JP3536527B2 - Vehicle shift control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle, and more particularly, to an improvement in a shift control device for controlling a rotation speed of a motor generator at the time of shifting.

[0002]

2. Description of the Related Art An engine and a motor generator operated by combustion of fuel are provided as power sources for running a vehicle. The engine and the motor generator run in a plurality of operation modes different in operating state, and a gear ratio is set. A hybrid vehicle in which a changeable transmission is disposed between its engine and a motor generator and driving wheels is described in, for example, JP-A-7-67208. The operation modes include an engine operation mode in which the vehicle runs only using the engine as a power source, a motor operation mode in which the vehicle runs using only a motor generator as a power source, and an engine / motor operation mode in which the vehicle runs using both the engine and the motor generator as a power source. There is.

As the above-mentioned transmission, a stepped automatic transmission of a planetary gear type or the like in which a plurality of shift speeds are established by controlling engagement and disengagement of engagement means such as clutches and brakes is widely used. For the purpose of reducing shift shock and shortening shift time, it is possible to control the rotation speed of the motor generator so that the input rotation speed of the transmission is synchronized with the output rotation speed during shifting, for example, as disclosed in Japanese Patent Laid-Open No. 2-157737.
And Japanese Patent Application Laid-Open No. 4-328024. That is, at the time of a downshift to increase the gear ratio, the input rotation speed (engine rotation speed) is forcibly increased by using the motor generator as the electric motor,
At the time of an upshift for reducing the gear ratio, a braking force is generated by using a motor generator as a generator to forcibly reduce the input rotation speed (engine speed).

[0004]

However, if the use of the motor generator is restricted due to an electric failure or an excess or deficiency in the amount of power stored in the power storage device, the synchronous control cannot be performed and a shift shock or the like may occur. Could occur.

[0005] The present invention has been made in view of the above circumstances, and an object of the present invention is to perform appropriate gear shift control even when the use of a motor generator is restricted.

[0006]

Means for Solving the Problems In order to achieve the above object, a first invention comprises (a) an engine which operates by burning fuel, and (b) a motor which functions as at least one of an electric motor and a generator. A generator, and (c) a transmission provided between the engine and the motor generator and the driving wheels, the transmission being capable of changing a transmission ratio; and (d) an input rotation speed of the transmission when shifting the transmission. (E) when the motor generator cannot be used, a shift control device for the vehicle having a shift-time motor control means for controlling the rotation speed of the motor generator so as to synchronize with the output rotation speed. A shift-time engine control means for controlling a throttle valve opening of the engine so that an input rotation speed of the engine is synchronized with an output rotation speed.
According to a second aspect, in the vehicle shift control device according to the first aspect,
(a) In the transmission, a shift speed is switched by an engagement means.
As it is, the engagement or solution during shifting of the (b) thereof the transmission
The engagement force of the engagement means released is controlled by the motor control at the time of shifting.
Control by the control means or by the above-mentioned shift-time engine control means.
It is characterized in that it is changed by control.

[0007]

In such a shift control device, when the motor generator cannot be used due to a failure of the electric system or an excessive or insufficient amount of stored power, the input rotation speed is controlled by the throttle valve opening control of the engine to change the output rotation speed. Therefore, appropriate shift control such as a small shift shock is performed.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the present invention comprises at least a motor generator and an engine used as an electric motor as power sources for running a vehicle.
The present invention is preferably applied to a hybrid vehicle in which a transmission is arranged between the motor generator and the engine and the drive wheels. Also, an engine vehicle having a motor generator used only as a generator and an engine used as a power source for running the vehicle, and having an automatic transmission disposed between them and driving wheels, an engine and a motor The present invention can also be applied to a hybrid vehicle provided with an electric motor as a power source for running the vehicle separately from the generator, for example, a hybrid vehicle provided with an electric motor for each driving wheel. As a hybrid vehicle, for example, a switching type in which a power source is switched by connecting and disconnecting power transmission by a clutch, and a mix in which the outputs of an engine and a motor generator are combined and distributed by a combination of a planetary gear device and a distribution mechanism. It can be applied to various types of hybrid vehicles such as types.

As the transmission, a stepped automatic transmission, such as a planetary gear type or a parallel two-shaft type, whose speed is switched by an engagement means such as a hydraulic friction engagement means or a meshing engagement means is used. Although the present invention is particularly effective when the transmission is performed, the present invention can also be applied to a vehicle having a continuously variable automatic transmission such as a belt type or a toroidal type in which the gear ratio is continuously changed by hydraulic control or the like. The present invention is also applied to a transmission in which a shift speed is changed according to a manual operation of a driver.

The shift-time motor control means may control the increase / decrease of the number of revolutions by, for example, torque control of the motor generator when traveling using the motor generator as a power source. When the generator is being freely rotated with no load, it is only necessary to apply forward and reverse torque or generate regenerative braking torque, and the motor generator is used as a generator, and power is generated by regenerative braking. If so, the regenerative braking torque may be controlled to increase or decrease.

The shift-time motor control means and the shift-time engine control means operate, for example, a motor torque or a throttle valve opening (engine torque) until the input speed reaches a synchronous speed determined by the speed ratio and the output speed of the transmission. ) Is increased or decreased by a predetermined amount. The amount of increase or decrease of the motor torque or the throttle valve opening may be set to a fixed amount, a fixed ratio, or the like in advance, but may be set to a different value according to a shift condition such as a shift type or a vehicle speed. , Can be increased or decreased according to a predetermined increase / decrease pattern. The number of rotations of the motor generator may be directly controlled. Further, these shift controls need not necessarily be performed in all types of shifts, and may be performed only in specific shifts, such as downshifts during engine braking or clutch-to-clutch shifts where large shift shocks are likely to occur. It may be executed under predetermined conditions, such as when a sports mode emphasizing running performance or a direct mode in which a gear can be manually switched is selected.

In the case where a stepped automatic transmission in which the shift speed is changed by the engagement means is provided, an engagement force of the engagement means which is engaged or disengaged at the time of shifting, during a shift transition, for example, hydraulic friction engagement Since the transient hydraulic pressure of the means also affects the shift characteristics such as shift shock and shift time, it is necessary to change the engagement force of the engagement means depending on the control by the shift motor control means or the control by the shift engine control means. desirable.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram of a hybrid drive device 10 of a hybrid vehicle including a shift control device according to one embodiment of the present invention.

In FIG. 1, a hybrid drive unit 10 is for an FR (front engine / rear drive) vehicle, and includes an engine 12 such as an internal combustion engine which operates by burning fuel and an electric motor which operates by electric energy. A motor generator 14, a single-pinion type planetary gear set 16, and an automatic transmission 18 are provided along the front-rear direction of the vehicle. The driving force is transmitted to the driving wheels (rear wheels).

The planetary gear unit 16 is a composite distributing mechanism for mechanically distributing and distributing force, and constitutes an electric torque converter 24 together with the motor generator 14.
r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is connected to the rotor shaft 14r of the motor generator 14, the carrier 16c automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
And carrier 16c is adapted to be connected by the second clutch CE _2.

[0016] The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

The automatic transmission 18 is a combination of an auxiliary transmission 20 composed of a front type overdrive planetary gear unit and a main transmission 22 composed of four forward gears and one reverse gear composed of a simple connection of three planetary gear trains. .

Specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged₀ , Bray
Key B ₀ And one-way clutch F₀ And is configured with
You.

The main transmission 22 has three sets of single gears.
Nion-type planetary gear units 34, 36, 38
A hydraulic clutch that is frictionally engaged by a tutor
Chi C ₁ , C_Two , Brake B₁ , B_Two , B_Three , B_Four And one
Direction clutch F₁ , F_Two It is comprised including.

The hydraulic circuit 44 is energized and de-energized by the solenoid valves SL1 to SL4 shown in FIG.
Is switched or the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever 40, so that the clutch C
_0, C _1, C _2, brake _{B 0, B 1, B 2} , B 3, B
₄ are respectively engaged and disengaged, and as shown in FIG. 3, the neutral (N) and the forward five steps (1st to 5t)
h), the first reverse speed (Rev) is established.

The automatic transmission 18 and the electric torque converter 24 are configured substantially symmetrically with respect to the center line, and the lower half of the center line is omitted in FIG.

In the column of clutch, brake and one-way clutch in FIG. 3, "○" indicates engagement, and "●" indicates that the shift lever 40 is in the engine brake range, for example, "3", "2" and "L" ranges. Engaged when operated to the low speed range of
A blank indicates non-engagement.

In this case, the neutral N, the reverse gear Rev, and the engine brake range are established when the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever 40. Shifts between 1st to 5th of the forward gear are electrically controlled by solenoid valves SL1 to SL4.

The gear ratio of the forward gear is 5 from 1st.
and the speed ratio i _{4 of the} 4th is 1 and the speed ratio i ₅ of the _5th is smaller than the auxiliary transmission 2
Assuming that the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), 1 / (1+
ρ). Gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. FIG. 3 shows an example of the gear ratio of each gear.

FIG. 4 shows a shift lever 40 shown in FIG.
The operation position of is shown. In the drawing, a support device (not shown) that operably supports the shift lever 40 to 11 operation positions by a combination of six operation positions in the front-rear direction of the vehicle and three operation positions in the left-right direction of the vehicle. Is supported.

When the shift lever 40 is operated to the DM (direct mode) position shown in the figure, the DM switch shown in FIG. 2 is turned on, and the direct mode for manual gear shifting is started. In this direct mode,
Each time the shift lever 40 is operated to the + position,
The switch is turned ON once, and the automatic transmission 18 is upshifted by one shift speed. On the other hand, every time the shift lever 40 is operated to the-position, the-switch in Fig. 2 is turned ON once, and the automatic transmission 18 is downshifted by one shift speed.
Although a description of the direct mode is omitted here, a detailed description thereof is given in, for example, Japanese Patent Application Laid-Open No. 5-322236.
No., etc.

As shown in the operation table of FIG.
Shifting between the gear stage (2nd) and third shift stage (3rd) will clutch-changing the engagement-released state of the second brake B ₂ and the third brake B ₃ together.
The circuit shown in FIG. 5 is incorporated in the above-described hydraulic circuit 44 in order to smoothly perform this shift.

In FIG. 5, reference numeral 70 denotes a 1-2 shift valve, and reference numeral 71 denotes a 2-3 shift valve.
Reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 7
1 and 72 are shown below. In addition, the number shows each shift stage.

A third brake B ₃ is connected to an oil passage 7 at a brake port 74 communicating with the input port 73 at the first shift speed and the second shift speed among the ports of the 2-3 shift valve 71.
5 are connected. This oil passage has an orifice 7
6 is interposed, the damper valve 77 is connected between the orifice 76 and the third brake B _3.
The damper valve 77 is configured to perform a buffering action by inhalation of a small amount of hydraulic pressure when the line pressure to the third brake B ₃ is rapidly supplied.

Further numeral 78 is a B-3 control valve has a third engaging pressure of the brake B ₃ to be directly controlled by the B-3 control valve 78. That is, the B-3 control valve 78
Is provided with a spool 79, a plunger 80, and a spring 81 interposed therebetween. An oil passage 75 is connected to an input port 82 opened and closed by the spool 79.
The output port 83 to be brought selectively communicating with the input port 82 is connected to the third brake B _3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

On the other hand, among the ports 85 of the 2-3 shift valve 71, the port 86 for outputting the D range pressure at the third or higher speed is an oil passage. It is communicated via 87. In addition, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

Therefore, the B-3 control valve 7
8 is configured such that the pressure adjustment level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. ing.

Further, reference numeral 89 in FIG.
The 2-3 timing valve 89 includes a spool 90 having a small-diameter land and two large-diameter lands, a first plunger 91, and a spring 92 and a spool 90 disposed therebetween. First
And a second plunger 93 arranged on the opposite side to the plunger 91.

An oil passage 95 is connected to a port 94 at an intermediate portion of the 2-3 timing valve 89.
Reference numeral 5 denotes a port of the 2-3 shift valve 71 which is connected to a port 96 which is communicated with the brake port 74 at the third or higher speed.

Further, the oil passage 95 branches on the way.
Port 9 opening between the small land and the large land
7 is connected through an orifice. A port 98 selectively connected to the intermediate port 94 is connected to a solenoid relay valve 100 via an oil passage 99.

[0036] Then, the linear solenoid valve SLU is connected to the port that is open to an end portion of the first plunger 91, also the second brake B ₂ is an orifice to a port that opens to the end of the second plunger 93 Connected through.

[0037] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust speed from the second brake B _2. The orifice control valve 105 has a second brake B at a port 107 formed at an intermediate portion so as to be opened and closed by a spool 106. _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

Port 1 to which the second brake B ₂ is connected
The port 109 formed on the upper side in FIG. 7 is a port selectively connected to the drain port. The port 109 is connected to the port 111 of the B-3 control valve 78 via an oil passage 110. It is connected. Incidentally, this port 111 is a port that is not selectively communicating the output port 83 is connected to the third brake B _3.

A control port 112 formed at the end of the port of the orifice control valve 105 opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. ing. This port 114 outputs the signal pressure of the third solenoid valve SL3 at a speed lower than the third speed,
Further, it is a port for outputting the signal pressure of the fourth solenoid valve SL4 at a speed higher than the fourth speed.

Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to a drain port.

In the 2-3 shift valve 71, a port 116 for outputting the D-range pressure at a speed lower than the second speed is opened at a portion of the 2-3 timing valve 89 where a spring 92 is disposed. The port 117 is connected via an oil passage 118. Further, a port 119 of the 3-4 shift valve 72 which is communicated with the oil passage 87 at a speed lower than the third speed is connected to the solenoid relay valve 100 via an oil passage 120.

In FIG. 5, reference numeral 121 denotes the second
Shows an accumulator for the brake B _2, the accumulator control pressure to the linear solenoid valve SLN is pressure regulated in accordance with the hydraulic pressure output is supplied to the back pressure chamber. This accumulator control pressure is
The output pressure of the linear solenoid valve SLN is configured to increase as the output pressure decreases. Thus, transient oil pressure of the second brake B ₂ engagement and release, the signal pressure of the linear solenoid valve SLN is adapted to remain at lower higher pressures.

[0044] Further, reference numeral 122 denotes a C-0 exhaust valve, further numerals 123 denotes an accumulator for the clutch C _0. C-0 exhaust valve 122 is to operate to engage the clutch C ₀ in order to engine brake only at the second gear of the second speed range.

[0045] Thus, according to the hydraulic circuit 44 mentioned above, if port 111 of the B-3 control valve 78 if communicating with the drain, the 3 B-3 the engagement pressure of the brake B ₃ Control - by Rubarubu 78 The pressure can be adjusted directly, and the pressure adjustment level can be changed by the linear solenoid valve SLU.

The orifice control valve 10
5 of the spool 106, if the position shown in the left half of the figure, the second brake B ₂ allows ejection pressure through the orifice control valve 105, thus second
It is possible to control the drain rate from the brake B _2.

[0047] Further, the shift from the second gear position to the third gear position, second with slowly releasing the third brake B ₃ 2
But not so-called clutch-to-clutch shifting gently engage the brake B ₂ is carried out, in advance estimating the input torque to the input shaft 26 prior to the shifting, the linear solenoid valve on the basis of the input torque estimation value the third shift shock by controlling the disengagement transition pressure of the brake B ₃ driven by SLU can be suitably reduced.

The hybrid drive device 10 includes a hybrid control controller 50 and an automatic transmission control controller 52 as shown in FIG. These controllers 50 and 52 are configured to include a microcomputer having a CPU, a RAM, a ROM, and the like. Each of the controllers 50 and 52 reads various information such as an accelerator operation amount θ _AC as shown in FIG. 2 and according to a preset program. Perform signal processing.

The output of the engine 12 is controlled in accordance with the operating state by controlling the throttle valve opening, fuel injection amount, ignition timing and the like by the hybrid control controller 50.

As shown in FIG. 6, the motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56. The power storage device 58 is controlled by a hybrid control controller 50. And a charge state in which the electric storage device 58 is charged with electric energy by functioning as a generator by regenerative braking (electric braking torque of the motor generator 14 itself). The state and the no-load state permitting free rotation of the rotor shaft 14r.

The first clutch CE ₁ and the second clutch CE ₂ are connected to the hybrid control controller 50.
As a result, the hydraulic circuit 44 is switched via an electromagnetic valve or the like, whereby the engaged or released state is switched.

The automatic transmission 18 is controlled by the automatic transmission control controller 52 to operate the solenoid valves SL1 to SL1.
SL4, linear solenoid valve SLU, SLT, SL
By controlling the excitation state of N and switching the hydraulic circuit 44 or performing hydraulic control, the gear position is switched according to the operating state.

The hybrid control controller 50
For example, Japanese Patent Application No. 7-294 filed earlier by the applicant of the present application
As described in No. 148, one of the nine operation modes shown in FIG. 8 is selected according to the flowchart shown in FIG. 7, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

The hybrid control controller 50
Include engine torque T _E , motor torque T _M , engine speed N _E , motor speed N _M , vehicle speed V (corresponding to output speed N _O of automatic transmission 18), accelerator operation amount θ _AC ,
The input speed N _I of the automatic transmission 18, the amount of charge SOC of the power storage device 58, ON / OFF of the brake, and the shift lever 40
Is supplied from various detection means and the like.

[0055] Further, the engine torque T _E is determined from a throttle valve opening and the fuel injection amount, the motor torque T _M
Is obtained from the motor current and the like, and the state of charge SOC is obtained from the motor current and charging efficiency during charging when the motor generator 14 functions as a generator.

In FIG. 7, in step S1, it is determined whether or not an engine start request has been issued, for example, to run the vehicle using the engine 12 as a power source or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not there is a command to start the engine 12.

Here, if there is a start request, mode 9 is selected in step S2. Mode 9, the engine 12 via the planetary gear unit 16 by the first clutch CE ₁ As is clear from FIG 8 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 And the engine 12 is started by performing engine start control such as fuel injection.

[0058] This mode 9, at the time of vehicle stop is performed by the automatic transmission 18 in neutral, only the motor-generator 14 first releases the clutch CE ₁ as mode 1 during running of the power source, first Clutch CE
₁ is engaged, the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output.

Further, even when the vehicle is running, the mode 9 can be executed by temporarily setting the automatic transmission 18 to neutral. Thus, the motor generator 14
As a result, the engine 12 is started, thereby eliminating the need for a starter (such as an electric motor) dedicated to starting, reducing the number of parts and reducing the cost of the apparatus.

On the other hand, if the determination in step S1 is denied, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for braking force, for example, whether the brake is ON. Or shift lever 40
Is an engine brake range such as L or 2 (a range in which shift control is performed only at a low speed and the engine brake or regenerative braking is applied) and the accelerator operation amount θ _AC is 0 or simply It is determined by whether the operation amount θ _AC is 0 or not.

If this determination is affirmative, step S
Execute Step 4. In step S4, it is determined whether or not the state of charge SOC of power storage device 58 is equal to or greater than a predetermined maximum state of charge B. If SOC ≧ B, mode 8 is selected in step S5, and if SOC <B, step S5 is performed. Mode 6 is selected in S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy, and is set to, for example, a value of about 80% based on the charge / discharge efficiency of the power storage device 58 and the like.

Mode 8 selected in step S5
As shown in FIG. 8, the first clutch CE ₁ is engaged (ON), the second clutch CE ₂ is engaged (ON), the motor generator 14 is in a no-load state, and the engine 12
Is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is reduced. Operation becomes easier. In addition, since motor generator 14 is set in a no-load state and is freely rotated, it is possible to prevent the state of charge and discharge efficiency and the like from being impaired due to excessive power storage amount SOC of power storage device 58.

[0063] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As is clear from FIG. 8 (OF
F), and a second clutch CE ₂ engaged (ON), to stop the engine 12, in which the motor generator 14 and the charging state, the motor generator 14 in the kinetic energy of the vehicle is rotated, Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

Further, since the first clutch CE ₁ is released and the engine 12 is shut off, the operation is performed when there is no energy loss due to the rubbing of the engine 12 and the charged amount SOC is smaller than the maximum charged amount B. Therefore, the amount of charge SOC of the power storage device 58 does not become excessive and the performance such as charge and discharge efficiency is not impaired.

On the other hand, if the determination in step S3 is negative, that is, if there is no request for the braking force, step S7 is executed.
Is performed, and it is determined whether or not the start of the engine is required, for example, based on whether the vehicle is stopped during traveling using the engine 12 as a power source such as mode 3, that is, whether or not the vehicle speed V = 0.

If this judgment is affirmed, step S8 is executed. In step S8, it is determined whether or not the accelerator is ON, that is, whether or not the accelerator operation amount θ _AC is larger than a predetermined value of substantially zero. If the accelerator is ON, mode 5 is selected in step S9, and if the accelerator is ON, If not, mode 7 is selected in step S10.

Mode 5 selected in step S9
It is a first clutch CE ₁ As is clear from FIG 8 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle.

More specifically, assuming that the gear ratio of the planetary gear unit 16 is ρ _E , the engine torque T _E : the output torque of the planetary gear unit 16: the motor torque T _M = 1: (1+
ρ _E ): ρ _E. For example, if the gear ratio ρ _E is set to about 0.5, which is a general value, the motor generator 14 shares half of the engine torque T _E , so that the engine torque T A torque about 1.5 times _E is output from the carrier 14c.

That is, a high torque start of (1 + ρ _E ) / ρ _E times the torque of motor generator 14 can be performed. Further, if the motor current is cut off and the motor generator 14 is put in a no-load state, the output from the carrier 14c becomes zero only by rotating the rotor shaft 56 in the reverse direction.
And the vehicle is stopped.

That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force, in (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle.

In this embodiment, a motor generator having a torque capacity approximately ρ _E times the maximum torque of the engine 12, that is, a motor generator 14 as small and small as possible while ensuring the required torque is used. ,
The device is small and inexpensive.

In this embodiment, the output of the engine 12 is increased by increasing the throttle valve opening and the fuel injection amount in response to the increase in the motor torque T _M. thereby preventing engine stall or the like due to the reduction of the engine rotational speed N _E with.

The mode 7 selected in step S10 is
As can be appreciated the first clutch CE ₁ engages from FIG 8 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 The rotation of the input shaft 2 of the automatic transmission 18
The output for 6 is zero. Thus, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while the vehicle is running using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

On the other hand, if the determination in step S7 is negative, that is, if there is no request to start the engine, step S11 is executed, and the required output Pd is set to the first preset value.
It is determined whether the value is equal to or less than the determination value P1. Required output Pd is the power required traveling of the vehicle including the driving resistance, the accelerator operation amount theta _AC and its change rate, the vehicle speed V (output speed N _O), based on such gear position of the automatic transmission 18, It is calculated by a predetermined data map, arithmetic expression, or the like.

The first judgment value P1 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the energy efficiency, the exhaust gas amount and the fuel consumption amount are determined by experiments and the like so as to be as small as possible.

If the determination in step S11 is affirmative,
That is, when the required output Pd is equal to or less than the first determination value P1, it is determined in step S12 whether or not the state of charge SOC is equal to or greater than the preset minimum amount of charge A. If SOC ≧ A, the mode 1 is determined in step S13. Select On the other hand, SOC <A
If so, the mode 3 is selected in step S14.

The minimum charge amount A is the minimum charge amount at which electric energy can be extracted from the power storage device 58 when the vehicle runs using the motor generator 14 as a power source, and is based on the charge / discharge efficiency of the power storage device 58 and the like. For example, 7
A value of about 0% is set.

[0078] The Mode 1, FIG. 8 as apparent first release clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source.

[0079] In this case, since the first clutch CE ₁ is shut off is released by the engine 12, the mode 6 as well as pull rubbing loss is small, the efficiency by appropriate shift control of the automatic transmission 18 Good motor drive control is possible.

The mode 1 is executed when the required output Pd is in a low load region where the required output Pd is equal to or less than the first determination value P1 and the state of charge SOC of the power storage device 58 is equal to or larger than the minimum state of charge A. Energy efficiency is higher than when the vehicle runs as a power source, fuel efficiency and exhaust gas can be reduced, and the state of charge SOC of the power storage device 58 has the minimum state of charge A
The performance such as charging / discharging efficiency is not impaired.

Mode 3 selected in step S14 is as follows.
As is apparent from FIG. 8, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged into the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

On the other hand, if the determination in step S11 is negative, that is, if the required output Pd is larger than the first determination value P1, the required output Pd is determined in step S15.
It is determined whether d is greater than the first determination value P1 and less than the second determination value P2, that is, whether P1 <Pd <P2.

The second determination value P2 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a high load region where the vehicle runs using both the engine 12 and the motor generator 14 as the power sources. In consideration of energy efficiency including time, exhaust gas amount, fuel consumption amount, and the like are determined in advance by experiments and the like so as to minimize the amount of exhaust gas and fuel consumption.

If P1 <Pd <P2, it is determined in step S16 whether or not SOC ≧ A. If SOC ≧ A, mode 2 is selected in step S17 and SOC <A
In this case, mode 3 is selected in step S14.

If Pd ≧ P2, step S18
It is determined whether or not SOC ≧ A. If SOC ≧ A, mode 4 is selected in step S19, and if SOC <A, mode 2 is selected in step S17.

In the mode 2, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated at the required output Pd, and the motor generator 14 is operated, as is apparent from FIG. Under no load condition, the vehicle runs using only the engine 12 as a power source.

In mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is in operation, and the motor generator 14 is driven to rotate. The vehicle is caused to travel at a high output using both of the generators 14 as power sources.

Mode 4 is executed in a high load region where the required output Pd is equal to or greater than the second determination value P2.
And the motor generator 14 are used together, so that energy efficiency is not significantly impaired and fuel consumption and exhaust gas can be reduced as compared with a case where the vehicle runs using only one of the engine 12 and the motor generator 14 as a power source. . In addition, since the process is executed when the state of charge SOC is equal to or more than the minimum state of charge A, the state of charge SOC of the power storage device 58 does not drop below the minimum state of charge A and does not impair the performance such as charge and discharge efficiency.

To summarize the operating conditions of modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, mode 1 is selected in step S13, and the vehicle travels using only motor generator 14 as a power source. And P1 <P
In the medium load region of d <P2, mode 2 is selected in step S17, and the vehicle travels using only the engine 12 as a power source.
In the high load region of ≤Pd, mode 4 is selected in step S19, and the vehicle travels using both the engine 12 and the motor generator 14 as power sources.

When SOC <A, the required output P
The power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where d is smaller than the second determination value P2. However, in the high load region where the required output Pd is equal to or more than the second determination value P2, in step S17. Mode 2 is selected, and high-power running is performed by the engine 12 without charging.

The mode 2 of step S17 is such that P1 <Pd
<P2 in the middle load range and SOC ≧ A, or P
This is executed in the high load region where d ≧ P2 and when SOC <A.
Since the energy efficiency of the engine 12 is superior to that of the engine 12, the fuel consumption and the exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source.

In the high load range, the vehicle travels in mode 4 in which the motor generator 14 and the engine 12 are used together.
However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, the operation in the mode 2 using only the engine 12 as a power source is performed, so that the state of charge SOC of the power storage device 58 is minimized. It is avoided that the charge amount becomes smaller than the storage amount A and the performance such as charge / discharge efficiency is impaired.

Next, a characteristic portion of the present embodiment to which the present invention is applied, that is, a control operation for performing an appropriate shift control will be described with reference to a flowchart of FIG. still,
In this embodiment, step SA7 corresponds to the shift-time motor control means, and step SA10 corresponds to the shift-time engine control means, and is executed by the hybrid control controller 50, respectively.

In FIG. 9, in step SA1, it is determined whether or not shift lever 40 has been operated to the DM range. This determination is made by determining whether the DM switch shown in FIG. 2 is in the ON state.

If the determination in step SA1 is denied, this routine is terminated. However, if this determination is affirmed, it is determined in step SA2 whether a downshift is performed. This determination is made by determining whether the -switch shown in FIG. 2 has been turned ON.

If the determination in step SA2 is denied, this routine is terminated. If the determination is affirmed, in step SA3, the motor generator 1 is executed in the operation mode determination subroutine of FIG.
It is determined whether or not the mode 1 in which the vehicle travels using the power source 4 as the power source, that is, the motor operation mode is selected. In step SA3, it is determined that Mode 6 for regeneratively braking the motor generator 14 is included in Mode 1.

In the case of the mode 1, the step SA7 is immediately executed. When the mode is not the mode 1, in the step SA4, in the operation mode judgment subroutine of FIG.
It is determined whether or not the mode 2 in which the vehicle runs using the engine 12 as a power source, that is, the engine operation mode is selected. In step SA4, it is determined that the mode 8 for applying the engine brake is included in the mode 2.

If the determination in step SA4 is affirmative, it is determined in step SA5 whether or not the state of charge SOC of the power storage device 58 is greater than the minimum state of charge A. If the determination is affirmative, the motor generator 14 is energized in step SA6, the mode is changed from mode 2 to mode 4, and then step SA7 is executed.

If the determination in step SA4 is negative,
That is, when the mode is not the mode 2, in step SA13, it is determined whether or not the mode 4 in which the vehicle runs with the engine 12 and the motor generator 14 as the power source, that is, the engine / motor operation mode is selected in the operation mode determination subroutine of FIG. Is determined. If this determination is denied, this routine is ended. If this determination is affirmed, step SA7 is executed.

In step SA7, in order to synchronize the input speed N _I of the automatic transmission 18 with the output speed N _O in accordance with the speed ratio after downshifting, the motor generator 14
Forcibly increasing the input speed N _I of the automatic transmission 18 using. Change amount of the motor torque T _M for raising the input speed N _I (including the regenerative braking torque) is previously fixed amount, may also be a fixed rate, etc. are determined, the transmission of such transmission type and the vehicle speed V Different values may be set according to conditions.

When the engine 12 is operating, the throttle valve opening is increased so as to follow an increase in the input speed N _I , as shown by a broken line in FIG. It is desirable to reduce the braking force due to the pump action. In the first mode of the motor drive, since the first clutch CE ₁ is released,
There is no need to perform throttle control. FIG. 10 shows the case of mode 2 (including mode 8) in which the engine is running alone, and the motor generator 14 is temporarily operated only during shifting.

In the next step SA8, the frictional engagement device to be engaged at the time of the downshift, that is, as shown in FIG. 3, the brake B ₄ in the 2 → 1 shift, and the brakes B ₃ , 4 in the 3 → 2 shift → 3 is a shift initial engagement pressure of the brake B ₁ is set to a predetermined value P _M of the motor. The predetermined value P _M can take a lower value than during a normal shift without synchronizing the input speed N _I and the output speed N _O, and this value may be a preset constant value, Different values may be set according to the type of shift, the friction engagement device, and the like.

Next, at step SA9, it is determined whether or not the synchronization between the input speed N _I and the output speed N _O of the automatic transmission 18 has been completed. This determination is made by the automatic transmission 1
Input speed N _I of 8 is carried out by determining whether the value substantially coincides multiplied by the transmission ratio of the downshift side shift speed to its output speed N _O. It is also possible to determine the end of the shift, that is, the end of the synchronization, based on whether or not the elapsed time after the shift output exceeds a predetermined time.

If the determination in step SA9 is denied, steps SA7 to SA9 are repeatedly executed. If this determination is affirmed, this routine is terminated, and the motor torque T _M returns to the original value. Will be returned.

On the other hand, if the determination in step SA5 is negative, the motor generator 14 cannot be used, and in step SA10, the input speed N _I and the output speed N _O of the automatic transmission 18 are synchronized. in the throttle valve opening of the engine 12 and the electronic control, forcibly increases the input speed N _I of the automatic transmission 18. Change amount in advance a certain amount of the engine torque T _E to increase the input speed N _I, may be determined in a certain proportion and the like, different values depending on the shift condition such as transmission type and the vehicle speed V It may be set.

[0106] Next, in step SA11, the frictional engagement device to be engaged during a downshift, i.e., FIG. As shown in 3, 2 → 1 shift brake B ₄ is, 3 → 2 brake B ₃ is in torque, 4 → 3 in shift initial engagement pressure of the brake B ₁ is set to a predetermined value P _E for the engine. The predetermined value P _E can take a lower value than during a normal shift without synchronizing the input speed N _I and the output speed N _O , but the torque control of the engine 12 is not as easy as that of the motor generator 14. , also often synchronization is incomplete, a value greater than the predetermined value P _M for the motor. Further, this value may be a preset constant value, or a different value may be set according to the type of shift and the friction engagement device.

Next, in step SA12, it is determined whether or not the synchronization between the input speed N _I and the output speed N _O of the automatic transmission 18 has been completed, in the same manner as in step SA9. If the determination at step SA12 is denied, steps SA10 to SA12 are repeatedly executed. If the determination is affirmed, this routine is terminated.

As described above, according to the present embodiment, the storage amount S
If OC is greater than the minimum storage amount A, in step SA7 corresponding to the shift-time motor control means, while synchronizing with the output rotation speed N _O promptly increase the input speed N _I by the torque control of the motor generator 14, SOC <A
If the motor generator 14 cannot be used in step SA10, in step SA10 corresponding to the shift-time engine control means, the input speed N _I is quickly increased by torque control of the engine 12 so that the input speed N _I is synchronized with the output speed N _O. Therefore, even when the motor generator 14 cannot be used, appropriate shift control such as a small shift shock is performed.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above-described embodiment, the backward 1
Although the automatic transmission 18 having five speeds and five forward speeds has been used, as shown in FIG. 11, the automatic transmission 18 comprising only the main transmission 22 without the sub-transmission 20 is used. It is also possible to perform the shift control at four forward speeds and one reverse speed as shown in FIG.

The present invention can be applied in various other modes without departing from the gist of the present invention.

[Brief description of the drawings]

FIG. 1 is a schematic diagram illustrating a configuration of a hybrid drive device of a hybrid vehicle including a shift control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a control system provided in the hybrid drive device of FIG.

FIG. 3 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission of FIG. 1;

FIG. 4 is a diagram illustrating an operation position of a shift lever of FIG. 2;

FIG. 5 is a diagram showing a part of a hydraulic circuit of the automatic transmission shown in FIG. 1;

FIG. 6 is a diagram for explaining a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter.

FIG. 7 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 8 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 9 is a flowchart illustrating a main part of a control operation that is a feature of the present invention.

10 is a time chart illustrating changes in the input rotation speed and the like due to the control operation in FIG. 9;

FIG. 11 is a skeleton view for explaining a configuration of a hybrid drive device different from the embodiment of FIG. 1;

12 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission in FIG.

[Explanation of symbols]

12: Engine 14: Motor generator 18, 60: automatic transmission 50: Hybrid control controller Step SA7: Speed change motor control means Step SA10: Gear control engine control means

────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. ⁷ Identification code FI B60K 6/04 733 B60K 6/04 733 41/00 301 41/00 301A 301B 301D 41/06 41/06 B60L 15/20 B60L 15 / 20 K F02D 29/02 F02D 29/02 D (72) Inventor Yushi Hata 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Tsuyoshi Mikami 1 Toyota Town Toyota City, Aichi Prefecture Toyota (56) References JP-A-4-328024 (JP, A) JP-A-2-1573737 (JP, A) JP-A-8-61105 (JP, A) JP-A-6-80048 ( JP, A) JP-A-5-312060 (JP, A) JP-A-61-122354 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 6/02-6/04 B60L 11/00-11/18 F02D 29/00-29/06

Claims (2)

(57) [Claims] An engine that operates by burning fuel, a motor generator that functions as at least one of an electric motor and a generator, and a speed change ratio that is provided between the engine, the motor generator, and driving wheels. A shiftable vehicle control comprising: a changeable transmission; and a shift-time motor control means for controlling the rotation speed of the motor generator so that the input rotation speed of the transmission is synchronized with the output rotation speed when shifting the transmission. A control device, comprising: a shift-time engine control means for controlling a throttle valve opening degree of the engine such that an input rotation speed of the transmission is synchronized with an output rotation speed when the motor generator cannot be used. A shift control device for a vehicle, comprising: 2. The transmission according to claim 1, wherein said transmission is provided with a shift stage by an engagement means.
Can be switched, The engagement means engaged or released during shifting of the transmission
Before the engagement force is controlled by the shift-time motor control means.
It is changed depending on whether it is controlled by the engine control
The shift control device for a vehicle according to claim 1, wherein
Place.