake sensor 64 for detecting whether or not the brake pedal BP is operated.

  Further, this apparatus includes an electronic control unit ECU 70. The ECU 70 controls the actuators 21, 31, 55 based on the information from the above-described sensors 61 to 64, other sensors, and the like, so that the T / M 20 shift stage, the C / T 30 state, And the state of the switching mechanism 50 is controlled. In addition, the ECU 70 controls each output (drive torque) of the E / G 10 and the M / G 40.

  The shift speed of T / M 20 is a required torque Tr (T / M 20 of T / M 20) calculated based on the vehicle speed V obtained from the wheel speed sensor 61 and the amount of operation of the accelerator pedal AP by the driver obtained from the accelerator opening sensor 62. Torque based on the input shaft A2) and the position of the shift lever SF obtained from the shift position sensor 63. When the position of the shift lever SF is at a position corresponding to the “manual mode”, the gear position of the T / M 20 is set in principle to the gear position selected by the driver by operating the shift lever SF. On the other hand, when the shift lever SF is in a position corresponding to the “automatic mode”, the shift lever SF is operated based on the combination of the vehicle speed V and the required torque Tr, etc. Not automatically controlled. Hereinafter, the operation when the gear position of the T / M 20 is changed is referred to as “shift operation”. The start of the shift operation corresponds to the start of the movement of the member that moves in relation to the change of the gear position, and the end of the shift operation corresponds to the end of the movement of the member.

  The C / T 30 is normally maintained in a joined state (particularly, a completely joined state), and is maintained in a cut-off state, for example, when the shift lever SF is in the “neutral” position during the shifting operation of the T / M 20. . Further, C / T 30 is a maximum value of torque that can be transmitted (hereinafter referred to as “clutch torque Tc”) according to the clutch stroke adjusted by the C / T actuator 31 in the engaged state (particularly in the semi-joined state). Can be adjusted).

  The clutch torque Tc can be adjusted more precisely than the torque of the output shaft A1 of the E / G 10 itself. Therefore, by controlling the clutch torque Tc while maintaining the drive torque of the output shaft A1 of the E / G10 larger than the clutch torque Tc, the input shaft of the T / M20 based on the torque of the output shaft A1 of the E / G10 The torque transmitted to A2 can be finely adjusted to coincide with the clutch torque Tc.

  The M / G 40 is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the E / G 10 in cooperation with or independently of the E / G 10. The M / G 40 is also used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electrical energy supplied and stored in a battery (not shown) of the vehicle.

  Hereinafter, the torque in the vehicle acceleration direction of the output shaft A1 of the E / G 10 is referred to as “E / G torque”, and the torque in the vehicle acceleration direction of the output shaft A4 of the M / G 40 is referred to as “M / G torque”. The rotational speed of the output shaft A1 of the E / G 10 is referred to as “E / G rotational speed Ne”, and the rotational speed of the output shaft A4 of the M / G 40 is referred to as “M / G rotational speed Nm”. Further, the torque in the vehicle acceleration direction transmitted to the input shaft A2 of the T / M 20 based on the E / G torque is referred to as “E / G side driving torque Te”, and T / based on the M / G torque in the IN connection state. The torque in the vehicle acceleration direction transmitted to the input shaft A2 of M20 is referred to as “M / G side driving torque Tm”.

  The E / G side drive torque Te is a value obtained by multiplying the E / G torque by the second reduction ratio (= 1) (when C / T30 is in a completely joined state), and in this example, (C / T30 Te is equal to the E / G torque). The M / G side drive torque Tm is a value obtained by multiplying the M / G torque by the first reduction ratio G1 in the IN connection state. The M / G side driving torque Tm can be adjusted by adjusting the M / G torque, and the E / G side driving torque Te can be adjusted by adjusting the E / G torque or the clutch torque.

  In this apparatus, normally, according to one of well-known methods, the E / G torque and the M / G torque are set so that the sum of the E / G side driving torque Te and the M / G side driving torque Tm matches the required torque Tr. And the distribution is adjusted. The distribution between the E / G torque and the M / G torque is adjusted based on the traveling state of the vehicle (for example, the vehicle speed V and the required torque Tr).

  In the switching mechanism 50, the M / G connection state is switched as the sleeve 54 moves. Hereinafter, this movement of the sleeve 54 is referred to as “switching operation”. The start of the switching operation corresponds to the start of the movement of the sleeve 54, and the end of the switching operation corresponds to the end of the movement of the sleeve 54. The M / G connection state can be switched based on, for example, a combination of the vehicle speed V and the required torque Tr.

(E / G start while the vehicle is stopped)
In this apparatus, while the vehicle is stopped, the E / G 10 is stopped (specifically, the rotation of the output shaft A1 of the E / G 10 is stopped), the C / T 30 is adjusted to the shut-off state, and the M / G 40 is stopped ( Specifically, the rotation of the output shaft A4 of the M / G 40 is stopped), and the switching mechanism 50 is adjusted to the neutral state. Hereinafter, when the vehicle is stopped, the position of the shift lever SF is in the “parking position” or “neutral position”, or for other reasons, the T / M 20 is set to “parking stage” or “ The case where it is adjusted to “neutral stage” is assumed.

  Assume that a condition for starting the E / G 10 (E / G start condition) is satisfied while the vehicle is stopped. The E / G start condition is, for example, that the remaining amount of the battery (the amount of (chemical) energy stored in the battery that supplies electric energy to the M / G 40) is a predetermined value or less, the temperature of the battery or the M / G 40 The brake pedal BP is in an on state (or a side brake (not shown) is in an on state), and the position of the shift lever SL is in a “parking position” or a “neutral position”. This holds when any one or two or more conditions are satisfied.

  In this apparatus, when the E / G start condition is satisfied while the vehicle is stopped, the E / G 10 is rotated by the M / G side driving torque Tm as the power source for rotating the output shaft A1 of the E / G 10 in the IN connection state. The power of the input shaft A2 of the T / M 20 is used. Hereinafter, the operation in this case will be described with reference to the time chart shown in FIG. Note that “starting” of the E / G 10 means the start of ignition of the air-fuel mixture in the combustion chamber of the E / G 10.

  FIG. 3 shows that before the time t1, when the vehicle is stopped, the gear position of the T / M 20 is adjusted to “parking speed” or “neutral speed”, the M / G connection state is adjusted to the neutral condition, and C / T 30 is Operation when the E / G start condition is satisfied at time t1 when the E / G 10 and M / G 40 are adjusted to the shut-off state (Tm = Te = 0, Nm = Ne = 0) An example is shown.

  When the E / G start condition is satisfied (time t1), processing related to the start of E / G 10 is started. In this example, the period A (time t1 to t2) is started at time t1. In the period A, first, a switching operation for switching the M / G connection state from the neutral stage to the IN connection state is executed. After the end of this switching operation, an operation for switching the C / T 30 from the cutoff state to the (complete) joined state is executed.

  The reason why the switching operation of the M / G connection state is executed before the switching operation of C / T 30 as described above is based on the following reason. That is, in the switching operation from the neutral state to the IN connection state, specifically, in a state where the sleeve 54 (spline fitted only to the connection piece 51) is pressed against the connection piece 52 side by the switching actuator 55, The output shaft A4 of the M / G 40 (accordingly, the connection piece 51) is rotated at a minute speed in order to match the spline phases of the connection pieces 51 and 52 (see FIG. 2). After the spline phase shift between the connecting pieces 51 and 52 becomes equal to or less than a predetermined value, the connecting piece 52 is passively rotated in a direction in which the phase shift is reduced, and the phase matches. As a result, the sleeve 54 moves to the connecting piece 52 side and is spline fitted with the connecting piece 52. That is, the IN connection state is achieved. Here, the smaller the rotational load of the connecting piece 52, the easier it is for the connecting piece 52 to be passively rotated in the direction in which the phase shift becomes smaller. That is, the IN connection state is easily achieved, and the time required for the switching operation of the M / G connection state is shortened. On the other hand, when the C / T 30 is in the shut-off state, the rotational load of the connecting piece 52 is reduced by the rotational load of the output shaft A1 of the E / G 10 as compared with the joined state. Therefore, when the C / T 30 is in the cut-off state, the time required for the switching operation of the M / G connection state is shorter than when the C / T 30 is in the joined state. From the above, compared with the case where the switching operation of the M / G connection state is executed after the switching operation of the C / T 30, the M / G connection state before the switching operation of the C / T 30 as in this example. When the switching operation is executed, the time required for the switching operation of the M / G connection state can be shortened.

  When the period A ends (time t2), the period B (time t2 to t3) is started. In the period B, the M / G side driving torque Tm increases from zero in the IN connection state. In this example, the increasing slope of Tm is constant. This Tm is transmitted to the output shaft A1 of the E / G 10 via the C / T 30. As a result, the output shaft A1 is driven to rotate after time t2 (more precisely, after time t2 when the torque transmitted to the output shaft A1 reaches the torque required to start the rotation of the output shaft A1). As a result, the E / G rotational speed Ne increases from zero.

  In this example, the first reduction ratio G1 = 1 is assumed. Accordingly, the E / G rotation speed Ne and the M / G rotation speed Nm change while taking the same value. Note that while the output shaft A1 is rotationally driven using the power of the input shaft A2, the input shaft A2 reacts in the vehicle deceleration direction corresponding to the rotational load of the output shaft A1 (the load in the E / G10). Receive torque. That is, the E / G side drive torque Te is a negative value over the B period (and the C period described later).

  In this period B, the E / G rotational speed Ne (= Nm) reaches the lower limit value of the E / G rotational speed range necessary for ignition of the E / G 10 (hereinafter referred to as “ignition lower limit rotational speed Ne1”). It continues until (time t3). The ignition lower limit rotational speed Ne1 is set to a smaller value as the “temperature” is higher, for example, according to the map shown in FIG. Here, “temperature” is, for example, the cooling water temperature and intake air temperature of the E / G 10.

  In the example shown in FIG. 3, the increase gradient dTm of the M / G side drive torque Tm is constant over the period A as described above. However, as shown by the solid line in FIG. dTm may be changed according to an increase in the E / G rotation speed Ne (the broken line in FIG. 5 corresponds to the example shown in FIG. 3). The increasing gradient dTm of Tm indicated by the solid line (broken line) in FIG. 5 is determined according to the map indicated by the solid line (broken line) in FIG.

  When the increase gradient dTm of Tm is large at a stage immediately after Tm increases from zero, the increase gradient of Ne increases at a stage immediately after the E / G rotational speed Ne increases from zero. In this case, the increasing gradient of Ne tends to be disturbed. On the other hand, as indicated by the solid line in FIGS. 5 and 6, the increase gradient dTm of Tm is made small (compared to the example shown in FIG. 3) at the stage immediately after Tm increases from zero. The increase gradient of Ne in the stage immediately after the increase from zero becomes smaller. As a result, the above-described Ne increasing gradient is less likely to be disturbed.

  Further, as shown in FIG. 7, over the period B, the M / G side drive torque Tm is set so that the increase pattern from zero with respect to the time of the E / G rotation speed Ne coincides with a predetermined target pattern. The E / G rotational speed Ne may be positively feedback controlled by adjusting. In this case, for example, a pattern shown by a solid line in FIG. 5 can be adopted as the target pattern. This makes it difficult for the above-described Ne increase gradient to be disturbed.

  Reference is again made to FIG. When the period B ends (that is, when the E / G rotation speed Ne reaches the ignition lower limit rotation speed Ne1) (time t3), the period C (time t3 to t4) is started. In the period C, processing for starting the E / G 10 is executed. Specifically, fuel injection is executed (and ignition is executed by a spark plug when E / G 10 is a gasoline internal combustion engine). As a result, in FIG. 3, the E / G 10 is started at time t4. When the E / G 10 starts immediately at the time t3 when the process for starting the E / G 10 is started, there is no C period.

  As shown in FIG. 8, in the period C, the E / G rotational speed Ne is positively adjusted by adjusting the M / G side drive torque Tm so that the E / G rotational speed Ne is maintained at the ignition lower limit rotational speed Ne1. May be feedback controlled.

  Further, as shown in FIG. 9, in the period C, the M / G side drive torque Tm is adjusted so that the E / G rotational speed Ne increases from the ignition lower limit rotational speed Ne1 with a constant increasing gradient. / G rotational speed Ne may be positively feedback controlled.

  Further, as shown in FIG. 10, in the period C, the M / G side drive torque Tm is increased so that the E / G rotational speed Ne increases from the ignition lower limit rotational speed Ne1 with an increasing gradient with time. It may be controlled to increase at a constant increasing gradient.

  In the case shown in FIGS. 9 and 10, the ignition lower limit rotational speed Ne1 determined according to the map shown in FIG. 4 is smaller than the actual value of the lower limit value of the E / G rotational speed range necessary for the ignition of the E / G10. In some cases, the start timing (time t4) of the E / G 10 can be advanced compared to the case shown in FIG. 8 (that is, the C period can be shortened).

  Reference is again made to FIG. When the period C ends (that is, when the E / G 10 starts) (time t4), the period D (time t4 to t5) starts. In the period D, the E / G rotation speed Ne (= M / G rotation speed Nm) is converged to a “predetermined rotation speed” and the M / G 40 is operated as a generator. Is increased toward a “predetermined positive value” (ie, a value in the vehicle acceleration direction), and the M / G side drive torque Tm is directed toward a “predetermined negative value” (ie, a value in the vehicle deceleration direction). Will be reduced. Here, “predetermined rotational speed”, “predetermined positive value”, and “predetermined negative value” will be described later.

  Note that the M / G side drive torque Tm, which is the torque in the acceleration direction of the vehicle, is a positive value. This means that the M / G 40 is converting electrical energy into rotational energy of the output shaft A4 (M / G 40 is The M / G side drive torque Tm is a negative value, the M / G 40 is converting the rotational energy of the output shaft A4 into electrical energy. It means that it is in a state (a state where the M / G 40 is driven as a generator).

  In the period D, the increasing slope of Te may be constant or may be changed as time elapses. When the increase gradient of Te is constant, it is preferable that the decrease gradient of Tm is also constant. When the increase gradient of Te is changed with the passage of time, it is preferable that the decrease gradient of Tm is also changed with the passage of time in accordance with the change of the increase gradient of Te. Also, Tm can be feedback controlled so that Ne (= Nm) converges to a “predetermined rotational speed”.

  When the E / G side driving torque Te reaches a “predetermined positive value” and the M / G side driving torque Tm reaches a “predetermined negative value” (time t5), the period D ends. After the D period, the E / G side drive torque Te is maintained at a “predetermined positive value”, and the M / G side drive torque Tm is maintained at a “predetermined negative value”. As a result, the E / G rotation speed Ne (= M / G rotation speed Nm) converges to the “predetermined rotation speed”. In addition, the M / G 40 is driven as a generator using the E / G side drive torque Te. As a result, it is possible to charge the battery using the electric energy obtained by the power generation while maintaining the stopped state of the vehicle.

  Hereinafter, “predetermined rotational speed”, “predetermined positive value”, and “predetermined negative value” will be described. The M / G torque characteristics shown in FIG. 11 indicate that when the M / G 40 is driven as a generator (ie, Tm <0), the M / G torque (G1 = 1 and the M / G side drive torque Tm). It is a characteristic with respect to the M / G rotational speed Nm of the minimum value (the maximum value as the power generation (regeneration) torque). As shown in FIG. 11, the absolute value of the minimum value of Tm (<0) increases as the M / G rotational speed Nm decreases. Here, the greater the absolute value of the M / G torque (= Tm) (<0), the greater the electrical energy (particularly current) obtained by power generation.

  Further, the high efficiency region (see the region indicated by the fine dots) shown in FIG. 11 is a region where the fuel consumption rate of the E / G 10 is a predetermined value or more. As shown in FIG. 11, the high efficiency region is defined based on a combination of the E / G rotation speed Ne and the E / G side drive torque Te (> 0). In addition, the smaller the E / G rotational speed Ne (= M / G rotational speed Nm), the smaller the operating noise of E / G10 and M / G40.

  In view of the above, this apparatus ensures that the fuel consumption rate of the E / G 10 is equal to or greater than a predetermined value and the absolute value (magnitude) of the M / G side drive torque Tm (<0) is equal to or greater than the predetermined value. The “predetermined rotational speed”, the “predetermined positive value”, and the “predetermined negative value” are set so that the E / G rotational speed Ne (= M / G rotational speed Nm) is adjusted to the smallest value within a possible range. Are set to, for example, Net, Tet, and Tmt shown in FIG.

  Thereby, after D period, the state where the operation sound of E / G10 and M / G40 is small, the fuel consumption rate of E / G10 is large, and the electric energy obtained by power generation is large. That is, the battery can be charged in a state where the operation sound is low and the overall energy efficiency (fuel consumption) of the vehicle as a whole is good while the operation sound is easily detected in the vehicle.

  In the example shown in FIG. 3, the C / T 30 is maintained in the (complete) junction removal state in the D period (time t4 to t5). However, as shown in FIG. 12, in the D period (time t4 to t5) Immediately after the start, the C / T 30 may be switched to the cutoff state (that is, the clutch torque Tc is reduced to zero), and the M / G side drive torque Tm may be reduced to zero. Here, times t4 and t5 in FIG. 12 correspond to times t4 and t5 in FIG. 3, respectively.

  In this case, during the period D, after the time t6 after the C / T 30 is switched to the cutoff state and the M / G side driving torque Tm is adjusted to zero, the E / G side driving torque Te is “predetermined positive. The M / G side drive torque Tm is decreased toward the “predetermined negative value”. Here, the adjustment of the E / G side driving torque Te at the times t6 to t5 can be achieved by adjusting the E / G torque or the clutch torque Tc as described above.

  From time t6 to t5, the increasing slope of Te may be constant or may be changed as time passes. When the increase gradient of Te is constant, it is preferable that the decrease gradient of Tm is also constant. When the increase gradient of Te is changed with the passage of time, it is preferable that the decrease gradient of Tm is also changed with the passage of time in accordance with the change of the increase gradient of Te. Also, Tm can be feedback controlled so that Ne (= Nm) converges to a “predetermined rotational speed”.

  As described above, according to this device, the M / G side drive is used as a power source for rotationally driving the output shaft A1 of the E / G 10 by switching the switching mechanism 50 from the neutral state to the IN connected state while the vehicle is stopped. The power of the input shaft A2 of the T / M 20 that is rotationally driven by the torque Tm can be used. Thereby, E / G10 can be started, without using a starter motor, maintaining the stop state of a vehicle. As a result, the starter motor can be omitted.

  In addition, after the start of the E / G 10, the E / G side drive torque Te is adjusted to a “predetermined positive value” (see Tet in FIG. 11), and the M / G side drive torque Tm is set to a “predetermined negative value”. The E / G rotational speed Ne (= M / G rotational speed Nm) is converged to a “predetermined rotational speed” (see Net in FIG. 11). Thereby, when the vehicle is stopped, the battery can be charged in a state where the operation noise is small and the overall energy efficiency (fuel consumption) of the vehicle as a whole is good.

  In addition, when the E / G 10 is stopped again for some reason after performing the process from the A period to the D period (that is, after the start of the E / G 10 is completed), the process from the A period to the D period is predetermined. The E / G 10 is retried again after a limited number of times.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, a switching mechanism 50 that can be switched to any of the IN connection state, the OUT connection state, and the neutral state is used. However, as the switching mechanism 50, the IN connection state and the neutral state are used. A switchable switch may be used.

  In the above embodiment, the M / G connection state is set to the neutral state while the vehicle is stopped. However, the M / G connection state may be set to the OUT connection state. In this case, the switching operation from the OUT connection state to the IN connection state is executed in the period A in FIG. Further, when the M / G connection state is already set to the IN connection state while the vehicle is stopped, the switching operation of the M / G connection state is not performed in the A period.

  In addition, in the above-described embodiment, a so-called automated manual transmission using a multi-stage transmission that does not include a torque converter is used as the transmission, but the transmission includes a torque converter and the running state of the vehicle. A multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a shift operation is automatically executed according to the above may be used.

  In this case, C / T 30 is omitted. That is, the output shaft A1 of the E / G 10 and the input shaft A2 of the T / M 20 are always connected. Even in this case, as long as the AT is adjusted to the “parking stage” or “neutral stage”, the E / G 10 can be operated without using the starter motor while maintaining the vehicle stop state as described above. Can start.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 20 ... Transmission, 30 ... Clutch, 40 ... Motor generator, 50 ... Switching mechanism, 61 ... Wheel speed sensor, 62 ... Accelerator opening sensor, 63 ... Shift position sensor, 64 ... Brake sensor, 70 ... ECU , AP ... accelerator pedal, BP ... accelerator pedal, SF ... shift lever

Claims (4)

A vehicle power transmission control device applied to a vehicle including an internal combustion engine and an electric motor as a power source,
An input shaft that forms a power transmission system with the output shaft of the internal combustion engine; and an output shaft that forms a power transmission system with the drive wheels of the vehicle, the rotational speed of the output shaft being A transmission capable of adjusting a transmission reduction ratio, which is a ratio of the rotational speed of the input shaft;
The connection state of the output shaft of the motor, the input side connection state in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission, and the output shaft of the motor and the output of the transmission An output side connection state in which a power transmission system is formed without passing through the transmission between the shaft and an output shaft of the motor and the transmission between the output shaft of the motor and the input shaft of the transmission. A switching mechanism that can be switched between two or more states including at least the input side connection state, and a non-connection state in which a power transmission system is not formed between the output shaft and the output shaft;
Control means for controlling the internal combustion engine, the electric motor, and the switching mechanism according to the state of the vehicle;
With
The control means includes
When the vehicle is in a stopped state, the internal combustion engine is stopped, and the connection state of the output shaft of the electric motor is in a connection state other than the input side connection state, the condition for starting the internal combustion engine is satisfied, After switching the connection state of the output shaft of the motor to the input side connection state, the motor side drive that is the torque in the acceleration direction of the vehicle transmitted to the input shaft of the transmission based on the torque of the output shaft of the motor Power transmission of a vehicle configured to start the internal combustion engine while rotating the output shaft of the internal combustion engine by transmitting torque from the input shaft of the transmission to the output shaft of the internal combustion engine by adjusting torque Control device. The power transmission control device for a vehicle according to claim 1,
The control means includes
After the internal combustion engine is started, an internal combustion engine side drive torque that is a torque in the acceleration direction of the vehicle transmitted to the input shaft of the transmission based on the torque of the output shaft of the internal combustion engine is adjusted to a positive value; A power transmission control device for a vehicle configured to adjust the rotational speed of the output shaft of the internal combustion engine by adjusting the motor side driving torque to a negative value and to cause the motor to generate a power generation action. The power transmission control device for a vehicle according to claim 2,
The control means includes
While the internal combustion engine side drive torque is adjusted to a positive value and the electric motor side drive torque is adjusted to a negative value after the internal combustion engine is started, the fuel consumption rate of the internal combustion engine is adjusted to a predetermined value or more. And the rotational speed of the output shaft of the internal combustion engine is adjusted to the smallest value within a range in which a state where the magnitude of the torque of the output shaft of the electric motor is adjusted to a predetermined value or more can be ensured. A vehicle power transmission control device configured to adjust a side drive torque and the motor side drive torque. A vehicle power transmission control device according to any one of claims 1 to 3,
A joint state interposed between the output shaft of the internal combustion engine and the input shaft of the transmission, and transmitting at least part of the power between the output shaft of the internal combustion engine and the input shaft of the transmission; A clutch mechanism adjustable to a shut-off state that does not transmit the power,
The control means includes
When the vehicle is in a stopped state, the shift stage of the transmission is adjusted to a non-traveling shift stage in which a power transmission system is not formed between the input shaft and the output shaft of the transmission, and the clutch mechanism is Adjust to the blocking state,
If the condition for starting the internal combustion engine is satisfied, the power of the vehicle configured to rotate the output shaft of the internal combustion engine by adjusting the motor side drive torque after switching the clutch mechanism to the engaged state. Transmission control device.

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