JP2014065357A - Hybrid vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the engagement time of a front clutch when a new speed change command is recognized during synchronization of the front clutch.SOLUTION: If a disconnected front clutch is engaged, when synchronizing a rotational speed of an input member with a rotational speed of an output member by rotational controlling a rotational speed Ne of an engine, a first speed change command to change a shift stage of an automatic transmission is outputted, and if the shift stage change according to the first speed change command is not completed in the automatic transmission and a second speed change command to change a shift stage of the automatic transmission is recognized, rotational speed synchronization means controls the rotational speed Ne of the engine so that the rotational speed of the input member becomes the rotational speed of the output member in the state the shift stage of the automatic transmission is changed according to the recognized second speed change command.

Description

  The present invention relates to a drive device for a hybrid vehicle in which wheels are driven by an engine and a motor.

  There is a conventional technique related to a drive device for a hybrid vehicle in which wheels are driven by an engine and a motor generator (see, for example, Patent Document 1). In the drive device for a hybrid vehicle disclosed in Patent Document 1, an engine, a front clutch, a motor generator, and an automatic transmission are connected in series to enable the vehicle to travel using both the engine and the motor generator.

  In the drive device disclosed in Patent Document 1, for example, when the vehicle starts from a stopped state, the wheels are driven by a motor generator, and when the vehicle accelerates while traveling, it is disposed between the engine and the motor generator. By connecting a front clutch, the driving force of the engine can be applied.

  Patent Document 1 discloses a technique for controlling the engagement shock of the front clutch by controlling the rotation speed of the input shaft of the automatic transmission and the rotation speed of the output shaft of the engine.

JP 2011-73483 A

  However, in the drive device shown in Patent Document 1, if the engagement control of the front clutch and the shift control of the automatic transmission are executed at the same time, both controls are adversely affected. For example, a shock is generated when the front clutch is engaged. May occur or a shift shock may occur in the automatic transmission.

  Therefore, it is conceivable to prioritize the engagement control of the front clutch and the shift control of the automatic transmission and prohibit one of the controls. However, if the shift command is output and the automatic transmission shifts while the rotation speed of the motor generator and the rotation speed of the engine output shaft are synchronized to synchronize the front clutch, The rotational speed of the motor generator and the rotational speed of the output shaft of the engine deviate due to the gear shift. Then, the synchronization of the front clutch described above takes a long time, resulting in a problem that the engagement time of the front clutch becomes long. In addition, fuel is wasted by the engine due to the synchronization of the front clutch, resulting in a problem that the fuel efficiency of the hybrid vehicle is deteriorated.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hybrid vehicle that can shorten the engagement time of the front clutch when a new shift command is recognized during synchronization of the front clutch. It is in providing the drive device.

  According to the invention according to claim 1, which has been made to solve the above-described problem, an engine that applies a rotational driving force to the driving wheel, and the engine is provided between the engine and the driving wheel, and rotates to the driving wheel. A motor for applying a driving force; an input member that is provided between the engine and the motor and is rotationally connected to the engine; and an output member that is rotationally connected to the motor. A front clutch that engages or disconnects the output member, an input shaft that is provided between the motor and the driving wheel, and that receives rotational driving force from the motor, and an output shaft that is rotationally connected to the driving wheel. An automatic transmission that selectively shifts a plurality of shift speeds each having a different gear ratio obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft, and is in a disconnected state. Before When the front clutch is engaged, when the rotational speed of the input member is synchronized with the rotational speed of the output member by controlling the rotational speed of the engine, the speed of the shift stage of the automatic transmission is changed. A first shift command is output, and a second shift command for shifting the shift stage of the automatic transmission is further recognized in a state where the shift to the shift stage by the first shift command is not completed in the automatic transmission. The rotational speed of the engine is such that the rotational speed of the input member is the rotational speed of the output member in a state where the automatic transmission has been shifted to the gear position according to the recognized second shift command. Rotational speed synchronization means for controlling

  According to a second aspect of the present invention, in the first aspect, the rotational speed synchronization means is configured to change the rotational speed of the engine to the automatic transmission when the second shift command is an upshift where the speed ratio is small. Is reduced to a rotation speed calculated on the basis of the rotation speed of the output member in a state of being shifted to a shift stage according to the recognized second shift command, and the rotation speed of the input member is The rotational speed of the engine is controlled so that the rotational speed of the output member is in a state where the machine is shifted to the gear position according to the recognized second shift command.

  According to the first aspect of the present invention, the rotational speed synchronizing means is configured such that the rotational speed of the input member is the rotational speed of the output member in a state where the rotational speed of the input member is shifted to the gear position based on the second shift command recognized by the automatic transmission. To control the engine speed. As a result, the rotational speed of the engine is directly controlled to be the rotational speed of the input member that has been shifted to the gear position according to the second shift command recognized by the automatic transmission. Can be shortened, and the engagement time of the front clutch can be shortened. In addition, since the synchronization time between the input member and the output member can be shortened, the fuel consumption of the engine during synchronization can be reduced, and the fuel efficiency of the hybrid vehicle can be improved.

  According to the second aspect of the present invention, the rotational speed synchronization means recognizes the rotational speed of the engine when the recognized second shift command is an upshift where the gear ratio is small. The rotation speed is reduced to a rotation speed calculated based on the rotation speed of the output member that has been shifted to the gear position according to the second shift command. As a result, the fuel consumption of the engine can be reduced as much as the rotational speed of the engine is reduced.

It is explanatory drawing of the hybrid vehicle by which the drive device for hybrid vehicles by one Embodiment of this invention is mounted. It is a graph in which the horizontal axis is the transmission output shaft rotation speed and the vertical axis is the accelerator opening, and is an explanatory diagram of the shift line of the automatic transmission. It is a graph with elapsed time on the horizontal axis and motor generator rotation speed, input shaft rotation speed, and engine rotation speed on the vertical axis, and is an explanatory diagram showing various states of the drive device during travel of the hybrid vehicle. 2 is a flowchart of a front clutch / automatic transmission cooperative control process, which is a control program executed by the transmission ECU shown in FIG. 1. It is a graph of a comparative example in which the horizontal axis represents elapsed time, and the vertical axis represents motor generator rotational speed, input shaft rotational speed, and engine rotational speed, and an explanation showing various states of the drive device during traveling of the hybrid vehicle of the comparative example FIG.

(Description of hybrid vehicle)
Based on FIGS. 1-4, the drive device 1 by embodiment of this invention is demonstrated. FIG. 1 schematically shows a drive device 1 of a hybrid vehicle (hereinafter abbreviated as a vehicle) provided with an engine 2 and a motor generator 6. In FIG. 1, thick lines indicate mechanical connections between the devices, broken arrows indicate control signal lines, and alternate long and short dashed arrows indicate vehicle power supply lines.

  As shown in FIG. 1, an engine 2, a front clutch 5, a motor generator 6, an automatic transmission 8, and a differential device 17 are arranged in series in this order in the vehicle. The differential device 17 is connected to a right drive wheel 18R and a left drive wheel 18L of the vehicle. Hereinafter, the right driving wheel 18R and the left driving wheel 18L are collectively referred to as driving wheels 18R and 18L. The drive wheels 18R and 18L are front or rear wheels or front and rear wheels of the vehicle.

  The engine 2 is a gasoline engine or a diesel engine that uses hydrocarbon fuel such as gasoline or light oil. The engine 2 has an output shaft 21, a throttle valve 22, and an engine rotation sensor 23, and is controlled by the engine ECU 10. The output shaft 21 rotates integrally with a crank shaft that is rotationally driven by the piston, and outputs a rotational driving force. The throttle valve 22 is arranged in the middle of a path for taking air into the engine 2, and the opening degree S is variably controlled by the engine ECU 10.

  The engine rotation sensor 23 is disposed in the vicinity of the output shaft 21. The engine rotation sensor 23 detects an engine rotation speed Ne that is the rotation speed of the output shaft 21 and outputs a detection signal to the engine ECU 10. In the present embodiment, the output shaft 21 of the engine 2 is connected to a drive side member 51 that is an input member of the front clutch 5 described later. Therefore, the engine rotation speed Ne is the same rotation speed as the “input member rotation speed” that is the rotation speed of the drive side member 51.

  The engine ECU 10 acquires information about the accelerator opening degree Ac, which means a relative value of the operation amount, from the accelerator sensor 32 that detects the operation amount of the accelerator pedal 31.

  When the engine ECU 10 receives a speed increase command from the accelerator sensor 32 based on the operation of the accelerator pedal 31 of the driver, the engine ECU 10 increases the opening amount S of the throttle valve 22 to increase the intake air amount. As a result, the supply amount of the air-fuel mixture containing fuel is increased, and the engine rotational speed Ne is increased. Further, when the engine ECU 10 receives a deceleration command from the accelerator sensor 32 based on the operation of the accelerator pedal 31 of the driver, the engine ECU 10 decreases the opening degree S of the throttle valve 22, thereby decreasing the engine speed Ne. Yes.

  The motor generator 6 has a rotor and a stator, drives the drive wheels 18L and 18R, generates electric power during deceleration, and applies a regenerative braking force to the vehicle. The motor generator 6 may be a three-phase synchronous machine in which a stator having stator windings wound around slots of the stator core is disposed on the outer peripheral side, and a rotor in which a permanent magnet is embedded in the rotor core is disposed at the shaft center.

  The rotor is rotationally connected and rotated integrally with the driven member 52 of the front clutch 5, and is also rotationally connected to the input side of the automatic transmission 8 and integrally rotated. A motor rotation sensor 61 is disposed in the vicinity of the rotor. Motor rotation sensor 61 detects motor generator rotation speed Nm, which is the rotation speed of the rotor, and outputs a detection signal to motor ECU 14. In the present embodiment, the rotor of the motor generator 6 is connected to a driven member 52 that is an output member of the front clutch 5 described later. Therefore, the motor generator rotation speed Nm is the same rotation speed as the “output member rotation speed” that is the rotation speed of the driven member 52.

  The motor ECU 14 controls the switching of the drive mode and the power generation mode of the motor generator 6 and controls the motor generator rotation speed Nm by controlling the operation of the inverter device 15. When the motor ECU 14 receives the drive command from the hybrid ECU 11, the motor ECU 14 controls the inverter device 15 to supply drive power from the battery 16 to the motor generator 6, and adjusts the drive voltage in accordance with the requested motor generator rotational speed Nmr as a control target. The frequency and effective value are variably controlled.

  When the motor ECU 14 receives the regeneration command from the hybrid ECU 11, the motor ECU 14 controls the inverter device 15 to charge the battery 16 with the regenerative power from the motor generator 6.

  The front clutch 5 rotatably connects the rotor of the motor generator 6 and the output shaft 21 of the engine 2 so as to be connected and disconnected. The front clutch 5 includes a drive side member 51 that is an input member rotationally connected to the output shaft 21 of the engine 2 and a driven side member 52 that is an output member rotationally connected to the rotor. The front clutch 5 may be a wet multi-plate friction clutch or a dry single-plate friction clutch that includes a clutch actuator 53 that switches between the driving side member 51 and the driven side member 52 between an engaged state and a disconnected state. it can.

  In this embodiment, the clutch actuator 53 uses a hydraulic operation mechanism that switches connection and disconnection between the driving side member 51 and the driven side member 52 by moving the operating oil using an oil pump. In the present embodiment, the normally closed type front clutch 5 that is engaged when the clutch pressure Pc that is the hydraulic pressure of the operating oil is not generated and is switched to the disconnected state when the clutch pressure Pc is generated is used.

  The automatic transmission 8 is a stepped transmission having a speed change mechanism (not shown) that selectively switches a plurality of speed stages having different speed ratios between the input shaft 81 and the output shaft 82. The automatic transmission 8 includes an actuator 85 that operates the transmission transmission mechanism based on a command from the transmission ECU 13.

  The automatic transmission 8 has a known torque converter 8a. The input shaft 81 of the automatic transmission 8 is rotationally connected to the rotor of the motor generator 6 via the torque converter 8a, and the output shaft 82 is rotationally connected to the differential device 17. The torque converter 8 a has a pump plate 8 b that is rotationally connected to the rotor of the motor generator 6, and a turbine plate 8 c that is rotationally connected to the input shaft 81 of the automatic transmission 8. The torque converter 8a includes a lockup clutch (not shown) that mechanically couples the pump plate 8b and the turbine plate 8c to maintain a synchronous rotation.

  In the vicinity of the output shaft 82, an output shaft rotational speed sensor 83 that detects the rotational speed of the output shaft 82 (transmission output shaft rotational speed No) is provided. The transmission output shaft rotational speed No detected by the output shaft rotational speed sensor 83 is output to the transmission ECU 13. The transmission output shaft rotation speed No is proportional to the vehicle speed V.

  The hybrid ECU 11 is a control device that comprehensively controls start, travel, stop, and acceleration / deceleration of the vehicle. The hybrid ECU 11 is a host control device for the engine ECU 10, the motor ECU 14, the clutch ECU 12, and the transmission ECU 13. Functions and outputs commands to the lower ECUs 10, 12, 13, and 14 and transmits necessary information.

  The clutch ECU 12 is connected to the clutch actuator 53. Based on the “connection command” or “disconnection command” output from the hybrid ECU 11 or the motor generator rotational speed Nm output from the motor ECU 14 and other information acquired from the CAN bus line, the clutch ECU 12 Is operated, the front clutch 5 is engaged or disconnected, and the output shaft 21 of the engine 2 and the rotor of the motor generator 6 are connected or disconnected. Thus, the front clutch 5 connects or disconnects the output shaft 21 of the engine 2 and the rotor of the motor generator 6, so that (1) only the motor generator 6 is connected to the drive wheels 18 </ b> R and 18 </ b> L via the automatic transmission 8. It is selected from among a case of driving by (2) a case of driving only by the engine 2 and a case of (3) driving by the engine 2 and the motor generator 6.

  The transmission ECU 13 obtains information on the accelerator opening Ac from the CAN bus line and information on the transmission output shaft rotational speed No from the output rotation sensor 83, and describes the traveling state of the vehicle including these information as “shift map data” described later. By referring to (shown in FIG. 2), the optimum gear position of the automatic transmission 8 is determined. Then, the transmission ECU 13 controls the actuator 85 to change the gear position of the automatic transmission 8 (shift).

  In the present embodiment, the engine ECU 10, the hybrid ECU 11, the clutch ECU 12, the transmission ECU 13, and the motor ECU 14 are connected to a CAN (Controller Area Network) bus and can communicate with each other.

  A configuration including the engine 2, the front clutch 5, the motor generator 6, the automatic transmission 8, the inverter device 15, the battery 16, the engine ECU 10, the hybrid ECU 11, the clutch ECU 12 (rotational speed synchronization means), the transmission ECU 13, and the motor ECU 14. Corresponds to the driving device 1.

(Explanation of shift map data)
Next, the “shift map data” will be described with reference to FIG. The “shift map data” is data that serves as a reference for execution of shifts in the automatic transmission 8 by the transmission ECU 13. As shown in FIG. 2, the “shift map data” has a plurality of “shift lines” representing the relationship between the accelerator opening A and the transmission output shaft rotational speed No. A second speed up shift line and a third speed up shift line (shown by a solid line in FIG. 2) are set in order toward the speed increasing direction (from the lower transmission output shaft rotational speed No to the higher speed). ing. Also, a second speed down shift line and a first speed down shift line (indicated by broken lines in FIG. 2) are set in order toward the deceleration direction (from the transmission output shaft rotational speed No to the lower one). Has been. Similarly, a “shift line” is set for more gear stages.

  In FIG. 2, when the vehicle is running at the first speed of the automatic transmission 8 (P0 state), the transmission output shaft rotational speed No is gradually increased, etc. Reaches the point P1 on the second speed up shift line, the transmission ECU 13 changes the “recognition shift speed” (shown in FIG. 3) from the first speed to the second speed. On the other hand, when the vehicle is in the state where the shift stage of the automatic transmission 8 is traveling at the second speed (the state of P2), the transmission output shaft rotational speed No is gradually decreased and the vehicle traveling state is When the point P3 on the first speed down shift line is reached, the transmission ECU 13 changes the “recognition shift speed” from the second speed to the first speed. The transmission ECU 13 outputs a shift signal of “output shift stage” (shown in FIG. 3) to the actuator 85 so that the shift stage becomes the above-described “recognition shift stage”. The actuator 85 shifts the automatic transmission 8 to the “output shift speed”.

(Description of hybrid vehicle travel method and front clutch operation)
Hereinafter, a general traveling method and the operation of the front clutch 5 in the vehicle shown in FIG. 1 will be described with reference to FIGS. 2 and 3. In FIG. 3, the thin solid line represents the motor generator rotation speed Nm (“output member rotation speed”). The thick solid line is the engine rotational speed Ne (“input member rotational speed”) when the present invention is implemented. The thick dashed-dotted line is an engine rotational speed Ne (“input member rotational speed”) of a comparative example (prior art) to be described later. The broken line is a transmission input shaft rotational speed Ni that represents the rotational speed of the input shaft 81, and corresponds to the turbine rotational speed Nt in FIG.

  When the vehicle starts, the drive wheels 18R and 18L are driven via the automatic transmission 8 by the rotational driving force of the motor generator 6 with the front clutch 5 disconnected. The hybrid ECU 11 controls the motor generator 6 so that a predetermined rotational driving force is output. The rotational driving force of the motor generator 6 is transmitted to the automatic transmission 8, and then transmitted to the drive wheels 18 </ b> R and 18 </ b> L via the differential device 17, so that the vehicle travels with the rotational driving force of the motor generator 6.

  When the vehicle starts, the automatic transmission 8 has a first speed, and the vehicle travels at the first speed. After the start of the vehicle, as the vehicle speed of the vehicle increases, the rotational speed of the motor generator rotational speed Nm gradually increases ((1) in FIG. 3), and the input shaft rotational speed Ni gradually increases (FIG. 3). 3 (2)). Note that when the vehicle is running only with the rotational driving force of the motor generator 6, the engine 2 is stopped or rotating at the idling rotational speed as shown in FIG.

  When the remaining amount of the battery 16 is reduced during traveling of the vehicle, or when the accelerator pedal 31 is depressed deeply, the vehicle needs to be accelerated, and the rotational driving force of the engine 2 needs to be applied to the rotor of the motor generator 6. is there. In this case, first, in order to synchronize the rotational speeds of the driving side member 51 (input member) and the driven side member 52 (output member) of the front clutch 5, the engine rotational speed Ne is synchronized with the motor generator rotational speed Nm. Then, control for increasing the engine rotation speed Ne is executed ((3) in FIG. 3). Next, when the synchronization between the engine rotational speed Ne and the motor generator rotational speed Nm is completed ((20) in FIG. 3), the disengaged front clutch 5 is brought into the engaged state ((24) in FIG. 3). To do.

(Description of front clutch / automatic transmission cooperative control process)
Next, the operation of the drive device 1 will be described with reference to the flowchart shown in FIG. When the vehicle is ready to travel, the program proceeds to S11.

  When the hybrid ECU 11 determines in S11 that there is an “engagement request” for the front clutch 5 (S11: YES) ((4) in FIG. 3), the “engagement request” is output to the clutch ECU 12. Here, the clutch ECU 12 requests the engine ECU 10 to change the control of the engine 2 from “normal control” to “rotational speed control” ((5) in FIG. 3), and advances the program to S31. On the other hand, when the hybrid ECU 11 determines that there is no “engagement request” for the front clutch 5 (S11: NO), the program proceeds to S21. The hybrid ECU 11 determines that there is an “engagement request” for the front clutch 5 when it is determined that the rotational driving force of the engine 2 needs to be applied to the rotor of the motor generator 6 as described above.

  If the transmission ECU 13 determines in S21 that the “recognized shift speed” has been changed (S21: YES), the program proceeds to S22, and if it has been determined that there is no change in the “recognized shift speed”. (S21: NO), the program is returned to S11.

  In S22, the transmission ECU 13 outputs a “shift command” to the actuator 85, controls the actuator 85, and shifts the automatic transmission 8 to the “output shift stage”. In the following description, a command for shifting the automatic transmission 8 that is not in the shift state is referred to as a “first shift command” ((14) in FIG. 3). In the state where the gear shift to is not completed, a command for shifting the automatic transmission 8 is further referred to as a “second gear shift command” ((15) in FIG. 3). When S22 ends, the program returns to S11.

  In S31, the clutch ECU 12 changes the gear stage Gt for calculating the target engine rotational speed Net, which is the rotational speed of the engine 2 as a target in the engine rotational speed control, to the current gear stage Gn of the automatic transmission 8. . When S31 ends, the program proceeds to S32.

  In S32, the clutch ECU 12 calculates the target engine rotational speed Net, and outputs a command to the engine ECU 10 such that the engine rotational speed Ne becomes the target engine rotational speed Net. The engine ECU 10 to which the command is input from the clutch ECU 12 controls the opening degree S and the like of the throttle valve 22 so that the engine rotational speed Ne becomes the target engine rotational speed Net ((3), (11 in FIG. 3). )). The clutch ECU 12 rotates the target engine rotational speed Net at the same rotational speed as the motor generator rotational speed Nm or almost the same as the motor generator rotational speed Nm based on the transmission output shaft rotational speed No and the gear stage Gt. Calculate to speed.

  In S31, when the gear stage Gt is changed to an upshift with a small gear ratio, the target engine speed Net is set to (12) in FIG. 3 to prevent wasteful consumption of fuel. As shown, the rotational speed is reduced to the motor generator rotational speed Nm ′ calculated based on the motor generator rotational speed Nm and the shift stage Gj based on the “second shift command”. Then, as shown in (13) of FIG. 3, the target engine rotational speed Net is set so that the rotational speed is maintained after the rotational speed drops to the motor generator rotational speed Nm. When the clutch ECU 12 decreases the engine rotational speed Ne to the motor generator rotational speed Nm, it is preferable to stop fuel injection of the engine 2 (fuel cut) from the viewpoint of reducing fuel consumption. When S32 ends, the program proceeds to S33.

  If the transmission ECU 13 determines in S33 that the “recognized shift speed” has been changed (S33: YES) ((6) in FIG. 3), the program proceeds to S34 and is changed to “recognized shift speed”. If it is determined that there is no (S33: NO), the program proceeds to S71.

  In S34, the transmission ECU 13 adds 1 to the recognized gear stage flag Fj. When the recognized shift speed flag Fj is 0, it indicates that there is no change in the “recognized shift speed”. That is, when the recognized shift speed flag Fj is 0, the current shift position of the automatic transmission 8 matches the “recognized shift speed”, indicating that the shift of the automatic transmission 8 has already been completed. .

  When the recognized shift speed flag Fj is 1, it means that the “recognized shift speed” has been changed when the recognized shift speed flag Fj is 0, that is, when the automatic transmission 8 is not performing shift control. Represents. When the recognized gear stage flag Fj is 2, in the state where the recognized gear stage flag Fj is 1, that is, in the state where the automatic transmission 8 is performing the shift control and the gear shift is not yet completed, the “recognized gear stage” "Indicates that there was a change. When S34 ends, the program proceeds to S35.

  In S35, when the transmission ECU 13 determines that the actual engine rotational speed Ne is almost the same as the target engine rotational speed Net (S35: YES), the program proceeds to S51, where the actual engine rotational speed Ne is If it is determined that the target engine speed Net is not substantially the same (S35: NO), the program proceeds to S52.

  In S51, the hybrid ECU 11 changes the output of “engagement request” to the clutch ECU 12 to a command of “engagement standby” and outputs it to the clutch ECU 12 ((8) in FIG. 3). The clutch ECU 12 to which the “engagement standby” command is input starts preparation for engagement of the front clutch 5, but does not execute engagement of the front clutch 5. Specifically, the clutch ECU 12 outputs a control signal to the clutch actuator 53 to execute an engagement preparation operation such as switching the hydraulic circuit of the clutch actuator 53 so that the engagement of the front clutch 5 can be started immediately. Then, this state is maintained and the front clutch 5 is brought into the engagement standby state. If the “engagement standby” command has already been output, the hybrid ECU 11 continuously outputs the “engagement standby” command to the clutch ECU 12 ((9) in FIG. 3). When S51 ends, the program proceeds to S52.

  In S52, the transmission ECU 13 outputs a “shift command” to the actuator 85 ((14) and (15) in FIG. 3), controls the actuator 85, and changes the automatic transmission 8 to the “recognized shift”. The shift signal of “output shift stage” is output so that the shift stage Gj of “stage” is obtained. When S52 ends, the program proceeds to S53.

  If the transmission ECU 13 determines in S53 that the shift has been completed in the automatic transmission 8 (S53: YES), the program proceeds to S54, and if the shift is determined not to be completed in the automatic transmission 8 (S53: NO), the program proceeds to S55.

  In S54, the transmission ECU 13 sets the recognized gear stage flag Fj to 0. When S54 ends, the program proceeds to S55.

  If the transmission ECU 13 determines in S55 that the recognized gear stage flag Fj is 2 (S55: YES), the program proceeds to S56, and if it is determined that the recognized gear stage flag Fj is not 2. (S55: NO), the program is returned to S32.

  In S56, the transmission ECU 13 changes the gear stage Gt for calculating the target engine speed Net to the changed gear stage Gj of the changed “recognized gear stage”. When S56 ends, the program returns to S32. Then, in S32, the clutch ECU 12 calculates the target engine speed Net based on the changed gear stage Gj of the “recognized speed stage” and the motor generator rotational speed Nm, so that the engine becomes the target engine rotational speed Net. Control the EG.

  In S71, when the clutch ECU 12 determines that the engine speed Ne is the same as the target engine speed Net (S71: YES) ((20) in FIG. 5), the program proceeds to S72, and the engine speed is increased. If it is determined that Ne is not the same as the target engine speed Net (S71: NO), the program proceeds to S53.

  In S72, the clutch ECU 12 outputs an “engagement command”, which is a command for engaging the front clutch 5, to the clutch actuator 53 ((21) in FIG. 3). When S72 ends, the program proceeds to S73.

  In S73, when the clutch ECU 12 determines that the engagement of the front clutch 5 is completed (S73: YES), the control right of the engine 2 is transferred to the hybrid ECU 11, and the control of the engine 2 is changed from “rotational speed control”. The program is changed to “normal control” ((22) in FIG. 3), and the program proceeds to S74. If the clutch ECU 12 does not determine that the engagement of the front clutch 5 has been completed (S73: NO), the program is returned to S11.

  In S74, the transmission ECU 13 sets the recognized gear stage flag Fj to 0. When S74 ends, the program proceeds to S11.

(Description of comparative example)
A comparative example will be described below with reference to FIG. In the comparative example shown in FIG. 5, when the disengaged front clutch 5 is engaged, a “first shift command” for changing the gear position of the automatic transmission 8 is output ((1) in FIG. 5). When the automatic transmission 8 has not yet completed the shift to the gear position according to the “first gear shift command”, a “second gear shift command” for changing the gear position of the automatic transmission 8 is output (FIG. 5 (2)), the clutch ECU 12 rotates the motor generator in a state where the engine speed Ne is shifted to the second speed stage, which is the speed stage according to the “first speed change command”. The speed is controlled to Nm ((3) in FIG. 5). For this reason, when the “second gear shift command” is output ((2) in FIG. 5), unnecessary synchronous control of the engine rotational speed Ne is executed ((4) in FIG. 5), and the motor generator rotational speed Nm is taken. The engine rotational speed Ne synchronized with the motor speed deviates from the motor generator rotational speed Nm by executing the shift of the automatic transmission 8 ((5) in FIG. 5). Then, the engine rotation speed Ne deviating from the motor generator rotation speed Nm is again synchronized with the motor generator rotation speed Nm ((6) in FIG. 5), so that the synchronization time of the front clutch 5 ((3) in FIG. 5 and (6)) is unnecessarily long.

(Effect of this embodiment)
On the other hand, as is clear from the above description, in the present embodiment, the clutch ECU 12 (rotational speed synchronization means) has the engine rotational speed Ne that is the “input member rotational speed” of the front clutch 5, and the automatic transmission 8 The engine rotation speed Ne is controlled so as to be the motor generator rotation speed Nm that is the “output member rotation speed” in the state of being shifted to the shift stage of the “second shift command” ((15) in FIG. 3) (FIG. 3). (11), S32 in FIG.

  That is, in the embodiment shown in FIG. 3, after the “first shift command” ((14) in FIG. 3) for shifting from the first speed to the second speed is output, the clutch ECU 12 performs “recognition shift speed”. Is changed from the second speed to the third speed (S33 in FIG. 4), a “second shift command” for shifting from the second speed to the third speed in the future is output (FIG. 4). Of S52). Then, the clutch ECU 12 directly sets the motor generator rotation speed Nm, which is the “output member rotation speed” in a state where the automatic transmission 8 is shifted to the shift stage of the “second shift command” ((15) in FIG. 3). Thus, the engine speed Ne is controlled ((11) in FIG. 3). For this reason, the synchronization time of the engine rotation speed Ne and the motor generator rotation speed Nm, that is, the synchronization time of the drive side member 51 (input member) and the driven side member 52 (output member) can be shortened. The engagement time can be shortened and the engagement response of the front clutch 5 can be improved ((23) in FIG. 3). Further, since the synchronization time of the drive side member 51 and the driven side member 52 can be shortened, the fuel consumption of the engine 2 during the synchronization of the front clutch 5 ((11) in FIG. 3) can be reduced (FIG. 3), the fuel efficiency of the hybrid vehicle can be improved.

  Further, the clutch ECU 12 (rotational speed synchronization means), when the “second gear shift command” is an upshift where the gear ratio of the automatic transmission 8 becomes small, as shown in (12) of FIG. The speed Ne (“input member rotation speed”) is calculated based on the motor generator rotation speed Nm (“output member rotation speed”) in a state in which the automatic transmission 8 is shifted to the gear position according to the “second shift command”. The rotation speed is reduced to (13 in FIG. 3). As a result, as shown in FIG. 3, compared to the engine speed Ne of the comparative example ((25) of FIG. 3), in the present embodiment, the engine speed Ne (FIG. 3) is obtained by the process of S32 shown in FIG. 3 (12), (13)) is a low rotational speed. Thereby, the fuel consumption of the engine 2 can be reduced by the amount that the rotational speed of the engine 2 is reduced.

  If the transmission ECU 13 determines in S33 of FIG. 4 that the “recognized shift speed” has been changed (S33: YES) ((6) of FIG. 3), the front clutch 5 is engaged in S51. In this state, the front clutch 5 is not engaged. Thereby, the shift control of the automatic transmission 8 and the engagement control of the front clutch 5 are not executed simultaneously. For this reason, both controls are not adversely affected, and the occurrence of shock when the front clutch 5 is engaged and the occurrence of shift shock of the automatic transmission 8 can be prevented.

(Description of another embodiment)
In the embodiment described above, the drive device 1 includes the engine ECU 10, the hybrid ECU 11, the clutch ECU 12, the transmission ECU 13, and the motor ECU 14. However, an ECU in which these ECUs are integrated or an ECU in which any of these ECUs are integrated may be an embodiment in which the control process of the flowchart shown in FIG. 4 is executed. Further, among the above-described ECUs, an ECU different from the above-described embodiment may be an embodiment that executes the control process of the flowchart shown in FIG.

  In the above-described embodiment, the front clutch 5 is the normally closed type front clutch 5, but is disconnected when the clutch pressure Pc that is the hydraulic pressure of the operating oil is not generated, and the generation of the clutch pressure Pc Even the normally open type front clutch 5 that can be switched to the connected state may be used. In the embodiment described above, the clutch actuator 53 uses a hydraulic operation mechanism. However, the clutch actuator 53 may be an electric clutch actuator 53.

  In the embodiment described above, the drive side member 51 (input member) is directly connected to the output shaft 21 of the engine 2, and the driven side member 52 (output member) is directly connected to the rotor of the motor generator 6. However, a mechanical element such as a gear may be provided between the drive side member 51 and the output shaft 21, and the drive side member 51 may be connected to the output shaft 21 via the mechanical element. . Further, a mechanical element such as a gear is provided between the driven member 52 and the rotor of the motor generator 6, and the driven member 52 may be connected to the rotor via the mechanical element. .

  In the above-described embodiment, when the “second gear shift command” is an upshift where the gear ratio of the automatic transmission 8 is small, the clutch ECU 12 determines the engine speed as shown in (12) of FIG. Ne is a rotational speed that is calculated based on the motor generator rotational speed Nm (“output member rotational speed”) in a state where the automatic transmission 8 is shifted to the gear stage according to the “second shift command”. The rotation speed is reduced to the motor generator rotation speed Nm of the gear stage Gj changed in the “command”. However, the engine rotational speed Ne may be increased to the motor generator rotational speed Nm after being decreased to a rotational speed lower than the motor generator rotational speed Nm, such as the idling rotational speed of the engine 2. No. In the case of this embodiment, the fuel consumption in the engine 2 can be further reduced.

  In the flowchart of FIG. 4, S35 is omitted, and when the “recognition shift speed” changes, the front clutch 5 enters the standby state (the same control as S51 of FIG. 4). There is no problem.

  In the embodiment described above, the shift speed based on the “second shift command” and the shift speed based on the “first shift command” differ only by the first speed. However, the shift stage based on the “second shift command” and the shift stage based on the “first shift command” may be different from the second speed or more.

  In the embodiment described above, the transmission ECU 13 refers to the “transmission map data” shown in FIG. 2 to determine the “recognition shift stage” of the automatic transmission 8 by referring to the accelerator opening degree Ac and the transmission output shaft rotational speed No. Is judged. However, the transmission ECU 13 refers to the accelerator opening degree Ac and the vehicle speed V in the “shift map data” that represents the relationship between the accelerator opening degree Ac and the vehicle speed V, so that the “recognition shift stage” of the automatic transmission 8 is obtained. There is no problem even if it is an embodiment for judging the above. In the case of this embodiment, the vehicle speed V is calculated based on the detection signal of the sensor that detects the transmission output shaft rotational speed No and the wheel speed.

  In the above description, the present invention has been described with respect to the embodiment using the motor generator 6 that operates as a motor that applies rotational driving force to the drive wheels 18L and 18R and also operates as a generator. It may be a separate embodiment.

  In the embodiment described above, the automatic transmission 8 uses a planetary gear mechanism and a friction engagement element, but the automatic transmission 8 is not limited to this. That is, it goes without saying that the technical idea of the present invention can also be applied to a hybrid vehicle drive device in which the automatic transmission 8 is a dual clutch transmission (DCT), an automated manual transmission (AMT), or the like.

  In the embodiment described above, the automatic transmission 8 has the torque converter 8a. For this reason, when calculating the target engine speed Net based on the changed “recognized shift speed” based on the “second gear shift command” and the motor generator speed Nm, the slip (speed ratio) of the torque converter 8a is calculated. Need to be taken into account. Since the calculation method is well known, it will be omitted.

  DESCRIPTION OF SYMBOLS 1 ... Drive device, 2 ... Engine, 5 ... Front clutch, 6 ... Motor generator, 8 ... Automatic transmission, 12 ... Clutch ECU (rotation speed synchronization means), 18L, 18R ... Drive wheel, 21 ... Output shaft, 51 ... Drive-side member (input member), 52 ... Drive-side member (output member), 81 ... Input shaft, 82 ... Output shaft

Claims (2)

An engine that applies rotational driving force to the drive wheels;
A motor that is provided between the engine and the driving wheel and that applies a rotational driving force to the driving wheel;
An input member provided between the engine and the motor and rotationally connected to the engine; and an output member rotationally connected to the motor, and engaging or disconnecting the input member and the output member. Front clutch,
An input shaft that is provided between the motor and the driving wheel and receives rotational driving force from the motor; and an output shaft that is rotationally connected to the driving wheel. An automatic transmission that selectively shifts a plurality of shift stages each having a different gear ratio divided by the rotation speed of the output shaft, and executes a shift,
When the front clutch in the disconnected state is engaged, the speed change of the automatic transmission is performed when the rotation speed of the input member is synchronized with the rotation speed of the output member by controlling the rotation speed of the engine. A first gear shift command for shifting the gear is output, and in the state where the shift to the gear shift by the first gear shift command is not completed in the automatic transmission, a second gear shift is performed to shift the gear of the automatic transmission. When a shift command is recognized, the rotation speed of the input member is set to be the rotation speed of the output member in a state where the automatic transmission is shifted to a shift stage according to the recognized second shift command. A hybrid vehicle drive device having a rotation speed synchronization means for controlling a rotation speed of the engine. In claim 1,
When the second gear shift command is an up-shift where the gear ratio is small, the rotation speed synchronization means sets the rotational speed of the engine to the gear position according to the recognized second gear shift command. The rotational speed of the input member is reduced to a rotational speed calculated on the basis of the rotational speed of the output member in a shifted state, and the rotational speed of the input member is changed to the gear position according to the second shift command recognized by the automatic transmission. A drive device for a hybrid vehicle that controls the rotational speed of the engine so as to be the rotational speed of the output member in a state of being shifted to a predetermined speed.

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