JP5163093B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle having an engine and a motor as a power source.

Patent application title: CONTROL DEVICE FOR VEHICLE HAVING AUTOMATIC TRANSMISSION WITH MANUAL SHIFT FUNCTION PATTERN DOCUMENT 1 (hereinafter referred to as a conventional example). In this conventional example, when the driver selects the manual shift control while the engine is stopped by performing the idle stop control, the shift is performed to control the shift speed to the lowest speed and restart the engine, thereby starting the vehicle. The driver's demand for acceleration is to be met.
JP 2005-343237 A

  On the other hand, as a control device for a hybrid vehicle, fuel consumption is improved by switching between a motor use travel mode that travels using only the driving force of the motor and an engine use travel mode that travels using at least the engine drive force according to the travel state. Things are known. If this hybrid vehicle is equipped with an automatic transmission with a manual shift function and the above-described conventional technology is applied, the engine is started when the driver selects manual shift control during the motor use travel mode (engine stop). It is considered that the driver's request for acceleration responsiveness can be satisfied by downshifting at the same time as transition to the travel mode.

  However, when shifting control is changed in this way, if downshifting or upshifting is performed together with engine start / stop, the driver may feel uncomfortable unless the timing between the shift timing and engine start / stop timing is adjusted. A shock may occur. For example, downshifting is performed in manual shift control and the engine is in a high rotation state (engine use travel mode). When the automatic shift control is switched to the motor use travel mode in this state, the engine is stopped. There is a problem that it is difficult to reduce the shock when the engine power is separated from the drive wheels.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a control device capable of improving both acceleration response and drivability of a hybrid vehicle equipped with an automatic transmission with a manual shift function.

  In order to achieve the above object, the hybrid vehicle control device of the present invention reduces the engine speed when there is a shift-up request when the manual shift control is switched to the automatic shift control during the engine use travel mode. It was decided to wait and shift to the motor use travel mode.

  Therefore, it is possible to improve both acceleration response and drivability of a hybrid vehicle equipped with an automatic transmission with a manual shift function.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on an embodiment shown in the drawings.

[Configuration of Example 1]
FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which a control device of the present invention is applied. The drive system of the hybrid vehicle has an engine E, a motor M, an automatic transmission AT, and left and right rear wheels RL and RR (drive wheels).

  The engine E is an internal combustion engine such as a gasoline engine or a diesel engine. The engine output shaft A1 is provided with an engine rotation sensor 12 that detects the engine speed Ne.

  A first clutch CL1 is interposed between the engine E and the motor M as a fastening element that connects and disconnects them. The first clutch CL1 is a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid. The rotation element on the engine E side of the first clutch CL1 is connected to the engine output shaft A1, and the rotation element on the motor M side is connected to the motor output shaft A2.

  The motor M is a synchronous motor generator in which a permanent magnet is embedded in a rotor (rotor) R and a coil is wound around a stator (stator) S. The motor M is rotated by receiving power supplied from the battery 4 to the stator coil, and operates as an electric motor (motor). The vehicle is driven by power as an electric motor, and the engine E is started. On the other hand, when the rotor R is rotated by an external force, an electromotive force is generated at both ends of the stator coil, and the battery 4 can be charged by functioning as a generator (hereinafter referred to as this operation state). Called "regeneration"). The motor output shaft A2 is provided with a motor rotation sensor 13 for detecting the motor rotation speed Nm.

  The automatic transmission AT automatically switches stepped gear ratios such as forward 5 speed and reverse 1 speed according to the vehicle speed VSP, accelerator opening APO, etc., and shifts the power from the motor M to drive wheels RL, It is a transmission that transmits to RR. The output shaft (transmission output shaft) A3 of the automatic transmission AT is connected to the left and right rear wheels RL and RR via the propeller shaft PS, the differential DF, and the left and right drive shafts DSL and DSR. The transmission output shaft A3 is provided with a transmission output rotation sensor 17 that detects the transmission output rotation speed Nout.

  The automatic transmission AT includes a plurality of fastening elements (brakes and clutches) that connect and disconnect the motor output shaft A2 and the transmission output shaft A3. The second clutch CL2 is one of these fastening elements, and is a wet multi-plate clutch.

  The automatic transmission AT has a manual shift (manual shift) function, and a manual shift control (manual travel mode) that switches the gear according to the operation of the select lever 31 by the driver, and automatically according to the traveling state of the vehicle. It is possible to switch between automatic shift control (automatic running mode) for switching the gear position according to the driver's selection. Switching between manual shift control and automatic shift control is performed by operating the shift control switching means.

  Specifically, an automatic transmission path 32 that guides the select lever 31 by arranging each range of parking P, reverse R, neutral N, drive D, second 2 and first 1 in a row, and parallel to the automatic transmission path 32. And a manual transmission path 33 having shift up + and downshift-ranges, and a communication path 34 communicating the automatic transmission path 32 and the manual transmission path 33 at a position corresponding to the D range. A selection device 30 is provided in the passenger compartment as a shift control switching means.

  The selector device 30 is provided with a range position sensor 18 that detects the position (range position) of the select lever 31 in the automatic transmission path 32 and the manual transmission path 33. A manual mode switch 19 is provided in the communication path 34. The manual mode switch 19 is turned on when the select lever 31 is moved from the automatic transmission path 32 (D range) to the manual transmission path 33 (manual M range), and is turned off when the selection lever 31 is moved from the manual transmission path 33 to the automatic transmission path 32. The switching between automatic shift control and manual shift control is detected.

  This hybrid drive system has two travel modes. The first is a motor use travel mode (hereinafter referred to as “EV mode”) in which the engine E is stopped and only the motor M is used as a power source in the released state of the first clutch CL1. The second is an engine use travel mode (hereinafter referred to as “HEV mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source.

  Further, the “HEV mode” has three traveling modes of “engine traveling mode”, “motor assist traveling mode”, and “traveling power generation mode”. In the “engine running mode”, only the engine E is used as a power source, and in the “motor assist running mode”, the drive wheels RR and RL are driven using both the engine E and the motor M as power sources. In the “traveling power generation mode”, the driving wheels RR and RL are driven using the engine E as a power source during constant speed operation or acceleration operation, and at the same time, the motor M is caused to function as a generator using the power of the engine E. During deceleration operation, braking energy is regenerated and electric power is generated by the motor M, which is used for charging the battery 4.

(Control system configuration)
Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the control system includes an engine controller 1, a motor controller 2, a first clutch controller 5, an AT controller 7, a brake connected to each other via a CAN communication line 11 capable of exchanging information. It has a controller 9 and an integrated controller 10.

  The engine controller 1 receives an input of the engine speed Ne from the engine speed sensor 12 and issues a command for controlling the engine operating point (engine speed Ne, engine torque Te) in accordance with a target engine torque command or the like from the integrated controller 10. Calculate and output to engine E (eg throttle valve actuator). The engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 receives information input from the motor rotation sensor 13 and calculates a command for controlling the motor operating point (motor rotation speed Nm, motor torque Tm) according to the target motor torque command from the integrated controller 10. Output to inverter 3. The motor M is controlled by applying the three-phase alternating current generated by the inverter 3 to the stator coil. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4 and uses the battery SOC information for controlling the motor M. The motor rotation speed Nm and the battery SOC are supplied to the integrated controller 10 via the CAN communication line 11.

  The first clutch controller 5 calculates a hydraulic command for controlling the engagement / release of the first clutch CL1 in accordance with the first clutch control command (target engagement capacity TCL1 *) from the integrated controller 10, and within the AT hydraulic control valve. To the first clutch hydraulic unit 6. Engagement / release (engagement capacity) of the first clutch CL1 is controlled by the control oil pressure generated by the first clutch oil pressure unit 6.

  The AT controller 7 receives an input of an accelerator opening APO (accelerator pedal operation amount) detected by the accelerator opening sensor 16 and detection signals of the range position sensor 18 and the manual mode switch 19, and a transmission output rotation sensor. The vehicle speed VSP is calculated based on the information from 17. The accelerator opening APO, the vehicle speed VSP, the transmission output speed Nout, and the detection signals of the range position sensor 1 and the 8 manual mode switch 19 are supplied to the integrated controller 10 via the CAN communication line 11.

  When the detection signal of the manual mode switch 19 is OFF and the automatic shift control is selected, the AT controller 7 sets the target shift speed according to a preset shift schedule and is sent from the integrated controller 10 The solenoid valve in the automatic transmission AT is driven and controlled so as to achieve the target engagement capacity of each engagement element in the automatic transmission AT (automatic transmission process). In this shift schedule, a target gear stage is determined in advance based on the vehicle speed VSP and the accelerator opening APO, and an upshift line, a downshift line, and the like are set.

  When the detection signal of the manual mode switch 19 is on and the manual shift control (M range) is selected, the target shift stage is set according to the range position (shift up +, shift down−) of the select lever 31. Then, the solenoid valve in the automatic transmission AT is driven and controlled so as to achieve the target fastening capacity of each fastening element in the automatic transmission AT sent from the integrated controller 10 (manual shift processing). Note that, when switching from automatic shift control to manual shift control, or when switching from manual shift control to automatic shift control, the shift is executed in accordance with shift transition control described later of the integrated controller 10. Switching between these shift controls is determined based on a detection signal from the manual mode switch 19.

  In addition, the AT controller 7 calculates a hydraulic command for controlling the engagement / release of the second clutch CL2 in accordance with the second clutch control command (target engagement capacity TCL2 *) from the integrated controller 10, and within the AT hydraulic control valve. To the second clutch hydraulic unit 8. The control oil pressure generated by the second clutch hydraulic unit 8 controls the engagement / release (engagement capacity) of the second clutch CL2, including slip engagement and slip release.

  The brake controller 9 receives information input from the wheel speed sensor 19 that detects the wheel speed of the four wheels and the brake stroke sensor 20, and for example, at the time of brake depression braking, the brake controller 9 regenerates the required braking force calculated from the brake stroke BS. When power alone is insufficient, regenerative cooperative brake control is performed based on a regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by mechanical braking force (hydraulic braking force or motor braking force).

  The integrated controller 10 manages the energy consumption of the entire vehicle and has the function of running the vehicle with the highest efficiency. The integrated controller 10 receives information via the CAN communication line 11 and receives the engine E, the motor M, and the automatic transmission AT. And the engagement / release control of the first and second clutches CL1 and CL2. Hereinafter, the content of the control calculated in each part of the integrated controller 10 will be described.

The target driving force calculation unit calculates a target driving force tFoO of the vehicle from the accelerator opening APO and the vehicle speed VSP using a predetermined target driving force map.
The travel mode selection processing unit calculates a target travel mode from the travel state (accelerator opening APO and vehicle speed VSP) using a predetermined travel mode selection map. However, if the battery SOC is less than or equal to a predetermined value, the HEV mode is forcibly set to the target travel mode.
The target charge / discharge amount calculation unit calculates a target charge / discharge power tP based on the battery SOC using a predetermined target charge / discharge amount map.

  The engine control unit calculates a target engine torque Te * based on the target driving force tFoO and outputs it to the engine controller 1 to control the operation of the engine E.

The motor control unit calculates a target motor torque Tm * and a target motor rotation speed Nm * based on the target driving force tFoO and outputs them to the motor controller 2 to control the operation of the motor M. There are two control modes for motor control: torque control and rotational speed control.
In the motor torque control, the motor torque is controlled so that the estimated motor torque Tm becomes the target motor torque Tm *. In EV mode, motor torque control is performed.
In the motor speed control, the target motor speed Nm * is set based on the input speed of the second clutch CL2 (motor side) obtained by adding a predetermined slip amount to the output speed of the second clutch CL2 (drive wheel side) The motor torque is controlled so that the detected motor rotation speed Nm becomes the target motor rotation speed Nm *. At this time, a target motor torque Tm * slightly larger than the target driving force tFoO and the engagement capacity TCL2 is automatically set.

  The shift control unit calculates a target engagement capacity of each engagement element in the automatic transmission AT during the shift so as to realize the target drive force tFoO, and outputs the target engagement capacity to the AT controller 7. In addition, when a shift from automatic shift control to manual shift control or a switch from manual shift control to automatic shift control is detected, a shift shift control described later is executed, and a shift control command ( Shift down request).

  The clutch control unit calculates the target engagement capacity TCL1 * of the first clutch CL1 and outputs it to the first clutch controller 5 to switch between the EV mode and the HEV mode. Further, the target engagement capacity TCL2 * of the second clutch CL2 is calculated based on the target driving force tFoO, and this is output to the shift control unit to control the engagement capacity TCL2.

  When the target driving mode is switched from the EV mode to the HEV mode and an engine start request is made, the engine start control unit transmits the motor torque Tm to the engine E to increase the engine E rotation speed. A control command is output to set the target engagement capacity TCL1 * within the semi-engagement region, and the slip control of the first clutch CL1 is performed. When the fastening capacity TCL1 is generated, the engine output shaft A1 is rotated, the engine speed Ne is increased from 0 rpm, and the engine E is cranked. When the predetermined condition is satisfied, the engine is ignited and the engine E starts to rotate independently. When it is confirmed that the engine speed Ne has reached a value indicating self-sustained rotation, a control command is output to the clutch control unit, and the target engagement capacity TCL1 * is increased to a maximum value TCL1max at a constant rate. As a result, the first clutch CL1 is completely engaged, and the engine start is completed.

  During the engine start, a control command is output to the motor control unit, and the control mode of the motor M is switched from torque control to rotation speed control. Further, a control command is output to the clutch control unit, the engagement capacity TCL2 is set based on the target driving force tFoO, and the second clutch CL2 is slip-controlled. Excessive slip of the second clutch CL2 is prevented by controlling the motor speed.

  Further, when the load (engine cranking torque) acting on the motor M when the engagement capacity TCL1 of the first clutch CL1 is increased, the torque output from the motor M to the second clutch CL2 and the motor rotation speed Nm are temporarily reduced. Decline. However, the high target motor torque Tm * is automatically reset by the motor rotation speed control so as to increase the decreased rotation speed. Therefore, the driving force required for traveling the vehicle does not decrease, and torque equivalent to the fastening capacity TCL2 is reliably output to the driving wheels RR and RL. Therefore, while achieving the target driving force tFoO, it is possible to prevent the torque larger than the fastening capacity TCL2 from being output to the driving wheels RR and RL, thereby achieving stable running or smooth starting.

  When the engine start is completed, the control is again switched from the rotational speed control of the motor M to the torque control, and the second clutch CL2 is completely engaged. Note that when switching from the HEV mode to the EV mode, the first clutch CL1 is released and the engine E is stopped. In the meantime, the control commands (TCL1 *, TCL2 *) of the first and second clutches CL1, CL2 are calculated so that the target driving force tFoO is realized.

(Shift control)
Hereinafter, the flow of the shift shift control executed in the integrated controller 10 will be described based on the flowcharts of FIGS.

FIG. 2 is a flowchart for determining whether or not to perform shift transition control by detecting switching from automatic shift control to manual shift control or switching from manual shift control to automatic shift control.
In step S1, the vehicle speed VSP and the accelerator opening APO for automatic shift control, the detection signal of the manual mode switch 19 and the range position sensor 18 used for shift control switching determination, and the engine speed Ne are read. Thereafter, the process proceeds to S2.

  In S2, it is determined whether or not the detection signal of the manual mode switch 19 is ON, that is, whether or not the select lever 31 is in the M range (manual transmission path 33) and is switched to manual transmission control. If it is the M range, the process proceeds to S3. If it is not the M range, the process proceeds to S5.

  In S3, based on the previous value detected by the manual mode switch 19, it is determined whether or not the previous shift control was an automatic shift control. If it is automatic shift control, that is, if it is switched to manual shift control this time, it shifts to manual shift transition control. If it is not automatic shift control, that is, if manual shift control has been performed last time, the process proceeds to S4 and the manual shift control is continued.

  In S5, as in S3, it is determined whether or not the previous shift control was an automatic shift control. If automatic shift control has been performed last time, the process proceeds to S6 and the automatic shift control is continued. If it is not automatic shift control, that is, if it is switched to automatic shift control this time, the process shifts to automatic shift control.

FIG. 3 is a flowchart showing the flow of manual shift transition control.
In S101, switching to manual shift control is performed, and the process proceeds to S102.
In S102, the current travel mode is determined based on the target travel mode and the like. If it is in the EV mode, the process proceeds to S103, and if it is in the HEV mode, the process proceeds to S105.

  In S103, it is determined whether or not a shift up is in progress. If upshifting is in progress, S103 is repeated and the process waits until the upshifting is completed. If the shift is not in progress, the process proceeds to S104. It is noted that the shift-up here is whether it is before shifting to manual shift control (during automatic shift control) or after shifting to manual shift control. Whether the upshifting is in progress can be determined based on a flag that is set when the upshifting control starts and reset when the upshifting control ends.

  In S104, HEV mode transition processing is performed. The HEV mode transition process is a process for issuing an engine start request, engaging the first clutch CL1, and transitioning from the EV mode to the HEV mode. Specifically, the engagement capacity TCL2 of the second clutch CL2 is controlled so as to generate a differential rotation between the input rotation and the output rotation of the second clutch CL2, and when the differential rotation (slip) of the second clutch occurs, the first clutch The engagement capacity TCL1 of CL1 is increased and the engagement of the first clutch CL1 is started. As a result, the engine speed Ne is increased, and fuel is injected and ignited when the engine speed exceeds the initial explosion possible speed. Thereafter, the second clutch CL2 is completely engaged again, and the vehicle travels with the engine E, the motor M, and the automatic transmission AT being directly connected. Therefore, in the manual shift control, the traveling mode is fixed to the HEV mode.

  In S105, a downshift request is issued simultaneously with the HEV mode transition process, and the shift stage is shifted down by one stage. If downshifting is already in progress, the downshift is continued. Thereafter, the gear is shifted to the gear selected by the select lever 31 (normal manual shift control is executed). Thereby, the manual shift transition control flow is terminated.

FIG. 4 is a flowchart showing the flow of automatic shift transition control.
In S201, switching to automatic shift control is performed, and the process proceeds to S202. After switching to the automatic shift control, a shift up / down request is issued according to the shift schedule, and the shift is performed accordingly.
In S202, it is determined whether or not the target travel mode has transitioned from the HEV mode to the EV mode. If the condition for transition to the EV mode is satisfied, the process proceeds to S203, and if not satisfied, this control flow is terminated and the HEV mode is continued.

  In S203, it is determined whether or not an upshift request has been issued. If an upshift request has been issued, the process proceeds to S204, and if not, the process proceeds to S205. Note that the shift-up request referred to here may be issued before shifting to automatic shift control (during manual shift control) or issued after shifting to automatic shift control.

  In S204, it is determined whether or not the engine speed Ne is equal to or less than a predetermined value Ne0. If greater than Ne0, repeat S204 and wait until Ne0 or less. If Ne0 or less, the process proceeds to S205. Ne0 is set to, for example, the engine speed Ne corresponding to the gear stage after the upshift, and can be calculated based on the vehicle speed VSP and the target gear stage.

  In S205, EV mode transition processing is performed. The EV mode transition processing is processing for issuing an engine stop request, releasing the first clutch CL1, and transitioning from the HEV mode to the EV mode. Specifically, the first clutch CL1 is released to disconnect the engine E from the motor M and the automatic transmission AT so that the vehicle can run with the driving force of only the motor M. Thereby, the automatic shift transition control flow is terminated.

[Effect of Example 1]
The control device for a hybrid vehicle according to the first embodiment can obtain the following effects.

  (1) Engine M and motor M as a power source, automatic transmission AT that shifts power from the power source (engine M, motor M) and transmits it to drive wheels RL, RR, and shift of automatic transmission AT A shift control switching means (select device 30) for switching between a manual shift control that switches the stage according to the operation of the select lever 31 and an automatic shift control that switches automatically according to the running state of the vehicle, according to the driver's selection; Travel mode switching means (travel mode selection processing unit, engine start control unit) that switches between the EV mode that travels using only the driving force of the motor M and the HEV mode that travels using at least the driving force of the engine E according to the travel state ) And manual shift transition control means (S101 to 105) for starting the engine E and shifting down when the automatic shift control is switched to the manual shift control while traveling in the EV mode. When switching from manual shift control to automatic shift control while driving in HEV mode, when there is a shift-up request, if the condition for transition to EV mode is met and the engine speed Ne is equal to or less than the predetermined value Ne0, EV And automatic shift transition control means (S201 to 205) for transitioning to the mode.

  Therefore, when the automatic shift control is switched to the manual shift control while traveling in the EV mode, the driver requests that the engine E is started and downshifted by the manual shift transition control means (S101 to S105). Acceleration responsiveness to achieve Also, when switching from manual shift control to automatic shift control while driving in HEV mode, if there is a shift-up request by the automatic shift transition control means (S201 to 205), the transition condition to EV mode is satisfied. When the engine speed Ne becomes equal to or less than the predetermined value Ne0, the EV mode is entered.

In other words, since the upshift is a shift in a direction that reduces the engine speed Ne, the engine E is rotated at a high speed by releasing the first clutch CL1 after the engine speed Ne has sufficiently decreased due to the execution of the upshift. It is possible to avoid stopping the engine E and releasing the first clutch Cl1 in the state of (and high torque). Therefore, sudden changes in energy (torque) when the engine E is stopped and when the first clutch CL1 is released can be prevented and the shock can be reduced, so that the drivability can be improved.
Here, when the predetermined value Ne0 is set, for example, in the vicinity of the engine speed Ne corresponding to the gear position after the up-shifting, Ne can be lowered to near the minimum value possible at the gear speed and the vehicle speed. Furthermore, shock can be reduced.

  On the other hand, the downshift is a shift in a direction that increases the engine speed Ne. For this reason, when switching from manual shift control to automatic shift control while driving in HEV mode, when the condition for transition to EV mode is satisfied, if there is a downshift request, it is determined that the engine speed Ne is decreased. Immediately, the first clutch CL1 is released and the EV mode is entered. As a result, the driver's demand for acceleration response can be met.

  (2) When shifting from automatic shift control to manual shift control during traveling in the EV mode, the manual shift transition control means prohibits engine start when shifting up, and turns engine E off after shifting up. Start up and downshift (S103).

  That is, during the upshift, the motor torque Tm is reduced to change the speed. When the first clutch CL1 is engaged in this state, the second clutch is moved from the motor M by the amount of cranking torque required for engine start. The torque output to CL2 further decreases. For this reason, the torque transmitted to the drive wheels RL and RR is temporarily insufficient (until the target motor torque Tm * is reset to a high value by the motor rotation speed control), and a feeling of torque loss may occur. There is a risk that the driver may feel uncomfortable because an appropriate shift speed cannot be obtained. Accordingly, during the upshifting, the engine start is prohibited to prevent the above-mentioned uncomfortable feeling, and after the upshifting is completed, the engine E is started and the downshift is performed. Thereby, drivability can be improved.

  On the other hand, since shifting is executed by increasing the motor torque Tm during downshifting, there is little possibility that the above-mentioned uncomfortable feeling will occur even when the first clutch CL1 is engaged. Therefore, when switching from automatic shift control to manual shift control while driving in EV mode, if the vehicle is downshifting, the downshift is continued and the engine E is started so that the driver's acceleration response Can meet the demands of

(3) The starting control method for the engine E is that the engine E is cranked by slip-engaging the first clutch CL1 interposed between the engine E and the motor M, and the motor M and the drive wheels RL, RR The first step of slip-engaging the second clutch CL2 interposed between the first clutch CL1 and the engine E starts self-sustaining rotation, and the first clutch CL1 and the second clutch CL2 are completely fastened to complete the start of the engine E. And a second step.
Therefore, while achieving the target driving force tFoO, it is possible to prevent the torque exceeding the engagement capacity TCL2 of the second clutch CL2 from being output to the driving wheels RR and RL, thereby achieving stable running or smooth starting. .

  The hybrid vehicle control device of the second embodiment is different from the first embodiment in the content of manual shift shift control. Other configurations of the drive system / control system of the hybrid vehicle, automatic shift shift control, and other controls are the same as those in the first embodiment.

FIG. 5 shows the flow of manual shift transition control executed in the integrated controller of the second embodiment.
In step S301, switching to manual shift processing is performed, and the flow proceeds to S302.
In S302, if the current travel mode is the EV mode, the process proceeds to S303, and if the current travel mode is the HEV mode, the process proceeds to S308.

In S303, the timer is counted, and the process proceeds to S304. Specifically, the count value is incremented from 0 and incremented by 1 each time S303 is executed.
In S304, it is determined whether or not the count value (timer time) of the timer has become larger than an arbitrary specified value. If it is less than the specified value, S303 is repeated and the count value is added. If it exceeds the specified value, the process proceeds to S305. The specified value is a time required for the driver to depress the accelerator pedal AP, and may be set to about 1 second, for example.

  In S305, it is determined whether or not the accelerator opening APO is equal to or greater than a predetermined value APO1. If it is APO1 or more, the process proceeds to S306, and if it is less than APO1, the process proceeds to S309. The predetermined value APO1 is set to such an opening that it is determined that the driver's intention to accelerate is large enough to start the engine E and shift down.

In S306, HEV mode transition processing is performed, and the process proceeds to S307.
In S307, a downshift request is issued simultaneously with the HEV mode transition process, and the shift stage is shifted down by one stage. If downshifting is already in progress, the downshift is continued. Thereafter, the gear is shifted to the gear selected by the select lever 31 (normal manual shift control is executed). Thereby, the manual shift transition control flow is terminated.

  S308 is the same as S307, and a shift down request is issued to shift down, or after the shift down is continued, the manual shift transition control flow ends.

In S309, HEV mode transition processing is performed, and the process proceeds to S310.
In S310, it is determined whether or not the HEV mode transition process is completed. If not completed, repeat S310 and wait for completion. If completed, go to S311. S311 is the same as S308.

[Effect of Example 2]
(3) The motor M is for starting the engine and driving the vehicle, and includes accelerator operation amount detection means (accelerator opening sensor 16) for detecting the operation amount (accelerator opening APO) of the accelerator operation member (accelerator pedal AP). When manual shift control is switched from automatic shift control to manual shift control during traveling in EV mode, the manual shift transition control means starts engine E and shifts down when the detected APO is greater than or equal to a predetermined value APO1. When the detected APO is less than APO1, downshifting is performed after the engine start is completed (S301 to 311).

  That is, when the engine E is started by the power of the motor M and the power of the motor M is transmitted to the drive wheels RL and RR via the automatic transmission AT, when the downshift is performed before the engine start, As the motor rotation speed Nm on the input side of the automatic transmission increases, the differential rotation between the engine E and the motor M increases, and it becomes difficult to reduce the shock when starting the engine. In addition, there are cases where it is possible to improve drivability by starting the engine first, and it is not necessary to perform downshifting with engine startup in all situations, such as when switching to manual shift control with low load traveling.

  Therefore, when the detected accelerator opening APO is equal to or smaller than the predetermined value APO1, it is determined that the intention to accelerate is small, and the engine is started before the downshift. Thereby, engine start shock can be reduced and drivability can be improved. On the other hand, when APO is larger than APO1, it is determined that the intention of acceleration is large, and the engine is started and downshifted. Thereby, it is possible to meet the acceleration response required by the driver.

  It should be noted that the driver's intention to accelerate can be accurately reflected in S305 by determining the magnitude of the accelerator opening APO when the timer time exceeds the specified value.

  In the hybrid vehicle of the third embodiment, a paddle shift 40 is provided separately from the select lever 31 as manual transmission means for manually switching the gear position of the automatic transmission AT when operated by the driver.

  As shown in FIG. 6, the paddle shift 40 is installed on the back side (front of the vehicle) of the steering wheel SW, and has a right paddle 41 and a left paddle 42. For example, when the right paddle 41 is pulled forward, the shift is up, and when the left paddle 42 is pulled, the shift is down. As described above, the manual shift control is shifted to the manual shift control only by the operation of the paddle shift 40 without releasing the steering wheel SW without operating the select lever 31 (without changing the shift control). It can be carried out. When the paddle shift operation is performed during traveling in the automatic shift control mode, the shift to the automatic shift control is automatically performed, and then the automatic shift control is restored by operating the select lever. It is also possible to automatically return to automatic shift control by detecting the running state, paddle shift operation or accelerator opening APO.

As a manual transmission means other than the select lever 31, instead of the paddle shift 40, for example, a shift switch that can be shifted up and down by pressing the “+” and “−” buttons is provided on the steering wheel SW. Also good.
The other drive system and control system configurations of the hybrid vehicle are the same as those in the first embodiment.

  FIG. 7 is a flowchart for determining whether or not the integrated controller of the third embodiment performs the shift shift control by detecting the shift control shift. Since S11 to S15 are the same as S1 to S5 of the first embodiment, description thereof is omitted.

  In S16, it is determined whether or not the speed change means (paddle shift 40) other than the select lever 31 is operated while the automatic speed change control is continued. When operated, the control shifts to D range manual shift shift control. If it is not operated, the process proceeds to S17 and the automatic shift control is continued. The “D range” here means that the select lever 31 is not in the M range but in any range of the automatic transmission path 32 (including not only D but also second 2, first 1, etc.) during paddle shift operation. This means that it is not limited to the case where the D range was actually selected.

FIG. 8 shows the flow of D range manual shift control.
In S401, switching to manual shift control is performed, and the process proceeds to S402.
In S402, it is determined whether the current EV mode or HEV mode. In the case of the EV mode, the process proceeds to S403, and in the case of the HEV mode, the process proceeds to S407.

  In S403, it is determined whether or not the operation of the paddle shift 40 is a downshift. In the case of a downshift operation, the process proceeds to S404. If it is not a shift-down operation (if it is a shift-up operation), the process proceeds to S406, and an upshift request is issued and an upshift is performed without starting the engine. If the upshift is already in progress, the upshift is continued. Thereafter, the gear is shifted to the gear selected by the paddle shift 40 (manual shift control by the paddle shift 40 is executed).

In S404, HEV mode transition processing is performed.
In S405, a downshift request is issued, and downshifting is performed simultaneously with engine start (HEV mode transition processing). If downshifting is already in progress, the downshift is continued. Thereafter, the gear is shifted to the gear selected by the paddle shift 40 (manual shift control by the paddle shift 40 is executed). Thereby, the D range manual shift transition control flow is completed.

  In S407, it is determined whether or not it is a downshift operation, a shift request corresponding to each of the downshift operation and the upshift operation is issued, and a shift is made to the gear position selected by the paddle shift 40 (S408, S409).

  Note that the flow of automatic shift control and its operational effects are the same as those in the first embodiment (FIG. 4), and the flow of manual shift control and its operational effects are the same as those in the first embodiment (FIG. 3) or the second embodiment (FIG. 5). ).

(Effect of Example 3)
(4) Provided separately from the select lever 31, manual transmission means (paddle shift 40) for switching the gear position of the automatic transmission AT according to the driver's operation, and automatic transmission control are selected, and the vehicle travels in the EV mode. When the manual transmission means is operated, the second (D range) manual shift transition control means (S16, S401 to 406) which starts the engine E and shifts to the operated gear position, and the automatic shift transition control Means (S201 to 205).

Therefore, when the automatic transmission control is selected and the manual transmission means is operated while traveling in the EV mode, the engine E is started and operated by the D range manual transmission transition control means (S16, S401 to 406). By shifting to a different gear position, the acceleration response required by the driver can be realized. In addition, the same effect as the above (1) of the first embodiment can be obtained.
In the third embodiment, when the upshifting operation is performed, the engine E is not started (S403 → S406). However, the improvement of the acceleration response is prioritized over the reduction of the engine starting shock, and the upshifting operation is performed. In such a case, the engine E may be started.

  (5) The second (D range) manual shift transition control means is configured such that when automatic shift control is selected and the manual shift means (paddle shift 40) is operated to the upshift side while traveling in the EV mode, When shifting up to the operated gear stage without starting E and manual shifting means is operated to the downshift side, the engine E is started and shifted down to the operated gear stage (S16, S401 to 406).

  That is, when the manual transmission means is operated to the upshift side, the driver's intention to shift up is clear, and the acceleration response required by the driver is relatively small. Therefore, in this case, by starting up the engine E without starting up the engine E, it is possible to suppress unnecessary engine start-up while realizing the driver's intention. Accordingly, the engine start shock can be reduced and the drivability can be improved.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention has been demonstrated based on Examples 1-3, it is not restricted to Examples 1-3 about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention.

  For example, in Examples 1 to 3, a wet multi-plate clutch is used as the first clutch CL1, but a dry or single-plate clutch may be used. In addition, the example in which the clutch incorporated in the automatic transmission AT is used as the second clutch CL2 has been shown, but between the motor M and the automatic transmission AT, and between the automatic transmission AT and the drive wheels RR and RL. In addition, a second clutch CL2 may be additionally provided. In this case, the second clutch CL2 may be wet or dry, and may be a multi-plate type or a single plate type. When the clutch (or brake) incorporated in the automatic transmission AT is used as the second clutch CL2, it is not necessary to provide a new fastening element separately, and cost reduction can be achieved. On the other hand, when the second clutch CL2 is newly provided outside the automatic transmission AT, it can be optimized for improving the controllability and durability of the slip control.

  In the first to third embodiments, a stepped type is shown as the automatic transmission AT. However, a belt type or toroidal type continuously variable automatic transmission may be used.

1 is an overall system diagram illustrating a hybrid vehicle to which a control device according to a first embodiment is applied. 3 shows a flow of control for determining whether or not to perform shift transition control in the first embodiment. The flow of the manual shift transition control of Example 1 is shown. The flow of the automatic transmission shift control of Examples 1-3 is shown. The flow of the manual gear shift transition control of Example 2 is shown. 10 shows manual transmission means (paddle shift) according to a third embodiment. 9 shows a control flow for determining whether or not to perform shift transition control in the third embodiment. The flow of D range manual gear shift control of Example 3 is shown.

Explanation of symbols

10 Integrated Controller 30 Select Device 31 Select Lever
E engine
M motor
AT automatic transmission
RL, RR Rear wheel (drive wheel)

Claims (6)

An engine and a motor as a power source;
An automatic transmission that shifts power from the power source and transmits the power to drive wheels;
A shift control switching means for switching between a manual shift control for switching the shift stage of the automatic transmission according to an operation of a select lever and an automatic shift control for automatically switching according to a driving state of the vehicle, according to a driver's selection;
Driving mode switching means for switching between a motor-using traveling mode that travels using only the driving force of the motor and an engine-using traveling mode that travels using at least the driving force of the engine according to the traveling state;
Manual shift control means for starting down the engine and shifting down when the automatic shift control is switched to the manual shift control while traveling in the motor-using travel mode;
When switching from manual shift control to automatic shift control while traveling in engine use travel mode, when there is a shift-up request, the condition for transition to motor use travel mode is satisfied, and the engine speed is below a predetermined value Then, automatic shift transition control means for transitioning to the motor use travel mode,
A control apparatus for a hybrid vehicle, comprising: An engine and a motor as a power source;
An automatic transmission that shifts power from the power source and transmits the power to drive wheels;
A shift control switching means for switching between a manual shift control for switching the shift stage of the automatic transmission according to an operation of a select lever and an automatic shift control for automatically switching according to a driving state of the vehicle, according to a driver's selection;
Manual transmission means provided separately from the select lever, and for switching the gear position of the automatic transmission according to the operation of the driver;
Driving mode switching means for switching between a motor-using traveling mode that travels using only the driving force of the motor and an engine-using traveling mode that travels using at least the driving force of the engine according to the traveling state;
A second manual shift transition control means for starting the engine and shifting to the operated shift stage when the automatic shift control is selected and the manual shift means is operated while traveling in the motor use travel mode;
When switching from manual shift control to automatic shift control while traveling in engine use travel mode, when there is a shift-up request, the condition for transition to motor use travel mode is satisfied, and the engine speed is below a predetermined value Then, automatic shift transition control means for transitioning to the motor use travel mode,
A control apparatus for a hybrid vehicle, comprising: The second manual shift transition control means is configured to start the operation without starting the engine when the automatic shift control is selected and the manual shift means is operated to the upshift side while traveling in the motor-using travel mode. The up-shifting to the operated gear position, and when the manual transmission means is operated to the down-shifting side, the engine is started and the downshift is performed to the operated gear position. Control device for hybrid vehicle. The manual shift transition control means prohibits starting of the engine when the shift is being shifted up when the automatic shift control is switched to the manual shift control while traveling in the motor use travel mode. The hybrid vehicle control device according to claim 1 , wherein the engine is started and downshifted. The motor is for starting the engine and driving the vehicle;
Accelerator operation amount detection means for detecting the operation amount of the accelerator operation member,
The manual shift transition control means starts the engine and shifts when the detected accelerator operation amount is a predetermined value or more when the automatic shift control is switched to the manual shift control while traveling in the motor use travel mode. performs down, when the accelerator operation amount detected is less than a predetermined value, the control apparatus for a hybrid vehicle according to claim 1, characterized in that the downshift after the engine start has been completed.

The engine is cranked by slip fastening a first fastening element interposed between the engine and the motor, and a second fastening element interposed between the motor and the driving wheel is provided. A first step for slip fastening;
When the engine starts self-rotating, a second step of completely starting the engine by completely fastening the first fastening element and the second fastening element;
The engine start control method applied to the hybrid vehicle control device according to any one of claims 1 to 5.

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