JP2015000699A - Shift control device of driving device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift control device capable of performing completion of shift operation in a short time while securing preferable drivability in a driving device for a hybrid vehicle.SOLUTION: A shift control device of a driving device for a hybrid vehicle includes an internal combustion engine 2, an automatic transmission 3, a clutch 4, a clutch driving mechanism, a torque indication part and a motor 5. The shift control device of the driving device for the hybrid vehicle further includes a shift time calculation part 111 which calculates a shift line arrival estimation time from the present time on the basis of an amount of the present operation of an accelerator device and an amount of change of the present rotation number of an output shaft, a clutch disconnection preliminary control transfer determination part 112, an engine torque reduction control part 113 which reduces an engine torque Te to a preset engine torque threshold Xe, a clutch torque reduction control part 114 which reduces a clutch torque Tc to a clutch torque threshold Xc, a demand torque control part 115, a clutch disconnection control part 116 which performs fuel cut control when rotation number of the output shaft exceeds one of shift lines, reduces the engine torque to 0 or less, actuates the clutch driving mechanism with the maximum driving speed to turn the clutch into a cut state and a shift stage changeover part 117.

Description

  The present invention relates to a shift control device for a hybrid vehicle drive device including an internal combustion engine and a motor as a travel drive source.

  Conventionally, as an example of a method of a hybrid vehicle drive device including an internal combustion engine and a motor, there is a configuration as shown in Patent Document 1. In the configuration disclosed in Patent Document 1, an input shaft of an automatic transmission is connected to an output shaft of an internal combustion engine via a clutch, and a motor is connected to an output shaft and drive wheels of the automatic transmission. For the automatic transmission having such a configuration, for example, an automated manual transmission (AMT) that is automated by adding an actuator to a manual transmission that selectively meshes one of a plurality of gear pairs is used. it can. In this automatic transmission, when the vehicle speed exceeds a predetermined shift line set in advance, a shift command is transmitted from the control device. As a result, the clutch is first controlled to be disengaged, the throttle opening is reduced, and the output of the internal combustion engine is suppressed. At this time, the clutch disengagement speed is controlled in accordance with the decrease speed of the drive torque of the internal combustion engine. When the clutch is completely disengaged and driving torque is no longer input from the internal combustion engine to the input shaft of the automatic transmission, the AMT releases the meshing of the previously engaged gear pair, and then Control is performed so that the gear pair of the gear stage to be shifted is engaged. In order to prevent the driver from feeling an uncomfortable feeling of deceleration (deterioration of drivability) during such a shift, the insufficient driving torque is set so as to satisfy the driver required torque determined from the accelerator depression amount of the driver. It is controlled to be added by driving a secondary driving force (for example, a motor).

Japanese Patent Laid-Open No. 11-69509

  However, as described above, the disconnection speed for disconnecting the clutch at the time of shifting is sequentially controlled in accordance with the decrease speed of the drive torque of the internal combustion engine. For this reason, after the gear shift command is transmitted from the control device, the time until the gear pair of the gear stage to be shifted next is engaged and the series of gear shift control is completed becomes long, and the control load for clutch disengagement increases. There is a problem. In order to reduce the driving torque of the internal combustion engine at the fastest speed, it is conceivable to execute fuel cut to the internal combustion engine together with clutch disengagement control. However, at this time, if the decrease speed of the drive torque of the internal combustion engine, which is reduced by the fuel cut, exceeds the operating speed of the clutch, the drive torque of the internal combustion engine becomes 0 during the clutch connection, and eventually the negative torque There is a risk of becoming. In this case, the negative torque of the internal combustion engine may be transmitted to the drive wheels via the connected clutch, leading to a deterioration in drivability.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a shift control device capable of completing a shift operation in a short time while securing good drivability in a hybrid vehicle drive device. And

  According to a first aspect of the present invention, there is provided a transmission control apparatus for a hybrid vehicle driving apparatus, comprising: an internal combustion engine mounted on a vehicle, wherein an engine torque output from an output shaft is controlled by an output control mechanism; One of a plurality of shift speeds that has an input shaft to be coupled and an output shaft that is rotationally coupled to a drive wheel, and that allows the input shaft and the output shaft to be rotationally coupled at different gear ratios. An automatic transmission that is selectively meshed and coupled by a mechanism, a clutch that can be switched between a connection state in which the output shaft and the input shaft are rotationally connected and a disconnected state in which the connection is released, and the connection state and the disconnection state. A clutch driving mechanism for adjusting a clutch torque transmitted by the clutch in the connected state, and an accelerator operated by the driver A torque indicating unit that determines a drive torque required for the drive wheel determined by the operating amount of the drive as a driver request torque, and is rotationally connected to the output shaft of the automatic transmission and the drive wheel, and is combined with the engine torque A shift control device for a drive device for a hybrid vehicle comprising: a motor that generates motor torque so that torque becomes the driver required torque to drive the drive wheels, wherein the current operation amount of the accelerator device and the Based on the amount of change in the current rotation speed of the output shaft, the predicted shift line arrival time from the present until the rotation speed of the output shaft exceeds the shift line of one of the plurality of shift speeds is calculated. A shift time calculation unit that performs the clutch disengagement preliminary control transition determination unit that determines that the calculated shift line arrival predicted time has reached a preset reference time, An engine torque reduction control unit that operates the output control mechanism to reduce the engine torque to a preset engine torque threshold according to the driver request torque when a shift line arrival prediction time reaches the reference time; In response to the operation of the engine torque reduction control unit, the clutch drive mechanism is operated to a clutch torque threshold set higher than the engine torque threshold by a predetermined amount set in advance according to the maximum drive speed of the clutch drive mechanism. A clutch torque reduction control unit for reducing the clutch torque, a request torque control unit for generating a motor torque in the motor so that a combined torque of the engine torque threshold becomes the driver request torque, and a rotational speed of the output shaft. When the one shift line is exceeded, the output control mechanism is activated to A clutch disengagement controller that performs el-cut control to reduce the engine torque of the internal combustion engine to 0 or less and simultaneously operates the output control mechanism to operate the clutch drive mechanism at the maximum drive speed to disengage the clutch. And, after the clutch is in the disengaged state, operates the gear switching mechanism to establish the one gear position, and operates the clutch drive mechanism to bring the clutch into the connected state. , With.

  As described above, in the clutch disengagement control executed after the rotation speed of the output shaft reaches one shift line, the engine torque (driving torque of the internal combustion engine) is lower than the engine torque at the time of steady running where the shift control is not performed. Fuel cut control is performed from the set state, that is, the state set to the engine torque threshold. Further, the clutch torque is set to be larger than the engine torque threshold by a predetermined amount, that is, from the clutch torque threshold set to be lower than the clutch torque in the fully connected state in which the clutch is set during steady running. Clutch disengagement control is performed at the maximum drive speed of the clutch drive mechanism. As a result, the time until the engine torque is reduced to 0 or less and the time until the clutch torque is disengaged can be shortened compared to the prior art, and the speed change time can be shortened. It becomes. Further, at this time, the clutch can be disconnected without performing feedback control of the clutch torque in accordance with the decrease of the engine torque, so that the control load of the clutch can be reduced.

  The automatic transmission for a vehicle automatic transmission according to claim 1 according to claim 2, wherein the predetermined amount of the clutch torque threshold set by the clutch torque reduction control unit by a predetermined amount higher than the engine torque threshold. In the clutch disengagement control unit, after the output control mechanism starts the fuel cut control, the clutch is driven by the clutch drive mechanism until the engine torque decreases to 0 or less. The clutch torque that is operated at the driving speed and is in the disconnected state is close to the engine torque and does not fall below.

  In this manner, the clutch torque can be made closer to the engine torque without being lower than the engine torque during the clutch disengagement control. Since the clutch torque is controlled so as not to be lower than the engine torque, the rotation of the internal combustion engine can be prevented from slipping (blowing) by the clutch when the clutch torque is lower than the engine torque, and deterioration of drivability is suppressed. it can. Further, since the engine torque and the clutch torque are controlled to approach each other, after the engine torque becomes 0 or less (negative torque), the clutch torque becomes 0 in a short time, and a disconnected state can be reached. As a result, the time during which the negative torque of the engine torque is transmitted to the drive wheels via the engaged clutch can be shortened, so that deterioration in drivability can be suppressed.

  4. The automatic transmission for a vehicle automatic transmission according to claim 1, wherein the predetermined amount of the clutch torque threshold set by the clutch torque reduction control unit is higher than the engine torque threshold by a predetermined amount. In the clutch disengagement control unit, after the output control mechanism starts the fuel cut control, the time until the engine torque of the internal combustion engine decreases to 0 or less, and the clutch drive mechanism, The time until the clutch is operated at the maximum driving speed toward the disengaged state and becomes the disengaged state is made to coincide with each other.

  As a result, since the engine torque of the internal combustion engine becomes 0 or less at the same time as the clutch torque becomes disconnected, the negative torque of the internal combustion engine is transmitted to the drive wheels via the clutch being connected, leading to deterioration of drivability. Can be reliably prevented.

It is a figure which illustrates typically the device composition of the drive device for hybrid vehicles used as the controlled object of the speed change control device of an embodiment. It is a figure explaining schematic structure of the engine in FIG. 1, an automatic transmission, and a clutch. It is a skeleton figure explaining the automatic transmission of an embodiment. It is a figure which illustrates and demonstrates the torque transmission characteristic of a clutch. It is a graph explaining a shift line. It is a time chart explaining the shift control operation of the shift control device of the embodiment. It is a time chart explaining the shift control operation | movement of the prior art shift control apparatus. It is a flowchart explaining the action | operation of a transmission control apparatus. FIG. 7 is a partially enlarged view of the time chart of FIG. 6. It is a skeleton figure explaining the automatic transmission of another embodiment.

  An embodiment of a shift control device for a hybrid vehicle drive device according to the present invention will be described with reference to FIGS. FIG. 1 is a diagram schematically illustrating a device configuration of a hybrid vehicle drive device 1 to be controlled by the speed change control device of the present embodiment. The hybrid vehicle drive device 1 includes an engine 2 (corresponding to the internal combustion engine of the present invention) and a motor generator 5 (corresponding to the motor of the present invention) mounted in parallel at the front side of the chassis 90 as a travel drive source. Alternatively, the front driving wheels 91 and 91 can be driven by both. The hybrid vehicle drive device 1 further includes an automatic transmission 3 and a clutch 4. FIG. 2 is a diagram illustrating a schematic configuration of the engine 2, the automatic transmission 3, and the clutch 4 in FIG. In FIG. 1 and FIG. 2, broken arrows connecting the constituent devices indicate the flow of control. FIG. 3 is a skeleton diagram illustrating the automatic transmission 3.

  As shown in FIG. 1, the engine 2 is disposed horizontally on the front side of the drive shaft 92 of the drive front wheels 91, 91 on the chassis 90. The engine 2, the clutch 4, and the automatic transmission 3 are arranged in the vehicle width direction in the order described. A rotation axis is shared between the output shaft 21 of the engine 2 and the input shaft 31 of the automatic transmission 3. In the vicinity of the output shaft 21 of the engine 2, a non-contact type engine speed sensor 22 that detects the speed of the output shaft 21 is provided. In addition, as schematically shown in FIG. 2, the engine 2 is provided with a throttle valve 23 and an unillustrated injector. The throttle valve 23 adjusts the amount of air sucked into the engine 2. The injector adjusts the fuel supply amount in relation to the air intake amount. Further, a throttle actuator 24 for adjusting the throttle opening Slt of the throttle valve 23 is provided. Further, a throttle sensor 25 for detecting the throttle opening degree Slt is provided. The throttle valve 23 and the injector correspond to an output control mechanism that controls the engine torque Te of the engine 2 output from the output shaft 21.

  The clutch 4 is a dry / single-plate hydraulically operated friction clutch. As shown in FIG. 2, the clutch 4 includes a flywheel 41, a clutch disk 42, a pressure plate 44, a diaphragm spring 45, a clutch cover 46, a hydraulic direct cylinder (concentric slave cylinder) 47, and the like. The flywheel 41 is formed of cast iron or the like, has a thick disc shape, has a mass that maintains inertia, and is fixed coaxially to the output shaft 21 of the engine 2. A substantially cylindrical clutch cover 46 is erected from the outer peripheral portion of the end surface of the flywheel 41 opposite to the engine 2 toward the axial direction. A substantially disc-shaped clutch disc 42 is disposed inside the clutch cover 46 and adjacent to the flywheel 41. The clutch disk 42 is spline-coupled to the input shaft 31 of the automatic transmission 3 at the center and rotates integrally. Clutch fadings 43 and 43 are fixed to both surfaces near the outer periphery of the clutch disk 42.

  A substantially annular pressure plate 44 is provided adjacent to the clutch disk 42 so as to be movable in the axial direction. As members for driving the pressure plate 44, a diaphragm spring 45 and a hydraulic direct cylinder 47 are provided. Further, a clutch actuator 48 for operating the hydraulic direct cylinder 47 is provided as a clutch drive mechanism. The clutch actuator 48 includes a DC motor 481, a speed reduction mechanism 482 including a worm gear, an output wheel 483, an output rod 484, a master cylinder 485, an assist spring 486, a stroke sensor 487, and the like.

  When the DC motor 481 of the clutch actuator 48 is driven to rotate, the output wheel 483 is rotated via the speed reduction mechanism 482. As a result, the output rod 484 moves forward (leftward in FIG. 2) or backward (rightward in FIG. 2). Then, a hydraulic pressure is generated in the master cylinder 485, the generated hydraulic pressure is transmitted, the hydraulic direct cylinder 47 is driven, and the pressure plate 44 is driven in the axial direction via the diaphragm spring 45. The pressure plate 44 sandwiches and presses the clutch disk 42 between the pressure plate 44 and the flywheel 41. Thereby, it is possible to change the pressure-bonding load of the clutch fading 43 of the clutch disk 42 that slides and rotates with respect to the flywheel 41. The assist spring 486 assists the forward movement of the output rod 484, and the stroke sensor 487 detects the operation amount Ma of the output rod 484.

  As a result, the clutch 4 can be switched between a connection state in which the output shaft 21 of the engine 2 and the input shaft 31 of the automatic transmission 3 are rotationally connected and a disconnected state in which the connection is released. As described above, the clutch actuator 48 can switch the connection state and the disconnection state of the clutch 4 to adjust the magnitude of the clutch torque Tc transmitted by the clutch 4 in the connection state. FIG. 4 is a diagram illustrating and explaining the torque transmission characteristics of the clutch 4. In FIG. 4, the horizontal axis represents the operation amount Ma of the output rod 484 of the clutch actuator 48, and the vertical axis represents the transmittable clutch torque Tc. The hydraulic direct cylinder 47 is operated in the axial direction of the input shaft 31 according to the operation amount Ma of the output rod 484 of the clutch actuator 48. As a result, the pressing force with which the diaphragm spring 45 presses the clutch disk 42 toward the pressure plate 44 is adjusted. The clutch torque Tc is generated according to this pressing force. Therefore, it is possible to calculate the clutch torque Tc that can be transmitted from the operation amount Ma of the output rod 484. The clutch 4 is a constant connection type clutch that is in a fully connected state in which the operation amount Ma = 0 and the clutch torque Tc is maximum. Therefore, the clutch 4 has a characteristic that the clutch torque Tc that can be transmitted in the half-connected state decreases as the operation amount Ma increases, and the clutch 4 is in a disconnected state at the operation amount Ma = Mmax.

  The automatic transmission 3 is provided with an actuator 34a to 34c, 35 added to a manual transmission that selectively engages and connects one of a plurality of gear pairs constituting a plurality of shift stages by a driver's shift lever operation. Is an automated manual transmission (AMT). A detailed description of the configuration of the automatic transmission 3 will be given later. As shown in the broken line of FIG. 1 and FIG. 3, the automatic transmission 3 has a parallel shaft gear meshing having five forward speeds and one reverse speed stage between the input shaft 31 and the output shaft 32 arranged in parallel. It has the structure of the formula. The input shaft 31 is rotationally driven by the engine torque Te output from the engine 2 via the clutch 4. A rotation speed sensor 37 that detects an input shaft rotation speed Ni to the input shaft 31 is provided in the vicinity of the input shaft 31. The output shaft 32 is gear-coupled to the input side of a differential device 93 disposed in the center in the vehicle width direction, and is rotationally connected to the driving front wheels 91 and 91 via the differential device 93 and the drive shaft 92.

  As shown in FIG. 2, the automatic transmission 3 includes a gear switching mechanism that selectively releases and couples one of a plurality of shift speeds. The gear switching mechanism includes a first gear shift device 34 a to a third gear shift device 34 c and a selection device 35. In FIG. 2, the first gear shift device 34 a to the third gear shift device 34 c are represented by one rectangle for convenience, but are actually separate devices. The first gear shift device 34a to the third gear shift device 34c and the selection device 35 are driven by their own actuators. Since the driving methods of the first to third gear shift devices 34a to 34c and the selection device 35 are known, a detailed description thereof will be omitted (see, for example, JP-A-2004-176894).

  The motor generator 5 may be a motor having only the function of an electric motor, but in the present embodiment, it also has the function of a generator. As shown in FIG. 1, the motor generator 5 is disposed behind the drive shaft 92 of the drive front wheels 91 and 91 on the chassis 90. The motor generator 5 is a three-phase AC rotating electric machine that is generally used in a hybrid vehicle. The output shaft 80 of the motor generator 5 shown in FIG. 3 is rotationally connected to the input side of the differential device 93 via a speed reduction mechanism described later shown in FIG. Therefore, the output shaft 80 of the motor generator 5 is rotationally connected to both the output shaft 32 of the automatic transmission 3 and the driving front wheels 91 and 91.

  In order to drive the motor generator 5, an inverter 55 and a battery 56 are mounted on the rear side of the chassis 90. The inverter 55 has an AC terminal 55A and a DC terminal 55D as input / output terminals. AC terminal 55A is connected to power supply terminal 5A of motor generator 5, and DC terminal 55D is connected to terminal 56D of battery 56. The inverter 55 has a DC / AC conversion function for converting DC power output from the battery 56 into AC power having variable frequency and supplying the AC power to the motor generator 5. Further, the inverter 55 has an AC / DC conversion function for charging the battery 56 by converting AC power generated by the motor generator 5 into DC power. The battery 56 may be provided exclusively for driving driving, or may be used for other purposes.

  The motor generator 5 functions as an electric motor when supplied with AC power. At this time, the motor generator 5 can drive the front wheels 91 and 91 by generating a motor torque Tm that can be added to the engine torque Te. Thus, the sum of the engine torque Te and the motor torque Tm is the driver request torque Td required for the front drive wheels 91, 91. The driver request torque Td is determined by an accelerator opening W that is a depression amount (operation amount) of an accelerator pedal Ap (corresponding to the accelerator device of the present invention) operated by the driver. The driver request torque Td is calculated and instructed by the torque instruction unit. Further, when the motor generator 5 is driven by a part of the generated torque of the engine torque Te, it functions as a generator and can charge the battery 56.

  Next, the automatic transmission 3 will be described in detail. As shown in FIG. 3, the automatic transmission 3 includes an input shaft 31, an output shaft 32, a first intermediate shaft 33, and a second intermediate shaft 36 arranged in parallel with the input shaft 31.

  A first drive gear 61 that constitutes the first shift stage and a second drive gear 62 that constitutes the second shift stage are fixed to the input shaft 31 so as not to rotate relative to the input shaft 31 in order from the clutch 4 side. . A reverse drive gear 60 is fixed between the first drive gear 61 and the second drive gear 62 so as not to rotate relative to the input shaft 31. Further, on the side of the input shaft 31 opposite to the engine 2 of the second drive gear 62, there are a third drive gear 63, a fourth drive gear 64 and a fifth drive gear 65 which constitute the third, fourth and fifth gears. The bearing is rotatably supported via an input shaft 31 and a bearing (not shown).

  On the opposite side surfaces of the third and fourth drive gears 63 and 64, third and fourth clutch rings 63a and 64a constituting the second gear shift device 34b are respectively connected to the third and fourth drive gears 63 and 64, respectively. It is fixed coaxially and integrally. Splines formed extending in the axial direction of the input shaft 31 are provided on the outer peripheral surfaces of the third and fourth clutch rings 63a and 64a. A fifth clutch ring 65a constituting the third gear shift device 34c is coaxially and integrally fixed to the side surface of the fifth drive gear 65 opposite to the engine 2. Splines formed extending in the axial direction of the input shaft 31 are also provided on the outer peripheral surface of the fifth clutch ring 65a.

  Also, clutch hubs 66 and 67 are fixed to the input shaft 31 so as not to rotate relative to each other between the third and fourth drive gears 63 and 64 and on the fifth clutch ring 65a side of the fifth drive gear 65, respectively. . And the spline similar to the spline provided in the outer peripheral surface of the 3rd-5th clutch rings 63a, 64a, 65a is also provided in the outer peripheral surface of the clutch hubs 66 and 67, respectively.

  A first reverse driven gear 70a of the reverse gear is fixed to the first intermediate shaft 33 supported by the housing of the automatic transmission 3 so as not to be relatively rotatable. The first reverse driven gear 70 a is always meshed with the reverse drive gear 60 fixed to the input shaft 31.

  A first driven gear 71 constituting the first shift stage and a second driven gear 72 constituting the second shift stage are supported on the output shaft 32 through a bearing (not shown) so as to be freely rotatable. The first driven gear 71 is always meshed with the first drive gear 61, and the second driven gear 72 is always meshed with the second drive gear 62. Further, the third driven gear 73, the fourth driven gear 74, and the fifth driven gear 75 constituting the third to fifth shift speeds are fixed to the output shaft 32 so as not to be relatively rotatable. The third to fifth driven gears 73 to 75 are always meshed with the third to fifth drive gears 63 to 65, respectively.

  An output shaft rotational speed sensor 52 is disposed in the vicinity of the output shaft 32 and detects the output shaft rotational speed No of the output shaft 32. The output shaft rotational speed sensor 52 is connected to the transmission ECU 12, transmits detection data to the transmission ECU 12, and the vehicle speed is calculated from the detection data. The output shaft rotational speed sensor 52 may have any structure.

  Further, on each of the opposing side surfaces of the first and second driven gears 71 and 72, a first clutch ring 71a and a second clutch ring 72a constituting the first gear shift device 34a are respectively provided to the first and second driven gears 71. , 72 are coaxially fixed together. Splines formed extending in the axial direction of the output shaft 32 are provided on the outer peripheral surfaces of the first and second clutch rings 71a and 72a. A clutch hub 68 is fixed to the output shaft 32 between the first and second driven gears 71 and 72 so as not to rotate relative to the output shaft 32. Splines similar to the splines provided on the outer peripheral surfaces of the first and second clutch rings 71 a and 72 a are also provided on the outer peripheral surface of the clutch hub 68.

  A first final drive gear 76 is fixed to the end of the output shaft 32 on the engine 2 side so as not to rotate relative to the output shaft 32. The first final drive gear 76 is meshed with a ring gear 93 a of a differential device (differential) 93 provided on the drive shaft 92 and is rotationally connected. The differential device (differential) 93 includes both the ring gear 93a and the differential gear 93b, and is formed integrally with the automatic transmission 3.

  Further, a second reverse driven gear 70b is integrally provided on a sleeve 101 of the first gear shift device 34a described later. When the sleeve 101 moves in the direction of the engine 2 in a state where the spline provided on the inner peripheral surface of the sleeve 101 and the outer peripheral spline of the clutch hub 68 are engaged, the second provided integrally with the sleeve 101 is provided. The reverse driven gear 70b and the first reverse driven gear 70a mesh with each other to form a reverse gear. At this time, the first gear is not established.

  A motor driven gear 77 is fixed to the second intermediate shaft 36 supported by the housing of the automatic transmission 3 so as not to be relatively rotatable. A second final drive gear 78 is fixed to the second intermediate shaft 36 so as not to be relatively rotatable. The second final drive gear 78 is always meshed with a ring gear 93a of a differential gear (differential) 93 provided on the drive shaft 92 and is rotationally connected. Further, a motor drive gear 79 is fixed to the output shaft 80 (output shaft) of the motor generator 5 so as not to be relatively rotatable. The motor drive gear 79 is always meshed with the motor driven gear 77. A large-diameter gear 81 for parking is fixed to the end of the second intermediate shaft 36 on the engine 2 side so as not to be relatively rotatable. Thus, the output shaft 80 of the motor generator 5 is rotationally connected to the output shaft 32 and the drive (front) wheels 91 and 91 of the automatic transmission 3. When the output shaft 80 of the motor generator 5 is rotationally driven, the rotational driving force is transmitted to the driving shaft 92 and the driving front wheels 91, 91 via the motor driving gear 79, the motor driven gear 77, and the second final driving gear 78. Is done.

  Next, the first gear shift device 34a to the third gear shift device 34c having a dog clutch mechanism will be described. However, the first gear shift device 34a to the third gear shift device 34c basically have the same configuration. For this reason, only the second gear shift device 34b will be described. As shown in FIG. 3, the second gear shift device 34b includes a clutch hub 66, a third clutch ring 63a and a fourth clutch ring 64a, a sleeve 101, a fork shaft 103 connected to the sleeve 101 by a fork 102, and an actuator 104. And a transmission ECU 12 and the like.

  Splines extending in the axial direction of the input shaft 31 are formed on the inner peripheral surface of the sleeve 101, and the splines formed on the outer peripheral surface of the clutch hub 66, and the third clutch ring 63a and the fourth clutch ring 64a. It engages with each spline formed on the outer peripheral surface so as to be slidable in the axial direction. The sleeve 101 is always engaged with the clutch hub 66 and rotates integrally. As described above, the second gear shift device 34b is configured by the dog clutch mechanism as described above.

  The actuator 104 reciprocates the sleeve 101 with a predetermined load along the axial direction via the fork shaft 103 and the fork 102. The tip of the fork 102 is formed in accordance with the outer peripheral shape of the outer peripheral groove (not shown) of the sleeve 101. A base end portion of the fork 102 is fixed to the fork shaft 103.

  The stroke sensor 105 is disposed in the vicinity of the fork shaft 103 and detects the amount of movement of the fork shaft 103, that is, the amount of movement of the sleeve 101 in the axial direction. The stroke sensor 105 is connected to the transmission ECU 12 and transmits detection data to the transmission ECU 12 (see the broken line in FIG. 3). The stroke sensor 105 may have any structure.

  In the above configuration, the second gear shift device 34b performs shift switching between the third shift speed and the fourth shift speed via the neutral state. Similarly, the first gear shift device 34a performs shift switching between the first gear, the second gear, and the reverse gear through the neutral state. Further, the third gear shift device 34c performs shift switching between the neutral state and the fifth shift stage.

  An electronic control unit (hereinafter abbreviated as an ECU) is provided in order to take charge and control each unit constituting the hybrid vehicle drive device 1. That is, as shown in FIG. 1, an engine ECU 11, a transmission ECU 12, a motor ECU 13, and a battery ECU 14 are provided. Further, an HV-ECU 15 that controls the entire drive device 1 is provided. The ECUs 11 to 14 that are responsible for the respective units are connected to the HV-ECU 15 by CAN communication or the like to exchange necessary information with each other, and are managed and controlled by the HV-ECU 15. Each of the ECUs 11 to 15 includes a CPU unit that executes arithmetic processing, a storage unit such as a ROM or a RAM that stores programs and various maps, and an input / output unit for exchanging information. Has been.

  The engine ECU 11 starts the engine 2 by driving the starter 26 (see FIG. 1) in response to the operation of the ignition switch 27 (see FIG. 1). Further, the engine ECU 11 acquires a signal of the engine speed Ne of the output shaft 21 from the engine speed sensor 22 and acquires a signal of the throttle opening Slt from the throttle sensor 25. Then, the engine ECU 11 monitors the engine rotational speed Ne of the output shaft 21 and issues a command to the throttle actuator 24 to open and close the throttle valve 23 to control the injector, thereby controlling the engine torque Te and the engine rotational speed Ne. Is controlled to a desired value. In the present embodiment, the engine speed Ne is not controlled only by the depression operation amount of the accelerator pedal Ap that the driver steps on, but a command from the hybrid ECU 15 (hereinafter sometimes referred to as HV-ECU 15). Is configured to be preferentially controlled.

  The transmission ECU 12 executes shift control by controlling the clutch 4 and the automatic transmission 3 in association with each other. The transmission ECU 12 controls a clutch torque Tc that can be transmitted by driving a DC motor 481 of the clutch actuator 48. Further, the transmission ECU 12 acquires a signal of the operation amount Ma of the output rod 484 from the stroke sensor 487, and grasps the clutch torque Tc at that time. Further, the transmission ECU 12 acquires the input shaft rotational speed Ni from the rotational speed sensor 37 of the automatic transmission 3. Further, the transmission ECU 12 drives each of the gear shift devices 34a to 34c and the selection device 35 to selectively release and engage and engage one of the shift speeds to control the shift speed. The transmission ECU 12 has shift conditions set for each shift stage, and starts shift control when the shift conditions are satisfied. The details of the shift control of the transmission ECU 12 will be described in detail in the description of the operation of the shift control device later.

  Battery ECU 14 manages the state of charge SOC of battery 56. Information on the state of charge SOC is sent to the HV-ECU 15 and is referred to during various controls. Further, when the state of charge SOC is reduced or excessively increased, control is quickly performed to return to a good state.

  The HV-ECU 15 shares necessary information with the ECUs 11 to 14 that handle the respective parts, and controls the entire drive device 1 in an overall manner. The HV-ECU 15 acquires information on the accelerator opening W from the accelerator opening sensor 51 and acquires information on the vehicle speed from the output shaft rotational speed sensor 52 (see FIGS. 1 and 2). The accelerator opening sensor 51 is a sensor that detects a depression operation amount of an accelerator pedal Ap (corresponding to an accelerator device) operated by a driver, that is, an accelerator opening W. From the magnitude of the accelerator opening W, a driving torque (driver required torque Td) required for the driving front wheels 91 and 91 to propel the vehicle is determined. If the torque actually generated is insufficient with respect to the required driving torque, the driver who does not perform the shifting operation himself will feel idle. As described above, in the present embodiment, the driver request torque Td is achieved by the sum of the engine torque Te generated by driving the engine 2 and the motor torque Tm generated by the motor 5.

  Further, the HV-ECU 15 includes a shift time calculation unit 111, a clutch disconnection preliminary control transition determination unit 112, an engine torque reduction control unit 113, a clutch torque reduction control unit 114, a required torque control unit 115, a clutch disconnection control unit 116, and a gear stage. A switching unit 117 is provided.

  The shift time calculation unit 111 calculates the current change amount of the output shaft 32 calculated from the output shaft rotational speed No of the output shaft 32 of the automatic transmission 3. Then, based on the current accelerator opening W (operation amount) of the accelerator device and the calculated current change amount, the output shaft rotational speed No of the output shaft 32 is a shift line of one shift stage among a plurality of shift stages. The shift line arrival predicted time Tes until the distance exceeds is calculated. The shift line is provided for each shift stage, and is stored as map data in a storage unit (not shown).

  Here, description will be given based on FIG. The horizontal axis in FIG. 5 is the output shaft rotational speed No of the output shaft 32 of the automatic transmission 3, and the vertical axis is the accelerator opening W. Upshift shift line L12 (shift from 1st speed to 2nd speed, the same applies hereinafter), L23 and L34 are indicated by solid lines, and downshift shift lines L43, L32 and L21 of the downshift shift pattern are indicated by broken lines. It is shown. Note that L45 and L54, which are five-speed shift diagrams, are not shown.

  In the traveling vehicle, for example, the current traveling operation point P1 (No1, W1) can be plotted on FIG. 5 corresponding to the values of the output shaft rotational speed No1 and the accelerator opening W of the output shaft 32. . Therefore, for example, in a vehicle traveling at the third speed, it is assumed that the accelerator opening W is constant and the output shaft rotational speed No (= vehicle speed) of the output shaft 32 is increased by a predetermined change amount. As a result, as indicated by a rightward arrow in FIG. 5, the travel operating point P1 moves to the right in the figure and reaches (or exceeds) the upshift line L34. As a result, the shift condition from the third speed to the fourth speed is established. The shift time calculation unit 111 calculates and predicts the time (shift line arrival prediction time Tes) from the present until the shift condition is satisfied from the calculated change amount of the output shaft rotation speed No.

At this time, as a specific method of calculating the shift line arrival predicted time Tes, a method based on the following calculation formula (Equation 1) can be exemplified as an example.
(Equation 1)
Shift line arrival prediction time Tes = ((output shaft rotation speed No of one shift line at current accelerator opening W in map data) − (current output shaft rotation speed No)) / (X rpm / 64 msec)
here,
X: A change amount of the output shaft rotational speed No measured every 64 msec.

  Thus, for example, the shift line arrival prediction time Tes is obtained from the amount of change in the output shaft rotational speed No measured every 64 msec. As a result, since the amount of change in the output shaft rotational speed No can be calculated as an average value, the amount of change that may be instantaneously negative can be obtained as a positive value, and the shift line arrival predicted time Tes can be stably obtained. Can be requested. Note that the measurement time of 64 msec is an example, and any value may be used for measurement. Further, the method for obtaining the shift line arrival prediction time Tes is not limited to the above method.

  The clutch disengagement preliminary control transition determination unit 112 is a processing unit that determines whether or not the calculated shift line arrival predicted time Tes has reached a preset reference time TB. In the clutch disengagement preliminary control, the engine torque Te and the clutch torque Tc are reduced to the preset engine torque threshold value Xe and the clutch torque threshold value Xc in order to perform the shift control to one predicted gear that will come soon. This is the control to wait for.

  The engine torque threshold value Xe is assumed to be a value set in advance slightly lower than the engine torque Te when the vehicle is running with only the engine 2 without using the motor generator 5. The engine torque threshold value Xe may be set arbitrarily by obtaining an optimum value through experiments or the like (see FIG. 6).

  As shown in FIG. 6, it is assumed that the clutch torque threshold value Xc is a value larger by a predetermined amount S than the engine torque threshold value Xe. The predetermined amount S is set in advance according to the maximum drive speed Vmax of the clutch drive mechanism. In other words, the predetermined amount S is the value of the clutch 4 that is operated to the disconnected state at the maximum drive speed Vmax until the engine torque Te of the engine 2 decreases to 0 or less after the output control mechanism starts fuel cut control. The clutch torque Tc is set to a magnitude that approaches the engine torque Te and does not fall below the engine torque Te, as shown in the R part of FIG. At this time, the approach distance between the clutch torque Tc and the engine torque Te is preferably 0, and in this embodiment, the clutch torque Tc and the engine torque Te are in contact with each other at the R portion.

  When the engine torque reduction control unit 113 determines that the shift line arrival prediction time Tes is the reference time TB, the engine torque Te is operated according to the driver request torque Td by operating the output control mechanism. Control to lower the threshold value Xe is performed.

  The clutch torque reduction control unit 114 operates the clutch drive mechanism in accordance with the control of the engine torque reduction control unit 113, and reduces the clutch torque to the clutch torque threshold value Xc set higher by a predetermined amount S than the engine torque threshold value Xe. Let

  The clutch disengagement control unit 116 operates the output control mechanism when the output shaft rotational speed No of the output shaft 32 reaches or exceeds one shift line (for example, the fourth speed shift line) to cut the fuel. Take control. As a result, the engine torque Te of the engine 2 is reduced to 0 or less. At the same time, the clutch drive mechanism is operated at the maximum drive speed Vmax to disengage the clutch 4.

  After the clutch 4 is disengaged by the clutch disengagement control unit 116, the gear position switching unit 117 operates the gear switching mechanism to establish, for example, the fourth gear position, which is one gear position. Thereafter, the clutch drive mechanism is operated to bring the clutch 4 into a connected state.

  Here, the operation of the shift control will be described. First, a conventional speed change will be described with reference to FIG. In FIG. 7, the horizontal axis indicates the elapsed time T. In addition, the vertical axis represents the shaft rotational speed rpm (motor rotational speed Nmo, input shaft rotational speed Ni, engine rotational speed Ne, output shaft rotational speed No), torque Nm (clutch torque Tc, engine torque Te, driver required torque in order from the top. Td, motor torque Tm) and gear stage states (required gear stage and actual gear stage) are shown. In FIG. 7, it is assumed that the engine torque Te is equal to the driver request torque Td and the clutch torque Tc is in the fully connected state shown in FIG. 4 before the shift control (before T1).

  In the prior art, it is assumed that, for example, the speed change line L34 of the fourth shift speed shown in FIG. Then, at the same time as the shift line L34 is exceeded, the engine ECU 11 sends a command to the output control mechanism to cut fuel. Thereby, the output control mechanism controls the throttle valve 23 to be fully closed, and stops the fuel supply of the fuel supplied to the engine 2 (fuel cut control). As a result, the engine torque Te decreases from a torque having the same magnitude as the driver request torque Td toward the torque 0.

  Thus, in the prior art, the engine torque Te is controlled to be reduced from a large torque equal to the driver request torque Td. For this reason, even if the output control mechanism is operated and the fuel cut control is executed, the time until the torque is greatly reduced to 0 or less is greatly affected by the residual torque or the like. In FIG. 7, the characteristic of the engine torque Te after T1 is a broken line. This is because the delay until the fuel cut is actually executed after the fuel cut control command is transmitted. This is caused by the influence of residual torque and the like.

  Simultaneously with the start of the fuel cut control, the transmission ECU 12 operates the clutch drive mechanism and starts the disconnection control of the clutch 4 in the fully connected state. At this time, feedback control is performed so that the clutch torque Tc of the clutch 4 is slightly larger than the engine torque Te. As a result, it takes time to decrease the engine torque Te that must be reduced by a large value of torque and the clutch torque Tc that is controlled according to the decrease of the engine torque Te, and the completion of the clutch disengagement is delayed, that is, the shift time is lengthened. There is a problem. Further, since feedback control is performed on the decrease speed of the clutch torque Tc, there is a problem that the control load is high and the cost is increased.

  In the above-described method in which the clutch torque Tc is feedback-controlled according to the engine torque Te, it is difficult to completely follow the decrease in the clutch torque Tc with the decrease in the engine torque Te. For this reason, at time T2, the engine torque Te is in a slightly negative torque state. That is, even before the clutch torque Tc becomes completely zero (disengaged), the negative torque state of the engine torque Te is generated, and as a result, the negative engine torque (-Te) indicated by the oblique lines causes the clutch 4 to And transmitted to the driving front wheels 91 and 91, there is a risk that the drivability is deteriorated.

  Further, when the decreasing speed of the engine torque Te is lower than the decreasing speed of the clutch torque Tc, the engine torque Te may exceed the clutch torque Tc. In such a case, the connection (engagement) of the clutch 4 slips, and the rotation of the engine 2 may be blown up.

  The motor ECU 13 controls the motor generator 5 to operate and generate the motor torque Tm on the driving front wheels 91 and 91 as the engine torque Te decreases. At this time, control is performed so that motor torque Tm = driver required torque Td−engine torque Te. This prevents the driver from feeling uncomfortable deceleration. At time T2 in FIG. 7, the clutch torque Tc is completely zero (disengaged state).

  The T2-T7 section of the time chart shown in FIG. 7 shows the well-known AMT shift control. Therefore, a detailed description is omitted and only a brief description is given. At T2 in FIG. 7, the sleeve 101 is first moved in the axial direction (the direction opposite to the engine 2) by the operation of the gear shift device 34b described above. As a result, the spline formed on the inner peripheral surface of the sleeve 101 is disengaged from the spline on the outer peripheral surface of the third clutch ring 63a constituting the third gear, and the third gear is released. In the period from T3 to T4, the gear shift device 34b is in the neutral state, and the input shaft rotational speed Ni of the input shaft 31 that is in the free state during this period changes substantially constant.

  Next, at T5, the sleeve 101 is moved in the axial direction (the direction opposite to the engine 2) by the operation of the gear shift device 34b. As a result, the splines formed on the inner peripheral surface of the sleeve 101 and the splines on the outer peripheral surface of the fourth clutch ring 64a are engaged with each other after rotation synchronization, and the fourth shift stage is established. For this reason, the input shaft rotational speed Ni decreases according to the gear ratio of the fourth gear. Thereafter, in T5 to T6, the engine torque Te is controlled by the output control mechanism, and at T6 in which the engine speed Ne of the engine 2 is synchronized with the input shaft speed Ni of the input shaft 31, the clutch drive mechanism connects the clutch 4. Control to the state is started. Thereafter, the clutch 4 is gradually connected, the connection is completed at T7, and the clutch 4 is brought into a connected state.

  Next, the operation of the speed change control device of the present invention will be described based on the flowchart of FIG. 8 and the time chart of FIG. In the time chart of FIG. 6, an item of a shift notice switch is added to the vertical axis with respect to the time chart of FIG.

  Step S10 in the flowchart 1 (processing unit of the shift time calculation unit 111) is a processing unit in a section before T0 in the time chart of FIG. 6 and is always calculated. In step S10, as described above, a change amount (for example, rotational acceleration a) of the current output shaft rotational speed No calculated from the output shaft rotational speed No of the output shaft 32 of the automatic transmission 3 is calculated. Then, based on the current accelerator opening W (operation amount) and the calculated change amount of the current output shaft rotation speed No, the output shaft rotation speed No is one of the plurality of shift speeds (for example, the fourth shift speed). The shift line arrival predicted time Tes until the shift line L34 is shifted is calculated.

  In step S12 (processing unit of the clutch disengagement preliminary control transition determination unit 112), it is determined whether or not the calculated shift line arrival predicted time Tes has reached a preset reference time TB. If the reference time TB has been reached, the process moves to step S14. If the reference time TB has not been reached, step S12 is repeated until the reference time TB is reached. In step S12, when the shift line arrival predicted time Tes is larger than the reference time TB, the subsequent control is suspended. As a result, the clutch torque Tc is reduced to the clutch torque threshold value Xc, and the power consumption of the clutch actuator 48 is suppressed.

  In step S14, it is determined whether or not the calculated shift line arrival predicted time Tes is equal to or greater than a preset reference time threshold value TC. The reference time threshold value TC is a time Ti (see FIG. 6) required to reduce the engine torque Te of the engine 2 to the engine torque threshold value Xe, and a clutch torque Tc to a preset clutch torque threshold value Xc. The larger value of the time Tii (see FIG. 6) required for. Time Ti and time Tii are values based on actually measured data measured in advance. If the shift line arrival prediction time Tes is equal to or greater than the reference time threshold TC, the subsequent control can be executed, and the process moves to step S16. If the shift line arrival prediction time Tes is less than the reference time threshold TC, the process returns to step S10. In other words, if it is less than the reference time threshold value TC, the clutch torque Tc and the engine torque Te reach one shift line in the middle of decreasing to the clutch torque threshold value Xc and the engine torque threshold value Xe, respectively. For this reason, the control is not performed, the process returns to step S10, and the processes of step S10, step S12, and step S14 are repeatedly performed until the next calculated shift line arrival predicted time Tes is equal to or greater than the reference time threshold TC.

  In step S16 (the processing unit of the clutch disengagement preliminary control transition determination unit 112), the shift notice switch is turned on. This starts control for disengaging the clutch according to the present invention (corresponding to the T0 position in FIG. 6).

  In step S18 (a processing unit of the engine torque reduction control unit 113), the output control mechanism is operated, the throttle valve 23 is closed, and the injector is controlled. As a result, the engine torque Te is lowered to the engine torque threshold value Xe set in advance according to the driver request torque Td and held. In FIG. 6, the operation is performed between T0 and T1.

  In step S20 (a processing unit of the clutch torque reduction control unit 114), the clutch drive mechanism is operated in accordance with the control of the engine torque reduction control unit 113. As a result, the clutch torque Tc is reduced and held up to the clutch torque threshold value Xc set higher by the predetermined amount S than the engine torque threshold value Xe. In FIG. 6, the operation is performed between T0 and T1.

  In step S22 (a processing unit of the required torque control unit 115), the motor 5 is controlled to generate the motor torque Tm obtained by subtracting the engine torque threshold value Xe from the calculated driver request torque Td. In FIG. 6, the operation is performed between T0 and T1.

  In step S24 (a processing unit of the clutch disengagement control unit 116), it is determined whether or not the output shaft rotational speed No of the output shaft 32 exceeds one shift line (for example, a 4th speed shift line). If it is determined that one shift line has been exceeded, the process moves to step S26 (T1 position in FIG. 6). If the output shaft rotational speed No does not exceed one shift line (before the T1 position in FIG. 6), the process moves to step S18. Then, the processes in steps S18 to S24 are repeated until it is determined in step S24 that the output shaft rotational speed No exceeds one shift line.

  In step S26 (processing section of the clutch disengagement control section 116), the shift notice switch is turned off (T1 position in FIG. 6).

  In step S28 (processing section of the clutch disengagement control section 116), the output control mechanism is operated to control the injector and perform fuel cut. As a result, the engine torque Te of the engine 2 is reduced to 0 or less. Specifically, the operation is shown in the range of T1 to T2 in FIG. More specifically, the operation is shown in the range of t1 to t4 in FIG. 9 in which T1 to T2 are enlarged and displayed. FIG. 9 shows the period from when the fuel cut instruction is transmitted from the engine ECU 11 until the engine torque Te actually becomes 0 or less. In FIG. 9, t1 is the time when the fuel cut instruction is transmitted. t1-t2 is a response delay time (range) of the engine torque Te. Then, fuel cut is actually started at t2, and control for reducing the engine torque Te to 0 or less is completed at t4.

  In step S30 (the processing unit of the clutch disengagement control unit 116), in order to place the clutch 4 in a disengaged state, the clutch drive mechanism is operated at the maximum drive speed Vmax simultaneously with step S28. Specifically, the operation is shown in the range of T1 to T2 in FIG. More specifically, the operation is shown in the range of t1 to t5 in FIG. 9 in which T1 to T2 are enlarged and displayed.

  In FIG. 9, looking at the decrease curve of the engine torque Te and the decrease curve of the clutch torque Tc, they approach each other at the position of t4, and the torque values are almost equal. Thereafter, the engine torque Te becomes zero in a short time, and then becomes negative torque (−Te). Further, the clutch torque Tc is 0 (disconnected state) with a slight delay from the engine torque Te (t5 position ascertained). At this time, the region where the engine torque Te is negative torque (−Te) while the clutch 4 is in the connected state is as shown by the hatched portion in FIG. 9. 9 is an enlarged view not only with respect to FIG. 6 but also with respect to FIG. 7. Therefore, the negative torque (−Te) indicated by the hatched portion in FIG. It can be seen that the torque is smaller than the negative torque (−Te). Thereby, the negative torque of the engine torque Te is transmitted to the driving front wheels 91 and 91 via the clutch 4 being connected, and the deterioration of drivability is effectively suppressed.

  Thereafter, in step S32 (processing unit of the gear position switching unit 117), the known AMT shift control is performed from T2 to T7 in FIG. As a result, the fourth shift stage is formed, and the input shaft 31, the fourth drive gear 64, the fourth driven gear 74, the output shaft 32, the first final drive gear 76, the ring gear 93a, the differential device 93 and the drive shaft 92 are connected. The driving front wheels 91 and 91 are rotationally driven by the engine torque Te.

  As is apparent from the above description, in the present embodiment, in the clutch disengagement control by the clutch disengagement control unit 116, the engine torque Te is set to be lower than the engine torque Te during steady running without performing shift control, That is, the fuel cut control is performed from the state set to the engine torque threshold value Xe. In addition, the clutch torque threshold value Xc is set lower than the clutch torque Tc in the state where the clutch torque Tc is set to be larger than the engine torque threshold value Xe by a predetermined amount S, that is, in the fully connected state set during steady running. From this state, the clutch disengagement control is performed at the maximum drive speed Vmax of the clutch drive mechanism. As a result, it is possible to shorten the time until the engine torque Te is reduced to 0 or less and the time until the clutch torque Tc is brought into the disengaged state as compared with the prior art, and thus the speed change time is shortened. Is possible. Further, at this time, the clutch 4 can be disconnected without performing feedback control of the clutch torque Tc in accordance with the decrease in the engine torque Te, so that the control load of the clutch can be reduced.

  Further, according to the present embodiment, during the clutch disengagement control, the clutch disengagement preliminary control state (FIG. 6, T0 to T1) so that the clutch torque Tc does not fall below the engine torque Te and can approach the engine torque Te. ), The clutch torque threshold value Xc is set to be larger than the engine torque threshold value Xe by a predetermined amount S. Thereby, it is possible to suppress the clutch torque Tc from being lower than the engine torque Te during clutch disengagement control, and the rotation of the output shaft 21 connected to the engine 2 from slipping by the clutch 4. Further, since the engine torque Te and the clutch torque Tc are controlled to approach each other at the time of clutch disengagement control, after the engine torque Te becomes 0 or less (negative torque), the clutch torque Tc becomes 0 in a short time and the disengaged state. Can be reached. As a result, the time during which the negative torque of the engine torque Te is transmitted to the drive wheels via the clutch 4 being connected can be shortened, so that deterioration in drivability can be satisfactorily suppressed.

  In addition to the aspect of the above embodiment, as another embodiment, for example, at a position t4 in FIG. 9, a predetermined amount is set so that the decrease curve of the engine torque Te and the decrease curve of the clutch torque Tc coincide with each other and become zero. The size of S may be set. As a result, the engine torque Te may exceed the clutch torque Tc in the decreasing process before the engine torque Te and the clutch torque Tc become zero. However, the amount is very small. For this reason, it is highly possible that the engine torque Te exceeds the clutch torque Tc and the magnitude at which the engine 2 blows up is within the allowable range for drivability. In such a case, the magnitude of the predetermined amount S may be set so that the decrease curve of the engine torque Te and the decrease curve of the clutch torque Tc coincide with each other and become zero as described above. By controlling in this way, it is possible to reliably prevent the deterioration of drivability that is caused when the negative torque of the engine torque Te is transmitted to the driving front wheels 91 and 91 via the clutch 4 being connected.

  Moreover, in the said embodiment, the automatic transmission 3 shown in FIG. 3 was applied. However, it is not limited to this aspect. For example, the automatic transmission may be changed to an automatic transmission 123 shown in FIG. The automatic transmission 123 has the same configuration as the automatic transmission 3 except that the output shaft 80 of the motor generator 5 is rotationally connected to the output shaft 32. However, at this time, whether or not a predetermined speed change mechanism is provided between the output shaft 80 and the output shaft 32 is arbitrary. Even with such a configuration, the same effect as in the above embodiment can be expected.

  As another aspect, if the motor generator 5 is rotatably connected to the output shaft 32 and the driving front wheels 91 and 91 are directly driven to rotate by the motor generator 5, an automatic transmission (AMT) can be used. The machine may have any configuration. The requirements for the motor generator 5 to be rotatably connected to the output shaft 32 are that no torque is generated in the input shaft 31 during the shift control and that the driver requested torque is applied to the driving front wheels 91 and 91. This is because the generation of the shortage of Td by the motor generator 5 is simultaneously established.

  In the above embodiment, the gear shift devices 34a to 34c of the automatic transmissions 3 and 123 are dog clutch mechanisms that do not have a synchronizer ring. However, the present invention is not limited to this mode, and the gear shift device may have a speed change configuration having a synchro mechanism.

  Furthermore, in the above-described embodiment, the case of an upshift (for example, the third speed → the fourth speed) has been described. However, the present invention is not limited to this aspect, and can be applied during downshifting.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle drive device, 2 ... Engine (internal combustion engine), 3 ... Automatic transmission, 4 ... Clutch, 5 ... Motor generator (motor), 11 ... Engine ECU , 12 ... Transmission ECU, 13 ... Motor ECU, 14 ... Battery ECU 15 ... HV-ECU, 21 ... Output shaft, 22 ... Engine speed sensor, 23 ... Throttle valve (output control mechanism) 24 ... Throttle actuator 25 ... Throttle sensor 31 ... Input shaft 32 ... Output shaft 33 ... First intermediate shaft 34a-34c ..: gear switching device (gear switching mechanism), 35... Select actuator (gear switching mechanism), 36...: Second intermediate shaft, 37. ..Clutch actuator (clutch drive mechanism), 51 ... Accelerator opening sensor, 111 ... Shift time calculation unit, 112 ... Clutch disengagement preliminary control transition determination unit, 113 ... Engine torque reduction control unit, 114: Clutch torque reduction control unit, 115 ... Request torque control unit, 116 ... Clutch disengagement control unit, 117 ... Shift speed switching unit, Tc ... Clutch torque, Td ... Driver request Torque, Te ... engine torque, Tm ... motor torque, Ma ... clutch operation amount.

Claims (3)

An internal combustion engine mounted on the vehicle and controlled by an output control mechanism, engine torque output from the output shaft;
An input shaft that is rotationally connected to the output shaft, and an output shaft that is rotationally connected to the drive wheel, and the input shaft and the output shaft can be rotationally connected at different speed ratios. An automatic transmission that selectively meshes one with a gear switching mechanism;
A clutch that can be switched between a connection state in which the output shaft and the input shaft are rotationally connected and a disconnected state in which the connection is released;
A clutch drive mechanism for switching between the connected state and the disconnected state, and adjusting a clutch torque transmitted by the clutch in the connected state;
A torque instruction unit for instructing, as a driver request torque, a drive torque determined by an operation amount of an accelerator device operated by a driver and required for the drive wheel;
A motor that is rotationally coupled to the output shaft of the automatic transmission and the driving wheel, and that generates motor torque so that a combined torque with the engine torque becomes the driver required torque to drive the driving wheel;
A shift control device for a hybrid vehicle drive device comprising:
Based on the current amount of operation of the accelerator device and the amount of change in the current rotational speed of the output shaft, the rotational speed of the output shaft until the rotational speed exceeds the shift line of one of the multiple speed stages. A shift time calculation unit for calculating a predicted shift line arrival time from the current time;
A clutch disengagement preliminary control transition determination unit that determines that the calculated shift line arrival prediction time has reached a preset reference time;
An engine torque reduction control unit that operates the output control mechanism to reduce the engine torque to a preset engine torque threshold according to the driver request torque when the estimated shift line arrival time becomes the reference time;
A clutch torque threshold that is set higher by a predetermined amount that is set in advance according to the maximum drive speed of the clutch drive mechanism than the engine torque threshold by operating the clutch drive mechanism in accordance with the operation of the engine torque reduction control unit. A clutch torque reduction control unit for reducing the clutch torque until,
A required torque control unit that causes the motor to generate a motor torque so that a combined torque with the engine torque threshold becomes the driver required torque;
When the rotational speed of the output shaft exceeds the one shift line, the output control mechanism is operated to perform fuel cut control, the engine torque of the internal combustion engine is reduced to 0 or less, and the output control mechanism A clutch disengagement controller that activates the clutch drive mechanism at the maximum drive speed simultaneously with operation to disengage the clutch;
After the clutch is in the disengaged state, the gear switching mechanism is operated to establish the one gear position, and the gear driving mechanism is operated to bring the clutch into the connected state;
A shift control apparatus for a hybrid vehicle drive device comprising: The magnitude of the predetermined amount of the clutch torque threshold set by the clutch torque reduction control unit by a predetermined amount higher than the engine torque threshold is:
In the clutch disengagement control unit,
After the output control mechanism starts the fuel cut control, until the engine torque decreases to 0 or less until the clutch is operated at the maximum drive speed by the clutch drive mechanism and is in the disconnected state. The shift control device for a hybrid vehicle drive device according to claim 1, wherein the clutch torque during the period is close to the engine torque and does not fall below the engine torque. The magnitude of the predetermined amount of the clutch torque threshold set by the clutch torque reduction control unit by a predetermined amount higher than the engine torque threshold is:
In the clutch disengagement control unit,
A time until the engine torque of the internal combustion engine decreases to 0 or less after the output control mechanism starts the fuel cut control;
A time until the clutch is operated at the maximum driving speed toward the disengaged state by the clutch drive mechanism until the disengaged state;
The shift control device for a hybrid vehicle drive device according to claim 1, wherein the shift control device is a size for matching the two.

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