JP2012206663A - Speed change control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a speed change control device of a hybrid vehicle in which a motor is connected to an engine and a hydraulic continuously variable transmission through a first clutch and a second clutch respectively and a pump which supplies oil pressure to the continuously variable transmission is connected to a rotary shaft of the motor and which can improve LOW return performance of the continuously variable transmission at rapid deceleration in the hybrid vehicle driven by motor output.SOLUTION: The speed change control device of the hybrid vehicle includes: a determination part that determines whether short of the oil amount in receipt and expenditure occurs in the continuously variable transmission during deceleration of the vehicle; and a control part that makes the first clutch and the second clutch a cut state when determined that the short of the oil amount in receipt and expenditure occurs in the continuously variable transmission.

Description

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

  An engine, a motor, a hydraulic continuously variable transmission such as a belt CVT, a first clutch that disconnects and connects the engine and the motor, a motor, and a hydraulic continuously variable transmission A hybrid vehicle including a second clutch that disconnects and connects is known (see, for example, Patent Document 1). Further, there is known a vehicle in which a mechanical pump that generates hydraulic pressure of a hydraulic continuously variable transmission is connected to a crankshaft of an engine and driven by the output of the engine (see, for example, Patent Document 2).

JP 2008-74226 A JP-A-4-353235

  By the way, in the hybrid vehicle described above, when a system in which a mechanical pump is connected to the rotation shaft of the motor and driven by the output of the motor is employed, the rotation speed of the motor and the primary pulley are in a state where the second clutch is completely engaged. The rotation speed matches. For this reason, when the hybrid vehicle employing the system decelerates with the second clutch fully engaged, the rotational speed of the motor decreases and the output of the pump decreases. Therefore, in this case, the oil amount balance for changing the continuously variable transmission to the LOW side target gear ratio (especially the lowest) cannot be secured in a short time until the deceleration ends, and the continuously variable transmission The LOW return performance of the machine may not be ensured.

In addition, when a hybrid vehicle employing the system decelerates not only with the second clutch but also with the first clutch engaged, the inertia and friction of the engine acts on the motor, so the response of the motor rotation decreases. There is a case. In this case, since the response of the pump also decreases, the response of shifting to the LOW side of the continuously variable transmission also decreases.
In view of the above circumstances, the present invention is such that a motor is connected to an engine via a first clutch and a hydraulic continuously variable transmission via a second clutch, and supplies hydraulic pressure to the continuously variable transmission. PROBLEM TO BE SOLVED: To provide a shift control device for a hybrid vehicle capable of improving the LOW return performance of a continuously variable transmission at the time of sudden deceleration in a hybrid vehicle in which a pump is connected to a rotation shaft of a motor and driven by an output of the motor. And

  To achieve the above object, a shift control apparatus for a hybrid vehicle according to the present invention includes an engine, a motor, a first clutch that disconnects and connects an output shaft of the engine and a rotation shaft of the motor, and hydraulic pressure. A continuously variable transmission that changes a transmission ratio by a second clutch, a second clutch that disconnects and connects the rotation shaft of the motor and the input shaft of the continuously variable transmission, and the rotation shaft of the motor; And a pump that is driven by the output of the motor and supplies hydraulic pressure to the continuously variable transmission, wherein the continuously variable transmission has an insufficient oil amount balance during deceleration of the vehicle. A determination unit configured to determine whether or not the fuel is generated; and when the determination unit determines that an oil balance is insufficient in the continuously variable transmission, the first clutch and the second clutch are disconnected. It is characterized by comprising a control unit.

  In the above-described shift control device for a hybrid vehicle, the control unit determines the rotation speed of the motor when the determination unit determines that an oil balance is insufficient in the continuously variable transmission. You may control so that an oil amount balance may be satisfied.

  According to the shift control apparatus for a hybrid vehicle, the motor is connected to the engine via the first clutch and the hydraulic continuously variable transmission via the second clutch, and supplies hydraulic pressure to the continuously variable transmission. In the hybrid vehicle in which the pump that is connected to the rotation shaft of the motor is driven by the output of the motor, it is possible to improve the LOW return performance of the continuously variable transmission at the time of sudden deceleration.

It is a schematic block diagram which shows the drive system of the hybrid vehicle which concerns on one Embodiment. It is a schematic block diagram which shows the control system of a hybrid vehicle. It is a schematic block diagram which shows a CVT hydraulic unit. It is a block diagram which shows schematic structure of an integrated controller. It is a flowchart for demonstrating the shift control at the time of rapid deceleration of a hybrid vehicle. It is a block diagram which shows schematic structure of the integrated controller which concerns on other embodiment. It is a flowchart for demonstrating the shift control at the time of rapid deceleration of the hybrid vehicle which concerns on other embodiment. It is a block diagram which shows schematic structure of the integrated controller which concerns on other embodiment. It is a flowchart for demonstrating the shift control at the time of rapid deceleration of the hybrid vehicle which concerns on other embodiment.

Embodiments of the present invention will be described below.
FIG. 1 is a schematic configuration diagram showing a drive system of a hybrid vehicle 100 according to an embodiment of the present invention. As shown in this figure, the drive system of the hybrid vehicle 100 includes an engine 110, a first clutch 120, a motor generator (motor) 130, a second clutch 140, and belt type CVT (Continuously Variable Transmission). , CVT) (continuously variable transmission) 150 and a mechanical oil pump (pump) 160.

  FIG. 2 is a schematic configuration diagram showing a control system of hybrid vehicle 100. As shown in the figure, the control system of the hybrid vehicle 100 includes an integrated controller 10, an engine controller 12, a first clutch controller 20, a motor controller 30, a second clutch controller 40, a CVT controller 50, a brake. The controller 14, the first clutch hydraulic unit 22, the second clutch hydraulic unit 42, the CVT hydraulic unit 52, the inverter 16, and the battery 18 are provided. The engine controller 12, the first clutch controller 20, the motor controller 30, the second clutch controller 40, the CVT controller 50, the brake controller 14, and the integrated controller 10 are connected via the CAN communication line 19. And can communicate with each other. Further, the CVT hydraulic unit 52 includes the oil pump 160 described above.

First, the drive system of the hybrid vehicle 100 will be described with reference to FIGS. The engine 110 is a gasoline engine, a diesel engine, or the like, and outputs engine torque from the engine output shaft 111. In addition, the engine 110 is controlled by the engine controller 12 such as a valve opening degree of a throttle valve.
The first clutch 120 is a dry multi-plate clutch disposed between the engine 110 and the motor generator 130. The first clutch 120 is controlled to be engaged (locked up) and released by the hydraulic pressure supplied via the first clutch hydraulic unit 22 controlled by the first clutch controller 20, and the output shaft 111 of the engine 110 and the motor generator are controlled. The connection with the 130 rotating shafts 131 is cut and connected.

  The motor generator 130 is a synchronous motor generator that is disposed between the first clutch 120 and the second clutch 140 and includes a rotor having a permanent magnet embedded therein and a stator around which a stator coil is wound. The motor generator 130 is driven by applying a three-phase alternating current generated by the inverter 16 controlled by the motor controller 30. The motor generator 130 operates as an electric motor that rotates by receiving power supplied from the battery 18, and operates as a generator that generates electromotive force at both ends of the stator coil when the rotor is rotated by an external force. . The motor generator 130 outputs motor torque in a state where it operates as an electric motor (so-called power running state). On the other hand, motor generator 130 can charge battery 18 in a state where it operates as a generator (so-called regenerative state).

  Second clutch 140 is a wet multi-plate clutch disposed between motor generator 130 and CVT 150. The second clutch 140 is controlled to be engaged (locked up) and released by the hydraulic pressure supplied via the second clutch hydraulic unit 42 controlled by the second clutch controller 40, and the rotation shaft 131 of the motor generator 130 and the CVT 150 are controlled. The connection with the input shaft 151 is disconnected and connected. Here, the second clutch 140 performs an operation (slip engagement) that transitions from an engaged state (fully engaged state) to an open state (completely opened state) while sliding a plurality of superimposed friction plates, and the plurality of friction plates. The operation of making a transition from the fastening state to the opening state (slip opening) is performed while sliding.

  The CVT 150 includes a primary pulley 152, a secondary pulley 154, and a V belt 156. Primary pulley 152 is a pulley connected to input shaft 151 of CVT 150. The primary pulley 152 is disposed so as to face the axial direction of the fixed conical plate 152A and the input shaft 151 fixed to the input shaft 151 rotated by the engine torque Te and the motor torque Tm. And a movable conical plate 152B. The fixed conical plate 152A and the movable conical plate 152B are disposed with their conical surfaces facing each other, and a groove having a V-shaped cross section is formed by the conical surfaces of the fixed conical plate 152A and the movable conical plate 152B facing each other. Has been. The hydraulic chamber 152C is disposed so as to oppose the fixed conical plate 152A via the movable conical plate 152B, and the movable conical plate 152B is caused by hydraulic pressure (hereinafter referred to as primary pressure) acting on the hydraulic chamber 152C. It is displaced in the axial direction of the input shaft 151. Due to the displacement of the movable conical plate 152B, the groove width of the primary pulley 152 changes.

  The secondary pulley 154 is a pulley coupled to a differential. The secondary pulley 154 is opposed to the fixed conical plate 154A fixed to the output shaft 153 rotated by the engine torque Te and the motor torque Tm transmitted by the CVT 150, and the axial direction of the fixed conical plate 154A and the output shaft 153. And a movable conical plate 154B. The fixed conical plate 154A and the movable conical plate 154B are disposed so that the conical surfaces thereof are opposed to each other, and the conical surfaces of the fixed conical plate 154A and the movable conical plate 154B that are opposed to each other form a V-shaped groove. Has been. Further, the hydraulic chamber 154C is disposed so as to face the fixed conical plate 154A via the movable conical plate 154B, and the movable conical plate 154B is caused by hydraulic pressure (hereinafter referred to as secondary pressure) acting on the hydraulic chamber 154C. The output shaft 153 is displaced in the axial direction. Due to the displacement of the movable conical plate 154B, the groove width of the secondary pulley 154 changes. In the CVT 150, the groove widths of the primary pulley 152 and the secondary pulley 154 are increased or decreased by the primary pressure and the secondary pressure supplied from the CVT hydraulic unit 52 controlled by the CVT controller 50 to the hydraulic chambers 152C and 154C, respectively.

  The V belt 156 is wound around the primary pulley 152 and the secondary pulley 154, and transmits the rotation of the primary pulley 152 to the secondary pulley 154. When the groove width of the primary pulley 152 increases, the V-belt 156 reduces the input side belt radius by being displaced in the inner diameter direction of the primary pulley 152, while the groove width of the primary pulley 152 decreases. By displacing the primary pulley 152 in the outer diameter direction, the input side belt radius is expanded. Similarly, when the groove width of the secondary pulley 154 is increased, the V-belt 156 is reduced in the output side belt radius by being displaced in the inner diameter direction of the secondary pulley 154, while the groove width of the secondary pulley 154 is decreased. In this case, the output side belt radius is enlarged by being displaced in the outer diameter direction of the secondary pulley 154. As a result, the transmission ratio of the V belt 156 changes continuously (in a stepless manner), and the contact pressure between the V belt 156 and the primary pulley 152 and the secondary pulley 154 changes.

The CVT 150 changes to a high gear ratio state by increasing the pressing pressure of the primary pulley 152 and decreasing the pressing pressure of the secondary pulley 154. On the other hand, CVT 150 changes to a low gear ratio state by decreasing the pressing force of primary pulley 152 and increasing the pressing force of secondary pulley 154.
The output shaft 153 of the CVT 150 is connected to the left and right drive wheels via a propeller shaft, a differential, and a drive shaft, and the left and right drive wheels are rotationally driven by the torque output from the output shaft 153.

  The mechanical oil pump 160 is connected to the rotating shaft 131 of the motor generator 130 via a chain mechanism, is driven by the output of the motor generator 130, and supplies hydraulic oil to the hydraulic chambers 152C and 154C. When the CVT 150 shifts to the high side, hydraulic oil is supplied to the hydraulic chamber 152C by the oil pump 160, while hydraulic fluid is discharged from the hydraulic chamber 154C by opening a valve of the hydraulic circuit. On the other hand, when the CVT 150 shifts to the low side, hydraulic oil is supplied to the hydraulic chamber 154C by the oil pump 160, while hydraulic oil is discharged from the hydraulic chamber 152C by opening a valve of the hydraulic circuit.

Here, the hybrid vehicle 100 is set with first to third travel modes that are switched according to whether the first clutch 120 and the second clutch 140 are engaged or disengaged. The first travel mode (hereinafter referred to as EV travel mode) is a mode in which the first clutch 120 is disengaged and travel is performed using only the motor torque without using the engine torque.
The second travel mode (hereinafter referred to as HEV travel mode) is a mode in which not only motor torque but also engine torque is used when the first clutch 120 is engaged. In the HEV travel mode, three types of travel modes are set: an engine travel mode, a motor assist travel mode, and a travel power generation mode.

The engine travel mode is a mode in which only the engine torque is traveled. In this travel mode, the motor generator 130 functions as a flywheel. The motor assist travel mode is a mode in which travel is performed using a combined torque of the engine torque and the motor torque.
Furthermore, the traveling power generation mode is a mode in which the motor generator 130 is operated as a generator while traveling using the engine torque. When the traveling power generation mode is set, the motor generator 130 is operated as a generator by engine torque during constant speed operation or acceleration operation, while the motor generator 130 regenerates braking energy during deceleration operation. It is operated as a generator by regenerative energy.

  The third traveling mode (hereinafter referred to as WSC (Wet Start Clutch) traveling mode) is a mode in which the first clutch 120 is engaged and the second clutch 140 is slip-engaged to travel using the combined torque. It is. This WSC traveling mode is a mode that is set particularly when starting or accelerating at a high load such as sudden start or reacceleration.

  Next, the control system of the hybrid vehicle 100 will be described with reference to FIG. The engine controller 12 inputs detection information of the water temperature of the engine 110 from the engine water temperature sensor, detection information of the engine speed from the engine speed sensor, and a command for the target value of the engine torque from the integrated controller 10, respectively. Based on the information and command, the operating point (engine speed, engine torque, etc.) of the engine 110 is controlled. Further, the engine controller 12 estimates and calculates the engine torque based on the fuel injection amount of the engine 110, the throttle opening degree, and the like. Further, the engine controller 12 outputs information such as the engine speed and engine torque to the integrated controller 10.

The first clutch controller 20 receives the detection information of the hydraulic pressure of the first clutch hydraulic unit 22 from the hydraulic sensor, and the control command for the first clutch 120 from the integrated controller 10, respectively. Based on these information and commands, the first clutch controller 20 The clutch hydraulic unit 22 is controlled.
The motor controller 30 inputs the detection information of the rotor rotational position of the motor generator 130 from the resolver, the information of the target value of the motor torque from the integrated controller 10, and the detection information of the battery SOC from the battery SOC sensor. Based on the above, the operating point of the motor generator 130 is controlled. Further, the motor controller 30 estimates and calculates the motor torque based on the current value of the motor generator 130. Further, the motor controller 30 outputs information such as the battery SOC and motor torque to the integrated controller 10.

  The second clutch controller 40 receives the accelerator opening detection information from the accelerator opening sensor, the vehicle speed detection information from the vehicle speed sensor, and the hydraulic pressure detection information of the second clutch hydraulic unit 42 from the hydraulic sensor. The control commands for the two clutches 140 are respectively input, and the second clutch hydraulic unit 42 is controlled based on these information and commands. Further, the second clutch controller 40 outputs information such as the accelerator opening and the vehicle speed to the integrated controller 10.

The brake controller 14 inputs the detection information of the rotational speed of each wheel from the wheel speed sensor and the detection information of the stroke amount of the brake pedal from the brake stroke sensor, and controls the brake unit of each wheel based on these information. To do.
The integrated controller 10 outputs control commands to the engine controller 12, the first clutch controller 20, the motor controller 30, the second clutch controller 40, and the CVT controller 50, whereby the engine 110, the first clutch 120, the motor generator 130, The operation of the second clutch 140 and the CVT 150 is controlled.

  FIG. 3 is a schematic configuration diagram showing the CVT hydraulic unit 52. As shown in this figure, the CVT hydraulic unit 52 includes a regulator valve 242, a shift control valve 244, a pressure reducing valve 246, and the oil pump 160 described above, and adjusts the hydraulic pressure supplied from the oil pump 160. And supplied to the hydraulic chamber 152C of the primary pulley 152 and the hydraulic chamber 154C of the secondary pulley 154.

The regulator valve 242 is a duty solenoid valve, and adjusts the hydraulic pressure supplied from the oil pump 160 to the transmission control valve 244 and the pressure reducing valve 246 to a predetermined line pressure in accordance with a command from the CVT controller 50.
The shift control valve 244 is a control valve that controls the primary pressure to become the command pressure. The shift control valve 244 is connected to the step motor 252 via the servo link 250 and is driven by the step motor 252. Further, the shift control valve 244 closes the oil passage, supplies oil to the hydraulic chamber 152C, and drains oil from the hydraulic chamber 152C according to the position of the spool 244A. The servo link 250 is connected to the movable conical plate 152B of the primary pulley 152, and feeds back the groove width of the primary pulley 152, that is, the actual gear ratio, to the transmission control valve 244. Further, the servo link 250 holds the spool 244A in the valve closing position when the shift of the CVT 150 is completed.

The pressure reducing valve 246 is a control valve having a solenoid, and controls the secondary pressure to become the command pressure.
The CVT hydraulic unit 52 includes a primary pulley speed sensor 254, a secondary pulley speed sensor 256, a primary pressure sensor 157, a secondary pressure sensor 158, an oil temperature sensor 260, and the like. The primary pulley speed sensor 254 and the secondary pulley speed sensor 256 output signals corresponding to the rotational speeds of the primary pulley 152 and the secondary pulley 154 to the CVT controller 50, respectively. Further, the primary pressure sensor 157 and the secondary pressure sensor 158 output signals corresponding to the actual values (primary pressure and secondary pressure) of the hydraulic pressure supplied to the primary pulley 152 and the secondary pulley 154 to the CVT controller 50, respectively. Further, oil temperature sensor 260 outputs a signal corresponding to the oil temperature of CVT 150 to CVT controller 50.

  The CVT controller 50 determines the target gear ratio of the CVT 150 according to the vehicle speed, throttle opening, etc., and the primary pulley according to the determined gear ratio, the input torque to the CVT 150, the oil temperature of the CVT 150, the target gear speed, etc. The instruction value of the hydraulic pressure of 152 and the secondary pulley 154 is determined. Then, the CVT controller 50 controls each element of the CVT hydraulic unit 52 so that the primary pressure and the secondary pressure become determined values.

  FIG. 4 is a block diagram illustrating a schematic configuration of the integrated controller 10. As shown in this block diagram, the integrated controller 10 determines the hybrid vehicle 100 from the vehicle speed input from the vehicle speed sensor, the accelerator opening input from the accelerator opening sensor, and the brake stroke amount input from the brake stroke sensor. Based on the deceleration estimated by the deceleration estimating unit 62 for estimating the deceleration (pre-reading vehicle speed), the deceleration estimated by the deceleration estimating unit 62, and a preset shift schedule (changing the groove width) And a pulley moving speed estimating unit 64 that estimates a moving speed in a moving direction). Further, the integrated controller 10 determines an oil amount balance determination unit 66 that determines an oil amount balance when the primary pulley 152 is moved at the movement speed estimated by the pulley movement speed estimation unit 64, and a determination by the oil amount balance determination unit 66. Based on the result, a shift control unit 68 that outputs a control command to the first clutch controller 20, the motor controller 30, and the second clutch controller 40 is provided.

  FIG. 5 is a flowchart for explaining the shift control during rapid deceleration of hybrid vehicle 100. As shown in this flowchart, when the hybrid vehicle 100 starts decelerating, this processing routine is started and the routine proceeds to step 100. In step 100, the deceleration estimation unit 62 estimates the deceleration of the hybrid vehicle 100 based on the vehicle speed, the accelerator opening, and the brake stroke amount. Next, in step 102, the pulley moving speed estimation unit 64 estimates the moving speed of the primary pulley 152 based on the deceleration of the hybrid vehicle 100 estimated by the deceleration estimating unit 62 and a preset shift schedule. To do.

Next, in step 104, the oil amount balance determination unit 66 determines whether or not the oil amount balance is insufficient when the primary pulley 152 is moved at the speed estimated by the pulley movement speed estimation unit 64. That is, it is determined here whether the amount of oil necessary for driving the primary pulley 152 is insufficient or sufficient. If the determination is affirmative, the process proceeds to step 106, whereas if the determination is negative, the processing routine is terminated.
In step 106, the shift control unit 68 outputs a control command for completely releasing the first clutch 120 to the first clutch controller 20, and a control command for releasing the second clutch 140 to the second clutch controller 40. Output. Here, in the disengaged state of the second clutch 140, the torque capacity instruction value of the second clutch hydraulic unit 42 is from 0 to several N · m, and the hydraulic pressure of the second clutch hydraulic unit 42 is the standby pressure.

Further, the shift control unit 68 outputs a control command to the motor controller 30 to increase the rotational speed to the required rotational speed, that is, the oil amount balance limit rotational speed for moving the primary pulley 152 at the estimated speed. This processing routine is completed above.
Here, when the second clutch 140 is completely engaged during the rapid deceleration of the hybrid vehicle 100, the motor rotation speed matches the rotation speed of the primary pulley 152. For this reason, the motor rotation speed becomes lower than the limit rotation speed corresponding to the oil amount balance of the oil pump 160, and the primary pressure becomes lower than the indicated value.

  On the other hand, in the hybrid vehicle 100 according to the present embodiment, it is predicted that an oil balance shortage will occur in the CVT 150 during the rapid deceleration of the hybrid vehicle 100, and the second clutch 140 is released (0 to several N). -A state having a torque capacity of m) prevents a reduction in the motor speed. Thereby, the shortage of oil amount balance of CVT 150 during the rapid deceleration of hybrid vehicle 100 can be reduced, and the LOW return performance of CVT 150 during the rapid deceleration can be improved. Further, the occurrence of slippage of the V belt 156 at the time of restart after sudden deceleration can be suppressed, and the durability of the V belt 156 can be improved.

In addition, when it is predicted that an oil balance shortage of CVT 150 will occur during rapid deceleration of hybrid vehicle 100, first clutch 120 and second clutch 140 are opened, and the motor speed is increased to the required speed. The oil amount balance of CVT150 is satisfied. Thereby, the LOW return performance of the CVT 150 during the rapid deceleration can be sufficiently secured, and the response at the time of restart can be improved.
Further, in the hybrid vehicle 100 according to the present embodiment, when the oil balance insufficiency occurs in the CVT 150 during the rapid deceleration of the hybrid vehicle 100, the second clutch 140 is set to the open state and the first clutch 120 is set to the open state. I have to. As a result, since inertia and friction from the engine 110 to the motor generator 130 can be cut off, the response of the rotation of the motor generator 130 can be improved, so that the response of the oil pump 160 can be improved. The response of shifting to the LOW side of the CVT 150 can be improved.

  In the hybrid vehicle 100 according to the present embodiment, the second clutch 140 is in an open state in which the torque capacity is 0 to several N · m and the hydraulic pressure is the standby pressure during sudden deceleration. Thereby, after the vehicle stops due to sudden deceleration, it is possible to prevent the hybrid vehicle 100 from moving forward due to the torque of the motor generator 130 and to improve the response at the time of restart.

  Further, in the hybrid vehicle 100 according to the present embodiment, it is predicted that a shortage of the oil amount balance will occur in the CVT 150 at the start of sudden deceleration, that is, prior to the shortage of the oil amount balance occurring in the CVT 150, as described above. The first clutch 120, the motor generator 130, and the second clutch 140 are controlled. Thereby, it is possible to prevent the shortage of the oil amount balance of the CVT 150 and to ensure the LOW return performance of the CVT 150 at the time of sudden deceleration.

  FIG. 6 is a block diagram illustrating a schematic configuration of the integrated controller 11 according to another embodiment. As shown in this block diagram, during the deceleration, the integrated controller 11 is based on the difference between the actual measured value of the primary pressure and the command value, and the degree of deviation of the actual gear ratio from the target gear ratio to the High side is outside the predetermined range. Transmission ratio determination unit 70 for determining whether or not the transmission ratio, and transmission control for outputting a control command to first clutch controller 20, motor controller 30, and second clutch controller 40 based on the determination result of transmission ratio determination unit 70 Part 72.

  FIG. 7 is a flowchart for explaining the shift control during the rapid deceleration of the hybrid vehicle 100 according to the present embodiment. As shown in this flowchart, when the hybrid vehicle 100 starts decelerating, this processing routine is started and the routine proceeds to step 200. In step 200, the gear ratio determination unit 70 determines whether or not the actual measurement value of the primary pressure is outside a predetermined range equal to or less than the instruction value, that is, the degree of deviation of the actual gear ratio from the target gear ratio to the High side is predetermined. It is determined whether it is out of range. That is, here, it is determined whether or not the actual gear ratio is greatly shifted to the High side from the target gear ratio. If the determination is negative, the process proceeds to step 202, whereas if the determination is affirmative, the process proceeds to step 204.

In step 202, the gear ratio determination unit 70 determines whether or not the deceleration of the hybrid vehicle 100 is completed. If the determination is negative, the process proceeds to step 200. If the determination is affirmative, the processing routine is terminated.
In step 204, the shift control unit 72 outputs a control command for completely releasing the first clutch 120 to the first clutch controller 20, and releases the second clutch 140 to the second clutch controller 40 (torque capacity is 0). A control command to output several N · m and the hydraulic pressure is a standby pressure is output. Further, the shift control unit 72 outputs a control command for increasing the rotation speed to a necessary rotation speed, that is, a rotation speed necessary for increasing the primary pressure to an instruction value, to the motor controller 30. This processing routine is completed above.

  FIG. 8 is a block diagram illustrating a schematic configuration of an integrated controller 200 according to another embodiment. As shown in this block diagram, during the deceleration, the integrated controller 200 determines that the delay of the moving speed of the primary pulley 152 with respect to the target moving speed is within a predetermined range based on the difference between the change rate of the primary pressure and the actual value and the indicated value. Based on the determination result of the pulley moving speed determining unit 74 that determines whether or not it exceeds the pulley moving speed determining unit 74, a control command is output to the first clutch controller 20, the motor controller 30, and the second clutch controller 40. A shift control unit 76.

  FIG. 9 is a flowchart for explaining the shift control during the rapid deceleration of the hybrid vehicle 100 according to the present embodiment. As shown in this flowchart, when the hybrid vehicle 100 starts decelerating, this processing routine is started and the routine proceeds to step 300. In step 300, the pulley moving speed determination unit 74 determines whether or not the rate of change of the primary pressure is outside a predetermined range that is equal to or less than the indicated value, that is, the delay of the moving speed of the primary pulley 152 with respect to the target moving speed exceeds the predetermined range. It is determined whether or not. That is, here, it is determined whether or not the actual primary pressure change rate is excessively small compared to the instruction value as the target value (the movement of the primary pulley 152 is too slow). If the determination is negative, the process proceeds to step 302, whereas if the determination is affirmative, the process proceeds to step 304.

In step 302, the pulley moving speed determination unit 74 determines whether or not the deceleration of the hybrid vehicle 100 is completed. If the determination is negative, the process proceeds to step 300, whereas if the determination is affirmative, the processing routine is terminated.
In step 304, the shift control unit 76 outputs a control command for completely releasing the first clutch 120 to the first clutch controller 20, and opens the second clutch 140 to the second clutch controller 40 (torque capacity is 0). The control command is set to a number N · m and the hydraulic pressure is a standby pressure. Further, the shift control unit 72 outputs a control command to the motor controller 30 to increase the rotational speed to a necessary rotational speed, that is, a rotational speed necessary to increase the moving speed of the primary pulley 152 to the instruction value. This processing routine is completed above.

  In the hybrid vehicle 100 according to the second embodiment as the other embodiment described above, an insufficient oil amount balance actually generated during deceleration is detected, and the first clutch 120, the motor generator 130, and the second clutch 140 described above are detected. Control is implemented. Thereby, the process for suppressing the deterioration of the LOW return performance can be performed in response to the shortage of the oil amount balance caused by the unexpected behavioral change at the time of sudden deceleration.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, in the present embodiment, the present invention has been described by taking an example in which the first clutch 120 is a dry clutch and the second clutch 140 is a wet clutch, but in the embodiment to which the present invention is applied, the first clutch 120, the first clutch The types of the first clutch 120 and the second clutch 140 may be appropriately changed, for example, both the two clutches 140 are wet clutches.

10, 11, 200 Integrated controller (transmission control device for hybrid vehicle)
12 engine controller 14 brake controller 16 inverter 18 battery 19 CAN communication line 20 first clutch controller 22 first clutch hydraulic unit 30 motor controller 40 second clutch controller 42 second clutch hydraulic unit 50 CVT controller 52 CVT hydraulic unit 62 deceleration estimation Part (determination part)
64 Pulley moving speed estimation unit (determination unit)
66 Oil quantity balance judgment part (determination part)
68, 72, 76 Shift control unit (control unit)
70 Gear ratio determination unit (determination unit)
74 Pulley moving speed determination unit (determination unit)
100 Hybrid vehicle 110 Engine 111 Output shaft 120 First clutch 130 Motor generator (motor)
131 Rotating shaft 140 Second clutch (wet clutch)
150 CVT (transmission)
151 Input shaft 152 Primary pulley 154 Secondary pulley 152A, 154A Fixed conical plate 152B, 154B Movable conical plate 152C, 154C Hydraulic chamber 156 V belt 157 Primary pressure sensor 158 Secondary pressure sensor 160 Oil pump (pump)
242 Regulator valve 244 Shift control valve 246 Pressure reducing valve 250 Servo link 252 Step motor 254 Primary pulley speed sensor 256 Secondary pulley speed sensor 260 Oil temperature sensor

Claims (2)

An engine, a motor, a first clutch that disconnects and connects an output shaft of the engine and a rotating shaft of the motor, a continuously variable transmission that changes a gear ratio by hydraulic pressure, and the rotating shaft of the motor; A second clutch that disconnects and connects the input shaft of the continuously variable transmission, and a pump that is connected to the rotating shaft of the motor and is driven by the output of the motor to supply hydraulic pressure to the continuously variable transmission. A shift control device for a hybrid vehicle comprising:
A determination unit that determines whether or not an oil balance is insufficient in the continuously variable transmission during deceleration of the vehicle;
A control unit for disengaging the first clutch and the second clutch when the determination unit determines that an oil balance is insufficient in the continuously variable transmission;
A shift control apparatus for a hybrid vehicle, comprising:   When the determination unit determines that the oil amount balance is insufficient in the continuously variable transmission, the control unit is configured so that the rotation amount of the motor is satisfied with the oil amount balance of the continuously variable transmission. The shift control apparatus for a hybrid vehicle according to claim 1, wherein control is performed.

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