JP4156583B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to control of a hybrid vehicle including an internal combustion engine (engine), a motor generator, a torque converter with a lockup mechanism, an automatic transmission, and an ECU for controlling 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 consideration of the convenience of the driver's operation, the vehicle automatically controls the automatic transmission stage by selecting the optimum shift stage according to the driving state of the vehicle, for example, the throttle opening and the vehicle speed. An automatic mode for performing a shift, and a manual mode for shifting the transmission upshift or downshift according to an instruction by a driver operating a shift selection lever.

  Conventionally, Patent Document 1 discloses a technique for suppressing a shock when a shift command is issued during lockup in the manual mode.

  In Patent Document 1, when an upshift command is generated in the manual mode while the lockup clutch is engaged, (1) the lockup clutch is engaged in the lockup clutch engagement region after the shift and the lockup clutch engagement region during the shift. (2) In the case of the lock-up clutch engagement region after shifting, the shift-up is started and the lock-up clutch is released after the shifting is completed, and (3) the lock-up clutch engagement region after shifting. In the case of the lockup clutch release region during the shift, the shift is started and the lockup clutch is engaged after the shift is completed.

In addition, when a downshift command is generated in the manual mode while the lockup clutch is engaged, (1) in the lockup clutch engagement region after the shift, the shift is started and the lockup engagement is interrupted. Engagement of the lock lockup clutch is resumed. (2) When the lockup clutch release region is after the shift, the shift is started and the lockup clutch is released.
JP-A-11-30318

  As described above, when the engine crank end is directly connected to the stepped automatic transmission by the lockup clutch and the engine does not generate a driving force such as stopping the fuel supply, the kinetic energy of the vehicle body Thus, the rotating body of the engine and the motor generator is driven from the wheels via the automatic transmission to improve the fuel consumption, and regeneration is performed by the motor generator.

  From this state, when the driver moves the shift selection lever to select the lever position of the manually designated shift stage for vehicle deceleration or the like, the shift control is performed according to the vehicle driving state such as the vehicle speed. Unlike the shift in the automatic mode, the shift is performed while regenerating at a vehicle speed that is not necessarily optimal.

  For example, shifting down is performed based on manual designation at a higher speed than shifting in the automatic mode, and shifting up is performed based on manual designation at a lower speed than shifting in the automatic mode.

  At this time, the torque fluctuates due to the engine brake and regeneration, but in the case of a shift shock due to a shift, in particular, in a shift down, the rotation speed of the input shaft of the automatic transmission is engaged with the gear engaged with the input shaft and the output shaft engaged with the gear. Therefore, there is a problem in that the engine speed and the motor speed increase, the torque fluctuation of the output shaft is amplified, and a shift shock occurs.

  Patent Document 1 is an invention relating to shift control during engagement of a lockup clutch. After completion of the lockup clutch engagement as described above, the shift to the low speed stage in the manual mode is performed with the lockup clutch engaged. Therefore, according to Patent Document 1, the above problem cannot be solved.

  The present invention has been made in view of the above problems, and provides a hybrid vehicle control device that prevents a shift shock by prohibiting release of a lockup clutch and motor regeneration during shift shifting by operating a shift selection lever. The purpose is to do.

According to the first aspect of the present invention, there is provided an internal combustion engine, a motor generator coupled to the 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 hybrid having a torque converter that connects a main shaft via hydraulic oil, and a lock-up clutch that is fastened or unfastened to bring the output shaft of the motor generator and the main shaft into a direct connection state or a non-direct connection state A control determination unit for determining whether or not the internal combustion engine does not need to generate a driving force based on an operating state including a state of an accelerator pedal opening or a throttle opening; When the control determination means determines that the internal combustion engine does not need to generate a driving force, the lockup clutch A lever that detects which of the lock-up clutch engagement / motor regeneration control means for performing the engagement control and the motor regeneration control, and the shift selection lever having the automatic shift and the lever position of at least one manually designated shift stage is selected. When the lever position of the automatic shift is detected by the position detection means and the lever position detection means, a shift stage is selected from the plurality of shift stages of the automatic transmission based on the vehicle speed and the throttle opening. And selecting a shift speed control means for performing a shift control, and engaging the lockup clutch based on detection of a change from the lever position of the automatic shift to the lever position of the manually designated shift speed by the lever position detection means. A lockup clutch fastening release / motor regeneration prohibition control means for releasing and controlling the motor regeneration prohibition. It said control determination means, the accelerator pedal is fully closed, and the rotational speed of the internal combustion engine is constant or more, and if from the automatic transmission side of the predetermined driving force is transmitted to the motor-generator and the internal combustion engine side Determining that the internal combustion engine does not need to generate a driving force, and the lockup clutch engagement release / motor regeneration inhibition control means engages the lockup clutch when the accelerator pedal is fully closed. There is provided a control device for a hybrid vehicle, characterized in that the release and the motor regeneration prohibition control are continued.

  According to a second aspect of the invention, the lockup clutch engagement release / motor regeneration inhibition control means detects the manually designated shift detected by the lever position detection means rather than the shift speed controlled by the shift speed control means. 2. The hybrid vehicle control device according to claim 1, wherein when the gear position indicated by the lever position of the gear is at a lower speed, the lock release clutch is released and the motor regeneration is prohibited. Is done.

According to a third aspect of the present invention, there is further provided a lever position failure detection means for detecting a failure of the lever position detection means, and when the failure is detected by the lever position failure detection means, the lockup clutch engagement release and the motor 3. The hybrid vehicle control device according to claim 1, wherein regeneration prohibition control is performed.

According to the first aspect of the present invention, when it is determined by the control determination means that the engine does not need to generate a driving force, the lockup clutch engagement control and the motor regeneration control are performed, but the lockup clutch engagement release is performed. -Based on the detection of the change from the automatic gear shift lever position to the manually specified gear position by the motor regeneration prohibition control means, the lock release clutch is released and the motor regeneration prohibition is controlled. The shift shock due to the shift control to the shift stage indicated by the lever position of the manually specified shift stage at a vehicle speed different from the shift control in the case where is designated. In addition, the control determination means is configured such that when the accelerator pedal is fully closed, the engine speed is equal to or greater than a certain value, and the driving force is transmitted from the automatic transmission to the motor generator and the engine, the engine determines the driving force. Since it is determined that it is not necessary to occur, there is no hindrance to vehicle travel, and motor regeneration and shift shock with improved fuel efficiency and efficiency can be mitigated. Further, the lockup clutch engagement release / motor regeneration prohibition control means continues the control of lockup clutch engagement release and motor regeneration inhibition when the accelerator pedal is fully closed, so that the shift shock can be effectively reduced. Maintained.

  According to a second aspect of the present invention, the lock-up clutch engagement release / motor regeneration prohibiting control means is a lever of the manually designated gear position detected by the lever position detecting means rather than the gear speed controlled by the gear speed control means. When the gear position indicated by the position is at a lower speed, the lock-up clutch is released and the motor regeneration inhibition control is performed, so that a large shift shock due to a shift-down shift can be effectively mitigated.

According to a third aspect of the present invention, there is further provided a lever position failure detection means for detecting a failure of the lever position detection means, and when the failure is detected by the lever position failure detection means, the lockup clutch is released and the motor regeneration is prohibited. Therefore, even when the lever position detecting means is out of order, the shift shock can be mitigated.

  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 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 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 supported so as to be rotatable relative 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, and generates a thrust force according to the hydraulic pressure of hydraulic oil (hereinafter referred to as LC hydraulic pressure) supplied to the piston chamber. And the inner clutch plate are engaged with each other to directly connect the rotating shaft 4a of the motor 4 and the main shaft 10a. 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 the lockup clutch 12 can be adjusted.

  The automatic transmission 10 is configured such that a shift operation is controlled by driving a plurality of synchro clutches by controlling hydraulic pressure from the electric oil pump 24 via a hydraulic pressure supply unit 25 based on a command from the ECU 12. The main shaft 10a, the counter shaft 10b disposed in parallel to the main shaft 10a, and a plurality of gear pairs provided on the main shaft 10a side and the counter shaft 10b side set to different gear ratios, for example, forward 1 It has a 5-speed gear pair and a reverse gear pair.

  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 lever position is designated as an automatic shift (D) by the lever selecting means 14, the throttle position and the vehicle speed are referred to a shift map in which the relationship between the speed of the automatic transmission 10 and the throttle position is stored in advance. A gear position corresponding to the throttle opening detected by the opening sensor 26 and the vehicle speed detected by the vehicle speed sensor 34 is calculated, and the hydraulic actuator is determined based on the clutch oil pressure command value corresponding to the engagement state of the synchro clutches 44 and 46. And the shift operation of the automatic transmission 10 are controlled.

  The throttle opening and vehicle speed sensor 34 detected by the throttle opening sensor 26 are referred to a map in which the relationship between the throttle opening and vehicle speed and the target slip ratio (main shaft rotation speed / engine rotation speed Ne) is stored in advance. The clutch hydraulic pressure command value for engagement / non-engagement is calculated so as to achieve a target slip ratio (target LC slip ratio) corresponding to the vehicle speed detected by, and is output to the hydraulic pressure supply unit 25 and the motor generator 4 is regenerated. Control / regeneration prohibition control.

  As will be described later, when the engine 2 does not need to generate a driving force, the clutch hydraulic pressure of the lockup clutch 8 is controlled so that the lockup clutch 8 is engaged. Note that the engagement state of the lock-up clutch 8 is variably controlled so as to achieve the target slip ratio according to the clutch hydraulic pressure value.

  As will be described later, even when the lock-up clutch 8 is in the engaged state, the engine 2 does not need to generate a driving force, and the downshift is performed by selecting the lever position of the manually specified irregular stage of the shift selection lever 14. When the operation is performed, the engagement release of the lockup clutch 8 and the motor regeneration inhibition are controlled.

  Even when the lock-up clutch 8 is in the engaged state, the engine 2 does not need to generate a driving force, and the shift-up operation is performed by selecting the lever position of the manually designated shift stage of the shift selection lever 14. In this case, since the vehicle is shifted up at a vehicle speed different from the vehicle speed in the automatic mode, the engagement release of the lockup clutch 8 and the motor regeneration inhibition are controlled.

  The power supply from the battery 18 to the motor generator 4 is stopped by the control of the PDU 20, and the electric power generated by the driving force transmitted from the main shaft 10 a to the motor rotating shaft 4 a is collected in the battery 18 via the PDU 20.

  As will be described later, when the shift position detecting means 16 is out of order, the lockup clutch 8 is disengaged and the regeneration of the motor generator 4 is prohibited.

  FIG. 2 is a diagram showing the shift selection lever 14. The shift selection lever 14 instructs parking (P), neutral (N), rear (R), automatic shift (D), and a plurality of manual instruction shift speeds (eg, 3rd speed, 2nd speed, L). The shift selection lever 14 may instruct a downshift and an upshift from the current gear position of the automatic transmission 10 instead of a manual command gear position (for example, 3rd speed to L).

  The shift position detection means 16 outputs to the ECU 12 indicating the lever position of any of P, N, R, D and 3rd speed to L 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 lockup clutch control means 100 related to the control of the lockup clutch 8 of the ECU 12 in FIG. As shown in FIG. 3, the lockup clutch control means 100 includes a lever position failure detection means 102, a control determination means 104, a lockup clutch engagement / motor regeneration control means 106, a gear position control means 108, a lockup clutch engagement release / Motor regeneration prohibiting control means 110 and fuel cut control means 112 are provided.

  The shift position detection failure determination means 102 determines whether or not the shift position detection means 16 has failed. The failure of the shift position detecting means 16 is determined by the fact that the position detection signal of the shift position detecting means 16 does not indicate a predetermined lever position corresponding to P, N, R, D, 3rd speed to L.

  The control determination means 104 is such that the accelerator pedal opening or the throttle opening is fully closed, the engine speed Ne is equal to or greater 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 a state where the driving torque (wheel torque) of the driving wheel W is transmitted to the vehicle does not need to generate driving force. Even when the lockup clutch 8 is not sufficiently engaged, the drive torque of the drive wheels W can be transmitted to the engine 2 and the motor generator 4 side.

  The lockup clutch engagement / motor regeneration control unit 106 is configured to engage the lockup clutch 8 with the hydraulic pressure supply unit 25 when the control determination unit 104 determines that the engine does not need to generate driving force. The hydraulic pressure command value is output to the generator 4 and the regeneration control of the generator 4 is performed.

  When the shift position detecting means 16 detects that the lever position of the shift selection lever 14 is an automatic shift (D), the shift control means 108 determines the vehicle speed and throttle opening, the shift stage of the automatic transmission 10, and , The shift speed corresponding to the vehicle speed detected by the vehicle speed sensor 34 and the throttle opening detected by the throttle opening sensor 26 is calculated, and the synchronization corresponding to the shift speed is calculated. A hydraulic pressure command value is output to the hydraulic pressure supply unit 25 so that the clutch is engaged.

  When the engine 2 does not need to generate a driving force, the lock-up clutch engagement release / motor regeneration prohibiting control means 110 performs a manually designated shift by the lever position detection means 16 from the lever position of the automatic shift (D) of the shift selection lever 14. When the change of the lever position to the stage (third speed to L) is detected, the engagement release of the lockup clutch 8 and the regeneration prohibition of the motor generator 4 are controlled. Further, as long as the accelerator pedal is fully closed, the release of the lockup clutch 8 and the regeneration prohibition of the motor generator 4 are controlled.

  The fuel cut control means 112 activates the delay timer when the fuel cut condition in which the accelerator pedal is fully closed and the engine speed Ne is greater than a certain value is satisfied, and the fuel cut condition is satisfied before the delay timer times out. If the delay timer times out, the fuel supply to the engine 2 is controlled to be cut off.

  FIG. 4 is a flowchart relating to the engagement control of the lock-up clutch 8, and this flow is executed at regular intervals or constantly. FIG. 5 is a time chart. Hereinafter, the operation of the engagement control of the lockup clutch 8 will be described with reference to these drawings.

  In step S2, the shift position detection failure determination means 102 determines whether or not the shift position detection means 16 has failed. If the shift position detecting means 16 has not failed, the process proceeds to step S4. If the shift position detecting means 16 is out of order, the process proceeds to step S18.

  In step S4, 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 S6. If the accelerator pedal or throttle opening is not fully closed, the process ends.

  In step S6, it is determined whether the torque of the engine 2 and the motor generator 4 is negative, that is, whether the crankshaft 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.

  The lock-up clutch 8 is a half-clutch state in which the LC pressure of the lock-up clutch 8 is controlled so as to achieve a target LC slip rate corresponding to the vehicle speed and the slot opening, and the lock-up clutch 8 is not sufficiently engaged. In this case, torque from the main shaft 8 a side is transmitted to the rotating shaft 4 a of the motor generator 4 via the torque converter 4.

  In step S8, it is determined whether or not the delay timer until fuel cut is zero. If the delay timer until fuel cut is 0, the process proceeds to step S10. If the delay timer until the fuel cut is not 0, the fuel cut condition is satisfied, and the process proceeds to step S12.

  In step S10, 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 S12. 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 112 independently of this flow.

  Since the fuel cut condition is satisfied, steps S12 and S14 are performed. In step S12, a hydraulic pressure command value is output to the hydraulic pressure supply unit 25 so that the LC hydraulic pressure at which the lockup clutch 8 is engaged is obtained. The hydraulic pressure supply unit 25 supplies the LC pressure corresponding to the hydraulic pressure command value to the lockup clutch 8 via the electric oil pump 24. Thereby, the lockup clutch 8 is fastened. In step S14, regeneration control of the motor generator 4 is performed.

  For example, from time t1 to time t2 in FIG. 5, the lever position selected by the shift selection lever 14 by the driver's operation is the automatic shift (D), the automatic mode is set, and the gear position control means 108 Assume that the gear stage of the automatic transmission 10 is selected and controlled to the fourth gear stage.

  Between time t1 and time t2, the accelerator pedal is fully closed (throttle opening = 0), the engine speed Ne is above a certain level, and the fuel cut condition is satisfied. The LC pressure is above a certain level, the lockup clutch 8 is engaged, and the LC slip ratio is 1. The motor generator 4 is regeneratively controlled.

  In step S16, the lever position (3rd speed to L) indicating the manual mode is detected by the shift position detecting means 16 based on the operation of the lever selecting means 14 by the driver, and the lever position is determined as the current shift of the automatic transmission 10. It is determined whether or not a downshift is instructed from the stage (5th speed to L). If a downshift is instructed, the process proceeds to step S18. If no downshift is instructed, the process ends.

  At time t2 in FIG. 5, it is assumed that the third gear is selected by operating the lever selecting means 14, and a downshift is instructed from the fourth gear to the third gear. The vehicle speed at this time is higher than the vehicle speed in the shift-down shift from the fourth gear to the third gear in the automatic mode.

  In step S18, the hydraulic pressure supply unit 25 is instructed with a hydraulic pressure command value for releasing the lockup clutch 8, and regeneration of the motor 4 is prohibited. Based on the downshift instruction, the hydraulic pressure command value is output to the hydraulic pressure supply unit 25 so as to shift from the current shift stage to the next shift stage instructed to shift down.

  Based on the hydraulic pressure command value, the hydraulic pressure supply unit 25 reduces the LC pressure of the lockup clutch 8 via the electric oil pump 24 to release the lockup clutch. Further, regeneration of the motor generator 4 is prohibited.

  Further, the clutch hydraulic pressure command value for the synchro clutch at the current shift stage is decreased, and accordingly, the actual hydraulic pressure of the current synchro clutch of the hydraulic oil changes in a decreasing tendency. In synchronization with the current clutch hydraulic pressure command value for the synchro clutch, the clutch hydraulic pressure command value for the next gear synchro clutch is increased. Changes to an increasing trend. Then, after the hydraulic pressure for the current synchro clutch changes to 0, the hydraulic pressure for the synchro clutch at the next shift stage becomes maximum.

  For example, at time t2 in FIG. 5, since downshift is instructed, the LC pressure immediately changes to 0 as shown by the broken line, the engagement of the lockup clutch 8 is released, and the LC slip ratio increases. Regeneration of motor generator 4 is prohibited. On the other hand, the clutch pressure of the current fourth-speed sync clutch decreases from time t2, the clutch pressure of the third-speed sync clutch increases, and the shift ends at time t3.

  Unlike the downshift in the automatic mode in which the automatic shift control is performed based on the shift map from the time t2 to the time t3, the shift down by the driver's operation is faster than the vehicle speed on the shift map. As a result, the downshift in the manual mode causes the drive torque (wheel torque) fluctuation amount to be larger than the downshift in the automatic mode. However, by releasing the lockup clutch 8 and prohibiting the regeneration of the motor generator 4, Variations in drive torque are suppressed.

  On the other hand, as indicated by the solid line in FIG. 5, conventionally, the downshift is performed with the lockup clutch 8 engaged from time t2 to time t3. Because the rotational speed of the main shaft 10a increases due to the above, and the driving torque (wheel torque) is used for regeneration of the motor 4 and driving of the crankshaft 2a of the engine 2, the driving torque is greatly reduced, and the shift shock Is getting bigger.

  The lockup clutch engagement release and the regeneration prohibition in step S18 are continued even after the end of the shift only when the accelerator is off in the manual mode.

  When step S18 ends, the process returns to step S2 after the elapse of a certain time or immediately after, and the processing from step S2 to step S18 is 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 the shift selection lever in FIG. It is a functional block diagram which concerns on the lockup clutch fastening control which concerns on this invention. It is a flowchart of lockup clutch fastening control. It is a time chart of lockup clutch fastening control.

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 lockup clutch engagement control means 102 lever position failure detection means 104 control determination means 106 lockup clutch engagement / motor regeneration control means 108 shift speed control means 110 lockup clutch engagement release / motor regeneration inhibition control means

Claims (3)

An internal combustion engine, a motor generator coupled to the crankshaft of the internal combustion engine, an automatic transmission having a plurality of shift stages, an output shaft of the motor generator and a main shaft of the automatic transmission via hydraulic oil A control device for a hybrid vehicle, comprising: a torque converter to be coupled; and a lock-up clutch that is fastened or unfastened to bring the output shaft of the motor generator and the main shaft into a direct connection state or a non-direct connection state,
Control determination means for determining whether or not the internal combustion engine does not need to generate a driving force based on an operating state including a state of an accelerator pedal opening or a throttle opening;
When it is determined by the control determination means that the internal combustion engine does not need to generate a driving force, lockup clutch engagement / motor regeneration control means for performing engagement control and motor regeneration control of the lockup clutch,
Lever position detecting means for detecting which lever position of the shift selection lever having the lever position of the automatic shift and at least one manually designated shift stage is selected;
When the lever position of the automatic transmission is detected by the lever position detecting means, a gear stage is selected from the plurality of gear stages of the automatic transmission based on the vehicle speed and the throttle opening, Gear position control means for controlling;
Lock-up clutch engagement that controls the release of the lock-up clutch and the prohibition of motor regeneration based on the detection of the change from the lever position of the automatic gear shift to the lever position of the manually designated gear position by the lever position detecting means. With release / motor regeneration prohibition control means,
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. Determining that the internal combustion engine does not need to generate a driving force;
The control of the hybrid vehicle, wherein the lockup clutch engagement release / motor regeneration prohibiting control means continues the control of the lockup clutch engagement cancellation and the motor regeneration prohibition when the accelerator pedal is fully closed. apparatus.   The lock-up clutch engagement release / motor regeneration prohibiting control means is a shift speed indicated by the lever position of the manually designated shift speed detected by the lever position detection means rather than the shift speed controlled by the shift speed control means. 2. The control apparatus for a hybrid vehicle according to claim 1, wherein when the motor is in a low speed stage, control of releasing the engagement of the lockup clutch and prohibiting the motor regeneration is performed. The apparatus further comprises lever position failure detection means for detecting a failure of the lever position detection means, and controls the release of lock-up clutch engagement and prohibition of motor regeneration when the failure is detected by the lever position failure detection means. The control device for a hybrid vehicle according to any one of claims 1 and 2 .

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