JP2021000978A - Control device of hybrid vehicle - Google Patents

Abstract

To provide a control device of a hybrid vehicle that can further secure travelling performance of the vehicle.SOLUTION: A control device of a hybrid vehicle comprises: an engine 2 and a motor generator 4 as driving sources that transmit power to a driving wheel 5; a transmission 3 that changes the speed of rotation of the engine 2 and transmits the rotation to the driving wheel 5; a clutch 26 that releases or connects transmission of power between the engine 2 and the driving wheel 5; a second power storage device 33 that supplies electric power to the motor generator 4; and an HCU 10 that changes releasing speed of the clutch 26 during change-over of gear stages of the transmission 3, depending on power storage amounts of the second power storage device 33.SELECTED DRAWING: Figure 1

Description

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

Patent Document 1 describes that when the clutch is released due to a shift and the torque of the engine is not transmitted to the wheels, the torque transmitted from the electric motor to the wheels is transmitted to suppress the decrease in the torque transmitted to the wheels. In, in order to suppress the decrease in the torque of the electric motor transmitted to the wheels, it is described that the time required for shifting is controlled based on the determination result of the torque that can be output from the electric motor to the wheels.

Japanese Unexamined Patent Publication No. 2001-153218

However, although the one described in Patent Document 1 controls the time required for shifting when the torque that can be output from the electric motor to the wheels decreases, the vehicle can be controlled only by controlling the time required for shifting. There was room for improvement in ensuring the running performance of.

Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that can further secure the running performance of the vehicle.

In order to solve the above problems, the present invention comprises an engine and a motor as a drive source for transmitting power to the drive wheels, an automatic transmission that shifts the rotation of the engine and transmits the power to the drive wheels, and the engine and the drive. A power transmission mechanism that releases or connects the power transmission between the wheels and a power storage unit that supplies power to the motor is provided, and the power transmission mechanism is incompletely engaged when the speed change stage of the automatic transmission is switched. A control device for a hybrid vehicle that outputs torque to the motor during a period, and controls for changing the release speed of the power transmission mechanism at the time of switching the shift stage of the automatic transmission according to the amount of electricity stored in the power storage unit. It is equipped with a part.

As described above, according to the present invention, the traveling performance of the vehicle can be further ensured.

FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. FIG. 2 is a diagram showing an outline of a clutch control process of a control device for a hybrid vehicle according to an embodiment of the present invention. FIG. 3 is a flowchart showing a procedure of clutch control processing of the control device of the hybrid vehicle according to the embodiment of the present invention. FIG. 4 shows changes in the clutch release speed and the engagement speed due to the clutch control process when it is determined that there is a demand for improving the power performance based on the accelerator depression amount of the control device of the hybrid vehicle according to the embodiment of the present invention. It is a time chart. FIG. 5 shows the clutch release speed and the engagement speed by the clutch control process when it is determined that there is a demand for improving the power performance by the driver of the control device of the hybrid vehicle according to the embodiment of the present invention. It is a time chart showing the change of. FIG. 6 is a flowchart showing a procedure of clutch control processing of the control device of the hybrid vehicle according to the first other aspect of the first embodiment of the present invention. FIG. 7 shows the clutch release speed by the clutch control process when it is determined that there is a demand for improving the power performance based on the accelerator depression amount of the control device of the hybrid vehicle according to the first other aspect of the first embodiment of the present invention. It is a time chart which shows the change of the engagement speed. FIG. 8 is a flowchart showing a procedure of clutch control processing of the control device of the hybrid vehicle according to the second other aspect of the embodiment of the present invention. FIG. 9 shows the clutch release speed by the clutch control process when it is determined that there is a demand for improving the power performance based on the accelerator depression amount of the control device of the hybrid vehicle according to the second other aspect of the second embodiment of the present invention. It is a time chart which shows the change of the engagement speed.

The control device for a hybrid vehicle according to an embodiment of the present invention includes an engine and a motor as a drive source for transmitting power to the drive wheels, an automatic transmission for shifting the rotation of the engine and transmitting the power to the drive wheels, and an engine. It is equipped with a power transmission mechanism that releases or connects the power transmission between the engine and the drive wheels, and a power storage unit that supplies power to the motor, and the non-complete engagement period of the power transmission mechanism when switching the shift stage of the automatic transmission. It is a control device for a hybrid vehicle that outputs torque to a motor, and is configured to include a control unit that changes the release speed of the power transmission mechanism when switching the shift stage of the automatic transmission according to the amount of electricity stored in the power storage unit. Has been done.

As a result, the hybrid vehicle control device according to the embodiment of the present invention can further secure the traveling performance of the vehicle.

Hereinafter, the hybrid vehicle equipped with the control device according to the embodiment of the present invention will be described in detail with reference to the drawings.

In FIG. 1, the hybrid vehicle 1 according to an embodiment of the present invention includes an engine 2 as an internal combustion engine, a transmission 3 as an automatic transmission, a motor generator 4 as a motor, a drive wheel 5, and a hybrid vehicle 1. HCU (Hybrid Control Unit) 10 as a control unit that comprehensively controls, ECM (Engine Control Module) 11 that controls the engine 2, TCM (Transmission Control Module) 12 that controls the transmission 3, and ISGCM (Integrated). It includes a Starter Generator Control Module) 13, an INVCM (Invertor Control Module) 14, and a BMS (Battery Management System) 16.

A plurality of cylinders are formed in the engine 2. In this embodiment, the engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

An ISG (Integrated Starter Generator) 20 and a starter 21 are connected to the engine 2. The ISG 20 is connected to the crankshaft 18 of the engine 2 via a belt 22 or the like. The ISG 20 has a function of an electric motor that rotationally drives the engine 2 by rotating by being supplied with electric power, and a function of a generator that converts the rotational force input from the crankshaft 18 into electric power.

In this embodiment, the ISG 20 functions as an electric motor under the control of the ISGCM 13 to restart the engine 2 from a stopped state by the idling stop function. The ISG 20 can also assist the running of the hybrid vehicle 1 by functioning as an electric motor.

The starter 21 includes a motor (not shown) and a pinion gear. The starter 21 rotates the crankshaft 18 by rotating the motor to give the engine 2 a rotational force at the time of starting. In this way, the engine 2 is started by the starter 21 and restarted by the ISG 20 from the stopped state by the idling stop function.

The transmission 3 shifts the rotation output from the engine 2 and drives the drive wheels 5 via the drive shaft 23. The transmission 3 includes a constantly meshing type transmission mechanism 25 composed of a parallel shaft gear mechanism, a clutch 26 as a power transmission mechanism composed of a normally closed type dry clutch, a differential mechanism 27, and an actuator (not shown). There is.

The transmission 3 is configured as a so-called AMT (Automated Manual Transmission), and the actuator controlled by the TCM 12 switches the shift stage in the transmission mechanism 25 and connects and disengages the clutch 26. The differential mechanism 27 transmits the power output by the transmission mechanism 25 to the drive shaft 23.

The motor generator 4 is connected to the differential mechanism 27 via a chain 28. The motor generator 4 functions as an electric motor.

As described above, the hybrid vehicle 1 constitutes a parallel hybrid system in which the powers of both the engine 2 and the motor generator 4 can be used to drive the vehicle, and at least one of the engine 2 and the motor generator 4 outputs the power. It is designed to run on power.

The motor generator 4 also functions as a generator, and generates electricity by traveling the hybrid vehicle 1. The motor generator 4 may be connected to any part of the power transmission path from the engine 2 to the drive wheels 5 so as to be able to transmit power, and does not necessarily have to be connected to the differential mechanism 27.

The hybrid vehicle 1 includes a first power storage device 30, a high-voltage power pack 34 including a second power storage device 33 as a power storage unit, a high-voltage cable 35, and a low-voltage cable 36.

The first power storage device 30 and the second power storage device 33 are composed of a rechargeable secondary battery. The first power storage device 30 is made of a lead battery.

The first power storage device 30 is a low-voltage battery in which the number of cells and the like are set so as to generate an output voltage of about 12 V. The state of the remaining capacity, temperature, charge / discharge current, etc. of the first power storage device 30 is managed by the HCU 10.

The second power storage device 33 is a high-voltage battery in which the number of cells and the like is set so as to generate a higher voltage than the first power storage device 30, and for example, an output voltage of 100 V is generated. The second power storage device 33 is made of, for example, a lithium ion battery. The state of the second power storage device 33, such as the amount of electricity stored, the temperature, and the charge / discharge current, is managed by the BMS 16.

The hybrid vehicle 1 is provided with a general load 37 as an electric load. The general load 37 is an electric load other than the starter 21 and the ISG 20.

The general load 37 is an electric load that is temporarily used without requiring a stable power supply. The general load 37 includes, for example, a wiper (not shown) and an electric cooling fan that blows cooling air to the engine 2.

The first power storage device 30 is connected via a low voltage cable 36 so as to be able to supply electric power to the starter 21, the ISG 20, and the general load 37 as an electric load.

As described above, the first power storage device 30 is adapted to supply at least electric power to the starter 21 and the ISG 20 as the starting devices for starting the engine 2.

The high voltage power pack 34 has an inverter 45, an INVCM 14, and a BMS 16 in addition to the second power storage device 33. The high-voltage power pack 34 is connected via the high-voltage cable 35 so as to be able to supply electric power to the motor generator 4.

The inverter 45 is controlled by the INVCM 14 to convert the AC power applied to the high voltage cable 35 and the DC power applied to the second power storage device 33 to each other. For example, when the motor generator 4 is forced to run, the INVCM 14 converts the DC power discharged by the second power storage device 33 into AC power by the inverter 45 and supplies it to the motor generator 4.

When the motor generator 4 is regenerated, the INVCM 14 converts the AC power generated by the motor generator 4 into DC power by the inverter 45 and charges the second power storage device 33.

The HCU10, ECM11, TCM12, ISGCM13, INVCM14, and BMS16 have a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, and the like. It is composed of a computer unit having an input port and an output port.

The ROM of these computer units stores various constants, various maps, and the like, as well as programs for making the computer unit function as HCU10, ECM11, TCM12, ISGCM13, INVCM14, and BMS16, respectively.

That is, when the CPU executes the program stored in the ROM using the RAM as the work area, these computer units function as the HCU10, ECM11, TCM12, ISGCM13, INVCM14, and BMS16 in this embodiment, respectively.

In this embodiment, the ECM 11 is adapted to execute idling stop control. In this idling stop control, the ECM 11 stops the engine 2 when a predetermined stop condition is satisfied, and drives the ISG 20 via the ISGCM 13 to restart the engine 2 when the predetermined restart condition is satisfied. .. Therefore, unnecessary idling of the engine 2 is not performed, and the fuel efficiency of the hybrid vehicle 1 can be improved.

The hybrid vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to a standard such as CAN (Controller Area Network).

The HCU 10 is connected to the INVCM 14 and the BMS 16 by a CAN communication line 48. The HCU 10, INVCM 14 and BMS 16 mutually transmit and receive signals such as control signals via the CAN communication line 48.

The HCU 10 is connected to the ECM 11, TCM 12 and ISG CM 13 by the CAN communication line 49. The HCU10, ECM11, TCM12 and ISGCM13 mutually transmit and receive signals such as control signals via the CAN communication line 49.

Various sensors such as a vehicle speed sensor 51, an accelerator opening sensor 52, and a clutch stroke sensor 53 are connected to the input port of the HCU 10.

The vehicle speed sensor 51 detects the speed of the hybrid vehicle 1 from the rotation speed of the drive shaft 23 and the like. The accelerator opening sensor 52 detects an operating amount of an accelerator pedal (not shown) as an accelerator opening. The clutch stroke sensor 53 detects the degree of engagement of the clutch 26.

The HCU 10 is adapted to execute assist torque output control that outputs assist torque from the motor generator 4 to the drive wheels 5 while the clutch 26 at the time of shifting is released. "While the clutch 26 is released" is a period during which the clutch 26 is completely disengaged (hereinafter, this period is referred to as a "non-complete engagement period"), and is included in the non-complete engagement period. Includes the so-called half-clutch state. The half-clutch state refers to a state in which the friction materials of the clutch 26 are engaged with each other in a slipped state to transmit power.

In a vehicle in which a clutch is provided in the power transmission path between the transmission mechanism and the engine, the torque from the engine is not transmitted to the drive wheels during the non-complete engagement period of the clutch during shifting, so that the feeling of acceleration / deceleration is lost. So-called torque loss occurs, and this torque loss causes a feeling of idling.

The assist torque output control is to avoid the generation of a feeling of idling due to torque loss by outputting the assist torque from the motor generator 4 to the drive wheels 5 during the non-complete engagement period of the clutch at the time of shifting. ..

The HCU 10 does not perform assist torque output control when the amount of electricity stored in the second electricity storage device 33 is less than the predetermined amount of electricity stored.

In the HCU 10, when the amount of electricity stored in the second electricity storage device 33 is equal to or greater than the predetermined amount of electricity stored and the assist torque output control is performed, the release speed of the clutch 26 at the time of shifting is set to be less than the amount of electricity stored in the second electricity storage device 33. Faster than in the case.

The HCU 10 sets the release speed of the clutch 26 at the start of shifting as the first speed, and after the motor generator 4 outputs a specified amount of assist torque to the drive wheels 5, the release speed of the clutch 26 is faster than the first speed. Change to the second speed. The HCU 10 sets a specified amount according to the amount of electricity stored in the second electricity storage device 33 at the start of shifting. The HCU 10 sets a specified amount so that the amount of electricity stored in the second electricity storage device 33 does not decrease too much.

The specified amount of the assist torque may be set in consideration of the temperature of the second power storage device 33 in addition to the power storage amount of the second power storage device 33. When the temperature of the second power storage device 33 is low, the amount of electricity taken out from the second power storage device 33 decreases. At this time, since the torque output amount of the motor generator 4 is also reduced, the specified amount is set so that the stored amount of the second power storage device 33 does not decrease too much in consideration of the amount.

The HCU 10 further increases the second speed when the driver requests to improve the power performance. For example, the HCU 10 determines that there is a request for improvement in power performance by the driver when the amount of accelerator depression or the amount of increase in the amount of accelerator depression with respect to the predetermined time from the start of shifting to the start of shifting exceeds a predetermined value. To do.

Further, the HCU 10 determines that there is a power performance improvement request by the driver, for example, when the power performance improvement mode is selected as the driving mode by the driver. The power performance improvement mode is a traveling mode in which the traveling performance of the vehicle is improved as compared with the normal state. For example, there are a sports mode, a power mode, and a manual shift mode. Both are driving modes suitable for sporty driving.

When the driver requests the power performance improvement, the HCU 10 increases the engagement speed of the clutch 26 at the time of shifting as compared with the case where the driver does not request the power performance improvement. When the driver's request for improving the power performance disappears during the shift, the increase in the engagement speed of the clutch 26 may be stopped.

The outline of the control of the release speed or the engagement speed of the clutch 26 will be described. As shown in FIG. 2, when the assist torque output control is not performed, the clutch 26 is released at the first speed and the clutch 26 is connected at the third speed after the shift process is completed, as shown by the solid line A. Will be done.

When the assist torque output control is performed, the clutch 26 starts to be released at the first speed as shown by the solid line B, but the timing t0 at which the specified amount of assist torque is output from the motor generator 4 to the drive wheels 5. In, the release speed of the clutch 26 is changed to the second speed, which is faster than the first speed. After that, when the shift process is completed, the clutch 26 is engaged at the third speed.

When the assist torque output control is performed and the driver requests to improve the power performance, as shown by the alternate long and short dash line, at the timing t0 when the specified amount of assist torque is output from the motor generator 4 to the drive wheels 5. The second speed, which is the release speed of the clutch 26, is further increased. Further, the engagement speed of the clutch 26 after the shift processing is completed is also faster than the third speed.

As a result, the time required for shifting can be shortened and the running performance of the hybrid vehicle 1 can be ensured. Further, as the shift time is shortened, the torque application time of the motor generator 4 at the time of shift can be shortened, and the power consumption can be reduced. The time required for the shift process does not change at the same time Tc in any case.

The clutch control process by the control device according to the present embodiment configured as described above will be described with reference to FIG. The clutch control process described below is started when the HCU 10 starts operating, and is executed at preset time intervals.

In step S1, the HCU 10 detects the amount of electricity stored in the second electricity storage device 33.
Subsequently, in step S2, the HCU 10 determines whether or not to execute the shift. The HCU 10 determines whether or not to execute the shift based on, for example, the vehicle speed or the engine speed. If it is determined that the shift is not executed, the HCU 10 ends the process.

When it is determined that the shift is to be executed, in step S3, the HCU 10 calculates a specified amount of motor torque added to the drive wheels 5 from the motor generator 4 from the amount of electricity stored in the second power storage device 33.

In step S4, the HCU 10 starts releasing the clutch 26 at the first speed.
In step S5, the HCU 10 determines whether or not the motor torque of the motor generator 4 has reached a specified amount. When it is determined that the motor torque of the motor generator 4 has not reached the specified amount, the HCU 10 repeats the process of step S5.

When it is determined that the motor torque of the motor generator 4 has reached the specified amount, the HCU 10 continues to release the clutch 26 at the second speed in step S6.

In step S7, the HCU 10 determines whether or not the shift process is completed. If it is determined that the shift process is not completed, the HCU 10 repeats the process of step S7.

When it is determined that the shift process is completed, in step S8, the HCU 10 engages the clutch 26 at the third speed and ends the process.

If the driver requests to improve the power performance, the second speed and the third speed are further increased. Further, the second speed and the third speed may be increased as the amount of change in accelerator depression with respect to the amount of accelerator depression or time increases. When there is a demand for improving the power performance depending on the traveling mode, the second speed and the third speed may be increased by a predetermined amount.

The operation by such a clutch control process will be described with reference to FIGS. 4 and 5. FIG. 4 shows a case where it is determined that there is a demand for improving power performance because the accelerator depression amount exceeds a predetermined value.

At time t1, the accelerator starts to be depressed, and at time t2, when the value exceeds a predetermined value, it is determined that there is a demand for improving power performance.

At time t3, the release of the clutch 26 is started at the first speed, and at the time t4 when the motor torque of the motor generator 4 reaches the specified amount, the release speed of the clutch 26 does not require the power performance improvement indicated by the solid line B. The speed is increased to the speed indicated by the one-point chain line, which is faster than the second speed of the case.

After that, when the release of the clutch 26 is completed and the shift processing is completed, the engagement of the clutch 26 is started at a speed indicated by the alternate long and short dash line, which is faster than the third speed when there is no demand for improving the power performance indicated by the solid line of B, and the time. At t5, the clutch 26 is connected and the motor torque of the motor generator 4 is also eliminated.

FIG. 5 shows a case where it is determined that there is a power performance improvement request because the power performance improvement mode is selected as the driving mode by the driver.

At time t11, when the accelerator starts to be depressed and the power performance improvement mode is selected by the driver, it is determined that there is a power performance improvement request.

At time t12, the release of the clutch 26 is started at the first speed, and at time t13 when the motor torque of the motor generator 4 reaches the specified amount, the release speed of the clutch 26 is not required to improve the power performance shown by the solid line B. The speed is increased to the speed indicated by the one-point chain line, which is faster than the second speed of the case.

After that, when the release of the clutch 26 is completed and the shift processing is completed, the engagement of the clutch 26 is started at a speed indicated by the alternate long and short dash line, which is faster than the third speed when there is no demand for improving the power performance indicated by the solid line of B, and the time. At t14, the clutch 26 is connected and the motor torque of the motor generator 4 is also eliminated.

As described above, in this embodiment, when the amount of electricity stored in the second electricity storage device 33 is equal to or greater than the predetermined amount of electricity stored and the assist torque output control is performed, the release speed of the clutch 26 at the time of shifting is set to the amount of electricity stored in the second electricity storage device 33. Is faster than when the amount of electricity stored is less than the predetermined amount.

As a result, the time required for shifting can be shortened, and the running performance of the hybrid vehicle 1 can be ensured. Further, as the shift time is shortened, the torque application time of the motor generator 4 at the time of shift can be shortened, and the power consumption can be reduced.

Further, the release speed of the clutch 26 at the start of shifting is set as the first speed, and after a specified amount of assist torque is output from the motor generator 4 to the drive wheels 5, the release speed of the clutch 26 is faster than the first speed. Change to 2 speed.

As a result, it is possible to suppress the occurrence of a so-called torque loss feeling in which the torque transmitted to the drive wheels 5 is temporarily reduced during shifting.

Further, a specified amount of assist torque is set according to the amount of electricity stored in the second power storage device 33. As a result, the timing (clutch position) for increasing the release speed of the clutch 26 is adjusted according to the magnitude of the motor torque that can be output from the amount of electricity stored in the second power storage device 33, so that the occurrence of shift shock can be suppressed. , Torque loss during shifting can be suppressed, and shifting time can be shortened. The specified amount of assist torque is not limited to the amount of electricity stored, and parameters such as the temperature of the motor generator 4 and the second electricity storage device 33 may also be considered. The lower the temperature of the motor generator 4 and the second power storage device 33, the smaller the specified amount of assist torque from the motor generator 4 is set.

Further, when the driver requests to improve the power performance, the second speed is further increased. When the driver requests to improve the power performance, the hybrid vehicle 1 is required to accelerate quickly. In this case, by increasing the release speed of the clutch 26, it is possible to obtain driving performance more in line with the driver's intention. Further, since the shift time can be shortened, the torque application time of the motor generator 4 can be shortened, and the decrease in the electric power of the second power storage device 33 can be suppressed.

Further, when the driver requests the power performance improvement, the engagement speed of the clutch 26 at the time of shifting is increased as compared with the case where the driver does not request the power performance improvement.

When the driver requests to improve the power performance, the hybrid vehicle 1 is required to accelerate quickly. In this case, by increasing the engagement speed of the clutch 26, it is possible to obtain driving performance more in line with the driver's intention. Further, since the shift time can be shortened, the torque application time of the motor generator 4 can be shortened, and the decrease in the electric power of the second power storage device 33 can be suppressed.

In this embodiment, the case where the battery is used as the power storage unit is shown, but any device that can store power may be used, for example, a capacitor or the like.

Further, although the case where the power transmission mechanism is composed of the clutch 26 is shown, any power transmission mechanism may be used as long as it can release or connect the power transmission.

Further, although the clutch 26 shows the case of the normally closed type, it may be the case of the normally open type.

In the first other aspect of the present embodiment, in the HCU 10 in FIG. 1, when the storage amount of the second power storage device 33 is equal to or more than the predetermined storage amount and the assist torque output control is performed, the clutch 26 is released at the start of shifting. When the speed is set to the first speed and the torque transmitted to the drive wheels 5 becomes equal to the specified amount in the above-described embodiment, the release speed of the clutch 26 is changed to the second speed faster than the first speed, and the motor generator 4 The output of the assist torque to the drive wheels 5 is started from. The HCU 10 uses the difference between the specified amount and the torque output from the engine 2 via the transmission 3 as the assist torque.

If the assist torque that can be output from the motor generator 4 is equal to or greater than the drive torque of the drive wheels 5 at the start of shifting, the clutch 26 is released at the second speed from the start of shifting, and the drive wheels 5 are released from the motor generator 4. The output of the assist torque may be started.

The HCU 10 further increases the second speed when the driver requests the power performance improvement of the above-described embodiment.

When the HCU 10 starts engaging the clutch 26 at the time of shifting, the HCU 10 reduces the assist torque from the motor generator 4 to the drive wheels 5. The HCU 10 uses the difference between the specified amount and the torque output from the engine 2 via the transmission 3 as the assist torque.

When the driver requests the power performance improvement of the above-described embodiment, the HCU 10 increases the engagement speed of the clutch 26 at the time of shifting as compared with the case where the driver does not request the power performance improvement. When the driver's request for improving the power performance disappears during the shift, the increase in the engagement speed of the clutch 26 may be stopped.

The clutch control process by the control device according to the first other aspect of the present embodiment configured as described above will be described with reference to FIG. The clutch control process described below is started when the HCU 10 starts operating, and is executed at preset time intervals.

Similar to the above-described embodiment, in steps S1 to S4, the HCU 10 detects the amount of electricity stored in the second power storage device 33, determines whether or not to execute the shift, and if it is determined to execute the shift, the second 2 From the amount of electricity stored in the electricity storage device 33, the motor generator 4 calculates a specified amount of motor torque added to the drive wheels 5, and the clutch 26 is started to be released at the first speed.

In step S11, the HCU 10 determines whether or not the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 has become equal to the specified amount. When it is determined that the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 is not equal to the specified amount, the HCU 10 repeats the process of step S11.

When it is determined that the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes equal to the specified amount, the HCU 10 clutches at the second speed in steps S6 to S8 as in the above-described embodiment. When it is determined that the shift process is completed based on the fact that the gear change of the transmission 3 is completed while the clutch 26 is in the released state and the clutch 26 is released, it is determined that the shift process is completed. The clutch 26 is engaged with, and the process is completed.

The operation by such a clutch control process will be described with reference to FIG. FIG. 7 shows a case where it is determined that there is a power performance improvement request because the accelerator depression amount exceeds a predetermined value. The line indicated by K in the clutch state in the figure indicates the clutch state in which the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes a specified amount.

At time t21, the accelerator starts to be depressed, and at time t22, when the value exceeds a predetermined value, it is determined that there is a demand for improving power performance.

At time t23, the release speed of the clutch 26 is started at the first speed, and at time t24 when the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes equal to the specified amount, the release speed of the clutch 26 is increased. The speed is increased to the speed indicated by the one-point chain line, which is faster than the second speed when there is no demand for improving the power performance indicated by the solid line of C. At the same time, the motor generator 4 starts outputting the assist torque to the drive wheels 5, and when the clutch 26 is completely released, the motor generator 4 outputs a specified amount of the assist torque to the drive wheels 5.

After that, when the release of the clutch 26 is completed and the shift processing is completed, the engagement of the clutch 26 is started at a speed indicated by the alternate long and short dash line, which is faster than the third speed when there is no demand for improving the power performance indicated by the solid line of C. , The assist torque from the motor generator 4 to the drive wheels 5 is reduced. At time t25, when the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 reaches a specified amount, the motor torque of the motor generator 4 disappears. Then, at time t26, the connection of the clutch 26 is completed.

As described above, in the first other aspect of the present embodiment, when the assist torque output control is performed, the release speed of the clutch 26 at the start of shifting is set as the first speed, and the torque transmitted to the drive wheels 5 is described above. When it becomes equal to the specified amount, the release speed of the clutch 26 is changed to the second speed higher than the first speed, and the output of the assist torque from the motor generator 4 to the drive wheels 5 is started.

As a result, when the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes equal to the specified amount of torque, the release speed of the clutch 26 is increased and the assist torque is output from the motor generator 4. .. Therefore, the clutch 26 can be released at an early stage, and the shift time can be shortened. Further, even if the power source of the torque transmitted to the drive wheels 5 is switched from the engine 2 to the motor generator 4, the change in the torque transmitted to the drive wheels 5 is suppressed without causing torque loss to the drive wheels 5. be able to.

Further, when the driver requests to improve the power performance, the second speed is further increased. When there is a request from the driver to improve the power performance, by increasing the release speed of the clutch 26, it is possible to obtain the driving performance more in line with the driver's intention. Further, since the shift time can be shortened, the torque application time of the motor generator 4 can be shortened, and the decrease in the electric power of the second power storage device 33 can be suppressed.

Further, when the driver requests the power performance improvement, the engagement speed of the clutch 26 at the time of shifting is increased as compared with the case where the driver does not request the power performance improvement.

When there is a demand for improvement in power performance by the driver, by increasing the engagement speed of the clutch 26, it is possible to obtain driving performance more in line with the driver's intention. Further, since the shift time can be shortened, the torque application time of the motor generator 4 can be shortened, and the decrease in the electric power of the second power storage device 33 can be suppressed. In order to determine that there is a power performance improvement request by the driver, a plurality of driving mode functions having a power performance improvement mode are provided instead of the accelerator depression amount, and the power performance improvement mode is selected by the driver. It may be.

As a second other aspect of the present embodiment, in the HCU 10 in FIG. 1, when the storage amount of the second power storage device 33 is equal to or more than the predetermined storage amount and the assist torque output control is performed, the clutch 26 is released at the start of shifting. When the speed is set to the first speed and the torque transmitted to the drive wheels 5 becomes equal to the specified amount in the above-described embodiment, the release speed of the clutch 26 is changed to the second speed faster than the first speed, and the motor generator 4 The output of the assist torque to the drive wheels 5 is started from. The HCU 10 uses the difference between the specified amount and the torque output from the engine 2 via the transmission 3 as the assist torque.

Further, the HCU 10 drives the engagement speed of the clutch 26 at the time of shifting from the engine 2 via the transmission 3 until the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes equal to a specified amount. The torque transmitted to the wheel 5 is made faster than after the specified amount or more.

The HCU 10 is driven from the engine 2 via the transmission 3, for example, with the engagement speed of the clutch 26 as the fourth speed until the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes equal to the specified amount. When the engagement speed of the clutch 26 when the torque transmitted to the wheels 5 exceeds the specified amount is set to the fifth speed, the fourth speed is made faster than the fifth speed.

The HCU 10 reduces the assist torque from the motor generator 4 to the drive wheels 5 when the clutch 16 is engaged. The HCU 10 uses the difference between the specified amount and the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 as the assist torque.

The HCU 10 further increases the fourth speed and the fifth speed when the driver requests the power performance improvement of the above-described embodiment.

The clutch control process by the control device according to the second other aspect of the present embodiment configured as described above will be described with reference to FIG. The clutch control process described below is started when the HCU 10 starts operating, and is executed at preset time intervals.

Similar to the above-described embodiment, in steps S1 to S4, the HCU 10 detects the amount of electricity stored in the second power storage device 33, determines whether or not to execute the shift, and if it is determined to execute the shift, the second 2 From the amount of electricity stored in the electricity storage device 33, the motor generator 4 calculates a specified amount of motor torque added to the drive wheels 5, and the clutch 26 is started to be released at the first speed.

In step S11, the HCU 10 determines whether or not the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 has become equal to the specified amount. When it is determined that the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 is not equal to the specified amount, the HCU 10 repeats the process of step S11.

When it is determined that the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes equal to the specified amount, the HCU 10 clutches at the second speed in steps S6 to S7 as in the above-described embodiment. The release of 26 is continued, and it is determined whether or not the shift process is completed.

In step S21, the HCU 10 starts engaging the clutch 26 at the fourth speed.
In step S22, the HCU 10 determines whether or not the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 has reached a predetermined amount. When it is determined that the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 has not reached the specified amount, the HCU 10 repeats the process of step S22.

When it is determined that the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 has reached a specified amount, in step S23, the HCU 10 engages the clutch 26 at the fifth speed and ends the process. ..

The operation by such a clutch control process will be described with reference to FIG. FIG. 9 shows a case where it is determined that there is a demand for improving power performance because the accelerator depression amount exceeds a predetermined value. The line indicated by K in the clutch state in the figure indicates the clutch state in which the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes a specified amount.

At time t31, the accelerator starts to be depressed, and at time t32, when the value exceeds a predetermined value, it is determined that there is a demand for improving power performance.

At time t33, the release speed of the clutch 26 is started at the first speed, and at time t34 when the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes equal to the specified amount, the release speed of the clutch 26 is increased. The speed is increased to the speed indicated by the one-point chain line, which is faster than the second speed when there is no demand for improving the power performance indicated by the solid line of D. At the same time, the motor generator 4 starts outputting the assist torque to the drive wheels 5, and when the clutch 26 is completely released, the motor generator 4 outputs a specified amount of the assist torque to the drive wheels 5.

After that, when the release of the clutch 26 is completed and the shift processing is completed, the engagement of the clutch 26 is started at the fourth speed indicated by the alternate long and short dash line, which is faster than the third speed when there is no demand for improving the power performance indicated by the solid line of D. Then, the assist torque from the motor generator 4 to the drive wheels 5 is reduced. At time t35, when the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 reaches a specified amount, the motor torque of the motor generator 4 disappears, and the engagement speed of the clutch 26 is slower than the fourth speed. It is set to 5 speeds. Then, at time t36, the connection of the clutch 26 is completed.

As described above, in the second other aspect of the present embodiment, when the assist torque output control is performed, the engagement speed of the clutch 26 at the time of shifting is transmitted from the engine 2 to the drive wheels 5 via the transmission 3. Until the torque becomes equal to the specified amount, the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes faster than when the torque exceeds the specified amount.

As a result, the engagement speed of the clutch 26 is increased until the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 becomes equal to the specified amount of torque. Therefore, the clutch 26 can be engaged at an early stage, and the time from when the clutch is released until the engagement is completed can be shortened. In addition, the shift time can be shortened, and the power consumption of the second power storage device 33 can be suppressed.

Further, when the engagement of the clutch 16 is started, the assist torque from the motor generator 4 to the drive wheels 5 is reduced, and the difference between the specified amount and the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3. Is the assist torque.

As a result, when the engagement of the clutch 16 is started, the assist torque of the motor generator 4 is reduced, and when the torque transmitted from the engine 2 to the drive wheels 5 via the transmission 3 reaches a specified amount, the assist torque is increased. It disappears. Therefore, the driving time of the motor generator 4 during shifting can be shortened, and the power consumption of the second power storage device 33 can be suppressed.

Further, when the driver requests to improve the power performance, the second speed is further increased. When there is a request from the driver to improve the power performance, by increasing the release speed of the clutch 26, it is possible to obtain the driving performance more in line with the driver's intention. Further, since the shift time can be shortened, the torque application time of the motor generator 4 can be shortened, and the decrease in the electric power of the second power storage device 33 can be suppressed.

Further, when the driver requests the power performance improvement, the engagement speed of the clutch 26 at the time of shifting is increased as compared with the case where the driver does not request the power performance improvement.

When there is a demand for improvement in power performance by the driver, by increasing the engagement speed of the clutch 26, it is possible to obtain driving performance more in line with the driver's intention. Further, since the shift time can be shortened, the torque application time of the motor generator 4 can be shortened, and the decrease in the electric power of the second power storage device 33 can be suppressed. In order to determine that there is a power performance improvement request by the driver, a plurality of driving mode functions having a power performance improvement mode are provided instead of the accelerator depression amount, and the power performance improvement mode is selected by the driver. It may be.

In this embodiment, an example in which the HCU10, ECM11, TCM12, ISGCM13, INVCM14, and BMS16 perform various determinations and calculations based on various sensor information has been described, but the hybrid vehicle 1 is not limited to this, and the hybrid vehicle 1 is an external device such as an external server. It is equipped with a communication unit capable of communicating with the communication unit, and various judgments and calculations are performed by an external device based on the detection information of various sensors transmitted from the communication unit, and the judgment results and calculation results are received by the communication unit and the calculation results are received. Various controls may be performed using the received determination result and calculation result.

Although the embodiments of the present invention have been disclosed, it is clear that some skilled in the art can make changes without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

1 Hybrid vehicle 2 Engine 3 Transmission (automatic transmission)
4 Motor generator (motor)
5 Drive wheels 10 HCU (control unit)
16 BMS
25 Speed change mechanism 26 Clutch (power transmission mechanism)
33 Second power storage device (power storage unit)
51 Vehicle speed sensor 52 Accelerator opening sensor 53 Clutch stroke sensor

Claims (8)

Release or release the power transmission between the engine and the drive wheels, the engine and motor as drive sources that transmit power to the drive wheels, the automatic transmission that shifts the rotation of the engine and transmits it to the drive wheels. A hybrid that includes a power transmission mechanism to be connected and a power storage unit that supplies power to the motor, and outputs torque to the motor during the non-complete engagement period of the power transmission mechanism when switching gears of the automatic transmission. It is a vehicle control device
A control device for a hybrid vehicle including a control unit that changes the release speed of the power transmission mechanism at the time of switching the shift stage of the automatic transmission according to the amount of electricity stored in the power storage unit. The control device for a hybrid vehicle according to claim 1, wherein the control unit changes the engagement speed of the power transmission mechanism at the time of switching the shift stage of the automatic transmission according to the amount of electricity stored in the power storage unit. The control unit sets the release speed of the power transmission mechanism at the start of switching of the shift stage of the automatic transmission as the first speed, and after the motor outputs a specified amount of torque to the drive wheels, the control unit said. The control device for a hybrid vehicle according to claim 1, wherein the release speed of the power transmission mechanism is changed to a second speed faster than the first speed. The control unit sets the release speed of the power transmission mechanism at the start of switching the shift stage of the automatic transmission as the first speed, and the torque transmitted from the engine to the drive wheels becomes equal to the specified amount of torque. The first or second aspect, wherein the release speed of the power transmission mechanism is sometimes changed to a second speed faster than the first speed, and the torque from the motor to the drive wheels is increased toward the specified amount. Hybrid vehicle control device. The control unit sets the engaging speed of the power transmission mechanism faster than after the torque reaches the specified amount or more until the torque transmitted from the engine to the drive wheels becomes equal to the specified amount. The control device for a hybrid vehicle according to claim 4. The control device for a hybrid vehicle according to any one of claims 3 to 5, wherein the control unit sets the specified amount according to the amount of electricity stored in the electricity storage unit. The hybrid vehicle according to any one of claims 1 to 6, wherein the control unit increases the release speed when the driver requests power performance improvement as compared with the case where there is no power performance improvement request. Control device. A claim that the control unit increases the engagement speed of the power transmission mechanism at the time of switching the shift stage of the automatic transmission when the driver requests the improvement of the power performance, as compared with the case where the request for the improvement of the power performance is not made. The control device for a hybrid vehicle according to any one of claims 1 to 7.

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