JP2010241394A - Vehicular power transmission control apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately change an electric motor connection state when a shortage of regenerative torque is detected during deceleration of a vehicle by regenerative torque in a vehicular power transmission control apparatus applied to the vehicle having an internal combustion engine and an electric motor as power sources. <P>SOLUTION: The apparatus includes a changeover mechanism which changes a connection state of an electric motor output shaft to either 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, and "an OUT-Connection State" in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft. When "a regenerative torque shortage state" is detected (t2) during deceleration of a vehicle by electric motor regenerative torque (-Tm), and a switched electric motor connection state provides a lager "electric motor regenerative maximum torque", the electric motor connection state is changed (t3 to t4). In addition, "a bottom of the electric motor regenerative torque" generated accompanying the change is compensated (t2 to t5) by an E/G reduction torque (-Te). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle power transmission control device, and more particularly to a device applied to a vehicle including at least an electric motor as a power source.

  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 for generating a driving torque for driving the vehicle or as a power source for starting the internal combustion engine in cooperation with or independently of 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. .

  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.

  Hereinafter, the product of the ratio of the rotation speed of the output shaft of the motor to the rotation speed of the input shaft of the transmission in the IN connection state (“first reduction ratio”) and the reduction ratio of the transmission is defined as “IN connection reduction ratio”. 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 OUT connection state is defined as “OUT connection reduction ratio”. The “IN connection reduction ratio” can change with a change in the transmission reduction ratio (hereinafter referred to as “transmission reduction ratio”). On the other hand, the “OUT connection reduction ratio” can be kept constant regardless of the transmission reduction ratio.

  Further, torque transmitted to the output shaft of the transmission based on the regenerative torque of the output shaft of the motor (positive in the vehicle deceleration direction) is referred to as “motor regeneration torque”, and the torque in the vehicle deceleration direction of the output shaft of the internal combustion engine ( Torque (positive in the vehicle deceleration direction) transmitted to the output shaft of the transmission based on so-called engine brake is defined as “internal combustion engine deceleration torque”. In addition, the maximum value of the motor regeneration torque is defined as “motor regeneration maximum torque”. Specifically, the “motor regeneration maximum torque” is a value obtained by multiplying “maximum regeneration torque that can be generated by the output shaft of the motor” by “IN connection reduction ratio” in the IN connection state, and in the OUT connection state. Is a value obtained by multiplying the “maximum value of regenerative torque that can be generated by the output shaft of the motor” by the “OUT connection reduction ratio”.

  “The maximum value of the regenerative torque that can be generated by the output shaft of the electric motor” varies depending on the rotational speed of the output shaft of the electric motor (see FIG. 3 described later). Further, when the “IN connection reduction ratio” and the “OUT connection reduction ratio” are different, the rotation speed of the output shaft of the motor with respect to the vehicle speed differs between the IN connection state and the OUT connection state. As described above, when the “IN connection reduction ratio” and the “OUT connection reduction ratio” are different, the “motor regeneration maximum torque” may be different between the IN connection state and the OUT connection state.

  By the way, in the hybrid vehicle, the vehicle can travel using only the driving torque of the electric motor without using the driving torque of the internal combustion engine. Hereinafter, this running state is referred to as “motor running state”. The motor running state can be achieved in either the IN connection state or the OUT connection state. When there is a vehicle deceleration request (for example, depression of a brake pedal, release of an accelerator pedal) from the driver while the motor is running, the vehicle can be decelerated by adjusting the motor regeneration torque according to the deceleration request.

  As described above, when the vehicle is decelerated by adjusting the motor regeneration torque in the IN connection state or the OUT connection state, the “motor regeneration maximum torque” becomes the deceleration torque (requested deceleration torque) corresponding to the deceleration request. There may be a case where a state indicating a shortage of the motor regenerative torque is detected due to factors such as failure to reach. In this case, when there is a connection state where the “motor regeneration maximum torque” is larger than the current connection state as the motor connection state, the motor connection state is switched to a connection state where the “motor regeneration maximum torque” is larger. It is considered preferable.

  An object of the present invention is to provide an apparatus capable of appropriately switching the motor connection state when the motor regeneration torque is insufficient during vehicle deceleration by adjusting the motor regeneration torque.

  The vehicle power transmission control device according to the present invention is applied to a vehicle including at least an electric motor as a power source. For example, the power transmission control device can be applied to a vehicle that includes only an electric motor as a power source (so-called electric vehicle), or a vehicle that includes an electric motor and an internal combustion engine as power sources (the hybrid vehicle). The power transmission control device includes a transmission, a switching mechanism, and control means. Hereinafter, it will be described in order.

  The transmission includes an input shaft and an output shaft that forms a power transmission system between the 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). When an internal combustion engine is provided as a power source, a power transmission system is formed between the input shaft of the transmission and the output shaft of the internal combustion engine.

  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 is configured to be able to switch the connection state of the output shaft of the electric motor between an IN connection state and an OUT connection state. Further, it may be configured to be switchable to the disconnected state. Specifically, examples of the switching mechanism include those that can be switched to only the IN connection state and the OUT connection state, and those that can be switched to any of the IN connection state, the OUT connection state, and the non-connection state.

  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 electric motor and the switching mechanism based on the traveling state of the vehicle. The control means decelerates the vehicle by controlling the electric motor and adjusting the motor regenerative torque in response to a deceleration request of the vehicle from the driver.

  The power transmission control device according to the present invention is characterized in that the control means controls the switching mechanism and detects the connection state of the output shaft of the electric motor based on detection of a state indicating that the electric motor regeneration torque is insufficient. Is switched to a connection state in which the “motor regeneration maximum torque” becomes larger. This switching operation pattern includes switching from one of the IN or OUT connection states to the other.

  As a result, when there is a connection state in which the “motor regeneration maximum torque” is larger, the motor connection state is switched from the current connection state to a connection state in which the “motor regeneration maximum torque” is larger (in contrast, “ If there is no connection state in which the “motor regeneration maximum torque” becomes larger, the motor connection state is not changed.). As a result, after the switching operation is completed, the motor regeneration torque having a larger maximum value can be used, so that the shortage of the motor regeneration torque can be solved. In addition, only when the permission / prohibition of the switching operation is determined based on the running state of the vehicle, there is a connection state in which the “motor regeneration maximum torque” becomes larger, and the switching operation is permitted, The switching operation may be performed.

  In general, the motor regeneration torque is maintained at zero during the switching operation. That is, after the state indicating that the motor regeneration torque is insufficient is detected, the control means reduces the motor regeneration torque to zero, and performs the switching operation while the motor regeneration torque is maintained at zero. The motor regeneration torque is increased to the required deceleration torque after the switching operation is completed. In other words, in order to perform the switching operation in spite of the state indicating the shortage of the motor regeneration torque, the “motor regeneration torque” is detected after the detection of the state indicating the shortage of the motor regeneration torque until the end of the switching operation. The “valley” can inevitably occur.

  On the other hand, when the vehicle includes a deceleration torque generation mechanism that generates a deceleration torque that decelerates the vehicle in addition to the electric motor as the power source, the control means indicates a state in which the electric motor regeneration torque is insufficient. It is preferable that the decelerating torque generation mechanism is controlled to generate / adjust the decelerating torque until the end of the switching operation after the detection. According to this, the “motor regeneration torque valley” can be compensated by the deceleration torque based on the deceleration torque generation mechanism. Accordingly, it is possible to suppress the degree of lack of vehicle deceleration that the driver receives due to the occurrence of the “motor regeneration torque valley”.

  Here, an internal combustion engine may be used as the deceleration torque generating mechanism. In this case, a power transmission system is formed between the output shaft of the internal combustion engine and the input shaft of the transmission. In this case, the control means is configured to use the internal combustion engine deceleration torque as the additional deceleration torque. Further, as the deceleration torque generating mechanism, a friction braking torque generating mechanism (for example, a disc brake mechanism) that generates a friction braking torque that decelerates the rotation of the wheel may be used. In this case, the control means is configured to use the friction braking torque as the additional deceleration torque.

  As described above, when “the valley of the motor regeneration torque” is compensated by the deceleration torque based on the deceleration torque generation mechanism, the deceleration is performed after the detection of the state indicating the lack of the motor regeneration torque until the start of the switching operation. The additional deceleration torque is increased and the motor regeneration torque is decreased so that the sum of the additional deceleration torque, which is the torque transmitted to the output shaft of the transmission based on the torque, and the sum of the motor regeneration torque (total deceleration torque) increases. Can be done.

  Further, during the switching operation, the motor regeneration torque is maintained at zero and the additional deceleration torque is increased, and at the end of the switching operation, the additional deceleration torque matches the required deceleration torque. The additional deceleration torque can be adjusted. In addition, after completion of the switching operation, the motor regenerative torque is increased from zero to the required deceleration torque while maintaining the state where the total deceleration torque matches the required deceleration torque, and the additional deceleration torque is the required deceleration torque. Deceleration torque can be reduced to zero.

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. It is the graph which showed the relationship between the rotational speed and the maximum torque which can be generated in M / G. FIG. 3 is a time chart showing an example of an operation when a shortage of M / G regenerative torque is detected during vehicle deceleration by M / G regenerative torque when the apparatus shown in FIG. 1 is applied.

  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.

  The vehicle includes an engine (E / G) 10, a transmission (T / M) 20, a clutch (C / T) 30, a motor generator (M / G) 40, a switching mechanism 50, and a braking force control. A device 60 is provided. 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 (for example, five) forward gears, one reverse gear, and a neutral gear. 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. In the neutral stage, a power transmission system is not 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.

  The braking force control device 60 has a known configuration including a plurality of solenoid valves, a hydraulic pump, an electric motor, and the like. At the time of non-control, the braking force control device 60 supplies the braking pressure according to the operation of the brake pedal BP by the driver to the wheel cylinder of each wheel, and the friction braking force according to the operation of the BP with respect to each wheel. (Friction braking torque) is given respectively.

  In addition, the braking force control device 60 can control the braking pressure in the wheel cylinder for each wheel and adjust the friction braking torque for each wheel regardless of the operation of the brake pedal BP (even when the operation is not performed). It is like that. The adjustment of the friction braking torque is not limited to the braking pressure, and can be performed using an electric brake device.

  Further, the present apparatus includes a wheel speed sensor 71 that detects the wheel speed of the drive wheel, an accelerator opening sensor 72 that detects an operation amount of the accelerator pedal AP, a shift position sensor 73 that detects the position of the shift lever SF, And a brake sensor 74 for detecting whether or not the brake pedal BP is operated.

  Furthermore, this apparatus includes an electronic control unit ECU80. The ECU 80 controls the actuators 21, 31, and 55 based on information from the sensors 71 to 74 and other sensors described above, so that the T / M 20 gear stage, the C / T 30 state, And the state of the switching mechanism 50 is controlled. In addition, the ECU 80 controls the outputs (drive torque and regenerative torque) of the E / G 10 and M / G 40 and the friction braking torque of each wheel.

  The shift speed of T / M 20 is calculated based on the vehicle speed V obtained from the wheel speed sensor 71 and the required torque Tr (T / M 20) calculated based on the operation amount of the accelerator pedal AP by the driver obtained from the accelerator opening sensor 72. Torque based on the output shaft A3) and the position of the shift lever SF obtained from the shift position sensor 73. 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). When the shift lever SF is in the “neutral” position during the shifting operation of the T / M 20, It is maintained in the shut off state. C / T 30 is a maximum value of torque that can be transmitted according to the clutch stroke adjusted by the C / T actuator 31 (hereinafter, referred to as “clutch torque”) in the engaged state (particularly, the semi-joined state). .) Is adjustable.

  The clutch torque 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 while maintaining the drive (deceleration) torque of the output shaft A1 of the E / G10 larger than the clutch torque, the T based on the drive (deceleration) torque of the output shaft A1 of the E / G10. The magnitude of the torque transmitted to the input shaft A2 of / M20 can be finely adjusted to coincide with the clutch torque.

  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 of the output shaft A1 of the E / G 10 is referred to as “E / G torque”, and the torque 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 deceleration direction (positive in the vehicle deceleration direction) (so-called torque based on engine brake) transmitted to the output shaft A3 of the T / M 20 based on the E / G torque is referred to as “E / G deceleration torque (−Te ) ”And the regenerative torque in the vehicle deceleration direction (positive in the vehicle deceleration direction) transmitted to the output shaft A3 of the T / M 20 based on the M / G torque is referred to as“ M / G regenerative torque (−Tm) ”. To do. The values Te and Tm themselves are positive (negative) in the vehicle acceleration (deceleration) direction.

  The E / G deceleration torque (-Te) is obtained by multiplying the E / G torque by the transmission reduction ratio Gtm (and the second reduction ratio (= 1)) (when the C / T 30 is in the fully connected state). Value. The M / G regenerative torque (-Tm) is a value obtained by multiplying the M / G torque by the IN connection reduction ratio Gin in the IN connection state, and in the OUT connection state, the M / G torque is multiplied by the OUT connection reduction ratio Gout. Value. The M / G regenerative torque (−Tm) can be adjusted by adjusting the M / G torque, and the E / G deceleration torque (−Te) can be adjusted by adjusting the E / G torque or the clutch torque. The sum of (−Tm) and (−Te) is referred to as “total torque (−Ts)”.

  In this device, during vehicle deceleration, the sum of E / G deceleration torque (-Te) and M / G regenerative torque (-Tm) is usually the torque corresponding to the driver's deceleration request (positive in the vehicle deceleration direction). The distribution of the E / G deceleration torque (-Te) and the M / G regenerative torque (-Tm) is determined by the vehicle running state (for example, the vehicle speed V and the requested deceleration) so as to coincide with the requested deceleration torque (-Tr). (Torque (−Tr)). Here, the “deceleration request by the driver” refers to, for example, depression of the brake pedal BP and release of the accelerator pedal AP.

  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.

(M / G regenerative maximum torque)
Hereinafter, the maximum value of the torque transmitted to the output shaft A3 of the T / M 20 based on the torque of the output shaft A4 of the M / G 40 (that is, the maximum value of the M / G regenerative torque (−Tm)) is referred to as “M / G regeneration. The maximum torque is defined. “M / G regenerative maximum torque” corresponds to a value obtained by multiplying “maximum regenerative torque that can be generated by output shaft A4 of M / G 40” by “IN connection reduction ratio Gin” in the IN connection state, and OUT In the connected state, it corresponds to a value obtained by multiplying “the maximum value of the regenerative torque that can be generated by the output shaft A4 of the M / G 40” by the “OUT connection reduction ratio Gout”. In the neutral state, the “M / G regenerative maximum torque” is zero.

  The “M / G regeneration maximum torque” may be different between the IN connection state and the OUT connection state. This will be described below. As shown in FIG. 3, “the maximum value of the regenerative torque that can be generated by the output shaft A4 of the M / G 40” changes according to the M / G rotation speed. Specifically, “the maximum value of the regenerative torque that can be generated by the output shaft A4 of the M / G 40” is constant (maximum) when the M / G rotation speed is equal to or less than a certain value. It becomes smaller as the M / G rotation speed increases. When the M / G rotational speed exceeds the allowable rotational speed, the M / G 40 does not generate regenerative torque.

  In addition, when the “IN connection reduction ratio Gin” and the “OUT connection reduction ratio Gout” are different, the M / G rotation speed with respect to the vehicle speed is different between the IN connection state and the OUT connection state. As described above, when the “IN connection reduction ratio Gin” and the “OUT connection reduction ratio Gout” are different, the “M / G regenerative maximum torque” may be different between the IN connection state and the OUT connection state.

(EV running state)
In this device, a state in which the vehicle travels using only the driving torque of M / G 40 without using the driving torque of E / G 10 (hereinafter referred to as “EV traveling state”) can be achieved. The EV running state can be achieved in either the IN connection state or the OUT connection state. In the EV traveling state, C / T 30 is in a cut-off state, and E / G 10 is stopped (the rotation of output shaft A1 is stopped). In this state, the vehicle travels using the driving torque of the M / G 40 while the driving torque transmitted to the output shaft A3 of the T / M 20 based on the M / G torque is adjusted so as to coincide with the required torque Tr. To do.

  In the EV traveling state in the IN connection state, the M / G torque is transmitted to the drive wheels, so that the T / M 20 gear position is the traveling gear speed (that is, the input shaft A2 and the output shaft A3 of the T / M 20). To the gear position in which a power transmission system is formed). On the other hand, in the EV traveling state in the OUT connection state, even if the gear position of the T / M 20 is set to the traveling gear, the neutral gear (that is, between the input shaft A2 and the output shaft A3 of the T / M 20). It may be set to a gear position where a power transmission system is not formed.

  In this example, when there is a vehicle deceleration request from the driver in the EV traveling state, in principle, the M / G regenerative torque (−Tm) matches the required deceleration torque (−Tr). The vehicle is decelerated by adjusting the G regenerative torque (-Tm). On the other hand, when the vehicle is decelerated by adjusting the M / G regenerative torque (−Tm) in the IN connection state or the OUT connection state, the M / G regenerative torque (−Tm) is insufficient. There may be a case where a state (hereinafter referred to as “regenerative torque shortage state”) is detected.

  This “regenerative torque shortage state” is, for example, when the deceleration request torque (−Tr) exceeds the “M / G regeneration maximum torque”, the deceleration request torque (−Tr) is set to the “M / G regeneration maximum torque”. When the value multiplied by the ratio (<1) is exceeded, the value (> 0) obtained by subtracting the deceleration request torque (-Tr) from the "M / G regenerative maximum torque" is less than or equal to the predetermined value (> 0) It can be detected when the deceleration request torque (-Tr) itself becomes a predetermined value or more.

  Here, when the “regenerative torque shortage state” is detected, the “M / G regenerative maximum torque” is greater than the current connection state (that is, the IN connection state or the OUT connection state) as the M / G connection state. When there is no connection state that increases (that is, the OUT connection state or the IN connection state), the apparatus maintains the current M / G connection state and sets the M / G regenerative torque (−Tm) to “M”. The vehicle is decelerated by the M / G regenerative torque (−Tm) while maintaining / adjusting to “/ G regenerative maximum torque”.

  On the other hand, when the “regenerative torque shortage state” is detected, if there is an M / G connection state in which the “M / G regenerative maximum torque” is larger than the current M / G connection state, the M / G connection It is preferable to switch the state to a connection state in which the “M / G regenerative maximum torque” becomes larger. However, when this switching operation is performed, the M / G regenerative torque (−Tm) is maintained at zero during the switching operation. That is, despite the “regenerative torque shortage state”, the “M / G regenerative torque valley” may inevitably occur in order to perform the switching operation.

  From the above, in this apparatus, when the “regenerative torque shortage state” is detected, there is an M / G connection state in which the “M / G maximum regeneration torque” is larger than the current M / G connection state. In this case, the switching operation of the M / G connection state is performed, and the “valley of M / G regenerative torque” is compensated by using the E / G deceleration torque (−Te). Hereinafter, the operation in this case will be described with reference to the time chart shown in FIG.

  FIG. 4 shows a case where the vehicle is in the EV traveling state before the time t1 in the state where the vehicle is in the IN connection state and the gear position of the T / M 20 is set to any one of the above “speed gears for traveling”. An example of the operation when the deceleration request is started by the driver's operation of the brake pedal BP at time t1 will be described. In this example, the deceleration request torque (−Tr) after time t1 is large, and the “regenerative torque shortage state” is detected at time t2. Further, in this example, it is assumed that the “M / G regenerative maximum torque” is larger in the OUT connection state than in the IN connection state.

  As described above, in the EV running state (before time t1), fuel is not supplied to the E / G 10 (so-called fuel cut). Further, C / T 30 is in a disconnected state (clutch stroke = 0, clutch torque = 0). As a result, the E / G deceleration torque (−Te) is maintained at zero, and the E / G rotational speed Ne is maintained at zero. The vehicle travels using only the driving torque of M / G40.

  Between the start of the deceleration request and the detection of the “regenerative torque shortage state” (time t1 to t2), the E / G deceleration torque (−Te) is maintained at zero, and the M / G regenerative torque (−Tm) is Increased, the vehicle is decelerated only by the M / G regenerative torque (-Tm). During this time, the M / G regenerative torque (−Tm) cannot reach the required deceleration torque (−Tr), and as a result, the “regenerative torque shortage state” is detected at time t2.

  When the “regenerative torque insufficient state” is detected (time t2), the “M / G regenerative maximum torque” is larger in the OUT connection state than in the IN connection state, which is the current M / G connection state. The operation related to the switching operation is started. In this example, after time t2, the M / G regenerative torque (−Tm) is decreased toward zero. On the other hand, the C / T 30 is switched from the disconnected state to the joined state (particularly, the semi-joined state), and the clutch torque is adjusted, so that the E / G deceleration torque (−Te) is increased from zero. As a result, the total torque (-Ts) increases after time t2. The E / G deceleration torque (−Te) is such that when the output shaft A1 of the E / G10 is rotationally driven by receiving the power of the input shaft A2 of the T / M20 via the C / T30, the input shaft A2 is driven by the vehicle. Generated by receiving a counter torque in the deceleration direction.

  When the M / G regenerative torque (-Tm) reaches zero (time t3), the switching operation itself from the IN connection state to the OUT connection state is started. This switching operation ends at time t4. During the switching operation (time t3 to t4), the M / G regenerative torque (−Tm) is maintained at zero. In this example, it is assumed that the OUT connection reduction ratio Gout is smaller than the IN connection reduction ratio Gin. Therefore, the M / G rotational speed Nm decreases with this switching operation (time t3 to t4).

  On the other hand, the E / G deceleration torque (-Te) is continuously increased during the switching operation (time t3 to t4). As a result, the total torque (-Ts) increases during the switching operation (time t3 to t4). In addition, at the end of the switching operation (time t4), the total torque (−Ts) (= (− Te)) matches the required deceleration torque (−Tr).

  When the switching operation is completed (time t4), the M / G regenerative torque (-Tm) is requested from zero with the total torque (-Ts) maintained at a value equal to the requested deceleration torque (-Tr). The torque is increased to (−Tr), and the E / G deceleration torque (−Te) is decreased from the required deceleration torque (−Tr) to zero.

  When the M / G regenerative torque (-Tm) reaches the required deceleration torque (-Tr) (and when the E / G deceleration torque (-Te) reaches zero) (time t5), the M / G The deceleration of the vehicle by only the regenerative torque (−Tm) is resumed. In addition, while the E / G deceleration torque (−Te) is used (time t2 to t5), the fuel is not supplied to the E / G 10 (so-called fuel cut) as before time t2.

  As described above, according to this device, the “regenerative torque shortage state” is detected during vehicle deceleration by the M / G regenerative torque (−Tm) (time t2), and the M / G connection state is greater than the current connection state. When there is a connection state in which “M / G regenerative maximum torque” becomes larger, the M / G connection state is switched from the current connection state to a connection state in which “M / G regenerative maximum torque” becomes larger (time). t3-t4). Thereby, after the switching operation is completed (time t4), the M / G regenerative torque (-Tm) having a larger maximum value can be used, so that the "regenerative torque insufficient state" can be resolved.

  In addition, the E / G deceleration torque (−Te) is also used for vehicle deceleration from the time when the “regenerative torque shortage state” is detected until the time after the end of the switching operation (time t2 to t5). As a result, the “M / G regenerative torque valley” that inevitably occurs in association with the switching operation can be compensated by the E / G deceleration torque (−Te). Accordingly, it is possible to suppress the degree of vehicle deceleration insufficiency experienced by the driver due to the occurrence of the “M / G regeneration torque valley”.

  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 (example shown in FIG. 4), the switching operation from the IN connection state to the OUT connection state is performed when the “M / G regeneration maximum torque” is larger in the OUT connection state than in the IN connection state. However, when the “M / G regenerative maximum torque” is larger in the IN connection state than in the OUT connection state, the switching operation from the OUT connection state to the IN connection state may be performed.

  In the above embodiment (example shown in FIG. 4), the E / G deceleration torque (−Te) is used to compensate for the “M / G regenerative torque valley” over time t2 to t5. However, the friction braking torque generated by controlling the braking force control device 60 may be used. In this case, it is preferable that the application pattern of the friction braking torque over the times t2 to t5 is the same as the application pattern of the E / G deceleration torque (−Te) shown in FIG.

  Further, in the above-described embodiment, there is a case where the “regenerative torque shortage state” is detected and there is no connection state in which the “M / G regenerative maximum torque” is larger than the current connection state as the M / G connection state. , The vehicle may be decelerated using not only the M / G regenerative torque (-Tm) (in the current M / G connection state) but also the E / G deceleration torque (-Te) or the friction braking torque. . Thereby, the “regenerative torque shortage state” can be resolved.

  In the above embodiment, the 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, only the IN connection state and the OUT state are used. A switchable switch may be used.

  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.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 20 ... Transmission, 30 ... Clutch, 40 ... Motor generator, 50 ... Switching mechanism, 60 ... Braking force control device, 71 ... Wheel speed sensor, 72 ... Accelerator opening sensor, 73 ... Shift position sensor, 74 ... Brake sensor, 80 ... ECU, AP ... Accelerator pedal, BP ... Accelerator pedal, SF ... Shift lever

Claims (8)

A vehicle power transmission control device applied to a vehicle including at least an electric motor as a power source,
It has an output shaft that forms a power transmission system between the input shaft and the drive wheels of the vehicle, and can adjust the transmission reduction ratio that is the ratio of the rotational speed of the input shaft to the rotational speed of the output shaft A perfect transmission,
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 A switching mechanism that can be switched to an output side connection state in which a power transmission system is formed without passing through the transmission with the shaft;
Control means for controlling the electric motor and the switching mechanism based on the running state of the vehicle;
With
The control means includes
By controlling the electric motor in response to a deceleration request of the vehicle from the driver and adjusting a motor regenerative torque that is a torque transmitted to the output shaft of the transmission based on the regenerative torque of the output shaft of the electric motor. When the vehicle is decelerated, the switching mechanism is controlled based on the detection of a state indicating a shortage of the motor regenerative torque, and the connection state of the output shaft of the motor is set to the maximum value of the motor regenerative torque. A power transmission control device for a vehicle configured to perform a switching operation for switching to a connection state in which the maximum motor regeneration maximum torque is greater. The vehicle power transmission control device according to claim 1,
The vehicle includes, as the power source, a deceleration torque generation mechanism that generates a deceleration torque that decelerates the vehicle in addition to the electric motor,
The control means includes
After the state indicating the shortage of the motor regeneration torque is detected, the motor regeneration torque is reduced to zero, the switching operation is performed in a state where the motor regeneration torque is maintained at zero, and after the switching operation is finished, The motor regeneration torque is configured to increase to a required deceleration torque corresponding to the deceleration request,
The control means includes
A power transmission control device for a vehicle configured to generate and adjust the deceleration torque by controlling the deceleration torque generation mechanism after detection of a state indicating that the electric motor regeneration torque is insufficient until the end of the switching operation. The power transmission control device for a vehicle according to claim 2,
The control means includes
The sum of the additional deceleration torque, which is the torque transmitted to the output shaft of the transmission based on the deceleration torque, and the motor regeneration torque until the start of the switching operation after the detection of the state indicating the lack of the motor regeneration torque. A vehicle power transmission control device configured to increase the additional deceleration torque and decrease the electric motor regeneration torque so that a certain total deceleration torque increases. The vehicle power transmission control device according to claim 3,
The control means includes
During the switching operation, the motor regeneration torque is maintained at zero and the additional deceleration torque is increased, and at the end of the switching operation, the additional deceleration torque matches the required deceleration torque. A vehicle power transmission control device configured to adjust an additional deceleration torque. The vehicle power transmission control device according to claim 4,
The control means includes
After completion of the switching operation, the electric motor regeneration torque is increased from zero to the required deceleration torque while maintaining the state where the total deceleration torque matches the required deceleration torque, and the additional deceleration torque is reduced from the required deceleration torque to zero. A power transmission control device for a vehicle configured to decrease to a maximum. In the vehicle power transmission control device according to any one of claims 2 to 5,
The deceleration torque generation mechanism is a friction braking torque generation mechanism that generates a friction braking torque that decelerates the rotation of the wheel.
The power transmission control device for a vehicle, wherein the control means is configured to use the friction braking torque as the additional deceleration torque. In the vehicle power transmission control device according to any one of claims 2 to 5,
The deceleration torque generating mechanism is an internal combustion engine, and a power transmission system is formed between an output shaft of the internal combustion engine and an input shaft of the transmission,
The control means is configured to use, as the additional deceleration torque, an internal combustion engine deceleration torque that is a torque transmitted to the output shaft of the transmission based on a torque in the vehicle deceleration direction of the output shaft of the internal combustion engine. Vehicle power transmission control device. A power transmission control device for a vehicle according to claim 7,
A clutch mechanism for cutting off and connecting a power transmission system between the output shaft of the internal combustion engine and the input shaft of the transmission, between the output shaft of the internal combustion engine and the input shaft of the transmission;
The transmission is
A power transmission control device for a vehicle, which is a multi-stage transmission that does not include a torque converter and is capable of setting a plurality of different reduction ratios predetermined as the transmission reduction ratio.

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