JP2013095158A - Vehicle control system and control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system and a control device which can improve fuel consumption while suppressing decrease in drivability.SOLUTION: In the vehicle control system which has an engine and a motor generator, a transmission body which transmits power from the engine or the motor generator and outputs the power, and the control device which controls the engine, the motor generator and the transmission body, the control device implements mode switching control which switches between a first driving mode with low frequency of engine starting and a second driving mode with higher frequency of engine starting than that of the first driving mode, and transmission control for the transmission body based on a transmission map M in the first driving mode and the second driving mode, and a transmission line (a first transmission line L1) upon P-EV driving using power of the motor generator in the first driving mode is different from a transmission line (a second transmission line L2) upon E-EV driving using power of the motor generator in the second driving mode.

Description

  The present invention relates to a vehicle control system and a control device.

  Conventionally, an engine, a power distribution integration mechanism connected to the engine, a motor connected to the power distribution integration mechanism, a motor connected to the power distribution integration mechanism via a transmission, and an electronic control unit that controls the vehicle (For example, refer to Patent Document 1). In this hybrid vehicle, when the engine is operating, the speed change state of the transmission that changes the number of rotations of the motor and transmits it to the drive shaft so that the efficiency of the entire vehicle is good while the engine is operating The gear state of the transmission is switched using the engine operation speed change map in which is set. On the other hand, the hybrid vehicle has a motor travel shift map in which the shift state of the transmission is set so that the efficiency of the entire vehicle is good when traveling with the engine stopped when the engine is not operating. Used to change the gear state of the transmission.

JP 2005-170317 A

  By the way, a vehicle such as a hybrid vehicle has a first travel mode in which the start frequency of the engine is reduced to give priority to the travel by the motor, and a second travel mode in which the travel by the engine and the motor is performed without giving priority to the travel by the electric motor. There is a case of driving by switching. When the vehicle is in the second travel mode, the vehicle appropriately switches between EV travel that travels using only the power of the motor and HV travel that travels using the power of the engine and the motor. On the other hand, when the vehicle is in the first traveling mode, priority is given to traveling by the motor, so that the frequency of switching between EV traveling and HV traveling is less than in the second traveling mode.

  Here, in the second traveling mode in which the switching frequency between EV traveling and HV traveling is high, when the shift map is switched according to the switching between EV traveling and HV traveling as in the prior art, the vehicle changes the gear ratio of the transmission. The frequency of changing is increased. At this time, if the engine start and the gear ratio change occur at the same time, the variation of the vehicle increases, and drivability may deteriorate. For this reason, in the first traveling mode and the second traveling mode, it is conceivable to use the same shift map for EV traveling and HV traveling. In this case, if the same shifting map is used for EV traveling and HV traveling. In addition, there is a risk that the motor operating efficiency during EV traveling or the engine operating efficiency during HV traveling may decrease, making it difficult to improve fuel efficiency.

  This invention is made | formed in view of said situation, Comprising: It aims at providing the vehicle control system and control apparatus which can aim at the improvement of a fuel consumption, suppressing the fall of drivability.

  A vehicle control system according to the present invention includes an internal combustion engine and an electric motor as a power source of the vehicle, an automatic transmission that shifts and outputs power from the internal combustion engine or the electric motor, and a control that controls the internal combustion engine, the electric motor, and the automatic transmission. The control device includes a first travel mode, which is a travel mode of a vehicle in which the start frequency of the internal combustion engine is low, and a start frequency of the internal combustion engine as compared to the first travel mode. Mode switching control for switching between the second traveling mode, which is a traveling mode of many vehicles, the shift control of the automatic transmission based on the first shift pattern in the first traveling mode, and the second shift pattern in the second traveling mode. Based on the first shift pattern during the first EV travel that travels with the power of the motor in the first travel mode, and the electric drive in the second travel mode. The second and the transmission pattern of the first 2EV during running running at power, characterized in that different.

  Also, a first shift pattern during the first HV traveling that travels with the power of the internal combustion engine and the motor in the first traveling mode, and a second transmission during the second HV traveling that travels with the power of the internal combustion engine and the power of the electric motor in the second traveling mode. The second shift pattern is preferably the same.

  In addition, it is preferable that the second shift pattern during the second EV traveling and the second shift pattern during the second HV traveling that travels with the power of the internal combustion engine and the motor in the second traveling mode are the same.

  The first shift pattern during the first EV travel is preferably a shift pattern in which the rotational speed of the electric motor is higher than when the second shift pattern during the second EV travel is selected.

  The automatic transmission is a stepped transmission, the control device executes shift control based on the shift line, the first shift pattern has a first shift line during the first EV travel, The shift pattern has a second shift line at the time of second EV traveling, and the first shift line is preferably on the high vehicle speed side and on the side where the accelerator opening is smaller than the second shift line.

  The automatic transmission is a continuously variable transmission, and the first shift pattern during the first EV travel is a shift pattern in which the gear ratio becomes larger than when the second shift pattern during the second EV travel is selected. It is preferable that

  The control device of the present invention is a control device that controls an internal combustion engine and an electric motor that are power sources of a vehicle, and an automatic transmission that shifts and outputs power from the internal combustion engine or the electric motor, and starts the internal combustion engine. A mode switching control for switching between a first travel mode, which is a travel mode of a vehicle with a low frequency, and a second travel mode, which is a travel mode of a vehicle with a higher start frequency of the internal combustion engine than the first travel mode; The shift control of the automatic transmission based on the first shift pattern is executed in the travel mode, and the shift control of the automatic transmission based on the second shift pattern is executed in the second travel mode. The first shift pattern during the first EV travel that travels at a speed different from the second shift pattern during the second EV travel that travels with the power of the electric motor in the second travel mode is different. To.

  The vehicle control system and the control device according to the present invention have an effect that fuel consumption can be improved while suppressing a decrease in drivability.

FIG. 1 is a schematic configuration diagram of a vehicle control system according to the embodiment. FIG. 2 is an explanatory diagram illustrating a travel mode and a travel state of a vehicle equipped with the vehicle control system according to the embodiment. FIG. 3 is an explanatory diagram of a shift map stored in the ECU of the vehicle control system according to the embodiment. FIG. 4 is a flowchart of a control operation for selecting a shift line by the ECU of the vehicle control system according to the embodiment.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment]
FIG. 1 is a schematic configuration diagram of a vehicle control system according to the embodiment. FIG. 2 is an explanatory diagram illustrating a travel mode and a travel state of a vehicle equipped with the vehicle control system according to the embodiment. FIG. 3 is an explanatory diagram of a shift map stored in the ECU of the vehicle control system according to the embodiment. FIG. 4 is a flowchart of a control operation for selecting a shift line by the ECU of the vehicle control system according to the embodiment.

  The present embodiment is a so-called 1MG + AT parallel hybrid type vehicle control system including one motor generator and an automatic transmission, typically a stepped automatic transmission. As shown in FIG. 1, the vehicle control system 1 of this embodiment is a system that is mounted on a vehicle 2 and controls the vehicle 2. The vehicle 2 is a so-called “hybrid vehicle” in which an engine 7 as an internal combustion engine and a motor generator 10 as an electric motor are mounted as a power source (driving drive source) for driving the vehicle 2. More specifically, the vehicle 2 is a “plug-in hybrid vehicle” provided with a battery 24 that can store electric power supplied via an insertion plug.

  The vehicle control system 1 includes a drive device 4 that drives the drive wheels 3 of the vehicle 2, a state detection device 5 that detects the state of the vehicle 2, and an ECU 6 as a control device that controls each part of the vehicle 2 including the drive device 4. With.

  The drive device 4 constitutes a parallel hybrid type power train in the vehicle 2, has one engine 7 and one motor generator 10, and drives the drive wheels 3 to rotate.

  The drive device 4 includes an engine 7, a damper mechanism 8, a K0 clutch 9, and a motor generator 10. Further, the drive device 4 includes a torque converter 11, a transmission 12, a propeller shaft 13, a differential gear 14, and a drive shaft 15. The torque converter 11 is a torque converter with a lockup mechanism that includes a lockup mechanism 16 and a fluid transmission mechanism 17. The transmission 12 includes a C1 clutch 18 and a transmission main body 19.

  The drive device 4 includes an engine 7, a damper mechanism 8, a K0 clutch 9, a motor generator 10, a lockup mechanism 16 for the torque converter 11, and a fluid transmission mechanism with respect to the transmission path of power to the drive wheels 3. 17, the C1 clutch 18 of the transmission 12, the transmission main body 19, the propeller shaft 13, the differential gear 14, and the drive shaft 15 are arranged so as to be able to transmit power to each other in this order. In this case, in the drive device 4, the crankshaft 20 that is the output shaft of the engine 7 and the rotor shaft 21 that is the output shaft of the motor generator 10 are connected via the damper mechanism 8 and the K0 clutch 9. Further, in the drive device 4, the rotor shaft 21 and the drive wheel 3 are connected via a torque converter 11, a transmission 12, a propeller shaft 13, a differential gear 14, a drive shaft 15, and the like.

  More specifically, the engine 7 is a heat engine that converts fuel energy into mechanical work and outputs it as power by burning the fuel in a combustion chamber. The engine 7 can generate mechanical power (engine torque) on the crankshaft 20 as the fuel burns, and can output this mechanical power from the crankshaft 20. The engine 7 can be switched between an operating state and a non-operating state regardless of whether the vehicle 2 is stopped or traveling.

  Here, the operating state of the engine 7 (the state in which the engine 7 is operated) is a state in which power to be applied to the drive wheels 3 is generated, and thermal energy generated by burning fuel in the combustion chamber is converted to a machine such as torque. It is the state which outputs in the form of dynamic energy. In other words, the engine 7 generates power that burns fuel in the combustion chamber and acts on the drive wheels 3 of the vehicle 2 in the operating state. On the other hand, the non-operating state of the engine 7, that is, the state in which the operation of the engine 7 is stopped is a state in which generation of power is stopped, fuel supply to the combustion chamber is cut (fuel cut), and the combustion chamber In this state, the fuel is not burned and no mechanical energy such as torque is output.

  The K0 clutch 9 can connect the crankshaft 20 of the engine 7 and the rotor shaft 21 of the motor generator 10 via the damper mechanism 8. The K0 clutch 9 is in an engaged state in which the crankshaft 20 and the rotor shaft 21 are engaged so that power can be transmitted, a released state in which the engagement is released, and a slip state between the engaged state and the released state. Switching is possible. When the K0 clutch 9 is in an engaged state, the crankshaft 20 and the rotor shaft 21 are connected to each other via the damper mechanism 8 so as to be integrally rotatable, and power can be transmitted between the engine 7 and the motor generator 10. It becomes a state. On the other hand, when the K0 clutch 9 is in the released state, the crankshaft 20 and the rotor shaft 21 are disconnected, and the power transmission between the engine 7 and the motor generator 10 is cut off.

  Various clutches can be used as the K0 clutch 9, and for example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the K0 clutch 9 is, for example, a hydraulic device that operates according to a clutch hydraulic pressure that is a hydraulic pressure of hydraulic oil supplied to the K0 clutch 9. The K0 clutch 9 is in a released state in which the engagement is completely released when the engagement force corresponding to the clutch oil pressure (the pressing force for engaging the clutch plate) is 0, and the slip state ( The semi-engaged state is brought into the fully engaged state. The transmission torque in the K0 clutch 9 is 0 in the disengaged state, becomes a magnitude corresponding to the engaging force in the slip state, and becomes maximum in the engaged state. The C1 clutch 18 and the lockup clutch 25 described below are substantially the same as the K0 clutch 9.

  The motor generator 10 is, for example, an AC synchronous motor. In the motor generator 10, a stator 22 as a stator is fixed to a case or the like, and a rotor 23 as a rotor is disposed radially inward of the stator 22 and coupled to the rotor shaft 21 so as to be integrally rotatable. The motor generator 10 has a function (power running function) as an electric motor that converts electric power supplied from the battery 24 through an inverter or the like into mechanical power and an input mechanical power into electric power through the inverter or the like. The rotating electrical machine has a function (regeneration function) as a generator for charging the battery 24. The motor generator 10 is driven by receiving AC power from the battery 24 via an inverter, for example, and generates mechanical power (motor torque) on the rotor shaft 21. The mechanical power is output from the rotor shaft 21. Is possible.

  The torque converter 11 is a kind of fluid coupling and is connected to the rotor shaft 21 of the motor generator 10. The torque converter 11 includes a lockup mechanism 16 that transmits power from the engine 7 or the motor generator 10 via a lockup clutch 25, and a fluid transmission mechanism 17 that transmits hydraulic oil. The lockup mechanism 16 can connect the rotor shaft 21 and the output shaft 26 of the torque converter 11 via the lockup clutch 25. The fluid transmission mechanism 17 includes a pump (pump impeller) 17p, a turbine (turbine runner) 17t, a stator 17s, a one-way clutch 17c, and the like, and is filled with hydraulic oil as a working fluid. The pump 17p is connected to the rotor shaft 21 so as to be integrally rotatable, and the turbine 17t is connected to the output shaft 26 so as to be integrally rotatable. The lock-up clutch 25 is in an engaged state in which the rotor shaft 21 and the turbine 17t are engaged to transmit power, a released state in which the engagement is released, and a slip state between the engaged state and the released state. Switching is possible. The torque converter 11 transmits the power from the engine 7 or the motor generator 10 to the output shaft 26 via the lockup mechanism 16 or the fluid transmission mechanism 17 in accordance with the state of the lockup clutch 25, and this output shaft 26 can be output.

  As described above, the transmission 12 includes the C1 clutch 18 and the transmission main body 19 and shifts the power from the torque converter 11 and outputs it to the drive wheel 3 side. The C1 clutch 18 can connect the output shaft 26 of the torque converter 11 and the drive wheel 3 via the transmission main body 19, the propeller shaft 13, the differential gear 14, the drive shaft 15, and the like. Here, the C1 clutch 18 is in an engaged state in which the output shaft 26 of the torque converter 11 and the input shaft 27 of the transmission main body 19 are engaged so as to be able to transmit power, a released state in which this engagement is released, It is possible to switch to a slip state between a state and a released state.

  The transmission main body 19 is a so-called stepped automatic transmission (AT), continuously variable automatic transmission (CVT), multi-mode manual transmission (MMT), sequential manual transmission (SMT), dual clutch transmission (DCT), or the like. It is an automatic transmission. Here, as the transmission main body 19, for example, a stepped automatic transmission configured by including a plurality of shift stages (gear stages) each having a predetermined gear ratio is applied. The transmission main body 19 shifts the power input from the output shaft 26 of the torque converter 11 to the input shaft 27 via the C1 clutch 18 at a predetermined gear stage (speed ratio) and transmits it to the output shaft. Is output to a propeller shaft 13 which is coupled so as to be integrally rotatable.

  The differential gear 14 transmits the power from the propeller shaft 13 to each drive wheel 3 via each drive shaft 15. The differential gear 14 absorbs a difference in rotational speed between the center side of the turn, that is, the inner drive wheel 3 and the outer drive wheel 3 that occurs when the vehicle 2 turns.

  The drive device 4 configured as described above uses the power generated by the engine 7 from the crankshaft 20 to the damper mechanism 8, the K0 clutch 9, the rotor shaft 21, the torque converter 11, the transmission 12, the propeller shaft 13, and the differential gear. 14, and can be transmitted to the drive wheel 3 via the drive shaft 15. Further, the drive device 4 transmits the power generated by the motor generator 10 from the rotor shaft 21 via the torque converter 11, the transmission 12, the propeller shaft 13, the differential gear 14, and the drive shaft 15, without passing through the K0 clutch 9. Can be transmitted to the drive wheel 3. As a result, the vehicle 2 can drive by generating a driving force on the contact surface between the driving wheel 3 and the road surface.

  The state detection device 5 detects the state of the vehicle 2, and detects various state quantities and physical quantities representing the state of the vehicle 2, operating states of switches, and the like. The state detection device 5 is electrically connected to the ECU 6 and can exchange information such as a detection signal, a drive signal, and a control command with each other. The state detection device 5 includes, for example, an accelerator opening sensor 50, a brake sensor 51, a vehicle speed sensor 52, a crank angle sensor 53, a motor rotation speed sensor 54, a turbine rotation speed sensor 55, a propeller rotation speed sensor 56, and a charge state detector 57. Etc. The accelerator opening sensor 50 detects an accelerator opening corresponding to an operation amount (accelerator operation amount, acceleration request operation amount) of the accelerator pedal of the vehicle 2 by the driver. The brake sensor 51 detects a master cylinder pressure or a brake depression force corresponding to an operation amount (brake operation amount, braking request operation amount) of the vehicle 2 by the driver. The vehicle speed sensor 52 detects the vehicle speed that is the traveling speed of the vehicle 2. The crank angle sensor 53 detects a crank angle that is a rotation angle of the crankshaft 20. The ECU 6 determines the intake stroke, compression stroke, expansion stroke, and exhaust stroke in each cylinder of the engine 7 based on the crank angle, and calculates the engine rotational speed that is the rotational speed (rotational speed) of the crankshaft 20. be able to. The motor rotation speed sensor 54 detects a motor rotation speed that is the rotation speed of the rotor shaft 21 of the motor generator 10. The turbine rotation speed sensor 55 is the rotation speed of the turbine 17 t of the torque converter 11, the turbine rotation speed that is the rotation speed of the output shaft 26 of the torque converter 11, and the input of the transmission main body 19 when the C1 clutch 18 is engaged. An input rotational speed that is the rotational speed of the shaft 27 is detected. The propeller rotational speed sensor 56 detects the propeller rotational speed that is the rotational speed of the propeller shaft 13 that is the output shaft of the transmission main body 19. The charge state detector 57 detects the state of charge SOC according to the amount of charge (charge amount) of the battery 24, the battery voltage, and the like.

  The ECU 6 is a control unit that performs overall control of the vehicle control system 1 and controls the engine 7 and the motor generator 10 in a coordinated manner. The ECU 6 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 6 is electrically connected to the state detection device 5, and is also electrically connected to the fuel injection device of the engine 7, the ignition device, the throttle device, the inverter of the motor generator 10, the battery 24, and the like. Further, the ECU 6 is connected to the K0 clutch 9, the lockup clutch 25, the C1 clutch 18, the transmission main body 19, and the like via the hydraulic control device 28, and controls these operations via the hydraulic control device 28. The ECU 6 receives an electrical signal corresponding to the detection result detected by the state detection device 5, and outputs to each part of the drive device 4 such as the engine 7, the inverter of the motor generator 10, and the hydraulic control device 28 according to the input detection result. Drive signals are output to control these drives.

  Here, the hydraulic control device 28 uses the hydraulic pressure of the working oil (oil) as the working fluid to engage the shifting operation of the transmission main body 19 and the engagement elements such as the K0 clutch 9, the lockup clutch 25, and the C1 clutch 18.・ Controls the release / slip operation. The hydraulic control device 28 includes various known hydraulic control circuits controlled by the ECU 6, and includes, for example, a plurality of oil passages, an oil reservoir, an oil pump, and a plurality of electromagnetic valves. The hydraulic control device 28 controls the flow rate or hydraulic pressure of the hydraulic oil supplied to each part of the drive device 4 in accordance with a signal from the ECU 6.

  The ECU 6 controls the throttle device of the engine 7 based on, for example, the accelerator opening, the vehicle speed, etc., adjusts the throttle opening of the intake passage, adjusts the intake air amount, and responds to the change to the fuel injection amount. And the output of the engine 7 is controlled by adjusting the amount of the air-fuel mixture filled in the combustion chamber. Further, the ECU 6 controls the hydraulic control device 28 based on, for example, the accelerator opening degree, the vehicle speed, etc., and the gear shift operation of the transmission main body 19 and the engagement / release of the K0 clutch 9, the lockup clutch 25, the C1 clutch 18, etc.・ Slip operation is controlled.

  Further, the ECU 6 stores a shift map M that is used for executing the shift control of the transmission main body 19. The ECU 6 determines the rotational speed of the input shaft 27 of the transmission main body 19 detected by the turbine rotational speed sensor 55 and the rotational speed of the propeller shaft 13 (output shaft of the transmission main body 19) detected by the propeller rotational speed sensor 56. By acquiring and changing the gear ratio of the transmission main body 19 based on the transmission map M, the rotational speed of the input shaft 27 and the rotational speed of the output shaft of the transmission main body 19 are respectively controlled to predetermined rotational speeds.

  In the vehicle control system 1 configured as described above, the ECU 6 controls the drive device 4 and uses the engine 7 and the motor generator 10 together or selectively, thereby allowing the vehicle 2 to travel in various travel modes and travel states. Can be made.

  First, the traveling state of the vehicle 2 will be described. For example, the ECU 6 puts the K0 clutch 9 into an engaged state (K0 clutch ON) and operates the engine 7 to output power (engine torque) output from the engine 7 of the engine 7 and the motor generator 10 that are driving sources for traveling. Only to the drive wheels 3. At this time, the C1 clutch 18 is in an engaged state (C1 clutch ON). Thereby, the vehicle control system 1 can implement “engine running” (not shown). Therefore, the vehicle 2 can travel using only the engine 7 of the traveling drive source.

  Further, the ECU 6, for example, in the state where the K0 clutch 9 is engaged (K0 clutch ON) and the engine 7 is operated as described above, according to the required driving force and the storage state SOC of the battery 24, the motor generator 10 The power output from the engine 7 and the power output from the motor generator 10 (motor torque) are integrated and transmitted to the drive wheels 3. At this time, the C1 clutch 18 is in an engaged state (C1 clutch ON). Thereby, the vehicle control system 1 can implement “HV traveling”. Therefore, the vehicle 2 can travel using the engine 7 and the motor generator 10 together.

  Further, for example, the ECU 6 puts the K0 clutch 9 in a released state (K0 clutch OFF) and stops the engine 7 to be in an inoperative state. Only the power output from the motor generator 10 out of the generator 10 is transmitted to the drive wheels 3. At this time, the C1 clutch 18 is in an engaged state (C1 clutch ON). Further, since the engine 7 is in an inoperative state and the K0 clutch 9 is in a released state, the rotation of the crankshaft 20 is also stopped. Thereby, the vehicle control system 1 can implement “EV traveling”. Therefore, the vehicle 2 can travel using only the motor generator 10 among the travel drive sources. At this time, the vehicle 2 is basically in a state where the crankshaft 20 and the rotor shaft 21 are mechanically separated by the K0 clutch 9, and the rotational resistance of the engine 7 is not activated.

  For example, the ECU 6 controls the motor generator 10 when the vehicle 2 travels at a reduced speed, and regenerates power by the motor generator 10 using the power transmitted from the drive wheels 3 to the rotor shaft 21. The mechanical power (negative motor torque) generated in 21 is transmitted to the drive wheel 3. At this time, the C1 clutch 18 is in an engaged state (C1 clutch ON). Thereby, the vehicle control system 1 can implement “regenerative travel” (not shown). Therefore, the vehicle 2 can be decelerated while being regeneratively braked by the motor generator 10.

  Next, the travel mode of the vehicle 2 will be described. The ECU 6 is capable of executing the first traveling mode in which the motor generator 10 is activated with a low start frequency and is operated with priority. The first travel mode is a mode in which the plug-in hybrid vehicle 2 travels mainly using electric power charged in the battery 24.

  Further, the ECU 6 can execute the second traveling mode in which the engine 7 is started more frequently than the first traveling mode and the traveling by the motor generator 10 is not prioritized. The second travel mode is a mode in which the plug-in hybrid vehicle 2 travels using the power of the engine 7 when, for example, the storage amount of the battery 24 is small.

  Then, the ECU 6 executes mode switching control for switching between the first traveling mode and the second traveling mode. When executing the mode switching control, the ECU 6 switches between the first traveling mode and the second traveling mode based on the detection result of the charging state detector 57. Specifically, the ECU 6 executes the first traveling mode when the charged amount of the battery 24 by the charge state detector 57 is larger than a predetermined charged amount. On the other hand, the ECU 6 executes the second traveling mode when the charged amount of the battery 24 by the charge state detector 57 is equal to or less than a predetermined charged amount.

  In the present embodiment, the ECU 6 switches between the first travel mode and the second travel mode based on the amount of power stored in the battery 24, but is not limited to this configuration. For example, a changeover switch for switching the travel mode may be provided separately, and the ECU 6 may switch between the first travel mode and the second travel mode by detecting the operation of the changeover switch.

  Next, with reference to FIG. 2, the driving mode and driving state of the vehicle 2 will be described. Here, EV travel in the first travel mode is P-EV travel (first EV travel), and HV travel in the first travel mode is P-HV travel (first HV travel). In addition, EV travel in the second travel mode is E-EV travel (second EV travel), and HV travel in the second travel mode is E-HV travel (second HV travel).

  The ECU 6 performs switching of the traveling state between the P-EV traveling and the P-HV traveling in the first traveling mode based on, for example, the accelerator opening and the vehicle speed. That is, when the vehicle speed detected by the vehicle speed sensor 52 is a predetermined vehicle speed in the first travel mode, the ECU 6 determines that the accelerator opening detected by the accelerator opening sensor 50 is equal to or less than the predetermined accelerator opening. The vehicle 2 is controlled so that the traveling state is P-EV traveling. On the other hand, when the vehicle speed detected by the vehicle speed sensor 52 is a predetermined vehicle speed in the first traveling mode, the ECU 6 determines that the accelerator opening detected by the accelerator opening sensor 50 is larger than the predetermined accelerator opening. The vehicle 2 is controlled so that the traveling state is P-HV traveling. Specifically, the predetermined accelerator opening at the time of low vehicle speed is 60%, and the predetermined accelerator opening at the time of high vehicle speed is 40%.

  In the present embodiment, the ECU 6 switches the traveling state between the P-EV traveling and the P-HV traveling in the first traveling mode based on the accelerator opening, but is not limited to this configuration. For example, the ECU 6 may switch the traveling state between P-EV traveling and P-HV traveling based on the requested driving force requested for the vehicle 2.

  Further, the ECU 6 executes switching of the traveling state between the E-EV traveling and the E-HV traveling in the second traveling mode based on the accelerator opening and the vehicle speed as in the first traveling mode. At this time, the ECU 6 is set so that the predetermined accelerator opening is smaller than that in the first travel mode. Further, the ECU 6 can also switch the traveling state between the E-EV traveling and the E-HV traveling in the second traveling mode based on the detection result of the charging state detector 57. That is, the ECU 6 executes the E-EV traveling when the charged amount of the battery 24 detected by the charge state detector 57 is larger than a predetermined charged amount set in advance. On the other hand, the ECU 6 executes E-HV traveling when the charged amount of the battery 24 detected by the charge state detector 57 is equal to or less than a predetermined charged amount. For this reason, in the second travel mode, switching between EV travel and HV travel is greater than in the first travel mode, and the engine 7 is started more frequently than in the first travel mode.

  Further, the ECU 6 executes shift control based on the shift map M in the first travel mode and the second travel mode. Here, the shift map M will be described with reference to FIG. In the shift map M, the horizontal axis is the vehicle speed, and the vertical axis is the accelerator opening. In the shift map M, a P-EV travel region E1 and a P-HV travel region E2 are set. The P-EV traveling area E1 is an area that is equal to or smaller than a predetermined accelerator opening, and the P-HV traveling area E2 is an area that is larger than the predetermined accelerator opening. The shift map M is a shift map on the low vehicle speed side, and for example, 60% is set as the predetermined accelerator opening. For this reason, as described above, in the shift map M on the high vehicle speed side, 40% may be set as the predetermined accelerator opening.

  The shift map M has a plurality of shift lines for switching a plurality of shift stages of the transmission main body 19. When the ECU 6 executes the shift control based on the shift map M, the operation of the vehicle 2 on the shift map M based on the accelerator opening detected by the accelerator opening sensor 50 and the vehicle speed detected by the vehicle speed sensor 52. A predetermined gear position is set from the position of the point. Then, the ECU 6 executes the shift control of the transmission main body 19 so that the set shift speed is achieved. In addition, when the operating point of the vehicle 2 is changed according to the traveling state of the vehicle 2, the ECU 6 has a different shift stage if the operating point of the vehicle 2 is changed beyond the shift line. The shift control of the transmission main body 19 is executed so as to be different gear positions.

  Next, with reference to FIG. 3, description will be given focusing on a predetermined shift line between the low-speed gear-side shift stage and the high-speed gear-side shift stage among the plurality of shift lines. The shift map M has a first shift line L1 and a second shift line L2. The first shift line L1 is used during P-EV travel, and the second shift line L2 is used during P-HV travel, E-EV travel, and E-HV travel (see FIG. 2). That is, the shift line used during P-EV traveling is different from the shift line used during E-EV traveling. Further, the shift line used during P-HV traveling is the same as the shift line used during E-HV traveling. Furthermore, the shift line used during E-EV travel is the same as the shift line used during E-HV travel. Therefore, the ECU 6 performs shift control based on the first shift pattern using the first shift line L1 and the second shift line L2 in the first travel mode, and in the second travel mode, the second shift line L2 Shift control based on the second shift pattern using is performed.

  Here, the first shift line L1 is a shift line capable of operating the motor generator 10 efficiently, and the second shift line L2 is a shift line capable of operating the engine 7 efficiently. Further, the high vehicle speed side across the first transmission line L1 is the high speed gear side with a small gear ratio, and the low vehicle speed side across the first transmission line L1 is the low speed gear side with a large gear ratio. Similarly, the high vehicle speed side across the second transmission line L2 is the high speed gear side with a small gear ratio, and the low vehicle speed side across the second transmission line L2 is the low speed gear side with a large gear ratio. At this time, the first shift line L1 is on the higher vehicle speed side and the accelerator opening is smaller than the second shift line L2. That is, when the vehicle speed is a predetermined speed, the first shift line L1 is provided on the side where the accelerator opening is smaller than that of the second shift line L2. Moreover, when it is a predetermined accelerator opening, the 1st shift line L1 is provided in the high vehicle speed side compared with the 2nd shift line L2. For this reason, when it is the predetermined vehicle speed and the predetermined accelerator opening, the ECU 6 executes the shift control based on the first shift line L1, as compared to the case where the shift control based on the second shift line L2 is executed. There is a case where the shift control is executed to the side where the rotational speed of the input shaft 27 of the transmission main body 19 is increased.

  Specifically, when the vehicle speed of the vehicle 2 and the accelerator opening degree are at the operating point P1, the ECU 6 performs the shift control based on the second shift line L2, and the operating point P1 is located at the high speed gear across the second shift line L2. Therefore, the transmission main body 19 is controlled to be shifted on the side where the gear ratio is small. On the other hand, when the vehicle speed and the accelerator opening of the vehicle 2 are at the operating point P1, the ECU 6 performs the shift control based on the first shift line L1, and the operating point P1 moves toward the low-speed gear with the first shift line L1 interposed therebetween. Therefore, the transmission main body 19 is controlled to be shifted on the side with the larger gear ratio.

  Therefore, when the operating point P1 is between the first shift line L1 and the second shift line L2, for example, when the ECU 6 is switched from E-EV travel to P-EV travel, the ECU 6 starts from the second shift line L2. In order to switch to the first shift line L1, shift control is performed from the high speed gear side to the low speed gear side. Thereby, ECU6 can make the rotation speed of the input shaft 27 of the transmission main body 19 high by switching from the 2nd shift line L2 to the 1st shift line L1. Therefore, the ECU 6 performs shift control to increase the rotational speed of the motor generator 10 by increasing the rotational speed of the input shaft 27 of the transmission main body 19 during P-EV traveling. Thereby, the ECU 6 can set the transmission ratio of the transmission main body 19 to a transmission ratio suitable for the motor generator 10.

  When the operating point P1 is between the first shift line L1 and the second shift line L2, for example, when the ECU 6 is switched between P-HV travel and E-HV travel, the ECU 6 Therefore, the shift control is not performed, and the high speed gear state is maintained. For this reason, the ECU 6 maintains the rotational speed of the input shaft 27 of the transmission main body 19 even when switched between P-HV traveling and E-HV traveling, so that it is more than in the case of the first shift line L1. The number of rotations can be reduced, and the transmission ratio of the transmission main body 19 can be set to a transmission ratio suitable for the engine 7.

  When the operating point P1 is between the first shift line L1 and the second shift line L2, for example, when the ECU 6 is switched between E-EV travel and E-HV travel, the ECU 6 Therefore, the shift control is not performed, and the high speed gear state is maintained. For this reason, the ECU 6 can use the same shift line even if it is switched between E-EV traveling and E-HV traveling in the second traveling mode in which the engine 7 is frequently started. It is possible to suppress the start and the shift control from occurring simultaneously, and it is possible to suppress a decrease in drivability.

  From the above, the ECU 6 controls the gear ratio of the transmission main body 19 based on the first shift line L1 during P-EV travel, and therefore uses the low-speed gear side frequently. The number can be easily increased. On the other hand, the ECU 6 controls the gear ratio of the transmission main body 19 based on the second shift line L2 during P-HV traveling, E-EV traveling, and E-HV traveling, so that the high-speed gear side is frequently used. Therefore, it is difficult to increase the rotational speed of the motor generator 10.

  Subsequently, a control operation for selecting a shift line in the shift map M by the ECU 6 will be described with reference to FIG. The control operation for selecting the shift line is repeatedly executed during execution of the shift control. First, when the transmission control of the transmission main body 19 is started, the ECU 6 determines whether or not the first traveling mode is set (step S1). Since the ECU 6 executes the mode switching control when the vehicle 2 is traveling, the ECU 6 can determine whether or not it is in the first traveling mode based on the charged amount of the battery 24. That is, the ECU 6 determines that the first traveling mode is set when the charged amount of the battery 24 is larger than a predetermined charged amount (step S1: Yes). On the other hand, the ECU 6 determines that it is in the second travel mode when the charged amount of the battery 24 is equal to or less than a predetermined charged amount (step S1: No).

  ECU6 will determine whether the vehicle 2 is carrying out EV driving | running | working, if it determines with 1st driving mode in step S1 (step S1: Yes) (step S2). Since the ECU 6 executes switching between EV traveling and HV traveling based on the accelerator opening in the first traveling mode, the ECU 6 can determine whether or not the EV traveling is based on the accelerator opening. Yes. That is, ECU6 determines with EV driving | running | working, when an accelerator opening is below a predetermined accelerator opening in a 1st driving mode (step S2: Yes). Thus, the ECU 6 determines that the P-EV travel is EV travel in the first travel mode. On the other hand, when the accelerator opening is larger than the predetermined accelerator opening, the ECU 6 determines that the vehicle is traveling HV (step S2: No). Thereby, ECU6 determines with P-HV driving | running | working which is HV driving | running | working in a 1st driving | running mode.

  When it is determined in step S2 that the vehicle is traveling in EV (step S2: Yes), the ECU 6 selects the first shift line L1 as the shift line of the shift map M (step S3), and then the control operation for selecting the shift line. Exit. Then, the ECU 6 executes the shift control of the transmission main body 19 based on the first shift line L1. On the other hand, when the ECU 6 determines that the travel mode is the second travel mode in step S1 (step S1: No), or determines that the travel mode is HV travel in step S2 (step S2: No), the ECU 6 sets the second shift line as the shift map M. The shift line L2 is selected (step S4), and the control operation for selecting the shift line is ended. Then, the ECU 6 executes the shift control of the transmission main body 19 based on the second shift line L2.

  As described above, according to the configuration of the present embodiment, the shift line during P-EV travel in the first travel mode and the shift line during E-EV travel in the second travel mode may be different. it can. That is, the shift line during P-EV travel in the first travel mode can be the first shift line L1, and the shift line during E-EV travel in the second travel mode can be the second shift line L2. For this reason, in the first traveling mode, the switching between P-EV traveling and P-HV traveling is less than that in the second traveling mode, that is, the engine 7 is started less frequently. By making the shift line the first shift line L1 suitable for the motor generator 10, the motor generator 10 can be operated efficiently. Further, in the second traveling mode, the switching between the E-EV traveling and the E-HV traveling is more frequent than in the first traveling mode, that is, the start frequency of the engine 7 is high. By setting the line to the second shift line L2 suitable for the engine 7, it is possible to suppress a decrease in drivability.

  Further, according to the configuration of the present embodiment, the shift line during the P-HV travel in the first travel mode and the shift line during the E-HV travel in the second travel mode can be made the same. That is, the shift line during P-HV travel in the first travel mode can be the second shift line L2, and the shift line during E-HV travel in the second travel mode can be the second shift line L2. For this reason, the engine 7 can be operated efficiently and the fuel efficiency can be improved by setting the shift line during P-HV travel and the shift line during E-HV travel to the second shift line L2 suitable for the engine 7. Can be achieved.

  Further, according to the configuration of the present embodiment, the shift line during E-EV travel in the second travel mode and the shift line during E-HV travel in the second travel mode can be made the same. That is, the shift line during E-EV travel in the second travel mode can be the second shift line L2, and the shift line during E-HV travel in the second travel mode can be the second shift line L2. For this reason, in the second travel mode, since switching between E-EV travel and E-HV travel is more frequent than in the first travel mode, the engine start and the gear position are set by using the same second shift line L2. The frequency at which the change occurs simultaneously can be reduced, and the drivability can be prevented from being lowered.

  Further, according to the configuration of the present embodiment, the first shift line L1 can be set to the low opening side on the high vehicle speed side as compared to the second shift line L2. For this reason, when there is an operating point P1 between the first shift line L1 and the second shift line L2, if the speed change control is based on the second shift line L2, the stepped transmission has a smaller gear ratio. Gear stage (high speed gear) can be achieved. On the other hand, if the shift control is based on the first shift line L1, the stepped transmission can be set to a gear stage (low speed gear) on the side where the gear ratio is large. Thus, the shift control based on the first shift line L1 is a shift control in which the rotational speed of the input shaft 27 of the transmission main body 19 is higher than the shift control based on the second shift line L2. The rotational speed of the generator 10 can be increased, and the motor generator 10 can be operated efficiently. Further, since the shift control based on the second shift line L2 is a shift control in which the rotational speed of the input shaft 27 of the transmission main body 19 is lower than the shift control based on the first shift line L1, it is efficient. The engine 7 can be operated.

  In this embodiment, the description is applied to the stepped transmission. However, the present embodiment may be applied to a continuously variable transmission. In this case, in the first traveling mode, the rotational speed of the input shaft 27 of the transmission main body 19 increases during P-EV traveling, and the rotational speed of the input shaft 27 of the transmission main body 19 decreases during P-HV traveling. A shift pattern is preferred. In the second travel mode, it is preferable that the second shift pattern is such that the rotational speed of the input shaft 27 of the transmission main body 19 is low during E-EV travel and E-HV travel. Specifically, a first shift map used during P-EV travel and a second shift map used during P-HV travel, E-EV travel, and E-HV travel are prepared as shift maps. At this time, the first shift map is a shift map in which the rotational speed of the input shaft 27 of the transmission main body 19 is higher than that of the second shift map. Then, it is preferable that the ECU 6 appropriately switches the shift map according to the traveling state, and shift-controls the continuously variable transmission based on the switched shift map. In other words, the first shift pattern during P-EV travel in the first travel mode is a shift pattern in which the gear ratio is larger than when the second shift pattern during E-EV travel in the second travel mode is selected. It is. In other words, if the traveling state of the vehicle 2 is the same in the first traveling mode and the second traveling mode, the gear ratio during P-EV traveling in the first traveling mode is compared with the gear ratio in the second traveling mode. On the larger side. As a result, the ECU 6 can shift-control the transmission main body 19 so that the rotation speed of the motor generator 10 becomes high during P-EV traveling, and can efficiently operate the motor generator 10.

DESCRIPTION OF SYMBOLS 1 Vehicle control system 2 Vehicle 3 Drive wheel 4 Drive device 5 State detection device 6 ECU (control device)
7 Engine (Internal combustion engine)
9 K0 clutch 10 motor generator (electric motor)
11 torque converter 12 transmission 18 C1 clutch 24 battery 25 lockup clutch

Claims (7)

An internal combustion engine and an electric motor as a power source of the vehicle;
An automatic transmission that shifts and outputs power from the internal combustion engine or the electric motor;
A control device for controlling the internal combustion engine, the electric motor and the automatic transmission, and a vehicle control system comprising:
The controller is
A first travel mode that is a travel mode of the vehicle with a low start frequency of the internal combustion engine, and a second travel mode that is a travel mode of the vehicle with a high start frequency of the internal combustion engine as compared to the first travel mode; Mode switching control to switch between,
In the first travel mode, the shift control of the automatic transmission based on the first shift pattern, and in the second travel mode, the shift control of the automatic transmission based on the second shift pattern,
The first shift pattern during the first EV travel that travels with the power of the electric motor in the first travel mode and the second shift pattern during the second EV travel that travels with the power of the electric motor in the second travel mode Vehicle control system, characterized by being different.   In the first travel mode, the first shift pattern during the first HV travel that travels with the power of the internal combustion engine and the power of the electric motor, and the power of the internal combustion engine and the power of the electric motor travel in the second travel mode. The vehicle control system according to claim 1, wherein the second shift pattern during the second HV traveling is the same.   The second shift pattern during the second EV traveling is the same as the second shift pattern during the second HV traveling that travels with the power of the internal combustion engine and the power of the electric motor in the second traveling mode. The vehicle control system according to claim 1 or 2, characterized in that   The first shift pattern during the first EV travel is a shift pattern in which the rotation speed of the electric motor is higher than when the second shift pattern during the second EV travel is selected. The vehicle control system according to any one of claims 1 to 3. The automatic transmission is a stepped transmission,
The control device executes the shift control based on a shift line;
The first shift pattern has a first shift line during the first EV travel,
The second shift pattern has a second shift line during the second EV traveling,
The vehicle according to any one of claims 1 to 4, wherein the first shift line is on a higher vehicle speed side and has a smaller accelerator opening than the second shift line. Control system. The automatic transmission is a continuously variable transmission,
The first shift pattern during the first EV travel is a shift pattern in which a gear ratio is increased as compared with a case where the second shift pattern during the second EV travel is selected. The vehicle control system of any one of thru | or 4. A control device that controls an internal combustion engine and an electric motor that are power sources of a vehicle, and an automatic transmission that shifts and outputs power from the internal combustion engine or the electric motor,
A first travel mode that is a travel mode of the vehicle with a low start frequency of the internal combustion engine, and a second travel mode that is a travel mode of the vehicle with a high start frequency of the internal combustion engine as compared to the first travel mode; Mode switching control to switch between,
In the first travel mode, the shift control of the automatic transmission based on the first shift pattern, and in the second travel mode, the shift control of the automatic transmission based on the second shift pattern,
The first shift pattern during the first EV travel that travels with the power of the electric motor in the first travel mode and the second shift pattern during the second EV travel that travels with the power of the electric motor in the second travel mode A control device characterized by being different.

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