JP2011020541A - Controller for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To satisfy both of the time reduction in an engine start process and a shift process and the improvement in operability by appropriately controlling the progress of the two processes, in a scene that an engine start request and a shift request occur continuously at different timings. <P>SOLUTION: The controller of a hybrid car is provided with an engine Eng and a motor/generator MG and an automatic transmission AT in a driving system. When an engine start request is made in an engine stop mode, the engine Eng performs the engine start process, and when a shift request is made for changing to a shift stage different from the current shift stage, the automatic transmission AT performs the shift process. This FR hybrid vehicle is provided with a start shift request prediction and determination means (not shown in the figure) which predicts and determines, when either the engine start request or the shift request is made, whether or not the other request will be made within a determination time, and a start and shift simultaneous control means (not shown in the figure) which forcedly generates, when it is predicted or determined that the other request will be made within the determination time, the other request, and simultaneously processes the engine start and shift. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle.

  Conventionally, when the shift and engine start timing overlap, engine rotation drive control is performed during the shift, and engine torque generation control is performed after the shift is completed, thereby suppressing shock associated with engine start and responsiveness until engine torque generation. A control device for a hybrid vehicle that is improved is known (for example, see Patent Document 1).

JP 2008-137619 A

  However, in the conventional hybrid vehicle control device, the engine torque is generated after the end of the shift, so the shift shock and the engine start shock occur twice in succession, and the drivability (acceleration feeling) deteriorates. There is a problem that.

  Further, when a start request is generated in the second half of the shift control process (the second half of the inertia phase) or when a shift request is generated after the engine start request, the shift process and the engine start process cannot be synchronized. There is a problem that it is impossible to suppress the shock caused by engine start and to improve the response until the engine torque is generated.

  The present invention has been made paying attention to the above-mentioned problem. In a scene in which the engine start request and the shift request are generated at different timings, the engine start process and the shift process are shortened, and the two processes are appropriately performed. It is an object of the present invention to provide a control device for a hybrid vehicle that can achieve both improvement in drivability and management.

In order to achieve the above object, in the hybrid vehicle control device of the present invention, the drive system is provided with an engine, a motor, and between the motor and the drive wheel. An automatic transmission that achieves a shift stage, and when the engine is in an engine stop mode and the engine is requested to start, when the engine speed is equal to or higher than a predetermined speed, fuel is supplied and ignited to generate engine torque. The automatic transmission performs a shift process according to the shift request when there is a shift request to a shift stage different from the current shift stage.
In this hybrid vehicle control device, when there is a request for either the engine start request or the shift request, a start shift request prediction determination unit that predicts whether the other request is made within a determination time. And a start shift simultaneous control means for forcibly generating the other request and simultaneously processing the engine start and the shift when the start shift request determining means predicts that the other request will be made within the determination time. And having.

Therefore, in the hybrid vehicle control device of the present invention, even when the engine start request is generated after the shift request or when the shift request is generated after the engine start request, the engine start and the shift are performed simultaneously. The processing can shorten the time required from the start of the engine start and the shift process to the end of the process compared to the required time from the start of one process to the end of the other process when the engine start process and the shift process partially overlap. it can.
The engine start request and the shift request are information for permitting the engine start and the shift. After the engine start and the shift are permitted, the setting of the start timing of the engine start process and the shift process, the setting of the traveling speed, and the end timing are set. It has a degree of freedom for processing progress such as setting.
Accordingly, by managing the progress of the two processes, for example, the timing of the inertia phase start by the shift process and the engine torque generation timing by the engine start process can be matched. In this case, the occurrence timing of the shift shock and the engine start shock are matched, and the occurrence of the shock and the front / rear G change can be suppressed to one time, and the acceleration feeling can be improved.
Further, it is rare that a shift request and an engine start request are generated at the same time, and there is a shift in most scenes, and the amount of timing shift changes every time. For this reason, when the shift process and the engine start process overlap, the engine torque can be generated at any timing during the shift. Since the amount of input torque due to engine start transmitted to the drive wheels varies depending on the degree of shift progress, depending on the timing of engine torque generation, a large torque may be transmitted to the drive wheels and the driver may feel a strong engine start shock.
On the other hand, by managing the progress of the two processes, the generation timing of the engine torque while the shift is in progress can be set to a constant shift progress timing. In this case, it is possible to prevent the engine torque from being generated at the shift progress timing at which the engine start shock becomes large during the shift in the scene where the engine start process and the shift process overlap.
As a result, in a scene in which the engine start request and the shift request are generated at different timings, the engine start process and the shift process are shortened, and the drivability is improved by appropriately managing the progress of the two processes. Both can be achieved.

1 is an overall system diagram showing an FR hybrid vehicle (an example of a hybrid vehicle) by rear wheel drive to which a control device of Embodiment 1 is applied. It is a skeleton diagram showing an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied. It is a fastening operation | movement table | surface which shows the fastening state of each friction element for every gear stage in automatic transmission AT mounted in FR hybrid vehicle with which the control apparatus of Example 1 was applied. It is a figure which shows an example of the shift map used by the shift control at the time of D range selection in automatic transmission AT mounted in FR hybrid vehicle to which the control apparatus of Example 1 was applied. FIG. 3 is a control block diagram illustrating arithmetic processing performed by the integrated controller 10 according to the first embodiment. FIG. 3 is a diagram illustrating a torque map set in the target drive torque calculation unit 100 of the integrated controller 10 according to the first embodiment, where (a) illustrates an example of a target steady torque map, and (b) illustrates an example of an MG assist torque map. Indicates. It is a figure which shows an example of the EV-HEV selection map set to the mode selection part 200 of the integrated controller 10 of Example 1. FIG. It is a figure which shows an example of the driving | running | working electric power generation request output map set to the target electric power generation output calculating part 300 of the integrated controller 10 of Example 1. FIG. It is a figure which shows an example of the best fuel consumption line map of the engine Eng set to the target electric power generation output calculating part 300 of the integrated controller 10 of Example 1. FIG. 6 is a flowchart illustrating a flow of an engine start request prediction determination process when there is a shift request executed by the integrated controller 10 according to the first embodiment. 3 is a flowchart illustrating a flow of a start shift synchronization control process when a shift request is previously performed by the integrated controller 10 of the first embodiment. 6 is a flowchart showing a flow of a shift request prediction determination process when an engine start request is made in advance by the integrated controller 10 of the first embodiment. 3 is a flowchart illustrating a flow of a start shift synchronization control process performed when an engine start request is previously executed by the integrated controller 10 of the first embodiment. An example of a driving scene in which a prediction determination of an engine start request is performed when there is a shift request first in the FR hybrid vehicle in which the control device of the first embodiment is mounted on the combination map of the shift map and the EV-HEV selection map It is the figure represented by the movement prediction of an operating point. An example of a driving scene in which a shift request prediction determination is performed when an engine start request is first made in an FR hybrid vehicle equipped with the control device of the first embodiment on a combination map of a shift map and an EV-HEV selection map It is a figure expressed from the movement prediction to the driving point. Shift request / engine when start shift synchronous control is performed by forcibly generating an engine start request when there is an up shift request first during EV travel in the FR hybrid vehicle to which the control device of the first embodiment is applied 4 is a time chart showing characteristics of a start request, engine speed (ENGREV), first clutch pressure, engagement pressure (Apply_PRS), release pressure (Release_PRS), transmission ratio, and engine torque.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of a hybrid vehicle) to which the control device of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch CL1 (engine clutch), a motor / generator MG (motor), and a second clutch. CL2, automatic transmission AT, transmission input shaft IN, mechanical oil pump MO / P, sub oil pump SO / P, propeller shaft PS, differential DF, left drive shaft DSL, and right drive shaft It has a DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor / generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. Engagement / semi-engagement state / release is controlled by the first clutch control oil pressure. As the first clutch CL1, for example, a normally closed dry type in which a complete engagement is maintained by an urging force of a diaphragm spring and a stroke control using a hydraulic actuator 14 having a piston 14a is controlled from a slip engagement to a complete release. A single plate clutch is used.

  The motor / generator MG is a synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 based on a control command from the motor controller 2. It is controlled by applying. The motor / generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this operation state is referred to as “powering”), and the rotor is driven from the engine Eng or the drive wheel. When receiving rotational energy, it functions as a generator that generates electromotive force at both ends of the stator coil, and can also charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor / generator MG is connected to the transmission input shaft IN of the automatic transmission AT.

  The second clutch CL2 is a clutch interposed between the motor / generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7. Fastening / slip fastening / release is controlled by the controlled hydraulic pressure. As the second clutch CL2, for example, a normally open wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is a stepped transmission that automatically switches the stepped gears according to the vehicle speed, the accelerator opening, and the like. In the first embodiment, the automatic transmission AT has seven forward speeds and one reverse gear stage. It is a step transmission. In the first embodiment, the second clutch CL2 is not newly added as a dedicated clutch independent of the automatic transmission AT, but a plurality of friction elements that are engaged at each gear stage of the automatic transmission AT. Among them, a friction element (clutch or brake) that matches a predetermined condition is selected.

  A mechanical oil pump M-O / P driven by the transmission input shaft IN is provided on the transmission input shaft IN (= motor shaft) of the automatic transmission AT. And when the discharge pressure from the mechanical oil pump MO / P is insufficient when the vehicle is stopped, etc., a sub oil pump SO / P driven by an electric motor is provided in the motor housing or the like in order to suppress a decrease in hydraulic pressure. . The drive control of the sub oil pump S-O / P is performed by an AT controller 7 described later.

  A propeller shaft PS is connected to the transmission output shaft of the automatic transmission AT. The propeller shaft PS is coupled to the left and right rear wheels RL and RR via a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The FR hybrid vehicle has an electric vehicle travel mode (hereinafter referred to as an “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as an “HEV mode”), and a drive torque control as travel modes depending on driving modes. Traveling mode (hereinafter referred to as “WSC mode”).

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the motor / generator MG is used as a drive source, and has a motor travel mode and a regenerative travel mode, and travels in any mode. This “EV mode” is selected when the required driving force is low and the battery SOC is secured.

  The “HEV mode” is a mode in which the first clutch CL1 is engaged and the engine Eng and the motor / generator MG are used as drive sources, and includes a motor assist travel mode, a power generation travel mode, and an engine travel mode. Drive in any mode. The “HEV mode” is selected when the required driving force is high or when the battery SOC is insufficient.

  In the “WSC mode”, the second clutch CL2 is maintained in the slip engagement state by controlling the rotational speed of the motor / generator MG, and the clutch transmission torque passing through the second clutch CL2 is determined according to the vehicle state and the driver's operation. In this mode, the clutch torque capacity is controlled so as to obtain the required drive torque. The “WSC mode” is selected in a travel region where the engine speed is lower than the idle speed, such as when the vehicle is stopped, started, or decelerated in the selected state of the “HEV mode”.

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

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor / generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4 and supplies the battery SOC information to the integrated controller 10 via the CAN communication line 11.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / semi-engagement / release of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 and the like. Then, when traveling with the D range selected, the optimum shift stage is searched by the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map (see FIG. 4), and the searched shift is The control command to obtain the gear is output to the AT hydraulic control valve unit CVU.
In addition to this shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling slip engagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. 2-clutch control is performed.
Further, when a shift control command is output from the integrated controller 10 in engine start control or the like, the shift control according to the shift control command is performed in preference to the normal shift control.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors and switches 22 Necessary information and information via the CAN communication line 11 are input. The target engine torque command to the engine controller 1, the target MG torque command and the target MG speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  FIG. 2 is a skeleton diagram illustrating an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and driving force from at least one of the engine Eng and the motor / generator MG is input from the transmission input shaft Input, Transmission gear mechanism by one planetary gear set GS1 (first planetary gear G1 and second planetary gear G2) and second planetary gear set GS2 (third planetary gear G3 and fourth planetary gear G4), and seven hydraulically operated friction elements C1 , C2, C3, B1, B2, B3, B4, and two mechanically operated friction elements F1, F2, the input rotational speed is shifted and output from the transmission output shaft Output.

The first planetary gear G1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, a first pinion P1, and a first carrier PC1.
The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, a second pinion P2, and a second carrier PC2.
The third planetary gear G3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, a third pinion P3, and a third carrier PC3.
The fourth planetary gear G4 is a single pinion type planetary gear having a fourth sun gear S4, a fourth ring gear R4, a fourth pinion P4, and a fourth carrier PC4.

  The transmission input shaft Input is connected to the second ring gear R2. The transmission output shaft Output is connected to the third carrier PC3. The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

The first clutch C1 (= input clutch I / C) is a clutch that selectively connects and disconnects the transmission input shaft Input and the second connecting member M2.
The second clutch C2 (= direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4.
The third clutch C3 (= H & LR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.
The first brake B1 (= front brake Fr / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case.
The second brake B2 (= low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case.
The third brake B3 (= 2346 brake 2346 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case.
The fourth brake B4 (= reverse brake R / B) is a brake that selectively stops the rotation of the fourth carrier PC3 with respect to the transmission case Case.
The first one-way clutch F1 (= first speed one-way clutch 1stOWC) is arranged in parallel with the first brake B1.
The second one-way clutch F2 (= 1 & 2 speed one-way clutch 1 & 2OWC) is disposed between the third sun gear S3 and the fourth sun gear S4.

  FIG. 3 is a fastening operation table showing a fastening state of each friction element for each shift stage in the automatic transmission AT mounted on the FR hybrid vehicle to which the control device of the first embodiment is applied. In FIG. 5, ◯ indicates that the friction element is hydraulically engaged in the drive state, and (◯) indicates that the friction element is hydraulically engaged (one-way clutch operation in the drive state) in the coast state. No mark indicates that the friction element is in a released state.

  Of the friction elements provided in the speed change gear mechanism configured as described above, one of the friction elements that have been fastened is released, and one of the friction elements that have been released is fastened, thereby performing a changeover speed change. Thus, as described below, it is possible to realize a first reverse speed with seven forward speeds.

  That is, in the “first speed”, only the second brake B2 is engaged, and thereby the first one-way clutch F1 and the second one-way clutch F2 are engaged. In “second speed”, the second brake B2 and the third brake B3 are engaged, and the second one-way clutch F2 is engaged. In “third speed”, the second brake B2, the third brake B3, and the second clutch C2 are engaged, and the first one-way clutch F1 and the second one-way clutch F2 are not engaged. In “fourth speed”, the third brake B3, the second clutch C2, and the third clutch C3 are engaged. In "5th gear", the first clutch C1, the second clutch C2, and the third clutch C3 are engaged. In “6th speed”, the third brake B3, the first clutch C1, and the third clutch C3 are engaged. In “7th speed”, the first brake B1, the first clutch C1, and the third clutch C3 are engaged, and the first one-way clutch F1 is engaged. In “reverse speed”, the fourth brake B4, the first brake B1, and the third clutch C3 are engaged.

  FIG. 4 is a diagram illustrating an example of a shift map used in the shift control when the D range is selected in the automatic transmission AT mounted on the FR hybrid vehicle to which the control device of the first embodiment is applied.

  As shown in FIG. 4, the shift map is a map in which an up shift line and a down shift line are written according to the accelerator opening APO and the vehicle speed VSP. When driving with the D range selected, if the operating point determined by the accelerator opening APO and the vehicle speed VSP crosses the 1 → 2 speed up shift line on the shift map, the 1 → 2 speed up shift request is issued. Is issued. When the 2 → 1st downshift line is crossed on the shift map, a 2 → 1st downshift request is issued. In this way, when the operating point determined by the accelerator opening APO and the vehicle speed VSP crosses the up-shift line, an up-shift request is issued, and when the operating point crosses the down-shift line, a down-shift request is issued.

  FIG. 5 is a control block diagram illustrating arithmetic processing performed by the integrated controller 10 according to the first embodiment. 6 to 9 are diagrams illustrating examples of maps set in the target drive torque calculation unit 100, the mode selection unit 200, and the target power generation output calculation unit 300 of the integrated controller 10, respectively. Hereinafter, the arithmetic processing performed by the integrated controller 10 will be described with reference to FIGS.

  As shown in FIG. 5, the integrated controller 10 includes a target drive torque calculation unit 100, a mode selection unit 200, a target power generation output calculation unit 300, an operating point command unit 400, and a shift control unit 500. ing.

  The target drive torque calculator 100 uses the target steady drive torque map shown in FIG. 6 (a) and the MG assist torque map shown in FIG. 6 (b) to calculate the target steady drive from the accelerator opening APO and the vehicle speed VSP. Calculate torque and MG assist torque.

The mode selection unit 200 calculates a target travel mode (HEV mode, EV mode, WSC mode) from the accelerator opening APO and the vehicle speed VSP using the EV-HEV selection map shown in FIG.
In this EV-HEV selection map, when the operating point (APO, VSP) that exists in the EV region crosses, the EV⇒HEV switching line that switches to “HEV mode” and the operating point (APO, VSP) that exists in the HEV region HEV → EV switching line that switches to “EV mode” when crossing, and HEV → WSC switching line that switches to “WSC mode” when the operating point (APO, VSP) enters the WSC area when “HEV mode” is selected , Is set. The HEV → EV switching line and the HEV → EV switching line are set with a hysteresis amount as a line dividing the EV region and the HEV region. The HEV⇒WSC switching line is set along the first set vehicle speed VSP1 at which the engine Eng maintains the idling speed when the automatic transmission AT is in the first speed. However, while the “EV mode” is selected, if the battery SOC falls below a predetermined value, the “HEV mode” is forcibly set as the target travel mode.

  The target power generation output calculation unit 300 calculates a target power generation output from the battery SOC using the traveling power generation request output map shown in FIG. Further, an output necessary for increasing the engine torque from the current engine operating point (rotation speed, torque) to the best fuel consumption line shown in FIG. 9 is calculated, and a smaller output than the target power generation output is obtained as a required output. Add to engine output.

  The operating point command unit 400 uses the accelerator opening APO, the target steady torque, the MG assist torque, the target travel mode, the vehicle speed VSP, and the required power generation output as the target for reaching the operating point, and the transient target engine torque and target. MG torque, target CL2 torque capacity, target gear ratio (target AT shift) and CL1 solenoid current command are calculated.

  The shift control unit 500 calculates an AT solenoid current command for driving and controlling the solenoid valve in the automatic transmission AT so as to achieve these from the target CL2 torque capacity and the target gear ratio (target AT shift).

  In the integrated controller 10, when the “EV mode” is selected and the mode selection unit selects the “HEV mode” as the target travel mode, the engine start control is passed and the transition to the “HEV mode” is made. This engine start control process issues an engine start request when the operating point (APO, VSP) crosses the EV → HEV switching line (= engine start line) shown in FIG. Then, the torque capacity of the second clutch CL2 is controlled so as to cause the second clutch CL2 to slip into the half-clutch state, and after determining that the second clutch CL2 has started to slip, the first clutch CL1 is started to be engaged. Increase engine speed. When the engine speed reaches a speed at which the initial explosion is possible, the engine Eng is operated by supplying fuel and igniting. Then, when the motor speed and the engine speed are close, the first clutch CL1 is completely engaged. To do. Thereafter, the second clutch CL2 is locked up and transitioned to the “HEV mode”.

  FIG. 10 is a flowchart showing the flow of the engine start request prediction determination process executed when the integrated controller 10 according to the first embodiment has a shift request (start shift request prediction determination means, engine start request prediction). Determination means). Hereinafter, each step of FIG. 10 will be described.

  In step S101, it is determined whether or not the currently selected target travel mode is “EV mode”. If YES (when “EV mode” is selected), the process proceeds to step S102, and NO (“EV mode”). If it is selected other than, proceed to return.

  In step S102, following the determination that “EV mode” is selected in step S101, it is determined whether or not there is a shift request. If YES (shift request is present), the process proceeds to step S103, and NO (shift If no request, proceed to return.

  In step S103, following the determination that there is a shift request in step S102, it is determined whether the shift request is a 1 → 2 speed up shift command or a 2 → 3 speed up shift command, and YES (1 → 2 · If it is 2 → 3 (upshift command), the process proceeds to step S104. If NO (upshift command other than 1 → 2-2 → 3), the process proceeds to step S110.

In step S104, following the determination that it is an upshift command of 1 → 2 · 2 → 3 in step S103, it is determined whether or not the road surface gradient is flat. If YES (flat road determination) Advances to step S105, and if NO (gradient road determination), advances to step S110.
In this road surface gradient determination, for example, a vehicle body inclination angle (= road surface gradient) with respect to a horizontal plane is detected by an inclination sensor or the like, and when the road surface gradient is equal to or greater than a predetermined value + α, it is determined that the road is an uphill road, and the road surface gradient is a predetermined value− If it is less than or equal to α, it is determined that the road is a downhill road, and if −α <road slope <+ α, it is determined that the road is flat.

  In step S105, following the flat road determination in step S104, the accelerator opening APO and the accelerator opening differential value ΔAPO are calculated, and the process proceeds to step S106.

In step S106, following the calculation of APO and ΔAPO in step S105, using the accelerator opening APO, the accelerator opening differential value ΔAPO, and the determination time, the predicted accelerator opening (predicted APO) after the determination time has elapsed from the present time Is calculated using the following equation, and the process proceeds to step S107.
Prediction APO = APO + ΔAPO × determination time Here, the determination time for calculating the prediction APO is set as a shift time or a time that gives a sense of incongruity when engine start and shift are continuously performed. Therefore, in the first embodiment, considering that the shift time differs between the 1 → 2 speed up shift and the 2 → 3 speed up shift, the determination time when the shift request is the 1 → 2 speed up shift command, The judgment time when the request is a 2 → 3 speed up shift command is set differently.

In step S107, following the calculation of the predicted accelerator opening (predicted APO) in step S106, the engine start accelerator opening that crosses the EV⇒HEV switching line (= engine start line) according to the EV-HEV selection map shown in FIG. (Engine start APO) is calculated, and the process proceeds to step S108.
In the first embodiment, the EV⇒HEV switching line (= engine start line) is a line with a constant accelerator opening APO regardless of the vehicle speed VSP, so calculation of the engine start vehicle speed is unnecessary. Yes.

In step S108, following the calculation of the engine start accelerator opening (engine start APO) in step S107, it is determined whether the accelerator opening APO exceeds the determination lower limit accelerator opening (determination lower limit APO), and YES ( If the determination lower limit APO <APO), the process proceeds to step S109, and if NO (determination lower limit APO ≧ APO), the process proceeds to return.
Here, the determination lower limit APO is set to a value equal to or larger than the accelerator opening APO that can travel at a constant speed on a flat road. That is, the determination condition is that the accelerator opening APO exceeds the determination lower limit APO and is within a specified range up to the engine start line.

In step S109, following the determination that the determination lower limit APO <APO in step S108, it is determined whether the predicted APO calculated in step S106 exceeds the engine start APO calculated in step S107. If YES (engine start APO <predicted APO), the process proceeds to step S111. If NO (engine start APO ≧ predicted APO), the process proceeds to step S110.
In other words, if it is determined that engine start APO <predicted APO, engine start is required before the determination time elapses from the current time. If engine start APO ≧ predicted APO is determined, the determination time elapses from the current time. Even so, it means that it is not necessary to start the engine.

  In step S110, it is determined that the shift mode in step S103 is other than the shift mode of 1 → 2 up shift or 2 → 3 up shift, or it is determined in step S104 that the road gradient is not flat, in step S109 Following the determination that engine start APO ≧ predicted APO, it is determined that the shift process is to perform only the shift operation in the shift mode requested according to the shift request, and the process proceeds to RETURN.

  In step S111, following the determination that engine start APO <predicted APO in step S109, it is determined that the engine start operation and the shift operation are start shift synchronization processing that is simultaneously performed while synchronizing the timing of occurrence of a shock. Proceed to return.

  FIG. 11 is a flowchart showing the flow of the start shift synchronous control process when there is a shift request previously executed by the integrated controller 10 of the first embodiment (starting shift simultaneous control means). Hereinafter, each step of FIG. 11 will be described.

  In step S121, the process proceeds to step S111 in the flowchart of FIG. 10 to determine whether or not the start shift synchronization process is determined. If YES (the start shift synchronization process is determined), the process proceeds to step S122 and NO ( In the case of no start shift synchronization processing determination), the determination in step S121 is repeated.

  In step S122, following the determination that the start shift synchronization process is determined in step S121, the current accelerator opening APO is calculated, and the process proceeds to step S123.

  In step S123, following the calculation of APO in step S122, the EV⇒HEV switching line (= engine start line) of the EV-HEV selection map shown in FIG. 7 becomes equal to or less than the accelerator opening APO calculated in step S122. Thus, the map is rewritten so that the engine start line is crossed even at the operating point based on the current accelerator opening APO, thereby forcibly generating an engine start request, and the process proceeds to step S124.

  In step S124, following the forced generation of the engine start request in step S123, a shift process of 1 → 2 up shift or 2 → 3 up shift is started (implemented) according to the shift mode determined in step S103. The process proceeds to step S125.

In step S125, following the start (implementation) of the shift process in step S124, it is determined whether or not the timer value T started from the time when the shift process is started has passed a preset delay time Td, If YES (T ≧ Td), the process proceeds to step S126. If NO (T <Td), the determination in step S125 is repeated.
Here, in the delay time Td, the first clutch CL1 is completely engaged in synchronization with the timing (inertia phase start timing) at which the change of the gear ratio is started by the shift progress from the start of the shift processing in the automatic transmission AT. Is set as follows. Note that this delay time Td is determined by multiple trial data and may be given by an average data value.For example, since the shift progress speed changes depending on the AT hydraulic fluid temperature, the AT hydraulic fluid temperature, etc. A variable value may be given in accordance with a shift progress speed fluctuation factor.

  In step S126, following the determination that T ≧ Td in step S125, engine start processing is started (implemented) according to the engine start request issued in step S123, and the process proceeds to step S127.

In step S127, following the start (implementation) of engine start processing in step S126, it is determined whether or not the driving mode has changed from “EV mode” to “HEV mode”, and YES (transition to “HEV mode”). In the case of (completed), the process proceeds to step S128, and in the case of NO (during the transition to “HEV mode”), the determination in step S127 is repeated.
Here, the transition completion determination to the “HEV mode” is performed, for example, when the gear ratio is the gear ratio after the shift and the second clutch CL2 is in the fully engaged state, It is assumed that the generation of torque is confirmed and the engine start processing end condition that the first clutch CL1 is completely engaged is established.

In step S128, following the determination that the transition to the “HEV mode” is completed in step S127, or the determination that the mode is other than the “EV mode” in step S129, the accelerator opening APO at that time is It is determined whether or not the opening degree threshold A (APO threshold A) is exceeded. If YES (APO threshold A <APO), the process proceeds to step S130. If NO (APO threshold A ≧ APO), the process proceeds to step S129. .
Here, the APO threshold value A is set to a value equal to or greater than the EV to HEV switching line of the EV-HEV selection map shown in FIG. 7, that is, the accelerator opening APO of the original engine starting line.

  In step S129, following the determination that APO threshold A ≧ APO in step S128, it is determined whether or not the driving mode is “EV mode”. If YES (when “EV mode” is selected), The process proceeds to step S130, and if NO (when other than “EV mode” is selected), the process returns to step S128.

  In step S130, following the determination that APO threshold A <APO in step S128, or the determination that “EV mode” is selected in step S129, the EV shown in FIG. -Return the EV ⇒ HEV switching line (= engine start line) on the HEV selection map and go to the end.

  FIG. 12 is a flowchart illustrating the flow of a shift request prediction determination process performed when the integrated controller 10 according to the first embodiment has an engine start request (start shift request prediction determination unit, shift request prediction determination). means). Hereinafter, each step of FIG. 12 will be described.

  In step S201, it is determined whether or not the currently selected target travel mode is “EV mode”. If YES (when “EV mode” is selected), the process proceeds to step S202, and NO (“EV mode”). If it is selected other than, proceed to return.

  In step S202, following the determination that “EV mode” is selected in step S201, it is determined whether or not there is an engine start request. If YES (engine start request is present), the process proceeds to step S203. If (no engine start request), proceed to return.

  In step S203, the accelerator opening APO, the accelerator opening differential value ΔAPO, the vehicle speed VSP, and the acceleration ΔVSP are calculated following the determination that there is an engine start request in step S202, and the process proceeds to step S204.

In step S204, following the calculation of APO, ΔAPO, VSP, and ΔVSP in step S203, the predicted accelerator opening after the determination time has elapsed from the current time using the accelerator opening APO, the accelerator opening differential value ΔAPO, and the determination time (Predicted APO) is calculated using the following equation, and the process proceeds to step S205.
Predicted APO = APO + ΔAPO × determination time Here, the determination time for calculating the predicted APO is the time from the start of the engine start process (sequence process) until the first clutch CL1 is completely engaged, and the engine start and the shift are continuous. When you come to, set the time to give a sense of incongruity. Therefore, in the first embodiment, the determination time varies depending on the oil temperature level that affects the engagement response of the first clutch CL1, and the shift simultaneously processed with the engine start process is a 1 → 2 speed up shift or a 2 → 3 speed. The judgment time is set differently depending on whether it is an upshift.

In step S205, following the calculation of the predicted APO in step S204, the vehicle speed VSP, the acceleration ΔVSP, and the determination time are used, and the predicted vehicle speed after the determination time has elapsed from the present time is calculated using the following formula, and the process proceeds to step S206. move on.
Predicted vehicle speed = vehicle speed + acceleration × determination time Here, the determination time for calculating the predicted vehicle speed is set differently depending on the oil temperature level and the shift mode, as in step S204.

  In step S206, following the calculation of the predicted vehicle speed in step S205, using the shift map shown in FIG. 4, the driving point is determined from the current driving point (accelerator opening, vehicle speed) according to the accelerator opening differential value ΔAPO and acceleration ΔVSP. If it is assumed that the vehicle has moved, an upshift operating point (accelerator opening degree, vehicle speed) that crosses the upshift line of 1 → 2 speed or the upshift line of 2 → 3 speed is calculated, and the process proceeds to step S207.

In step S207, following the calculation of the upshift operation point in step S206, it is determined whether or not the vehicle speed VSP exceeds the determination lower limit vehicle speed. If YES (determination lower limit vehicle speed <vehicle speed), the process proceeds to step S208. In the case of (judgment lower limit vehicle speed ≧ vehicle speed), the process proceeds to return.
Here, the determination lower limit vehicle speed is a vehicle speed at which the engine speed does not become too low even if the 1 → 2 speed upshift or the 2 → 3 speed upshift is performed (for example, the vehicle speed at which the engine speed is 1000 rpm or more). As described above, the reason why the shift request is not determined in the low vehicle speed range is that if there is an engine start request, it is determined that the shift request is likely to occur, and if the speed is changed by simultaneous processing, the engine speed after the shift becomes lower. If the operating point of Eng becomes a place where the fuel efficiency rate is bad and the fuel efficiency deteriorates, and the engine Eng torque becomes unstable, the acceleration feeling will get worse and the acceleration feeling will deteriorate. Because.

  In step S208, following the determination that the determination lower limit vehicle speed is smaller than the vehicle speed in step S207, and simultaneously performing a shift request, the shift request is changed to a 1 → 2 speed up shift command or a 2 → 3 speed up shift command. If YES (1 → 2 ・ 2 → 3 upshift command), proceed to step S209 and NO (upshift command other than 1 → 2 → 2 → 3 or downshift command) In this case, the process proceeds to step S213.

In step S209, following the determination of the upshift command of 1 → 2, 2 → 3 in step S208, it is determined whether or not the road surface gradient is flat. If YES (flat road determination) Advances to step S210, and if NO (gradient road determination), advances to step S213.
In this road surface gradient determination, for example, a vehicle body inclination angle (= road surface gradient) with respect to a horizontal plane is detected by an inclination sensor or the like, and when the road surface gradient is equal to or greater than a predetermined value + α, it is determined that the road is an uphill road, and the road surface gradient is a predetermined value− If it is less than or equal to α, it is determined that the road is a downhill road, and if −α <road slope <+ α, it is determined that the road is flat.

In step S210, following the determination that the road is a flat road in step S209, the accelerator opening differential value ΔAPO exceeds the lower limit accelerator opening differential value (lower limit ΔAPO) and is less than the upper limit accelerator opening differential value (upper limit ΔAPO). If YES (lower limit ΔAPO <ΔAPO <upper limit ΔAPO), the process proceeds to step S211. If NO (lower limit ΔAPO ≧ ΔAPO or ΔAPO ≧ upper limit ΔAPO), the process proceeds to step S213.
Here, the range from the lower limit ΔAPO to the upper limit ΔAPO is set so that the shock and the change in the front-rear G are uncomfortable when the engine start and the shift are continuously performed.

In step S211, following the determination that the lower limit ΔAPO <ΔAPO <upper limit ΔAPO in step S210, it is determined whether or not the acceleration ΔVSP exceeds the lower limit acceleration and is less than the upper limit acceleration, and YES (lower limit acceleration <acceleration <upper limit In the case of acceleration), the process proceeds to step S212, and in the case of NO (lower limit acceleration ≧ acceleration or acceleration ≧ upper limit acceleration), the process proceeds to step S213.
Here, the range from the lower limit acceleration to the upper limit acceleration is set such that the shock and the forward / backward G change are incongruent when the engine start and the shift are continuously performed.

In step S212, following the determination that lower limit acceleration <acceleration <upper limit acceleration in step S211, the predicted driving point based on the predicted APO calculated in step S204 and the predicted vehicle speed calculated in step S205 is calculated in step S206. Is determined, and if YES (next gear upshift operating point <predicted operating point), the process proceeds to step S214, and NO (next gear upshift operating point). If ≧ predicted operating point), the process proceeds to step S213.
In other words, if it is determined that the next shift stage upshift operation point <the predicted operation point, an upshift is necessary before the determination time elapses from the present time, and it is determined that the next shift stage upshift operation point ≥ the predicted operation point This means that the upshift is not required even if the determination time has elapsed from the present time.

  In step S213, it is determined that the shift mode in step S208 is other than the shift mode of 1 → 2 up shift or 2 → 3 up shift, or the road surface gradient is not flat in step S209, or step S210. Judgment that the accelerator opening differential value ΔAPO is outside the upper / lower limit range, or that the acceleration at step S211 is outside the upper / lower limit range, or the next gear upshift operation point at step S212 ≥ Following the determination that it is the predicted operating point, it is determined that it is an engine start process in which only the engine start operation requested according to the engine start request is performed, and the process proceeds to return.

  In step S214, following the determination that the next shift stage upshift operating point <predicted operating point in step S212, the engine start operation and the shift operation are simultaneously performed while synchronizing the timing of occurrence of the shock. It judges that it is and advances to a return.

  FIG. 13 is a flowchart showing the flow of the start shift synchronous control process when there is an engine start request previously executed by the integrated controller 10 of the first embodiment (starting shift simultaneous control means). Hereinafter, each step of FIG. 13 will be described.

  In step S221, the process proceeds to step S214 in the flowchart of FIG. 12 to determine whether or not the start shift synchronization process is determined. If YES (the start shift synchronization process is determined), the process proceeds to step S222 and NO ( In the case of no start shift synchronization processing determination), the determination in step S221 is repeated.

  In step S222, following the determination that the start shift synchronization process is determined in step S221, a shift request of 1 → 2 speed up shift or 2 → 3 speed up shift is forcibly generated, and the process proceeds to step S223. .

  In step S223, following the forced generation of the shift request in step S222, a shift process of 1 → 2 up shift or 2 → 3 up shift is started (implemented) according to the shift request, and the process proceeds to step S224.

In step S224, following the start (implementation) of the shift process in step S223, it is determined whether or not the timer value T started from the time when the shift process is started has passed a preset delay time Td, If YES (T ≧ Td), the process proceeds to step S225. If NO (T <Td), the determination in step S224 is repeated.
Here, in the delay time Td, the first clutch CL1 is completely engaged in synchronization with the timing (inertia phase start timing) at which the change of the gear ratio is started by the shift progress from the start of the shift processing in the automatic transmission AT. Is set as follows. Note that this delay time Td is determined by multiple trial data and may be given by an average data value.For example, since the shift progress speed changes depending on the AT hydraulic fluid temperature, the AT hydraulic fluid temperature, etc. A variable value may be given in accordance with a shift progress speed fluctuation factor.

  In step S225, following the determination that T ≧ Td in step S224, engine start processing is started (implemented) according to the engine start request determined in step S202, and the process proceeds to step S226.

In step S226, following the start (implementation) of the engine start process in step S225, it is determined whether or not the driving mode has transitioned from “EV mode” to “HEV mode”, and YES (transition to “HEV mode”). In the case of (completed), the process proceeds to the end, and in the case of NO (during transition to “HEV mode”), the determination in step S226 is repeated.
Here, the transition completion determination to the “HEV mode” is performed, for example, when the gear ratio is the gear ratio after the shift and the second clutch CL2 is in the fully engaged state, It is assumed that the generation of torque is confirmed and the engine start processing end condition that the first clutch CL1 is completely engaged is established.

Next, the operation will be described.
The functions of the FR hybrid vehicle control device of the first embodiment are as follows: “engine start request prediction determination operation when a shift request is first”, “start shift synchronization control operation when a shift request is first”, “ The description will be divided into "shift request prediction determination operation when an engine start request is first" and "start shift synchronization control operation when an engine start request is first".

[Engine start request prediction judgment when there is a shift request first]
When starting from the vehicle stop state with the “EV mode” selected, and when the driving point shifts from point A to point B as shown in FIG. 14, the driving point crosses point a. An upshift request for 1 → 2 speed is issued, and immediately after the operating point crosses point b, an engine start request is issued. In addition, when the accelerator is depressed while the vehicle is running with the “EV mode” selected, and the driving point shifts from the C point to the D point as shown in FIG. When crossing, a 2 → 3-speed upshift request is issued, and immediately after the operating point crosses point d, an engine start request is issued. That is, the driving point specified by the accelerator opening APO and the vehicle speed VSP passes through the region S1 shown in FIG. 14, and when the driving point crosses the point a, a 1 → 2-speed upshift request is made. 10 or when the vehicle passes through the region S2 shown in FIG. 14 and when the driving point crosses the point c and a 2 → 3-speed upshift request is issued, FIG. If the engine start request prediction determination is performed according to the flowchart, the possibility that the start shift synchronization process is determined increases.

  First, when the “EV mode” is selected and a shift request is issued, but it is other than a 1 → 2 speed or 2 → 3 speed up shift request, step S101 → The process proceeds from step S102 to step S103 to step S110 to return. In step S110, a shift process is performed in a shift mode in which a shift request is indicated in response to the shift request. Thus, in the first embodiment, only the upshift is set as the shift mode when the engine start request and the shift request are simultaneously processed.

  The reason for this is that, first, when the “EV mode” is selected, the engine start and downshift occur when the accelerator depression speed is high. The time until the shift request is generated after the start request is relatively short. Therefore, even if the engine start process and the downshift process are slightly shifted, the difference in driving force before and after the shift is large, so that it does not give a sense of incongruity. In other words, it is not necessary to synchronize the timing of engine start and downshift. Second, by limiting to the upshift, it is possible to prevent unnecessary shifts and engine start due to erroneous determination.

  In the first embodiment, among the upshifts, the determination to perform the simultaneous processing of the engine start request and the shift request is performed only for the 1 → 2 speed upshift and the 2 → 3 speed upshift.

  Explaining why, as shown in FIG. 14, engine start and upshifts often occur when crossing the 1 → 2 speed up shift line and when crossing the 2 → 3 speed up shift line. In order to improve the shift rhythm, the upshift line of the fourth speed or higher tends to lie on the side where the accelerator opening is relatively shallow, and the engine start and the upshift are less likely to occur continuously. Therefore, it is possible to minimize unnecessary shifts and engine start due to misjudgment by limiting the upshifts to 1 → 2 speed and 2 → 3 speed upshift on the low speed side. .

  In addition, when “EV mode” is selected and an upshift request for 1 → 2 speed or 2 → 3 speed is issued, but it is determined that the road surface is an uphill or downhill road, In the flowchart of FIG. 10, the process proceeds from step S101 → step S102 → step S103 → step S104 → step S110 → return. In step S110, a shift process is performed in a shift mode in which a shift request is indicated in response to the shift request. As described above, in the first embodiment, the simultaneous processing of the engine start request and the shift request is not performed when the road surface slope determination is an uphill road or a downhill road where the road surface gradient determination is equal to or greater than a specified value.

  The reason for this is that on uphill and downhill roads, the shifting time and acceleration are different even on the same accelerator opening APO compared to flat roads. Or in a scene where the “EV mode” can be maintained, the mode transitions to the “HEV mode”. Therefore, for uphill and downhill roads, by not judging the simultaneous processing of engine start and gear shift, shifting in a scene where shifting is not necessary will deteriorate fuel consumption and acceleration feeling. Can be prevented.

  On the other hand, when the “EV mode” is selected, if an upshift request of 1 → 2 speed or 2 → 3 speed is issued and it is determined that the road surface is a flat road, the flowchart of FIG. In step S101 → step S102 → step S103 → step S104 → step S105 → step S106 → step S107 → step S108, the predicted accelerator opening (predicted APO) after the determination time has elapsed from the present time in step S106 Is calculated by the formula of predicted APO = APO + ΔAPO × determination time, and in step S107, the engine start accelerator opening (engine start APO) crossing the EV → HEV switching line (= engine start line) in FIG. 7 is calculated.

  If it is determined in step S108 that the determination lower limit APO ≧ APO, the process proceeds to return, but if it is determined in step S108 that determination lower limit APO <APO, the process proceeds to the next step S109. In step S109, it is determined whether engine start APO <predicted APO. If it is determined that engine start APO ≧ predicted APO, the process proceeds to step S110, and the shift in the shift mode in which the shift request is indicated according to the shift request. Processing is performed. If it is determined that engine start APO <predicted APO, the process proceeds to step S111, where a forced engine start request is generated, and it is determined that this is a start shift synchronization process that synchronizes the timing of occurrence of a shock.

  As described above, in the first embodiment, the determination time for calculating the predicted APO used in step S106 is not given by a fixed time, but the determination time when the shift request is the 1 → 2 speed up shift command. When the shift request is a 2 → 3 speed up shift command, the determination time is set differently.

  Explaining the reason for this, it is rare for the 1 → 2 speed up shift and the 2 → 3 speed up shift to have the same shift time, and even if the AT hydraulic oil temperature etc. are the same, it is necessary to The time is not constant and the shift time is different. Therefore, by making the determination time different depending on the shift mode, it is possible to accurately determine the start shift synchronization process only when the synchronization process is surely required.

  As described above, in the first embodiment, when it is determined in step S108 that the determination lower limit APO ≧ APO, the process proceeds to a return. When the accelerator opening APO is outside the specified range from the engine start line, the synchronization process is performed. No determination is made, and if it is determined in step S108 that the determination lower limit APO <APO, the process proceeds to the next step S109, so that only when the accelerator opening APO is within the specified range from the engine start line, The process proceeds to determination of engine start synchronization processing.

Explaining the reason for this, if it is determined that the shift and engine start synchronization processing is performed at a low accelerator opening APO far from the engine start line, even if it is determined that the engine start line is exceeded, the accelerator may stop being depressed halfway Therefore, for example, the accelerator may be erroneously determined to continue the “EV mode” but the engine may be erroneously determined and the engine may be started.
On the other hand, by adding the determination lower limit APO <APO to the determination condition for the synchronous processing of the shift and the engine start, it is possible to avoid an erroneous determination when the accelerator depresses halfway, and the deterioration of fuel consumption due to unnecessary engine start Can be prevented.

  As described above, in the first embodiment, it is determined that the engine start synchronization process is based on the determination that engine start APO <predicted APO. In other words, when there is a shift request before selecting the “EV mode”, the predicted APO after the judgment time exceeds the engine start line based on the accelerator opening APO and the accelerator opening differential value ΔAPO at that time. It is determined whether an engine start request is likely to occur.

  Explaining the reason for this, when engine start requests are issued continuously with a slight delay from the shift request, the time required for the process is from the start time of the shift process to the end time of the engine start process, and there is little overlap time. The longer the processing time is required. In addition, the engine start shock occurs after the shift shock, and the vehicle front-rear G change occurs twice in a short time, giving the driver and passengers a sense of incongruity and giving a lag feeling due to time delay. Become.

  On the other hand, if it is predicted that the engine start request is issued continuously with a slight delay from the shift request, the engine start request and the shift request are generated at the same time, and the start shift synchronization process for timing synchronization is determined. Therefore, the engine start process and the shift process can be synchronized based on the determination. In other words, both processes can be completed simultaneously by the engine start process and the shift process simultaneously, and the time required for the process can be shortened. And by further developing simple simultaneous processing and performing synchronous processing that matches the timing of the occurrence of two shocks, the vehicle's front-rear G change can be suppressed in one time, and the discomfort and lag feeling given to the driver and occupant can be eliminated. .

[Starting shift synchronous control action when there is a shift request first]
By the engine start request prediction determination process of FIG. 10, the process proceeds to step S111 to generate a forced engine start request and start shift synchronization control action when it is determined that the start shift synchronization process is to synchronize the timing of occurrence of shock. Will be explained.

  If it is determined that it is the start shift synchronization process, the process proceeds from step S121 to step S122 to step S123 in the flowchart of FIG. 11, and in step S123, the engine start line is lowered and an engine start request is issued. Then, in the next step S124, the shift process is started first, and in the next step S125, the timer value T that is started from the time when the shift process is started until the preset delay time Td has elapsed. When the delay time Td has passed, the engine start process is started in the next step S126. When it is determined in step S127 that the “HEV mode” has been established, the shift process and the engine start process are simultaneously terminated.

  After it is determined in step S127 that the “HEV mode” has been established, the accelerator opening condition in step S128 is satisfied, or the mode transition condition to “EV mode” in step S129 is satisfied. Then, the process proceeds to step S130, and the engine start line lowered in step S123 is restored.

  The start shift synchronous control action when there is a shift request first will be described with reference to the time chart shown in FIG. 16. When there is only a shift request at time t1, an engine start request at time t4 when normal individual processing is performed. Is issued, the engine start request is forcibly issued at time t1 by the simultaneous start shifting process. That is, the shift request and the engine start request are issued at the same time t1. Then, on the shift process side, the shift process is started immediately from time t1. On the other hand, on the engine start process side, the engine start process is started at time t2 when a delay time Td has elapsed from time t1.

  The delay time Td is set so that the first clutch CL1 is completely engaged in synchronization with the inertia phase start timing at which the change of the gear ratio is started by the progress of the shift from the start of the shift process in the automatic transmission AT. . Further, at the time of this synchronization, the engine is started by raising the rotation of the engine Eng from 0 to motor rotation by engaging the first clutch CL1. For this reason, the time until the motor speed and the engine speed are synchronized is determined by the engagement force of the first clutch CL1. Therefore, in order to synchronize the engine Eng and the motor / generator MG at the timing when the motor rotation changes due to the shift (start of the inertia phase), the start shift is made to accurately match the engine start time shorter than the shift time with the shift time. The fastening force of the first clutch CL1 is set to be weaker than that during normal engine starting when the engine is started during the synchronization process.

  Therefore, at time t3, the first clutch CL1 is completely engaged in synchronization with the start of change in the gear ratio (start of the inertia phase). After that, the first clutch CL1 is locked up and the engine start is completed. At the time t5 when the engagement pressure becomes the line pressure level and the release pressure becomes the drain pressure level and the upshift is completed, it starts from the time t1. The start shift synchronization process thus completed is terminated, and the mode transition is made to the “HEV mode”.

As described above, in the first embodiment, at the time of simultaneous processing of engine start and speed change, the timing of starting engagement of the first clutch CL1 is delayed with respect to the start of speed change processing in the automatic transmission AT, and the change of the gear ratio starts. Synchronization processing is performed so that the first clutch CL1 is completely engaged in synchronization with the start timing of the inertia phase (steps S124 to S126).
The reason for this will be explained. First, the time required for engine start is shorter than the time required for gear shifting. For this reason, by delaying the start time of the engine start process in accordance with the progress of the shift, the engine speed can be increased at the timing when the input speed changes due to the shift. In the shift, a shock or a front-rear G change occurs when a change in the input rotational speed occurs. On the other hand, when starting the engine, the engine speed is increased by the first clutch CL1, the engine Eng is started, and then the first clutch CL1 is completely engaged, and a shock is generated when the engine Eng and the motor / generator MG are engaged. Therefore, when this timing is matched, the shock and the forward / backward G change can be made once.

In the first embodiment, when it is determined by the engine start request prediction determination that the engine start request is made within the determination time, the engine start line is lowered to a position lower than the accelerator opening APO where the shift request is generated. An EV-HEV selection map that crosses the line is created to generate an engine start request (step S123).
Explaining why, simply starting a forced engine start request causes the engine stop request to be issued across the engine stop line when the accelerator pedal is returned after the engine start request is generated. Hunting may occur. On the other hand, the engine start line is lowered and the engine start request is generated by temporarily expanding the selection area of the “HEV mode”. This prevents hunting when the accelerator pedal is returned after the engine start request is generated. The control can be used as it is. For this reason, hunting of engine start and stop can be prevented.

In the first embodiment, after the transition to the “HEV mode” and when the accelerator opening APO exceeds the APO threshold A, the engine start line lowered to generate the engine start request is restored. (Step S128 → Step S130).
To explain the reason, if the engine start line lowered when the accelerator opening APO is not stepped on to the original engine start line is returned to the original position, it will be judged as “EV mode” and the engine Eng will be turned off. Because it stops, it becomes troublesome. On the other hand, if the accelerator opening APO is stepped on more than the position of the accelerator opening APO of the original engine start line in the selected state of "HEV mode", even if the lowered engine start line is restored Hunting that repeatedly starts and stops the engine Eng can be prevented.

[Speed change request prediction determination function when there is an engine start request first]
When the vehicle is depressed and started from the vehicle stop state with the “EV mode” selected, and the driving point shifts from the F point to the G point as shown in FIG. 15, the driving point crosses the f point. The engine start request is issued, and immediately after the operating point crosses the point g, a 1 → 2 speed up shift request is issued. Further, when the accelerator is depressed while the vehicle is running with the “EV mode” selected, and the driving point shifts from the H point to the I point as shown in FIG. When the vehicle crosses, an engine start request is issued. Immediately after that, when the operating point crosses point i, a 2 → 3 speed up-shift request is issued. That is, when the operating point specified by the accelerator opening APO and the vehicle speed VSP passes through the region E1 shown in FIG. 15, when the engine start request is issued when the operating point crosses the point f. Or, in the case of passing through the region E2 shown in FIG. 15, when the engine start request is issued when the operating point crosses the h point, the shift request prediction determination is performed according to the flowchart of FIG. If this is done, the possibility that it will be determined that the start gear shift synchronization processing is increased.

  When “EV mode” is selected and an engine start request is issued, in the flowchart of FIG. 12, step S201 → step S202 → step S203 → step S204 → step S205 → step S206 → step S207. In step S204, the predicted APO is calculated. In step S205, the predicted vehicle speed is calculated. In step S206, the upshift operating point of the next shift stage is calculated.

  If it is determined in step S207 that the determination lower limit vehicle speed ≧ the vehicle speed, the process proceeds to return, but if it is determined in step S207 that the determination lower limit vehicle speed <the vehicle speed, the process proceeds to the determination steps of steps S208 to S212. move on. In step S208, if it is determined that the speed is not an upshift of 1 → 2 speed or 2 → 3 speed, if it is determined in step S209 that it is other than a flat road, in step S210, the accelerator opening differential value ΔAPO is equal to or higher than the upper and lower limits If it is determined that the acceleration is greater than the upper or lower limit in step S211, the process proceeds to step S213 in any case, and engine start processing is performed in response to the engine start request. If all the conditions in steps S208 to S211 are satisfied and it is determined in step S212 that the next shift stage upshift operation point is less than the predicted operation point, the process proceeds to step S214, and a forced shift request is issued. It is determined that this is a start shift synchronization process that synchronizes the timing of occurrence of a shock.

  As described above, in the first embodiment, when the engine start request is first made while the “EV mode” is selected, the operating point (accelerator opening APO, vehicle speed VSP) and the operating point time change rate (ΔAPO) at that time are selected. , ΔVSP), it is determined whether a shift request is likely to occur when the operating point predicted after the determination time exceeds the shift line (step S212).

  Therefore, when it is predicted that the shift request is continuously issued with a slight delay from the engine start request, the engine start request and the shift request are generated at the same time, and at the same time, the start shift synchronization process for timing synchronization is determined. Based on the determination, the engine start process and the shift process can be synchronized. In other words, both processes can be completed simultaneously by the engine start process and the shift process simultaneously, and the time required for the process can be shortened. And by further developing simple simultaneous processing and performing synchronous processing that matches the timing of the occurrence of two shocks, the vehicle's front-rear G change can be suppressed in one time, and the discomfort and lag feeling given to the driver and occupant can be eliminated. .

In the first embodiment, in the prediction determination of the shift request, a predicted operation point after the determination time is calculated (step S204, step S205), and the accelerator opening differential value ΔAPO and the acceleration ΔVSP are within the specified ranges (step S210, In step S211), and when the predicted operating point exceeds the shift line of the next shift stage (YES in step S212), a determination is made that the shift request is made within the determination time (step S214).
To explain the reason, when the accelerator opening differential value ΔAPO and acceleration ΔVSP are large, the acceleration at the time when the engine start request is generated increases, so the predicted APO and the predicted vehicle speed are the accelerator opening when the engine start request is generated. There is a big difference between APO and VSP. When the accelerator opening differential value ΔAPO and the acceleration ΔVSP are small, they are likely to fluctuate and are unstable. For this reason, when the difference between the prediction and the actual value increases, there is a greater possibility that an operation such as actually returning the foot or increasing the number of steps will be performed, and the possibility of erroneous determination increases.
On the other hand, when the possibility of erroneous determination is high, determination of the start shift synchronization process is avoided, so that the possibility of erroneous determination can be kept low.

[Starting shift synchronous control action when engine start is requested first]
By the engine start request prediction determination process of FIG. 12, the process proceeds to step S214, where the start shift synchronization control action when the forced shift request is generated and it is determined that the start shift synchronization process that synchronizes the timing of occurrence of shock is performed. explain.

  If it is determined that the process is the start shift synchronization process, the process proceeds from step S221 to step S22 in the flowchart of FIG. 13, and a shift request is forcibly issued in step S222. Then, in the next step S223, the shift process is started first, and in the next step S224, until the timer value T that is started from the time when the shift process is started passes a preset delay time Td. When the delay time Td has passed, the engine start process is started in the next step S225. If it is determined in step S226 that the “HEV mode” has been established, the shift process and the engine start process are simultaneously terminated.

  As described above, when the engine start request is earlier, the first clutch CL1 is engaged with respect to the start of the shift process in the automatic transmission AT during the simultaneous processing of the engine start and the shift as in the case where the shift request is earlier. The timing for starting engagement is delayed, and synchronization processing is performed so that the first clutch CL1 is completely engaged in synchronization with the start timing of the inertia phase where the change in the gear ratio starts (steps S223 to S225). Therefore, the shock and the forward / backward G change can be made one time by matching the inertia phase start timing at which the change of the gear ratio starts with the complete engagement timing of the first clutch CL1 by the synchronization process.

Next, the effect will be described.
In the control device for the FR hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) The drive system includes an engine Eng, a motor (motor / generator MG), and a plurality of friction elements provided between the motor (motor / generator MG) and the drive wheels (left and right rear wheels RL, RR). An automatic transmission AT that achieves a plurality of shift speeds by engagement and release of the engine Eng, and when the engine speed is equal to or higher than a predetermined speed when the engine start is requested in the engine stop mode, A hybrid that performs engine start processing for supplying fuel and igniting to generate engine torque, and the automatic transmission AT performs shift processing according to the shift request when there is a shift request to a shift stage different from the current shift stage In a control device for a vehicle (FR hybrid vehicle), when one of the engine start request and the shift request is requested, it is predicted and determined whether the other request is made within a determination time. When the start shift request prediction determining means (FIGS. 10 and 12) and the start shift request determining means to predict that the other request is made within the determination time, the other request is forcibly generated, And a start shift simultaneous control means (FIGS. 11 and 13) for simultaneously processing engine start and shift.
Therefore, in a scene where the engine start request and the shift request are generated at different timings, the engine start process and the shift process are shortened, and the drivability is improved by appropriately managing the progress of the two processes. Both can be achieved.

(2) An engine clutch (first clutch CL1) is provided between the engine Eng and the motor (motor / generator MG). When the engine Eng has an engine start request, the engine clutch (first clutch CL1) The engine (motor / generator MG) is used as a starter motor to perform engine start processing, and the start shift simultaneous control means (FIGS. 11 and 13) performs the automatic shift during simultaneous engine start and shift processing. The start timing of the engine clutch (first clutch CL1) is delayed with respect to the start of speed change processing in the machine AT, and the engine clutch (first clutch CL1) is completely engaged in synchronization with the timing at which the gear ratio starts to change. Thus, the synchronization process is performed (steps S124 to S126, steps S223 to S225).
For this reason, by matching the timing at which the shift shock and the engine start shock are generated, it is possible to reliably prevent the shock and the forward / backward G change from occurring twice, and to improve the acceleration feeling.

(3) The starting shift request prediction determining means (FIGS. 10 and 12) sets the determination time for predicting the presence or absence of the other request when only one of the engine start request and the shift request is requested. It was set for each transmission mode of the transmission AT (step S106, steps S204, S205).
For this reason, it is possible to cope with the fact that the required shift time varies depending on the type of the shift mode, and to perform simultaneous control (synchronous control) of the start shift in the region where the synchronous victory is surely required.

(4) When the start shift request prediction determining means (FIGS. 10 and 12) determines that the road surface gradient is equal to or greater than a specified value and is an uphill road or a downhill road (YES in step S104, YES in step S209), The simultaneous process determination of engine start and shift is not performed (step S110, step S213).
For this reason, if the accelerator opening APO is different from that on a flat road, it will be accidentally synchronized in a scene on an uphill or downhill road. Moreover, shifting in a good scene is avoided, and deterioration of fuel consumption and acceleration feeling can be prevented.

(5) The start shift request prediction determining means (FIGS. 10 and 12) determines that the shift mode indicated by the shift request is an upshift on the low speed side (YES in step S103, YES in step S208). ) When the simultaneous engine start and shift process determination is performed and it is determined that the speed is not an upshift on the low speed side (NO in step S103, NO in step S208), the simultaneous process determination of engine start and shift is not performed. (Step S110, Step S213).
For this reason, by limiting the speed change mode in which the engine start and the speed change are simultaneously performed to the upshift on the low speed side, unnecessary speed change and engine start can be prevented.

(6) The start gear change request prediction judging means (FIG. 10), when there is a gear change request first during the selection of the electric vehicle mode ("EV mode"), the operating point at that time (accelerator opening APO) and An engine start request that determines whether an engine start request is likely to occur when the predicted operation point (predicted accelerator opening) after the determination time exceeds the engine start line based on the rate of change of the operating point time (accelerator opening derivative ΔAPO) It is a prediction determination means.
For this reason, when it is predicted that an engine start request will be issued within the determination time when there is a shift request in advance, the engine start process and the shift process are always performed simultaneously by generating the engine start request simultaneously with the shift request. Thus, the engine start process and the shift process can be shortened.

(7) When the start shift simultaneous control means (FIG. 11) predicts that the engine start request is made within the determination time by the engine start request prediction determination means (FIG. 10) (YES in step S121), the engine An engine start request is generated by lowering the start line to a position lower than the operating point where the shift request is generated (step S123).
For this reason, the control hunting for engine start and engine stop can be prevented by using the control for preventing hunting when the accelerator is returned after the engine start request.

(8) The start shift simultaneous control means (FIG. 11) operates after the transition to the hybrid vehicle mode (“HEV mode”) (YES in step S127) and the operation point (accelerator opening APO) is specified. When the point (APO threshold A) is exceeded, the engine start line lowered to generate the engine start request is restored (step S130).
For this reason, the engine stop due to the determination of the “EV mode” when the engine start line is returned to the original state when the operation point (accelerator opening APO) is equal to or less than the predetermined operation point (APO threshold A) is resolved. Control hunting for engine stop can be prevented.

(9) The start shift request prediction judging means (FIG. 12) determines the operation point (APO, VSP) at the time when the engine start request is made during the selection of the electric vehicle mode (“EV mode”). Shift request prediction determination means for determining whether or not a shift request is likely to occur when the operation point predicted after the determination time exceeds the shift line based on the driving point time change rate (ΔAPO, ΔVSP).
For this reason, when it is predicted that a shift request will be issued within the determination time when there is an engine start request first, the engine start process and the shift process are always performed simultaneously by generating the engine start request simultaneously with the shift request. Thus, the engine start process and the shift process can be shortened.

(10) The shift request prediction determining means (FIG. 12) calculates a predicted operating point after the determination time (step S204, step S205), and the accelerator opening time change rate (accelerator opening differential value ΔAPO) and the acceleration are calculated. When each is within the specified range (YES in step S210, YES in step S211) and the predicted operating point exceeds the shift line of the next gear (YES in step S212), the shift request is made within the determination time. Is predicted (step S214).
For this reason, when the possibility of erroneous determination is high, the determination of the start shift synchronization process is avoided, so that the possibility of erroneous determination can be kept low.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, when “EV mode” is selected, it is predicted whether an engine start request is issued before the determination time if there is an upshift request of 1 → 2 speed and 2 → 3 speed, An example of predicting whether or not an upshift request for 1 → 2 speed or 2 → 3 speed is issued before the determination time when an engine start request is made when “EV mode” is selected is shown. However, the control of the present invention can also be applied when there is a downshift request or when a downshift request is issued. Furthermore, the control according to the present invention can be applied not only to the upshift of 1 → 2 speed and 2 → 3 speed but also when the upshift request is issued in all the shift modes or when the upshift request is issued.

  In the first embodiment, an example is shown in which the second clutch CL2 is selected from the friction elements incorporated in the stepped automatic transmission AT. However, since the present invention is also established when a friction element provided separately from the automatic transmission AT is selected as the second friction element, the automatic transmission AT, for example, between the motor / generator MG and the transmission input shaft, An example is also included in which a friction element provided separately or a friction element provided separately from the automatic transmission AT between the transmission output shaft and the drive wheel is selected as the second clutch CL2.

  In the first embodiment, an example in which a stepped automatic transmission with 7 forward speeds and 1 reverse speed is used as the automatic transmission. However, the number of gears is not limited to this, and any automatic transmission having a plurality of gears as gears may be used.

  In the first embodiment, the application example of the one-motor two-clutch with the automatic transmission to the FR hybrid vehicle is shown. However, an FR or FF hybrid vehicle with one motor and one clutch with an automatic transmission (without the first clutch CL1, only the second clutch CL2), one motor with an automatic transmission (the first clutch CL1 and the second clutch CL2) (No) FR or FF hybrid vehicle. This is because even when there is no first clutch CL1 between the engine and the motor, and the engine is always engaged, engine torque is generated at the time of ignition and an engine start shock is generated when the engine is started. .

Eng engine
CL1 1st clutch (engine clutch)
MG motor / generator (motor)
CL2 2nd clutch
AT automatic transmission
IN Transmission input shaft
MO / P mechanical oil pump
SO / P sub oil pump
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 1st clutch controller 6 1st clutch hydraulic unit 7 AT controller 8 2nd clutch hydraulic unit 9 Brake controller 10 Integrated controller

Claims (10)

The drive system includes an engine, a motor, and an automatic transmission that is provided between the motor and the drive wheel and that achieves a plurality of shift speeds by fastening and releasing a plurality of friction elements,
When the engine is in the engine stop mode and the engine is requested to start, when the engine speed is equal to or higher than a predetermined speed, the engine performs an engine start process for supplying fuel and igniting to generate engine torque.
In the control device for a hybrid vehicle, the automatic transmission performs a shift process according to a shift request when a shift request to a shift stage different from the current shift stage is made.
A start shift request prediction determining means for predicting whether or not the other request is made within a determination time when either the engine start request or the shift request is made;
A start shift simultaneous control means for forcibly generating the other request and simultaneously processing the engine start and the shift when the start shift request determination means predicts that the other request will be made within the determination time;
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 1,
An engine clutch is provided between the engine and the motor;
When there is an engine start request, the engine engages the engine clutch, performs engine start processing using the motor as a starter motor,
The simultaneous start-shift control means delays the start timing of engagement of the engine clutch with respect to the start of the shift processing in the automatic transmission during the simultaneous processing of engine start and shift, and synchronizes with the timing when the change of the gear ratio starts. And performing a synchronization process so that the engine clutch is completely engaged. In the hybrid vehicle control device according to claim 1 or 2,
The start shift request prediction determination means sets a determination time for predicting the presence or absence of the other request for each shift mode of the automatic transmission when only one of the engine start request and the shift request is requested. A hybrid vehicle control device. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 3,
The control device for a hybrid vehicle, wherein the start shift request prediction determination means does not perform simultaneous determination of engine start and shift when it is determined that the road surface gradient is equal to or greater than a specified value and is an uphill road or a downhill road. . In the hybrid vehicle control device according to any one of claims 1 to 4,
The start shift request prediction determination means performs simultaneous processing determination of engine start and shift when it is determined that the shift mode indicated by the shift request is an up shift on the low speed side, and other than the up shift on the low speed stage side. When it is determined that there is a hybrid vehicle control device, the simultaneous processing determination of engine start and shift is not performed. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 5,
The start shift request prediction determining means, when there is a shift request first during the selection of the electric vehicle mode, the predicted operation point after the determination time is determined based on the driving point at that time and the driving point time change rate. A control apparatus for a hybrid vehicle, characterized in that it is an engine start request prediction judging means for judging whether or not an engine start request is likely to be generated. In the hybrid vehicle control device according to claim 6,
When the engine start request prediction determining unit predicts that the engine start request is made within the determination time by the engine start request simultaneous control unit, the start shift simultaneous control unit lowers the engine start line to a position lower than the operating point where the shift request is generated. A hybrid vehicle control device that generates an engine start request. In the hybrid vehicle control device according to claim 7,
The start shift simultaneous control means restores the engine start line lowered to generate the engine start request after the transition to the hybrid vehicle mode and when the operation point exceeds the specified operation point. A hybrid vehicle control device. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 8,
The start shift request prediction judging means determines the operation point predicted after the judgment time based on the operation point at that time and the change rate of the operation point time when there is an engine start request first during the selection of the electric vehicle mode. A hybrid vehicle control apparatus, comprising: a shift request prediction determination unit that determines whether a shift request is likely to occur beyond a shift line. In the hybrid vehicle control device according to claim 9,
The shift request prediction determination means calculates a predicted operation point after the determination time, the accelerator opening time change rate and the acceleration are within specified ranges, respectively, and the predicted operation point exceeds the shift line of the next shift stage. And determining that the shift request is made within the determination time.

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