JP5251484B2 - 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.

The technique of patent document 1 is disclosed as a hybrid vehicle. In this publication, in a hybrid vehicle in which engine power is transmitted to wheels via a transmission, the vehicle speed is set to a reference vehicle speed or less in order to suppress the occurrence of forced engine stop (hereinafter referred to as engine stall). As a condition, the engine is automatically stopped. At this time, the engine is automatically stopped at an early timing when the vehicle is rapidly decelerated by changing the reference vehicle speed so as to increase with an increase in the deceleration of the vehicle.
JP 2006-161565 A

  However, the hybrid vehicle described in Patent Document 1 has a problem in that the required driving force cannot be achieved if the engine stops when the vehicle is further decelerated after suddenly decelerating. there were. In addition, there is a problem that the gear stage of the automatic transmission may be different from the gear stage suitable for the vehicle speed after deceleration and the required driving force at the time of reacceleration.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a control device for a hybrid vehicle that can achieve a gear stage suitable for the vehicle speed and the required driving force even when the vehicle is suddenly decelerated. To do.

In order to achieve the above object, according to the present invention, when a predetermined time has elapsed after releasing the first fastening element between the power source and the drive wheel during sudden deceleration , all the fastening elements of the automatic transmission are turned on. After releasing the gear, the gear is changed to the gear required by the gear shift requesting means.

  As a result, it is possible to achieve a gear position according to the running state while preventing engine stall.

  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.

  First, the drive system configuration of the hybrid vehicle will be described. FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the engine start control device of the first embodiment is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, It has a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). FL is the front left wheel and FR is the front right wheel.

  The engine E is, for example, a gasoline engine, and the valve opening degree of the throttle valve and the like are controlled based on a control command from the engine controller 1 described later. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Actuated by hydraulic pressure, and fastening / release including slip fastening is controlled.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The fastening / release including slip fastening is controlled by the control hydraulic pressure.

  The automatic transmission AT is a transmission that automatically switches the stepped gear ratio such as 5 forward speeds, 1 reverse speed, etc. according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is newly added as a dedicated clutch However, some frictional engagement elements are used among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT.

  The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR as vehicle drive shafts. The first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has three travel modes according to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter abbreviated as “EV travel mode”) as a motor use travel mode that travels using only the power of the motor generator MG as a power source with the first clutch CL1 opened. It is. The second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. The third travel mode is an abbreviated engine use slip travel mode (hereinafter referred to as “WSC travel mode”) in which the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged and the engine E is included in the power source. ). This mode is a mode in which creep running can be achieved particularly when the battery SOC is low or the engine water temperature is low. When transitioning from the EV travel mode to the HEV travel mode, the first clutch CL1 is engaged and the engine is started using the torque of the motor generator MG.

  The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”. In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor assist travel mode”, the drive wheels are moved by using the engine E and the motor generator MG as power sources. The “running power generation mode” causes the motor generator MG to function as a generator at the same time as the drive wheels RR and RL are moved using the engine E as a power source.

  During constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, the braking energy is regenerated and generated by the motor generator MG and used for charging the battery 4. Further, as a further mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.

  Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the hybrid vehicle control system according to the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. The AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. Has been.

  The engine controller 1 inputs the engine speed information from the engine speed sensor 12, and controls the engine operating point (Ne: engine speed, Te: engine torque) according to the target engine torque command from the integrated controller 10, etc. For example, to a throttle valve actuator (not shown). Information such as the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and according to a target motor generator torque command from the integrated controller 10 or the like, the motor operating point (Nm: motor generator) of the motor generator MG. A command for controlling the rotation speed (Tm: motor generator torque) is output to the inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4. The battery SOC information is used as control information for the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. Is done.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and according to the first clutch control command from the integrated controller 10, the first clutch CL1 is engaged / released. A command to control is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, the second clutch hydraulic pressure sensor 18, and an inhibitor switch that outputs a signal corresponding to the position of the shift lever operated by the driver. 10 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve in response to the second clutch control command from 10. Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, braking is performed with respect to the required braking force obtained from the brake stroke BS. When the braking force alone is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking force (braking force by the friction brake).

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 detects the motor rotational speed Nm, and the second clutch output rotational speed N2out. A second clutch output speed sensor 22 for detecting the second clutch, a second clutch torque sensor 23 for detecting the second clutch transmission torque capacity TCL2, a brake hydraulic pressure sensor 24, and a temperature sensor 10a for detecting the temperature of the second clutch CL2. The information from the G sensor 10b for detecting the longitudinal acceleration and the information obtained through the CAN communication line 11 are input. The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.

  Below, the control calculated by the integrated controller 10 of Example 1 is demonstrated using the block diagram shown in FIG. For example, this calculation is performed by the integrated controller 10 every control cycle of 10 msec. The integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG. The mode selection unit 200 selects a target mode based on the mode map. FIG. 5 shows a mode map. The mode map has an EV travel mode, a WSC travel mode, and an HEV travel mode, and calculates the target mode from the accelerator pedal opening APO and the vehicle speed VSP. However, even if the EV travel mode is selected, if the battery SOC is equal to or lower than the predetermined value, the “HEV travel mode” or the “WSC travel mode” is forcibly set as the target mode. The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG. In the target charge / discharge amount map, the EVON line for permitting or prohibiting the EV travel mode is set to SOC = 50%, and the EVOFF line is set to SOC = 35%.

  The operating point command unit 400 uses the accelerator pedal opening APO, the target driving force tFoO, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque. And a target motor generator torque, a target second clutch engagement capacity, a target gear position of the automatic transmission AT, and a first clutch solenoid current command which is a transmission torque capacity command of the first clutch CL1. Further, the operating point command unit 400 is provided with an engine start control unit 401 that starts the engine E when the EV travel mode is changed to the HEV travel mode.

  The operating point command unit 400 determines whether or not sudden deceleration has occurred in the drive wheels (RR and RL wheels in the embodiment). If it is determined that sudden deceleration has occurred, the sudden deceleration determination flag is turned on. Has sudden deceleration determination means 402 for turning off the rapid deceleration determination flag. When the sudden deceleration determination means 402 determines that the vehicle is suddenly decelerated, the release command unit 403 that sets the target transmission torque capacity of the second clutch CL2 to 0 (commands CL2 to release), and determines that it is suddenly decelerated. And a timer 403 that continuously counts up from the determined timing to a predetermined time. Further, after a predetermined time set in advance by the timer 403 has elapsed, the second clutch CL2 is released with respect to a shift control unit 500, which will be described later, and the target is based on the count time of the timer and the rotational speed of the drive wheels. A sudden deceleration gear shift command unit 404 (rapid deceleration gear shifting means) that requests a fastening command to a fastening element that achieves a gear position is provided.

  The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch engagement capacity and the target shift speed according to the shift schedule shown in the shift map. FIG. 8 is a diagram illustrating a shift map of the first embodiment. In the shift map, a target gear position is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO. The solid line in FIG. 8 is the upshift line, the dotted line is the downshift line, and the gear position is appropriately determined according to the movement of the operating point determined by the current vehicle speed and the accelerator pedal opening.

  FIG. 6 is a skeleton diagram showing the configuration of the automatic transmission AT mounted in the first embodiment. Next, the configuration of the automatic transmission will be described. From the input shaft Input side toward the axial output shaft Output side, the first planetary gear set GS1 (first planetary gear G1, second planetary gear G2), second planetary gear set GS2 (third planetary gear G3 and fourth planetary gear) Arranged in the order of G4). In addition, a plurality of clutches C1, C2, C3 and brakes B1, B2, B3, B4 are arranged as friction engagement elements. A plurality of one-way clutches F1 and F2 are arranged.

  The first planetary gear G1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1 and R1. The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 that meshes with both gears S2 and R2. The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3. The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 that meshes with both gears S4 and R4.

  The input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine Eg via the torque converter TC or the like. The output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the driving wheels via a final gear or the like not shown. The first connecting member M1 is a member that integrally connects the first ring gear R1, the second carrier PC2, and the fourth ring gear R4. The second connecting member M2 is a member that integrally connects the third ring gear R3 and the fourth carrier PC4. The third connecting member M3 (corresponding to the second rotating element described in the claims) is a member that integrally connects the first sun gear S1 and the second sun gear S2.

  The first planetary gear set GS1 is configured by connecting a first planetary gear G1 and a second planetary gear G2 by a first connecting member M1 and a third connecting member M3, and includes four rotating elements. The second planetary gear set GS2 is composed of five rotating elements in which the third planetary gear G3 and the fourth planetary gear G4 are connected by the second connecting member M2. The first planetary gear set GS1 has a torque input path that is input from the input shaft Input to the second ring gear R2. The torque input to the first planetary gear set GS1 is output from the first connecting member M1 to the second planetary gear set GS2. The second planetary gear set GS2 has a torque input path that is input from the input shaft Input to the second connecting member M2, and a torque input path that is input from the first connecting member M1 to the fourth ring gear R4. The torque input to the second planetary gear set GS2 is output from the third carrier PC3 to the output shaft Output.

  When the H & LR clutch C3 is released and the rotation speed of the fourth sun gear S4 is larger than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The input clutch C1 is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2. The direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The H & LR clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. A second one-way clutch F2 is arranged between the third sun gear S3 and the fourth sun gear. The front brake B1 is a brake that selectively stops the rotation of the first carrier PC1. The first one-way clutch F1 is disposed in parallel with the front brake B1. The low brake B2 is a brake that selectively stops the rotation of the third sun gear S3. The 2346 brake B3 is a brake that selectively stops the rotation of the third connecting member M3 (the first sun gear S1 and the second sun gear S2). The reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4.

  FIG. 7 is a diagram showing an engagement operation table for the seventh forward speed and the first reverse speed in the automatic transmission AT according to the first embodiment. In FIG. 7, ◯ represents engagement of the corresponding clutch or brake, and a blank represents release. Moreover, (◯) indicates that the engine is engaged only when the engine brake is applied. In the first embodiment, the engagement element in the automatic transmission AT is used as the second clutch CL2, and the engagement element surrounded by a thick solid line in FIG. 7 is the second clutch CL2. Specifically, the low brake B2 corresponds to the second clutch CL2 from the first speed to the third speed, and the H & LR clutch C3 corresponds to the second clutch CL2 from the fourth speed to the seventh speed.

[Transmission control process during sudden deceleration]
Next, the rapid deceleration shift control process will be described. FIG. 9 is a flowchart showing a shift control process during rapid deceleration.
In step S1, the rapid deceleration determination means 402 determines whether or not rapid deceleration has been performed during traveling in the HEV traveling mode. If it is determined that rapid deceleration has been performed, the rapid deceleration determination flag is turned on and the process proceeds to step S2. In other cases, the rapid deceleration flag is turned off and this step is repeated. The sudden deceleration determination means 402 may determine sudden deceleration based on, for example, a change in the vehicle speed sensor or the like. If a sensor for detecting longitudinal acceleration is provided, the rapid deceleration determination means 402 determines based on the sensor signal. Alternatively, the determination may be made using a brake operation amount or the like.

  In step S2, the release command unit 403 releases the second clutch CL2. As described above, the low brake B2 is released from the first to third gears, and the H & LR clutch C3 is released from the fourth to seventh gears. Thus, since the automatic transmission AT is in a neutral state, even if a wheel lock state is observed due to rapid deceleration, the engine E does not stop accordingly.

  In step S3, it is determined whether the count value of the timer 403 is within a predetermined time and the rapid deceleration determination flag is turned off. If it is turned off, no wheel lock state or the like has occurred. If it is determined that the locked state has been recovered, the process proceeds to step S4. Otherwise, it is determined that there is a possibility that the locked state continues continuously, and the process proceeds to step S6.

  In step S4, the input shaft rotational speed is estimated from the gear ratio corresponding to the gear position immediately before the release of the second clutch CL2 and the current output shaft rotational speed, and this estimated input shaft rotational speed is the lower limit of the idle rotational speed of the engine E. It is determined whether or not the value is greater than or equal to the value. If the value is greater than or equal to the lower limit value, the process proceeds to step S5. Otherwise, the process proceeds to step S6.

  In step S5, the second clutch CL2 is engaged. That is, if it is determined that the vehicle is suddenly decelerated and the second clutch CL2 is released and then immediately returns to the normal rotation state, it is desirable that the vehicle does not decelerate so much and immediately returns to the normal state. .

  In step S6, all fastening elements are released. In other words, in a state where rapid deceleration continues continuously, or in a state where the engine speed is excessively reduced at the shift stage immediately before the release of the second clutch CL2 due to sudden deceleration, the shift stage immediately before release at the end of sudden deceleration. Therefore, a request to shift to another gear position is made. Therefore, all the fastening elements are once released so that any gear stage can be quickly handled.

  In step S7, it is determined whether or not the rapid deceleration determination flag is turned on. If it is turned off, it is determined that the vehicle has returned from the locked state, and the process proceeds to step S8. Otherwise, the rapid deceleration continues. Step S6 is repeated and all the fastening elements are released.

  In step S8, the speed is changed to the current target shift speed. The current target shift speed is a shift speed determined by the current vehicle speed after deceleration and the accelerator pedal position of the driver. At this time, since it is in the neutral state, it is only necessary to fasten a plurality of fastening elements corresponding to the target shift speed, and it is not necessary to perform release control, so that the target shift speed can be achieved quickly.

  FIG. 10 is a time chart showing the rapid deceleration shift control process according to the first embodiment. This time chart shows a case where a rapid deceleration determination is made when the vehicle is traveling at the fourth speed, and then the target gear stage is set to the third speed.

  When the driver releases the accelerator pedal at time t1 and the brake pedal is depressed at time t2, the output rotational speed of the automatic transmission AT decreases rapidly. When the sudden deceleration determination is made at time t3, the sudden deceleration determination flag is turned on, and the H & LR clutch C3 that is the second clutch CL2 is released.

  If the rapid deceleration determination flag is on for a predetermined time, a command to release all the engagement elements is output, so both the direct clutch C2 and the 2346 brake B3 are released. When the rapid deceleration determination flag is turned off at time t5, the speed is changed to the third speed, which is the target gear position according to the current vehicle speed and the accelerator pedal opening. Here, in the third speed, since the second clutch CL2 is the low brake B2, the direct clutch C2, the low brake B2, and the 2346 brake B2 are engaged, and the H & LR clutch C3 remains released.

  This time chart shows the case of downshifting to the 3rd speed, but after sudden deceleration, the downshift on the downshift side where a request to shift to the 2nd speed or the 1st speed is output, or conversely, the accelerator pedal. Naturally, a jumping shift on the upshift side due to sudden depression of the gear is conceivable. Even in such a case, since it is only necessary to fasten all the fastening elements from the released state, it does not take time for shifting.

As described above, the following operational effects can be obtained in the first embodiment.
(1) A sudden deceleration determination means 402 that determines sudden deceleration of the drive wheel, a shift control unit 500 (shift request means) that requests a shift speed corresponding to the vehicle speed and the required driving force with respect to the automatic transmission AT, When the deceleration determination unit 402 determines that the vehicle is suddenly decelerating, a sudden deceleration shift command unit 404 (rapid deceleration deceleration shift unit) that releases the second clutch CL2 and shifts to the gear stage requested by the shift control unit 500; , With. Therefore, it is possible to achieve a gear position corresponding to the traveling state while preventing engine stall.

  (2) After the second clutch CL2 is disengaged after being determined to be suddenly decelerated, the second clutch CL2 is to be engaged when it is determined that it is not suddenly decelerated before the predetermined time has elapsed. Therefore, even if acceleration is requested immediately after sudden deceleration, the driving force can be output quickly.

  (3) Even if only the second clutch CL2 is disengaged and it is determined that there is no sudden deceleration before the predetermined time elapses, the vehicle speed at that time and the gear ratio corresponding to the gear position immediately before the second clutch CL2 is disengaged When the estimated input rotational speed obtained from the above is less than the idle rotational speed, all the fastening elements are released. Therefore, engine stall can be avoided.

  (4) After releasing the second clutch CL2, which has been determined to be suddenly decelerated, all the fastening elements are released when a predetermined time has elapsed. Therefore, after that, when the rapid deceleration is finished and the speed is changed to the gear position corresponding to the vehicle speed at that time, it is not necessary to release the fastening element, and it is only necessary to fasten the fastening element. Therefore, even when a jump shift request or the like is output, it is possible to shift quickly.

  As described above, the description has been given based on the first embodiment. However, the present invention is not limited to the above-described configuration, and other configurations can be taken without departing from the scope of the present invention. For example, although an FR type hybrid vehicle has been described, an FF type hybrid vehicle may be used. Further, in the first embodiment, an example in which an automatic transmission of 7 forward speeds and 1 reverse speed is mounted is shown. However, an automatic transmission having other multiple speed stages such as 5 forward speeds, 1 reverse speed, 6 forward speeds, 1 reverse speeds, etc. May be installed. Further, in the first embodiment, an example is shown in which one of the fastening elements that achieve the gear position is used as the second clutch CL2. However, the present invention may be applied to a configuration including a dedicated second clutch CL2.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle according to a first embodiment. FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. It is a figure which shows the mode map used for selection of the target mode in the mode selection part of FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission AT mounted in Embodiment 1. FIG. It is a figure which shows the fastening operation | movement table | surface of the forward 7 speed reverse 1 speed with automatic transmission AT of Example 1. FIG. It is a figure showing the shift map of Example 1. FIG. 3 is a flowchart illustrating a speed change control process during rapid deceleration according to the first embodiment. 6 is a time chart illustrating a sudden deceleration gear change control process according to the first embodiment.

Explanation of symbols

E engine
CL1 1st clutch
MG motor generator
CL2 2nd clutch (engagement element)
AT automatic transmission 10 integrated controller

Claims (1)

An engine and a motor as a power source;
A first fastening element interposed between the power source and the driving wheel and connecting / releasing the power source and the driving wheel;
An automatic transmission that is disposed between the power source and the drive wheel and that achieves a plurality of shift stages by fastening a plurality of fastening elements;
Sudden deceleration determination means for determining sudden deceleration of the drive wheel;
Shift request means for requesting a shift stage according to a vehicle speed and a required driving force for the automatic transmission;
When it is determined that the sudden deceleration is determined by the sudden deceleration determination means, when a predetermined time has elapsed after the first fastening element is released , all the fastening elements of the automatic transmission are released before the shift. Rapid deceleration gear shifting means for shifting to the gear stage requested by the requesting means;
A control apparatus for a hybrid vehicle, comprising:

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