JP4152937B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle including an internal combustion engine (engine), a motor generator, a torque converter with a lock-up mechanism, an automatic transmission, and an ECU that controls them.

  In a vehicle having an engine and an electric motor, when the vehicle is operating at high speed or downhill, and the accelerator is off, the engine does not need to generate driving force. To the stepped automatic transmission via a lockup clutch, and the kinetic energy of the vehicle body drives the rotating body of the engine and motor generator from the wheels via the automatic transmission to improve fuel efficiency. At the same time, regeneration is performed by a motor generator.

  In addition, in consideration of the convenience of the driver's operation, the vehicle automatically selects the optimum gear position according to the driving state of the vehicle, for example, the throttle opening (or the accelerator pedal opening) and the vehicle speed. The transmission stage is controlled automatically.

  Conventionally, Patent Document 1 discloses a technique for limiting the fastening force control by delaying the start of the fastening force control when there is a shift while avoiding an overlap between the shock caused by the lockup clutch fastening control and the shock caused by the shift. .

In Patent Document 1, at the time of accelerator pedal fully closed deceleration operation with an upshift, the start of lockup clutch engagement force control is delayed until the upshift is completed, whereby the shift shock and lockup clutch engagement control associated with the upshift are controlled. This prevents the shock from overlapping and effectively reduces the shock.
JP-A-3-260464

  In the above-mentioned Patent Document 1, at the time of the accelerator pedal full-closed deceleration operation accompanied by the upshift, the start of the engagement force control of the lockup clutch is delayed until the upshift is completed. If the fastening force control is limited during upshifting, the optimum fastening force of the lockup clutch cannot be obtained for torque fluctuations due to the difference in running conditions at the start of deceleration operation. There is a problem that power transmission cannot be performed well, and control for stopping the fuel supply of the engine (fuel cut) and efficient regeneration cannot be performed.

  The present invention has been made in view of the above-described problems, and optimally engages a lock-up clutch against torque fluctuation due to a difference in traveling state at the start of deceleration operation during accelerator pedal fully-closed deceleration operation with an upshift. An object of the present invention is to provide a control device for a hybrid vehicle that generates force, transmits power from a drive wheel to an engine well, and performs efficient fuel cut and efficient regeneration.

According to the first aspect of the present invention, there is provided an internal combustion engine, a motor generator coupled to a crankshaft of the internal combustion engine, an automatic transmission having a plurality of shift stages, an output shaft of the motor generator, and the automatic transmission. A control device for a hybrid vehicle having a torque converter for connecting a main shaft, and a lockup clutch for fastening the output shaft of the motor generator and the main shaft, based on an operating state including an accelerator pedal opening A control determination unit that determines whether or not the internal combustion engine does not need to generate a driving force, and a final shift stage selected by the shift stage selection unit is two or more stages than the currently selected shift stage and 2-step upshift determining means for determining whether a predetermined condition is satisfied Tei Luke not a high speed stage, the control determination means The internal combustion engine is determined that there is no need to generate a driving force, and when the predetermined condition is determined that has been met by the two-step upshift determining means, said stage by stage from the current gear final The shift control of the automatic transmission is performed up to a shift stage, and the crankshaft of the internal combustion engine is changed from the main shaft to the crankshaft of the internal combustion engine, which is different from both the engaged state and the non-engaged state in synchronization with and parallel to the shift control of the automatic transmission. The final shift is controlled after the lock-up clutch is controlled for a predetermined time so as to be in a predetermined half-engaged state in which the wheel torque can be transmitted to the automatic transmission and the fluctuation of the wheel torque due to the shift control of the automatic transmission is suppressed. The lockup clutch is controlled and motorized so that a direct connection is established in synchronism with the shift from the shift stage immediately before the shift stage to the final shift stage. Control apparatus for a hybrid vehicle, characterized by comprising a two-stage up-shift control unit for the regeneration control of Nereta is provided.

According to a second aspect of the present invention, each shift stage and the lockup clutch of the automatic transmission have a hydraulic clutch, and the two-stage upshift control means is configured to adjust the vehicle speed, the shift stage before the shift, and the target shift stage. Accordingly, a hydraulic pressure command value corresponding to the current vehicle speed, the current gear position, and the target gear position is acquired from a map in which the hydraulic pressure command value of the lockup clutch for achieving the semi-engaged state is stored, The hybrid vehicle control device according to claim 1 , wherein the lock-up clutch is controlled so as to be in the predetermined half-engaged state based on a command value .

According to the third aspect of the present invention, it is determined whether or not a fuel supply stop condition for stopping fuel supply to the internal combustion engine is satisfied based on an operating state including an accelerator pedal opening, and the internal combustion engine is determined. The fuel supply stop control means for controlling the stop of the fuel supply to the two-stage upshift control means, wherein the fuel supply to the internal combustion engine is stopped by the fuel stop supply stop control means or It is determined that the fuel supply stop condition is satisfied, the control determination unit determines that the internal combustion engine does not need to generate driving force, and the two-stage upshift determination unit determines the predetermined condition. The control of the lockup clutch and the regenerative control of the motor generator are performed when it is determined that they are satisfied. Control apparatus for a hybrid vehicle according to any deviation is provided.

According to a fourth aspect of the present invention, the accelerator pedal is fully closed, the rotational speed of the internal combustion engine is equal to or greater than a predetermined value, and the driving force is transmitted from the automatic transmission side to the motor generator and the internal combustion engine side. In this case, it is determined that the internal combustion engine does not need to generate a driving force. The hybrid vehicle control device according to claim 1 is provided.
According to a fifth aspect of the present invention, each shift stage and the lockup clutch of the automatic transmission have hydraulic clutches, and the two-stage upshift control means is configured such that the clutch hydraulic pressure of the hydraulic clutch at the final shift stage is When the predetermined time set to end at a time equal to the clutch hydraulic pressure of the hydraulic clutch of the first shift stage before the final shift stage has elapsed, the hydraulic pressure of the lockup clutch in the half -engaged state The control apparatus for a hybrid vehicle according to any one of claims 1 to 4, wherein the control is performed so that the clutch hydraulic pressure of the clutch is pressurized to be in the directly connected state.

According to the first aspect of the present invention, it is determined that the internal combustion engine does not need to generate a driving force, and the final gear selected by the gear selection unit is at least two speeds higher than the currently selected gear. If it is, the automatic transmission is shift-controlled from the current shift stage to the final shift stage one by one, and in the synchronized state and in parallel with the shift control of the automatic transmission , Unlike any state, the wheel torque can be transmitted from the main shaft to the crankshaft of the internal combustion engine, and a predetermined half-engaged state in which fluctuation of the wheel torque due to the shift control of the automatic transmission is suppressed is achieved. After controlling the lock-up clutch for a predetermined time as described above, the lock-up clutch is locked up so as to be in a directly connected state in synchronization with the shift from the shift stage immediately before the final shift stage to the final shift stage. Since the control and regenerative control of the motor generator of the latch, in the current gear to the previous gear position of the last gear position, the variation of the improved and wheel torque fuel economy improved and the engine of the efficiency of the motor regenerative And the shift shock can be effectively mitigated.

According to the invention of claim 2 , each shift stage and the lockup clutch of the automatic transmission have a hydraulic clutch, and the two-stage upshift control means is in accordance with the vehicle speed, the shift stage before the shift, and the target shift stage. Obtain a hydraulic command value corresponding to the current vehicle speed, the current shift speed and the target shift speed from a map storing the hydraulic pressure command value of the lock-up clutch for making the semi-engaged state, and based on the hydraulic pressure command value, Since the lock-up clutch is controlled so as to be in a predetermined half-engaged state, the lock-up clutch can be brought into a semi-engaged state at an optimum hydraulic pressure according to the vehicle speed, the current gear position and the target gear position, and the motor regeneration As a result, improvement in fuel consumption of the internal combustion engine and fluctuations in wheel torque are suppressed, so that the shift shock can be mitigated more effectively.

According to the third aspect of the present invention, it is determined whether or not the fuel supply stop condition for stopping the fuel supply to the internal combustion engine is satisfied based on the operation state including the accelerator pedal opening degree. The fuel supply stop control means for controlling the stop of the fuel supply is further provided, and the two-stage upshift control means is configured such that the fuel supply to the internal combustion engine is stopped by the fuel stop supply stop control means or the fuel supply stop condition is When it is determined that the internal combustion engine is not required to generate a driving force by the control determination means, and when it is determined that the predetermined condition is satisfied by the two-stage upshift determination means, the lock is Since the up clutch control and the motor generator regeneration control are performed, the fuel consumption of the internal combustion engine can be effectively improved.

According to the fourth aspect of the present invention, when the accelerator pedal is fully closed, the rotational speed of the internal combustion engine is equal to or higher than a predetermined value, and the driving force is transmitted from the automatic transmission to the motor generator and the internal combustion engine, the internal combustion engine Since it is determined that the engine does not need to generate driving force, there is no hindrance to vehicle travel, and fuel consumption can be improved and shift shock can be mitigated.
According to the fifth aspect of the present invention, when each shift stage of the automatic transmission and the lockup clutch are hydraulically controlled, the clutch hydraulic pressure at the final shift stage is equal to the clutch hydraulic pressure at the shift stage immediately before the final shift stage. When a predetermined time set to end at a certain time elapses, control is performed so that the clutch hydraulic pressure in the engaged state is pressurized to be in the directly connected state, so when the lockup clutch is in the directly connected state, the final shift speed is Engaged, the shift shock can be effectively reduced.

  FIG. 1 is a diagram showing a configuration of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 1, the hybrid vehicle includes an engine 2, a motor generator 4, a torque converter 6, a lock-up clutch 8, an automatic transmission 10, an ECU (electronic calculation unit) 12, a shift selection lever 14, and a shift lever position detecting means. 16, battery 18, power drive unit (PDU) 20, mechanical oil pump 22, electric oil pump 24, hydraulic pressure supply unit 25, engine speed sensor 26, throttle opening sensor 28, main shaft speed sensor 30, counter shaft speed A number sensor 32 and a vehicle speed sensor 34 are provided.

  A crankshaft 2 a of the engine 2 is connected to a motor generator (hereinafter sometimes simply referred to as a motor) 4. The motor 4 has a rotor including a permanent magnet provided around and a stator including a coil provided on a core and fixed to a rotating shaft 4 a of the motor 4. The rotating shaft 4 a of the motor 4 is connected to the torque converter 6.

  The torque converter 6 transmits torque via a fluid, and is connected between the front cover 6a and the pump impeller 6b integrated with the rotating shaft 4a of the motor 4, and between the front cover 6a and the pump impeller 6b. It has a turbine runner 6c disposed opposite to the pump impeller 6b, and a stator 6d.

  The turbine runner 6c and the front cover 6a are engaged with the front cover 6a by being pressed toward the inner surface of the front cover 6a under the control of the electric oil pump 24 based on a command from the ECU 12, and the pressure is released. There is provided a lock-up clutch 8 that is released when engaged. Hydraulic oil (ATF: Automatic Transmission Fluid) is sealed in a container formed by the front cover 6a and the pump impeller 6b.

  When the lockup clutch 8 is disengaged based on a command from the ECU 12, relative rotation of the pump impeller 6b and the turbine runner 6c is permitted. In this state, when the torque of the rotating shaft 4a of the motor 4 is transmitted to the pump impeller 6b via the front cover 6a, the hydraulic oil filling the container is pump impeller 6b → turbine runner 6c by the rotation of the pump impeller 6b. → Rotating torque of the pump impeller 6b is transmitted to the turbine runner 6c while circulating with the stator 6d to drive the main shaft 10a.

  Further, when the lockup clutch 8 is engaged based on a command from the ECU 12, the rotational driving force is directly transmitted to the main shaft 10a from the front cover 6a to the turbine runner 6c without passing hydraulic fluid.

  The lock-up clutch 8 is composed of a wet multi-plate clutch or the like, and is arranged so as to alternately overlap with the outer clutch plate fixed to the front cover 6a and the outer clutch plate, and can contact the outer clutch plate. It has an inner clutch plate fixed to the main shaft 10a and a hydraulic actuator (not shown) controlled by the ECU 12.

  The hydraulic actuator has a piston that is slidably arranged to form a piston chamber, generates a thrust force according to the hydraulic pressure of the hydraulic oil supplied to the piston chamber, and connects each outer clutch plate and inner clutch plate. By engaging with each other, the rotating shaft 4a of the motor 4 and the main shaft 10a are directly connected. The hydraulic pressure (hereinafter referred to as LC pressure) of the hydraulic oil supplied into the piston chamber is controlled based on a clutch hydraulic pressure command value from the ECU 12, and the engagement state of the lockup clutch 12 can be adjusted.

  The engagement state of the lockup clutch 8 is variable, and the rotational driving force transmitted from the front cover 6a to the turbine runner 6c via the lockup clutch 8 is variable. The engagement / disengagement of the lock-up clutch 8 is also referred to as engagement / disengagement (or non-engagement) of the lock-up clutch 8.

  The automatic transmission 10 is configured such that a shift operation is controlled by driving a plurality of synchro clutches by controlling the hydraulic pressure by the electric oil pump 24 based on a command from the ECU 12, and the main shaft 10a and the main shaft 10a Counter shaft 10b arranged in parallel and a plurality of gear pairs provided on the main shaft 10a side and counter shaft 10b side set to different gear ratios, for example, forward 1-5 speed gear pair and reverse gear pair Have

  The plurality of gear pairs are composed of input side gears attached to the main shaft 10a and output side gears attached to the counter shaft 10b, and the paired gears are always meshed with each other.

  Either one of the input side gears or the output side gears is rotatable relative to the main shaft 10a or the counter shaft 10b, and is connected to or separated from the main shaft 10a or the counter shaft 10b by each sync clutch.

  For example, in FIG. 1, two gear pairs of a high speed stage (for example, 4th speed) and a low speed stage (for example, 1st speed) of a forward gear pair are described as an example among a plurality of gear pairs. The high-speed output gear 40b of the high-speed gear pair and the low-speed output gear pair 42b of the low-speed gear pair are provided integrally with the counter shaft 10b.

  The high-speed input gear 40a of the high-speed gear pair and the low-speed input gear pair 42a of the low-speed gear pair are idle gears that can rotate with respect to the main shaft 10a. Connected or disconnected.

  As shown in FIG. 1, each of the sync clutches 44 and 46 is composed of, for example, a wet multi-plate clutch or the like, and each of the outer clutch plates 44 a and 46 a arranged to be rotatable integrally with the main shaft 10 a and the outer clutch plate. 44a and 46a are arranged so as to overlap with each other, can be brought into contact with the outer clutch plates 44b and 46b, and can rotate integrally with the input side gears 40a and 42a which are idle gears with respect to the main shaft 10a. The inner clutch plates 44b and 46b are disposed, and a hydraulic actuator (not shown) controlled by the ECU 12 is provided.

  Each hydraulic actuator has a piston that is slidably disposed to form a piston chamber, and generates a thrust force according to the hydraulic pressure of the hydraulic oil supplied to the piston chamber, and each outer clutch plate 44a, 46a and each By engaging the inner clutch plates 44b and 46b with each other, the countershaft 10b of the automatic transmission 10 and one of the input side gears 40a and 42a are fastened together. The hydraulic pressure of the hydraulic oil supplied into the piston chamber is controlled based on a clutch hydraulic pressure command value from the ECU 12, and the engagement state of each of the synchro clutches 44 and 46 can be adjusted.

  The output side final gear 50a provided integrally with the counter shaft 10b of the automatic transmission 10 and the drive side final gear 50b provided integrally with the drive shaft 52 connected to the drive wheel W form a final gear pair. Always engaged.

  The ECU 12 has the following functions. When the automatic shift (D) is selected by the lever selection means 14 (automatic shift mode), the throttle opening (or accelerator pedal opening) and the relationship between the vehicle speed and the gear position of the automatic transmission 10 are stored in advance. With reference to the shift map shown in FIG. 2, the gear position corresponding to the throttle opening (or accelerator pedal opening) detected by the throttle opening sensor 26 and the vehicle speed detected by the vehicle speed sensor 34 is selected. In FIG. 2, the horizontal axis is the vehicle speed V (km / h), the vertical axis is the throttle opening (θTH), and the boundary line between the first speed and the second speed, the second speed and the third speed, the third speed and the fourth speed is shown. ing.

  In the automatic transmission mode and the manual mode, the drive of the hydraulic actuator of the automatic transmission 10 and the speed change operation of the automatic transmission 10 are controlled by the clutch hydraulic pressure command value corresponding to the engagement state of the synchro clutches 44 and 46.

  The throttle detected by the throttle opening sensor 26 with reference to a map in which the relationship between the throttle opening (accelerator pedal opening) and the vehicle speed and the target LC slip ratio (main shaft rotation speed / engine rotation speed) is stored in advance. Supply the hydraulic pressure by calculating the clutch hydraulic pressure command value for engagement / non-engagement / half-engagement so that the target LC slip ratio corresponding to the opening (or the accelerator pedal opening) and the vehicle speed detected by the vehicle speed sensor 34 is obtained. In addition to the output to the unit 25, the regeneration control / regeneration inhibition control of the motor generator 4 is performed.

  As will be described later, when the engine 2 is in the automatic shift mode, the engine 2 does not need to generate driving force, and the final shift stage is upshifted by two or more stages from the current shift stage when the accelerator pedal is fully closed. Controls the automatic transmission 10 from the current gear to the final gear one by one, and locks up the clutch so that a predetermined semi-engaged state is established in synchronization with and parallel to the gear control of the automatic transmission 10. 8 is controlled for a predetermined time, and then the lockup clutch 8 and the motor generator 4 are regeneratively controlled so as to be in a directly connected state in synchronism with the shift from the shift stage immediately before the final shift stage to the final shift stage.

  The shift selection lever 14 is for instructing an automatic shift instruction, a manual shift instruction, and the like. For example, parking (P), neutral (N), rear (R), automatic shift (D), manually specified shift ( For example, the third speed to L) is instructed.

  The shift position detection means 16 outputs to the ECU 12 a signal indicating the P, N, R, D, or any of the third to L lever positions instructed by the operation of the shift selection lever 14. The battery 18 drives the motor generator 4 by passing a current through the coil of the motor generator 4 under the control of the PDU 20, and is charged by regeneration of the motor generator 4. The PDU 20 controls the charging of the battery 18 by driving the motor generator 4 by the battery 18 and regenerating the motor generator 4 according to the control command of the ECU 12.

  The mechanical oil pump 22 is driven via a pump drive gear that is spline-coupled to the pump shaft of the torque converter 6 that is further directly connected to the rotary shaft 4a of the motor 4 that is directly connected to the engine 2. Synchronous operation is possible. The motor generator 4 is driven by the output of the engine 2 during regeneration or when stopped. An oil passage from the mechanical oil pump 22 is connected to the hydraulic pressure supply unit 25.

  The electric oil pump 24 is driven by power supply from the battery 18, and the oil path from the electric oil pump 24 is connected to the hydraulic pressure supply unit 25 via a check valve. The hydraulic pressure supply unit 25 includes a pressure flow control valve and the like, and supplies hydraulic pressure for driving and controlling the torque converter 6, the lockup clutch 8, the automatic transmission 10, and the like under the control of the ECU 12.

  The engine speed sensor 26 detects the speed of the crankshaft 2 a of the engine 2. The throttle opening sensor 28 detects the throttle opening. The main shaft rotation speed sensor 30 detects the rotation speed of the main shaft 10a.

  The counter shaft rotation speed sensor 32 detects the rotation speed of the counter shaft 10b. The vehicle speed sensor 34 detects the vehicle speed based on the rotational speed of the drive wheels W, for example. Detection signals of the sensors 26 to 34 are input to the ECU 12.

  FIG. 3 is a block diagram of the control means 100 related to the control of the lockup clutch 8 of the ECU 12 in FIG. As shown in FIG. 3, the control unit 100 includes a control determination unit 102, a gear stage selection unit 104, a two-stage upshift determination unit 106, a two-stage upshift control unit 108, and a fuel cut control unit 110.

  The control determination means 102 is such that the accelerator pedal opening or the throttle opening is fully closed, the engine speed Ne is not less than a certain value, and the torque of the engine 2 and the motor generator 4 is negative (on the engine 2 and motor generator 4 side). It is determined whether or not the engine that is in the state where the driving torque of the driving wheel W is transmitted) is not required to generate driving force. Even when the lock-up clutch 8 is in the half-engaged state, the drive torque of the drive wheels W can be transmitted to the engine 2 and the motor generator 4 side.

  When the shift position detecting means 16 detects that the shift position of the shift selection lever 14 is an automatic shift (D), the gear position selecting means 104 determines the vehicle speed and the throttle opening (or the accelerator pedal opening), Referring to the shift map shown in FIG. 2 in which the relationship with the gear position of the automatic transmission 10 is stored, the vehicle speed detected by the vehicle speed sensor 34 and the throttle opening (or accelerator pedal) detected by the throttle opening sensor 26. Select the gear position corresponding to the opening.

  The two-stage upshift determination means 106 determines that the engine 2 does not need to generate a driving force by the control determination means 102, and the speed stage in which the final speed stage selected by the speed stage selection means 104 is currently selected. It is determined whether or not a predetermined condition of whether or not the speed is higher than two stages is satisfied.

  As will be described later, when the upshift determination unit 106 determines that the predetermined condition is satisfied, the two-stage upshift control unit 108 shifts the automatic transmission 10 from the current shift stage to the final shift stage one by one. A hydraulic pressure command value for sequentially controlling the clutch hydraulic pressure of the synchro clutch corresponding to the gear is output to the hydraulic pressure supply unit 25.

  In synchronization with this shift control, the LC pressure is applied to the lock-up clutch 8 in synchronism with and in parallel with the control of the hydraulic oil pressure (clutch oil pressure) supplied to the piston chamber of the synchro clutch of the shift stage of the automatic transmission 10. Unlike the non-engaged state and the engaged state, a hydraulic pressure command value corresponding to the LC pressure in which power can be transmitted from the drive wheel W to the crankshaft 2a of the engine 2 and the half-engaged state in which no transmission shock is transmitted continues for a certain period of time. After the hydraulic pressure command value is output to the hydraulic pressure supply unit 25, the hydraulic pressure command value is gradually increased so that the clutch hydraulic pressure in the engaged state is pressurized and output to the hydraulic pressure supply unit 25, and the regeneration control of the motor generator 4 is performed. Do.

  For example, the LC pressure corresponding to the half-engaged state does not transmit the torque of the output shaft 4a to the main shaft 10a of the automatic transmission 10 (hereinafter, the LC capacity of the lock-up clutch 8 below the torque of the engine 2 and the motor 4). Shall.

  When the accelerator pedal is fully closed and the fuel revolution condition that the engine speed Ne is equal to or higher than the fuel cut condition is satisfied, the fuel cut control means 110 sets the director timer and satisfies the fuel cut condition until the delay timer times out. Then, control is performed so that the fuel is cut.

  FIG. 4 is a control flowchart of the lock-up clutch pressure at the time of upshifting when the accelerator pedal is fully closed according to the present invention, and is executed at regular intervals or constantly. FIG. 5 is a time chart, where the solid line indicates the prior art (control in which the engagement of the lockup clutch 8 and the shift are overlapped), and the broken line indicates the present invention. The horizontal axis shows time. Hereinafter, with reference to these drawings, control of the lock-up clutch pressure during upshifting when the accelerator pedal is fully closed will be described.

  In step S2, it is determined whether or not the accelerator pedal or the throttle opening is fully closed. If the accelerator pedal or throttle opening is fully closed, the process proceeds to step S4. If the accelerator pedal or throttle opening is not fully closed, the process ends.

  For example, it is assumed that the accelerator pedal is turned off at time t1 in FIG. Between time t0 and time t1, the lever position of the automatic designation (D) is selected by the lever selecting means 14, but the accelerator pedal is not fully closed.

It is assumed that the speed stage of the automatic transmission 10 is selected to the second speed (2nd) from time t0 to time t1. In addition, from time t0 to time t1, the clutch hydraulic pressure command value of the clutch 8 is a value according to the throttle opening (or accelerator pedal opening) and the target LC slip ratio according to the vehicle speed. In D), the shift speed when the access pedal is fully closed is automatically selected based on the shift map. For example, from time t0 to time t1, when the vehicle is traveling at the second speed (2nd) at the throttle opening θTH and the vehicle speed V at the point b in FIG. 2, at time t2, the accelerator pedal is Since the throttle opening (θTH) becomes 0 by being fully closed, if the vehicle speed V is the same, the vehicle moves from point b to point b ′ on the shift map of FIG. The speed stage (4th) is selected.

  In step S4, it is determined whether the torque of the engine 2 and the motor generator 4 is negative, that is, whether the clutch 2a of the engine 2 and the rotating shaft 4a of the motor generator 4 are rotated by torque from the main shaft 8a side.

  In step S6, it is determined whether or not the delay timer until fuel cut = 0. If the delay timer until fuel cut is 0, the process proceeds to step S8. If the delay timer until the fuel cut is not 0, the fuel cut condition is satisfied, and the process proceeds to step S10.

  In step S8, it is determined whether or not a fuel cut is in progress. If the fuel is being cut, the fuel cut condition is satisfied, and the process proceeds to step S10. If the fuel cut is not in progress, the fuel cut condition is not satisfied, and the process is terminated. The fuel cut control is controlled by the fuel cut control means 110 independently of this flow.

  In step S10, it is determined whether or not two or more upshifts have been selected from the current gear position to the final gear position. If an upshift of two or more stages is selected, the process proceeds to step S12. If two or more upshifts are not selected, the process ends.

  In step S12, it is determined whether or not a shift to the final shift stage has been started. If the shift to the final shift speed has not started, the process proceeds to step S14. When the shift to the final shift stage is started, the process proceeds to step S16.

  In step S <b> 14, a hydraulic pressure command value to be a hydraulic pressure having an LC capacity equal to or less than the torque of the engine 2 and the motor generator 4 is output to the hydraulic pressure supply unit 24 and regenerative control of the motor generator 4 is performed.

  For example, from time t1, as shown in FIG. 5, the clutch hydraulic pressure command value for the second-speed synchro clutch is decreased, and accordingly, the second-speed synchro clutch indicated by the actual solid line of the hydraulic oil is changed. The oil pressure changes to a decreasing trend.

  Synchronously with the clutch hydraulic pressure command value for the second-speed synchro clutch, the clutch hydraulic pressure command value for the third-speed (3rd) synchro clutch is increased from time t2, and as a result, the actual hydraulic oil broken line is The hydraulic pressure of the 3rd speed synchro clutch shown in FIG.

  The hydraulic pressure command value for the second-speed sync clutch at time t3 is zero. Then, until time t4, the clutch hydraulic pressure command value for the third-speed sync clutch is increased.

  The clutch hydraulic pressure value for the third-speed sync clutch is maintained constant for a certain period of time from time t4. From time t5 through time t7, at time t7, the hydraulic pressure command value for the third-speed sync clutch becomes zero. The hydraulic pressure command value for the fourth-speed sync clutch remains zero until time t5.

  On the other hand, at time t2, a hydraulic pressure command value corresponding to the LC pressure at which the capacity of the lockup clutch 8 is equal to or less than the torque of the engine 2 and the motor generator 4 is output to the hydraulic pressure supply unit 25, and the lockup clutch 8 is moved to the half clutch. State. The half-clutch state continues for a predetermined time. For example, from time t2 to time t6, the hydraulic pressure command value for the lockup clutch 8 remains unchanged in the half-clutch state.

  In the slip region from the second speed to the third speed from the time t2 to the time t4 and from the third speed to the fourth speed from the time t5 to the time t6, the lockup clutch 8 is in the half-clutch state, so from the time t2 to the time t4 Shift shock due to fluctuations in drive torque in the interval can be suppressed.

  Fuel cut control is performed after a delay timer time elapses from time t2. Further, regeneration of the motor 4 is performed from time t2. Since the LC pressure is reduced at time t2, the main shaft rotation speed> engine rotation speed is satisfied without being able to support the torque of the engine 2 and the motor 4 that shift to negative torque due to fuel cut and regeneration of the motor 4.

  In step S16, a hydraulic pressure command value is output to the hydraulic pressure supply unit 24 so that the hydraulic pressure is required to control the lockup clutch 8 from the half-clutch state to the engaged state.

  From time t5, the clutch hydraulic pressure command value for the fourth speed synchro clutch, which is the final speed, is increased, and accordingly, the hydraulic pressure of the fourth speed synchro clutch indicated by the one-dot chain line of the hydraulic fluid changes in an increasing trend. . At time t8 via time t6, the hydraulic pressure command value for the fourth-speed sync clutch becomes maximum and the shift to the final speed is completed. At time t6, the clutch pressures at the third speed and the fourth speed are the same.

  On the other hand, a section in which a section in which the fourth-speed clutch hydraulic pressure increases and a section in which the third-speed clutch hydraulic pressure decreases intersects, for example, lock-up from time t6 when the fourth-speed clutch hydraulic pressure and the third-speed clutch hydraulic pressure are equal. The hydraulic pressure command value for the clutch 8 is increased from a constant pressure to a target hydraulic pressure command value corresponding to the target control pressure.

  Thereby, the lock-up clutch 8 is pressurized from the half-clutch state and fastened. At time t10, the hydraulic pressure command value for the lockup clutch 8 becomes maximum, the lockup clutch 8 is engaged, and regenerative control of the motor 4 is performed.

  At this time, in the slip region from the 3rd speed to the 4th speed, the LC pressure in the half-clutch state is gradually increased from the time t6, so that the driving torque (wheel torque between the time t6 and the time t9 in FIG. ), Fluctuations in the drive torque can be suppressed. Moreover, efficient fuel cut and efficient regeneration can be performed.

  Note that the hydraulic pressure command value corresponding to the constant pressure for the lockup clutch 8 is determined based on the operational state in consideration of the purpose of regenerative control of the motor generator 4, power transmission from the drive wheels W to the clutch shaft 2a of the engine 2, and relaxation of the shift shock. For example, according to the vehicle speed, the throttle opening (or the accelerator pedal opening), the current shift speed and the target shift speed, the hydraulic pressure command value for the synchro clutch of each shift speed and the hydraulic pressure command value for the lockup clutch 8 are displayed on the map. The hydraulic pressure command value is acquired from the map.

  On the other hand, conventionally, as indicated by the solid line of LC pressure in FIG. 5, in the second speed region, the clutch pressure in the second speed region falls, and the lockup clutch 8 is moved to the engagement side from time t2 when the third speed clutch pressure rises. Since the LC pressure is increased, the shock increases due to fluctuations in driving torque (wheel torque) caused by slipping of the synchro clutch and fluctuations in driving torque caused by engagement of the lockup clutch 8.

  Furthermore, since the LC pressure was increased further at the time when the 4th speed clutch pressure increased before the 3rd speed shift was achieved, the fluctuation of the drive torque and the lockup due to the slippage of the 4th speed synchro clutch. Since the driving torque varies due to the transmission of the driving force to the engine 2 side and the regeneration of the motor 4 due to the pressurization of the LC pressure of the clutch 8, the shock increases.

  Further, in Patent Document 1, since the lockup clutch 8 is engaged after the completion of the fourth speed shift, it is not possible to improve the fuel consumption by regenerating the motor 4 and fuel cut according to the traveling state of the vehicle.

  When the process in FIG. 4 is completed, the process returns to step S2 after a predetermined time has elapsed or immediately, and the processes of steps S2 to S16 are repeated.

It is a figure which shows the control apparatus of a hybrid vehicle by embodiment of this invention. It is a figure which shows a shift map. It is a functional block diagram concerning an automatic transmission and lockup clutch engagement control in an automatic transmission mode according to the present invention. 6 is a flowchart of automatic transmission and lockup clutch engagement control in an automatic transmission mode. It is a time chart.

Explanation of symbols

2 Engine (Internal combustion engine)
4 Motor generator 6 Torque converter 8 Lock-up clutch 10 Automatic transmission 12 ECU
14 Shift selection lever 16 Shift position detection means 18 Battery 20 PDU
100 control means 102 control judgment means
104 gear selection means 106 two-stage upshift determination means 108 two-stage upshift control means 110 fuel cut control means

Claims (5)

An internal combustion engine; a motor generator coupled to a crankshaft of the internal combustion engine; an automatic transmission having a plurality of shift stages; a torque converter coupling an output shaft of the motor generator and a main shaft of the automatic transmission; A control device for a hybrid vehicle having a lock-up clutch for fastening the output shaft of the motor generator and the main shaft,
Control determination means for determining whether or not the internal combustion engine does not need to generate a driving force based on an operation state including an accelerator pedal opening;
A two-stage upshift determining means for determining whether or not a predetermined condition that the final gear selected by the gear selection means is two or more speeds higher than the currently selected gear is satisfied;
When it is determined by the control determination means that the internal combustion engine does not need to generate a driving force, and the two-stage upshift determination means determines that the predetermined condition is satisfied, 1 The automatic transmission is shift-controlled step by step to the final shift step, and is different from both the engaged state and the non-engaged state in synchronization with and parallel to the shift control of the automatic transmission. After controlling the lock-up clutch for a predetermined time so that the wheel torque can be transmitted to the crankshaft of the engine and the fluctuation of the wheel torque due to the shift control of the automatic transmission is suppressed. The lock-up clutch so as to be in a directly connected state in synchronism with the shift from the shift stage immediately before the final shift stage to the final shift stage. And 2-step up-shift control unit for controlling and regeneration controlling of the motor-generator,
A control apparatus for a hybrid vehicle, comprising:   Each shift stage and the lockup clutch of the automatic transmission have a hydraulic clutch, and the two-stage upshift control means is in the half-engaged state according to the vehicle speed, the shift stage before the shift, and the target shift stage. A hydraulic pressure command value corresponding to a current vehicle speed, a current gear position, and a target gear speed is obtained from a map in which the hydraulic pressure command value of the lockup clutch is stored, and based on the hydraulic pressure command value, the predetermined half The control device for a hybrid vehicle according to claim 1, wherein the lockup clutch is controlled so as to be in an engaged state. Based on the operation state including the accelerator pedal opening, it is determined whether or not a fuel supply stop condition for stopping the fuel supply to the internal combustion engine is satisfied, and the stop of the fuel supply to the internal combustion engine is controlled. A fuel supply stop control means;
The two-stage upshift control means determines that the fuel supply to the internal combustion engine is stopped or the fuel supply stop condition is satisfied by the fuel stop supply stop control means, and the control determination means When it is determined that the internal combustion engine does not need to generate a driving force and the predetermined condition is satisfied by the two-stage upshift determination means, the control of the lockup clutch and the The hybrid vehicle control device according to claim 1, wherein the regeneration control of the motor generator is performed.   The control determination means is a predetermined case where the accelerator pedal is fully closed, the rotational speed of the internal combustion engine is equal to or greater than a predetermined value, and the driving force is transmitted from the automatic transmission side to the motor generator and the internal combustion engine side. 4. The control apparatus for a hybrid vehicle according to claim 1, wherein it is determined that the internal combustion engine does not need to generate a driving force. Each shift stage and the lockup clutch of the automatic transmission have a hydraulic clutch, and the two-stage upshift control means is configured such that the clutch hydraulic pressure of the hydraulic clutch at the final shift stage is one before the final shift stage. When the predetermined time set to end at a time equal to the clutch hydraulic pressure of the hydraulic clutch of the shift stage has elapsed, the clutch hydraulic pressure of the hydraulic clutch of the lock-up clutch in the half -engaged state is pressurized to The control device for a hybrid vehicle according to any one of claims 1 to 4, wherein control is performed so as to be in a directly connected state.

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