JP2012086784A - Gear shift control device for hybrid car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear shift control device for a hybrid car, which can select the friction element of transmission torque capacity, with a high shock prevention effect, when the friction element in which the transmission torque capacity can be changed is selected in an overlapped manner with the other friction element.SOLUTION: A control means (an integrated controller 10) selects the friction element that can perform shock interruption at each gear change time of an automatic transmission AT, from among the plurality of friction elements (CL2 elements) provided between a motor and driving wheels during starting of an engine.

Description

  The present invention relates to a shift control apparatus for a hybrid vehicle having an engine, a motor, and an automatic transmission in a drive system.

  In a conventional hybrid vehicle, a first clutch capable of changing the transmission torque capacity is interposed between the engine and the motor / generator, and a second clutch capable of changing the transmission torque capacity is interposed between the motor / generator and the driving wheel. There is something.

  As a shift control device for such a hybrid vehicle, in order to cut off the shock at the start of the engine by smoothly switching the mode with engine start and switching the transmission state by shifting with high response. A second clutch is selected according to each gear position (see, for example, Patent Document 1).

JP 2007-261498 A

  However, the conventional shift control device for a hybrid vehicle has a problem that a shock occurs when switching at the time of shift or when the second clutch (friction element) and the shift clutch (friction element) overlap.

  The present invention has been made paying attention to the above problem, and when a friction element whose transmission torque capacity can be changed is selected so as to overlap with another friction element, a friction element having a high transmission torque capacity is provided. An object of the present invention is to provide a shift control device for a hybrid vehicle that can be selected.

  In order to achieve the above object, a shift control apparatus for a hybrid vehicle according to the present invention is provided between an engine, a motor for starting the engine and driving drive wheels, and an output shaft of the engine and the motor. A first clutch for switching between the hybrid vehicle mode and the electric vehicle mode. Further, the shift control device is provided between the motor and the drive wheel, and is provided with an automatic transmission having a plurality of shift stages having different gear ratios, and a plurality provided between the motor and the drive wheel. And a friction element. The shift control device further includes control means for controlling the shift of the automatic transmission, the first clutch, the engagement control of the friction element, and the control of the engine. In addition, the control means selects one of the plurality of friction elements capable of shutting off a shock at the time of each gear shift of the automatic transmission during startup of the engine.

  According to this configuration, when a friction element whose transmission torque capacity can be changed overlaps with another friction element, a friction element having a high transmission torque capacity can be selected.

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 figure which shows an example of the shift map of automatic transmission AT set to AT controller 7 of Example 1. FIG. It is a figure which shows an example of the EV-HEV selection map set to the mode selection part of the integrated controller 10 of Example 1. FIG. 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. FIG. 10 is a CL2 element selection diagram showing a friction element selection table at a current gear stage (CurGp) and a next gear stage (NextGp) for explaining a method of selecting the second clutch CL2 from each friction element of the automatic transmission AT. (A) CL2 element selection diagram for explaining a method of selecting the second clutch CL2 at the time of UP shift of the transmission clutch in each friction element of the automatic transmission AT, (b) is each friction element of the automatic transmission AT FIG. 10 is a CL2 element selection diagram for explaining a method of selecting a second clutch CL2 at the time of a DOWN shift of the speed change clutch in FIG.

  Hereinafter, the best mode for realizing a shift 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 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 (mode switching means), a motor / generator MG (motor), 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, right drive It has a shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine. Based on an engine control command from an engine controller (engine control means) 1, engine start control, engine stop control, throttle valve opening control, fuel cut control, etc. Is done. 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 based on a first clutch control command from a first clutch controller (clutch control means) 5 and is a first clutch hydraulic unit. The engagement / semi-engagement state / release is controlled by the first clutch control hydraulic pressure generated by 6. As the first clutch CL1, for example, a normal state in which complete engagement is maintained by an urging force of a diaphragm spring, and complete engagement, slip engagement, and complete release is controlled by stroke control using a hydraulic actuator 14 having a piston 14a. A closed dry 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 is generated by an inverter 3 based on a control command from a motor controller (motor control means) 2. It is controlled by applying a three-phase alternating current. The motor / generator MG can operate as an electric motor that rotates by receiving electric power supplied from the battery 4 (powering). When the rotor receives rotational energy from the engine Eng or driving wheels, the stator coil The battery 4 can also be charged (regeneration) by functioning as a generator that generates electromotive force at both ends of the battery. 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, RR, and is based on a second clutch control command from an AT controller (AT control means) 7. Fastening / slip fastening / release is controlled by the control oil pressure generated by the hydraulic unit 8. 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 a 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 mode (hereinafter referred to as “EV mode”), a hybrid vehicle mode (hereinafter referred to as “HEV mode”), a driving torque control mode (hereinafter referred to as “HEV mode”) as driving modes depending on driving modes. Hereinafter referred to as “WSC mode”).

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the driving force of the motor / generator MG, and has a motor travel mode and a regenerative travel 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 that travels with the first clutch CL1 engaged, and has a motor assist travel mode, a power generation travel mode, and an engine travel mode, and travels 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 that passes through the second clutch CL2 depends on the vehicle state and the driver's operation. In this mode, the clutch torque capacity is controlled so that the required drive torque is determined. 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 (brake control means) 9, and an integrated controller (integrated control means) 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 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. When traveling with the D range selected, the optimum shift speed is searched based on the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map shown in FIG. The control command to obtain is output to the hydraulic control valve unit CVU. 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, as shown in FIG. 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 hydraulic control valve unit CVU. Perform clutch 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.

  The integrated controller 10 searches for the optimum driving mode according to the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the EV-HEV selection map shown in FIG. 3, and the searched driving mode is set as the target driving. A mode selection unit for selecting a mode is provided. 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 from “EV mode” to “HEV mode” and the operating point that exists in the HEV region When (APO, VSP) crosses, the HEV⇒EV switching line that switches from “HEV mode” to “EV mode” and when the operating point (APO, VSP) enters the WSC range when “HEV mode” is selected, the “WSC mode” The HEV⇒WSC switching line that switches to "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.

  FIG. 4 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 a transmission input shaft Input. The rotation speed is changed by one planetary gear and the seven friction elements, and is output from the transmission output shaft Output.

  The transmission gear mechanism includes a first planetary gear set GS1 and a third planetary gear G3 formed by a first planetary gear G1 and a second planetary gear G2 in order on an axis from the transmission input shaft Input side to the transmission output shaft Output side. A second planetary gear set GS2 by the fourth planetary gear G4 is arranged. Further, the first clutch C1, the second clutch C2, the third clutch C3 and the first brake B1, the second brake B2 (Fwd / B), the third brake B3 (BR1), the fourth brake B4 (Rev / B) is arranged. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged.

  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 and inputs rotational driving force from at least one of the engine Eng and the motor generator MG. The transmission output shaft Output is connected to the third carrier PC3 and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  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 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. 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 first one-way clutch F1 (= first speed one-way clutch 1stOWC) is arranged in parallel with the first brake B1. 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.

  In the second clutch C2 (= direct clutch D / C), the first piston is pressurized and controlled by the hydraulic pressure supplied to the first control hydraulic chamber, so that the first piston engages, slips and opens the small clutch. In addition to controlling the pressurization of the second piston with the hydraulic pressure supplied to the second control hydraulic chamber, the second piston can be controlled to engage / slip / release the large clutch. A double clutch is used. In this double clutch, the transmission torque capacity can be changed to “large”, “small”, and “large + small” by performing engagement / slip / release control of the small clutch and the large clutch. Since a well-known configuration can be adopted for this structure, detailed illustration, configuration and description thereof are omitted.

  The second brake B2 (= low brake LOW / B) is controlled by pressurizing the first brake piston with the hydraulic pressure supplied to the first brake control hydraulic chamber, so that the first brake piston Engagement / slip / release control is performed, and the second brake piston is pressurized and controlled by the hydraulic pressure supplied to the second brake control hydraulic chamber, so that the second brake piston performs engagement / slip / release control of the large brake. A double piston type double clutch is used. In this double brake, the brake torque capacity can be changed to “Large”, “Small”, and “Large + Small” by performing engagement / slip / release control of the small brake and large brake.

  FIG. 5 is a fastening operation table showing a fastening state of each friction element for each gear 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.

  In FIG. 5, the brake torque capacity of the low brake Low / B (second brake B2) is “large + small” when the input clutch I / C (first clutch C1) is disengaged (in an open state). Thus, when the I / C is disconnected and the direct clutch D / C (second clutch C2) is in the engaged state, it is controlled by the AT controller 7 so as to become “small”.

  In FIG. 5, the transmission torque capacity of the direct clutch D / C (second clutch C2) is “small” when the input clutch I / C (first clutch C1) is disengaged (in an open state). When the input clutch I / C (first clutch C1) is in the engaged state, it is controlled by the AT controller 7 so as to become “large”.

  Of the friction elements provided in the transmission 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, and a changeover speed change is performed. 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. 6 shows the relationship between CurGp (current shift speed) and NextGp (next shift speed). Then, the CL2 element selection unit 71d, as shown in FIG. 6, at each shift stage, among the friction elements of the automatic transmission AT, is Low / B at the first speed, Low / B at the second speed, and the third speed. Then select the CL2 element, such as D / C, H / C for 4th speed, H / C for 5th speed, I / C for 6th speed, I / C for 7th speed. In the upshift from N to N + 1 (N → N + 1) in FIG. 7, the CL2 element is determined by N + 1 after the upshift. This is because it is treated as N + 1 speed start and the up rotation change is simultaneously performed during the start control.

  In the downshift from N + 1 to N in FIG. 7 (N + 1 → N), the CL2 element is determined by N + 1 before the downshift. This is because it is treated as an N + 1 first speed start and the start is performed with a low rotation. However, with the exception of the 3 → 2 downshift, the CL2 element is set to Low / B after the downshift. This is because the torque sharing ratio is large between the second speed and the third speed, and the shock sensitivity is better when the torque sharing ratio is set at the second speed.

  As described above, the second clutch C2 (= direct clutch D / C) is a small clutch having a small transmission torque by the first and second pistons controlled by the hydraulic pressures of the first and second control hydraulic chambers, respectively. The transmission torque capacity can be changed to “Large”, “Small” and “Large + Small” by engaging / slipping / releasing control of a large clutch with a large transmission torque. Further, as described above, the second brake B2 (= low brake LOW / B) is pressurized and controlled for the first and second brake pistons that are controlled by the hydraulic pressures of the first and second brake control hydraulic chambers, respectively. By using the first and second brake pistons to control the engagement, slip, and release of a small brake with a small brake torque capacity and a large brake with a large brake torque capacity, the brake torque capacity is "large" and "small". , "Large + small" can be changed.

  In the shift tables shown in FIGS. 7A and 7B, the brake torque capacity of the low brake Low / B (second brake B2) and the transmission torque of the direct clutch D / C (second clutch C2) described above. The capacity is abbreviated as “large + small”, “large”, “small”.

  FIG. 7A shows the control of the friction element in the upshift (N → N + 1), and FIG. 7B shows the friction in the downshift (N → N-1 (= N + 1 → N)). It shows the control of the element. The friction element selected as the CL2 element is basically slipped during operation. As described above, the friction elements include the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, the second brake B2 (Fwd / B), the third brake B3 (BR1), There is a fourth brake B4 (Rev / B).

  In FIG. 7A, the CL2 element is determined by NextGp (next shift speed) Map. In FIG. 7A, “◯” indicates the selected CL2 element among the friction elements, the wavy line frame indicates the open element selected among the friction elements, and the solid line frame is selected among the friction elements. “●” indicates the selected engagement state of the friction elements, and the blank indicates the open state of the friction elements.

  Also, during downshifting, the automatic transmission AT is switched from the state of the (N + 1) shift stage to the shift stage (N). ) When shifting to the gear state, the torque phase at the time of switching by the motor / generator MG (motor), the inertia phase rotating due to inertia, and the convergence phase that converges and shifts from this inertia phase to the gear state of the gear stage (N) It can be divided into three. This convergence phase means that the current gear stage converges to the next gear stage.

In FIG. 7B, “◯” indicates CL2 elements other than the convergence foods at the time of gear change switching among friction elements, “Δ” indicates CL2 elements having a convergence phase at the time of gear change switching among the friction elements, and “ “-” Indicates when the torque capacity of the CL2 element shifts to the state of “0” at the current gear position. In FIG. 7B, a wavy line frame indicates an open element among the friction elements, a solid line frame indicates a fastening element among the friction elements, and “●” indicates a fastening state among the friction elements. The blank indicates an open state.
<Upshift (N → N + 1)>
In the upshift (N → N + 1) shown in FIG. 7a, the CL2 element is selected as follows.
・ 1 → 2 up shift At this 1 → 2 up shift, I / C (first clutch C1) and D / C (second clutch C2) are released (disengaged) and Low / B (second brake B2) is selected as the CL2 element, and the brake torque capacity of Low / B (second brake B2) is set to “large + small”.
・ At 2 → 3 upshift When selecting 2 → 3 upshift, select D / C (second clutch C2) as the CL2 element and set the transmission torque capacity of D / C (second clutch C2) to “small”. Set to. At this time, the L second brake B2 (Fwd / B) is in the engaged state.
・ 3 → 4 up shift When selecting 3 → 4 up shift, select 3rd clutch (= H / C = H & LR clutch H & LR / C) as CL2 element. During this shift, D / C (second clutch C2) and 2346 brake 2346B (third brake B3) are in the engaged state. At this time, the transmission torque capacity to Low / B (second brake B2) is set to “small”.
・ 4 → 5 up shift At the time of 4 → 5 up shift, the third clutch (= H / C = H & LR clutch H & LR / C) is selected as the CL2 element. During this shift, D / C (second clutch C2) is in the engaged state.
・ When 5 → 6, 5 → 7 upshift 5 → 6,5 → 7 When upshift, I / C (first clutch C1) is selected as the CL2 element. During this shift, the third clutch (= H / C = H & LR clutch H & LR / C) is in the engaged state (H / C). Also, the transmission torque capacity to D / C (second clutch C2) is set to “small”.

Since the 5-7 upshift is not set, the 5-7 shift stage in FIG. 6 is displayed as “−”. However, when the 5-7 upshift is performed, the 5-7 shift stage in FIG. 6 is displayed as “I / C”.
・ 6 → 7 upshift When 6 → 7 upshift, I / C (first clutch C1) is selected as the CL2 element. During this shift, the third clutch (= H & LR clutch H & LR / C) is in the engaged state (H / C).
・ When 2 → 4 upshifting When 2 → 4 upshifting, select Low / B (second brake B2) as the CL2 element. At this time, the transmission torque capacity to Low / B (second brake B2) is set to “large + small”. At this time of shifting, the I / C (first clutch C1) and the 2346 brake 2346 / B which is the third brake B3 are in the engaged state.
<Down shift (N + 1 → N)>
-7 → 5 down shift At 7 → 5 down shift, I / C (first clutch C1) is selected as the CL2 element to control the I / C from the slip state to the engaged state. During this speed change, the third clutch (= H / C = H & LR clutch H & LR / C) is converged from the engaged state of the seventh gear to the next fifth gear. In this state, the transmission torque capacity of D / C (second clutch C2) is controlled from “small” to “large + small”.
・ 5 → 4 down shift At 5 → 4 down shift, select 3rd clutch (= H / C = H & LR clutch H & LR / C) as CL2 element, or converge to the next 4-speed gear Select. During this shift, D / C (second clutch C2) is in the engaged state.
・ When 4 → 3 downshift When selecting 4 → 3 downshift, select the third clutch (= H / C = H & LR clutch H & LR / C), which is the CL2 element, and set the transmission torque capacity of the selected H / C. The slip state is controlled to “0”. At the time of this speed change, the D / C (second clutch C2) is brought into a converged state from the engaged state of the fourth speed to the next third speed stage. At this time, the transmission torque capacity of D / C (second clutch C2) is set to “small”, and the brake torque capacity of Low / B (second brake B2) is changed from “large + small” to “small”.
・ 3 → 2 down shift At 3 → 2 down shift, select D / C (second clutch C2) which is CL2 element and set the transmission torque capacity of the selected D / C to “Small”. Thus, the transmission torque capacity of the selected D / C is controlled from the “small” state to the “0” state. At the time of this shift, the 2346 brake 2346 / B which is the third brake B3 is in the engaged state. Further, Low / B (second brake B2) is converged from the engaged state to the next second gear. At this time, the transmission torque capacity to Low / B (second brake B2) is selected and selected as “large + small”.
・ 2 → 1 downshift When selecting 2 → 1 downshift, select Low / B (second brake B2) which is the CL2 element, or switch from the current 2nd gear to the next 1st gear. Select the convergence state of. At this time, the transmission torque capacity of Low / B is set to “Δ large + small”.
・ 7 → 6 down shift At 7 → 6 down shift, I / C (first clutch C1) is selected as the CL2 element, or I / C is selected to converge. At the time of this shifting, the third clutch (= H / C = H & LR clutch H & LR / C) is engaged.
-6 → 5 down shift At 6 → 5 down shift, I / C (first clutch C1) is selected as the CL2 element, and the selected I / C is controlled from the slip state to the engaged state. At this time, the third clutch (= H / C = H & LR clutch H & LR / C) which is the CL2 element is converged from the engaged state of the sixth gear to the next fifth gear. During this speed change, the transmission torque capacity of D / C (second clutch C2) is selected from “small” to “large + small”.
・ 4 → 2 down shift At 4 → 2 down shift, select 3rd clutch (= H / C = H & LR clutch H & LR / C) which is CL2 element and select the transmission torque capacity of the selected H / C. The slip state is controlled to “0”. At the time of this shift, the 2346 brake 2346 / B which is the third brake B3 is in the engaged state. Further, Low / B (second brake B2) is set in a converged state from the current 4-speed gear stage to the next 2-speed gear stage. At this time, the transmission torque capacity to Low / B (second brake B2) is set to “△ large + small”.

  As described above, the shift control apparatus for a hybrid vehicle according to the embodiment of the present invention causes the engine Eng, the start of the engine Eng, and the drive wheels (left rear wheel RL and right rear wheel RR) to be driven. A first clutch CL1 provided between a motor (motor motor / generator MG) and an output shaft of the engine Eng and the motor (motor motor / generator MG) for switching between a hybrid vehicle mode and an electric vehicle mode. Have Further, the shift control device is provided between the motor (motor motor / generator MG) and the drive wheels (left rear wheel RL and right rear wheel RR), and has a plurality of shift stages having different gear ratios. An automatic transmission AT, and a plurality of friction elements (CL2 elements) provided between the motor (motor motor / generator MG) and the driving wheels (left rear wheel RL and right rear wheel RR). . Further, the shift control device has control means (integrated controller 20) for performing shift control of the automatic transmission AT, engagement control of the first clutch CL1, the friction element (CL2 element), and control of the engine 1. . Moreover, the control means (integrated controller 20) is capable of shutting off a shock at the time of each gear shift of the automatic transmission AT from among the plurality of friction elements (CL2 elements) during startup of the engine 1. The slip element is selected.

  According to this configuration, when a friction element whose transmission torque capacity can be changed overlaps with another friction element, it is possible to select a friction element having a transmission torque capacity with an anti-shock effect. Can be blocked.

  In the shift control apparatus for a hybrid vehicle according to the embodiment of the present invention, the control means (the AT controller 7 and the integrated controller 10) is configured so that the friction elements (the second clutch CL2, the first to the first clutches) of the next shift stage during the upshift. The third clutch C1 to C3 and the first to fourth brakes B1 to B4) are switched to the friction elements (second clutch CL2, first to third clutches C1 to C3, The first to fourth brakes B1 to B4) are switched.

  According to this configuration, even when the automatic transmission AT and the shift operation and the engine start are performed simultaneously, the second clutch CL2 of the friction element can be slipped at the time of the engine start. Even when a shift operation of the automatic transmission AT is performed in a state where the second clutch CL2 is interlocked with the second clutch CL2, the second clutch CL2 can be quickly slipped. Further, the slip convergence of the second clutch CL2 and the rotation change can be controlled simultaneously during the upshift of the automatic transmission AT and the simultaneous control process of the engine Eng. Further, during simultaneous downshifting of the automatic transmission AT and simultaneous control of the engine Eng, the mode switching means (first clutch CL1) and the automatic transmission AT are synchronized with the motor (motor motor / generator MG) while the rotation is low. ), A large load is not instantaneously applied to the output shaft, and the torque limit due to the motor output limit is minimized.

  Furthermore, in the shift control apparatus for a hybrid vehicle according to the embodiment of the present invention, the friction element is a slip element (second clutch CL2, first to third clutches C1 to C3, first to fourth brakes B1) at the time of engine start. To B4) and a shift clutch (first to third clutches C1 to C3) of the automatic transmission, and a slip element (second clutch CL2, first clutch) among the friction elements of the shift stage when the engine is started. When the shift clutches (first to third clutches C1 to C3) of the automatic transmission overlap with the third clutches C1 to C3 and the first to fourth brakes B1 to B4), the control means (AT controller 7, The integrated controller 10) selects a slip element capable of shutting off a shock at the time of gear shift at the gear position from the friction elements other than the overlapping clutch elements.

  According to this configuration, the shift operation of the automatic transmission AT and the start of the engine Eng are performed at the same time, and slip elements (second clutch CL2, first to third clutches C1 to C3, first to fourth brakes B1 to B1) are performed. Even when the engagement of B4) and the shift clutch of the automatic transmission AT (first to second clutches C1 to C3) overlap, it is possible to prevent a shock from occurring.

  Further, in the shift control apparatus for a hybrid vehicle according to the embodiment of the present invention, the slip element includes a large and small friction clutch (not shown) capable of switching the transmission torque capacity with the first and second pistons, and the control The means (the AT controller 7 and the integrated controller 10) controls the operation of the first and second pistons, and the engagement state of the large and small friction clutches that provides a transmission torque capacity capable of shutting off the shock at the time of gear shifting at each gear. Is to be selected.

  According to this configuration, the shift operation of the automatic transmission AT and the start of the engine Eng are performed simultaneously, and the friction clutch (second clutch CL2) and the shift clutch (first to second clutches C1 to C1 to C1) of the automatic transmission AT are performed. Even when the engagement of C3) overlaps, it is possible to prevent a shock from being generated by switching the friction clutch (second clutch CL2).

  As described above, the hybrid vehicle control device of the present invention is not limited to this embodiment, and design changes and additions are allowed without departing from the spirit of the invention according to each claim of the claims. The

  In the embodiment, an example has been shown in which one of the engine start control and the shift control is requested during the other control. However, it is of course possible to use the cooperative control of the present invention when there is a request for control of one of the engine stop control and the shift control during the other control.

  In the embodiment, an example has been shown in which the second clutch CL2 is selected from the friction elements incorporated in the stepped automatic transmission AT. However, the second clutch CL2 may be provided separately from the automatic transmission AT. For example, the second clutch CL2 may be provided separately from the automatic transmission AT between the motor / generator MG and the transmission input shaft. An example in which the second clutch CL2 is provided separately from the automatic transmission AT between the transmission output shaft and the drive wheels is also included.

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

  In the embodiment, the example in which the first clutch CL1 is used as the mode switching means for switching between the HEV mode and the EV mode has been described. However, as the mode switching means for switching between the HEV mode and the EV mode, for example, a differential device or a power split device that exhibits a clutch function without using a clutch, such as a planetary gear, may be used.

  In the embodiment, an example in which the control device is applied to a rear-wheel drive hybrid vehicle has been described. However, the present invention can also be applied to a front-wheel drive hybrid vehicle. In short, the present invention can be applied to any hybrid vehicle equipped with an automatic transmission and having a HEV mode and an EV mode as travel modes.

Eng engine CL1 first clutch (mode switching means)
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 7A T controller 71a Start prohibition flag production | generation part (start prohibition flag setting means)
8 Second clutch hydraulic unit 9 Brake controller 10 Integrated controller 10d Shift prohibition determination unit (shift prohibition flag setting means)
(Friction elements, slip elements, fastening elements)
B1 ... 1st brake (front brake Fr / B)
B2 ... Second brake (Low brake LOW / B)
B3 ... Third brake (2346 brake 2346 / B)
B4 ... Fourth brake (reverse brake R / B)
C1 ... 1st clutch (input clutch I / C)
C2 ... Second clutch (Direct clutch D / C)
C3 ... 3rd clutch (H & LR clutch H & LR / C)
F1 ... 1st one-way clutch (1st one-way clutch 1stOWC)
F2 ... 2nd one way clutch (1 & 2 speed one way clutch 1 & 2OWC)

Claims (4)

Engine,
A motor for starting the engine and driving the drive wheels;
A first clutch provided between the output shaft of the engine and the motor to switch between a hybrid vehicle mode and an electric vehicle mode;
An automatic transmission that is interposed between the motor and the drive wheel and has a plurality of shift stages having different gear ratios;
A plurality of friction elements provided between the motor and the drive wheel;
In a shift control device for a hybrid vehicle comprising: shift control of the automatic transmission, the first clutch, engagement control of the friction element, and control means for controlling the engine;
In the hybrid vehicle according to the present invention, the control means selects, as a slip element, one that can block a shock at the time of each gear shift of the automatic transmission among the plurality of friction elements during the start of the engine. Shift control device.   2. The shift control apparatus for a hybrid vehicle according to claim 1, wherein the control means switches to the friction element of the next shift stage at the time of the upshift, and switches to the friction element of the shift stage before the end of the shift at the time of the downshift. A shift control device for a hybrid vehicle.   The shift control apparatus for a hybrid vehicle according to claim 1 or 2, wherein the friction element includes a slip element at the time of engine start and a shift clutch of the automatic transmission, and the friction element of the gear stage at the time of engine start. When the slip element of the automatic transmission and the shift clutch of the automatic transmission are overlapped, the control means selects a slip element capable of shutting off a shock at the time of gear shift at the shift stage from the friction elements other than the overlapping clutch elements. A shift control apparatus for a hybrid vehicle characterized by the above.   4. The shift control apparatus for a hybrid vehicle according to claim 1, wherein the slip element includes a large and small friction clutch capable of switching a transmission torque capacity with first and second pistons, and the control means. Is a shift of a hybrid vehicle characterized in that the operating state of the first and second pistons is controlled to select the engagement state of a large and small friction clutch that provides a transmission torque capacity capable of shutting off a shock at the time of gear shifting at each gear. Control device.