JP5307602B2 - Vehicle power transmission control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately adjust electric motor side output torque when a gear shifting operation is performed in an OUT-Connection state in a vehicle power transmission control apparatus applied to a vehicle having an internal combustion engine and an electric motor as power sources. <P>SOLUTION: This apparatus includes a changeover mechanism which changes a connection state of an electric motor output shaft to any one of "an IN-Connection State" in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, "an OUT-Connection State" in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft, and "a neutral state" in which no transmission path therebetween is provided. When a gear shifting condition is satisfied (t1), a changeover operation for changing the electric motor connection state to the OUT-Connection state is first performed (t3 to t4). Thereafter, a gear shifting operation is performed (t5 to t6). An M/G side output torque Tm during the gear shifting operation (t5 to t6) is adjusted according to a travel state of the vehicle. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a power transmission control device for a vehicle, and particularly relates to one applied to a vehicle including an internal combustion engine and an electric motor as power sources.

  In recent years, so-called hybrid vehicles including an internal combustion engine and an electric motor (electric motor, motor generator) as power sources have been developed (see, for example, Patent Document 1). In a hybrid vehicle, an electric motor is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the internal combustion engine in cooperation with or independently of the internal combustion engine. In addition, the electric motor is used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electric energy supplied to and stored in the battery of the vehicle. By using the electric motor in this way, the overall energy efficiency (fuel consumption) of the entire vehicle can be improved.

JP 2000-224710 A

  By the way, in the hybrid vehicle, there are a case where a connection state (hereinafter referred to as “IN connection state”) in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission is adopted. A connection state (hereinafter referred to as an “OUT connection state”) is adopted in which a power transmission system is formed between the output shaft of the transmission and the output shaft of the transmission (accordingly, drive wheels) without passing through the transmission. And there are cases.

  In the IN connection state, the rotational speed of the output shaft of the electric motor with respect to the vehicle speed can be changed by changing the gear position of the transmission. Therefore, by adjusting the gear position of the transmission, the rotational speed of the output shaft of the motor is maintained within a range where energy conversion efficiency (more specifically, generation efficiency of drive torque, regenerative torque, etc.) is good. There is a merit that it is easy.

  On the other hand, in the OUT connection state, there is an advantage that power transmission loss can be reduced because the power transmission system does not involve a transmission having a complicated mechanism. Further, in a transmission (especially a transmission of a type that does not include a torque converter), normally, transmission of power from the input shaft to the output shaft of the transmission is temporarily performed during a gear shift operation (a gear shift operation). It is often blocked by As a result, a rapid change in acceleration in the vehicle longitudinal direction (so-called shift shock) is likely to occur. Even during such a shift operation, in the OUT connection state, the drive torque of the motor can be continuously output to the output shaft (and hence the drive wheel) of the transmission, and there is an advantage that shift shock can be reduced. . Hereinafter, this effect is referred to as “shift shock reduction effect in the OUT connection state”. Hereinafter, the torque transmitted to the output shaft of the transmission based on the torque of the output shaft of the motor is referred to as “motor-side output torque” and is transmitted to the output shaft of the transmission based on the torque of the output shaft of the internal combustion engine. This torque is called “internal combustion engine side output torque”.

  In view of the above, the applicant of the present application, in Japanese Patent Application No. 2007-271556, refers to the connection state of the output shaft of the motor (hereinafter also simply referred to as “motor connection state”) as an IN connection state and an OUT connection state. A switchable switching mechanism has already been proposed. In this switching mechanism, a connection state in which a power transmission system is not formed between the output shaft of the motor and the input shaft of the transmission or between the output shaft of the motor and the output shaft of the transmission (hereinafter referred to as “non-connection state”). May also be selected.

  By the way, let us consider a case where the shift condition is established in a connection state other than the OUT connection state in the apparatus provided with the switching mechanism. In this case, in order to obtain the “shift shock reduction effect in the OUT connection state” described above, the motor connection state may be switched to the OUT connection state before the start of the shift operation. However, it has not yet been proposed how to adjust the motor-side output torque during the shift operation when the shift operation is performed in the OUT connection state.

  An object of the present invention is a vehicle power transmission control device applied to a vehicle having an internal combustion engine and an electric motor as a power source, and the motor-side output torque is appropriately set when a shifting operation is performed in an OUT connection state. To provide something that can be adjusted to.

  The power transmission control device for a vehicle according to the present invention includes a transmission, a switching mechanism, a determination unit, and a control unit. Hereinafter, it will be described in order.

  The transmission includes an input shaft that forms a power transmission system with an output shaft of the internal combustion engine, and an output shaft that forms a power transmission system with drive wheels of the vehicle. The transmission is configured to be able to adjust the ratio of the rotational speed of the input shaft of the transmission to the rotational speed of the output shaft of the transmission (transmission reduction ratio). Even if the transmission is a multi-stage transmission capable of setting a plurality of different predetermined reduction ratios as the transmission reduction ratio, the reduction ratio is continuously adjusted (steplessly) as the transmission reduction ratio. It may be a continuously variable transmission.

  The transmission includes a torque converter and a multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a speed change operation is automatically executed according to the running state of the vehicle. It may be a multi-stage transmission (so-called manual transmission (MT)) that does not include a converter. In the case of MT, even if the shift operation is directly executed by the driver's operating force of the shift lever, the speed is changed by the driving force of the actuator based on the signal indicating the position of the shift lever operated by the driver. Even if the operation is performed, the speed change operation can be automatically performed by the driving force of the actuator according to the traveling state of the vehicle regardless of the shift lever operation by the driver (so-called automated manual). -Transmission).

  The switching mechanism includes the motor connection state, an input side connection state (IN connection state) in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission, and an output shaft of the motor. An output side connection state (OUT connection state) in which a power transmission system is formed without passing through the transmission, and an output shaft of the motor and an input shaft of the transmission Between the output shaft of the electric motor and the output shaft of the transmission, a non-connected state in which a power transmission system is not formed can be switched between two or more states including at least an OUT connected state. In other words, the switching mechanism can be switched to only the OUT connection state and the non-connection state, the switchable only to the OUT connection state and the IN connection state, the IN connection state, the OUT connection state, and the non-connection state. Can also be switched.

  Hereinafter, the product of the ratio of the rotational speed of the output shaft of the motor to the rotational speed of the input shaft of the transmission in the IN connection state (first reduction ratio) and the reduction ratio of the transmission is defined as “IN connection reduction ratio”. The ratio of the rotational speed of the output shaft of the motor to the rotational speed of the output shaft of the transmission in the OUT connection state is defined as “OUT connection reduction ratio”. The “IN connection reduction ratio” can change as the transmission reduction ratio changes. On the other hand, the “OUT connection reduction ratio” can be kept constant regardless of the transmission reduction ratio. In the IN connection state, normally, the “first reduction ratio” (= the ratio of the rotational speed of the output shaft of the motor to the rotational speed of the input shaft of the transmission) is fixed (eg, 1). Further, normally, the ratio of the rotational speed of the output shaft of the internal combustion engine to the rotational speed of the input shaft of the transmission (hereinafter referred to as “second reduction ratio”) is also constant (for example, 1).

  The determination means determines whether or not a shift condition that is a condition for changing the transmission reduction ratio is satisfied based on a running state of the vehicle. Specifically, for example, based on a shift pattern determined from a combination of a driving torque required by the driver (hereinafter referred to as “requested torque”) obtained based on an operation amount of the acceleration operation member and a vehicle speed. It is then determined whether or not the speed change condition is satisfied.

  The control means first controls the switching mechanism to change the motor connection state to the OUT connection state based on the fact that the speed change condition is satisfied when the motor connection state is a connection state other than the OUT connection state. A switching operation for switching is performed, and after the switching operation is completed, a transmission operation for controlling the transmission and changing the transmission reduction ratio is performed. As a result, the “shift shock reduction effect in the OUT connection state” described above can be obtained. Note that the switching operation may be performed only when permission / prohibition of the switching operation is determined based on the traveling state of the vehicle, the shift condition is satisfied, and the switching operation is permitted.

  The power transmission device according to the present invention is characterized in that the control means adjusts the motor-side output torque in accordance with a running state of the vehicle during the shift operation. According to this, when the speed change operation is performed in the OUT connection state, the motor side output torque can be appropriately adjusted according to the traveling state of the vehicle.

  Specifically, for example, the smaller the amount of energy (battery remaining amount) stored in the battery that supplies electric energy to the motor, the higher the temperature of the battery, or the higher the temperature of the motor. The motor-side output torque can be adjusted to a smaller value during the shifting operation.

  Generally, to protect the battery (usually a secondary battery) and the motor, the temperature of the battery and the temperature of the motor (for example, the temperature of the coil part) should not be excessively high (drive source or generator). It is preferable to operate the motor. In order to secure an energy source for the motor, it is preferable to operate the motor so that the remaining battery level does not become excessively small (as a drive source).

  According to the above configuration, when the temperature of the battery and the temperature of the electric motor are high, the output torque of the electric motor is reduced, and the increase in the temperature of the battery and the temperature of the electric motor can be suppressed. Therefore, the battery temperature and the motor temperature can be suppressed from becoming excessively high. Further, when the remaining battery level is small, the output torque of the electric motor can be reduced to suppress the decrease in the remaining battery level. Therefore, it can be suppressed that the battery remaining amount becomes excessively small.

  The motor-side output torque may be adjusted to a smaller value during the shift operation as the operation amount (accordingly, the required torque) of the acceleration operation member is smaller or the vehicle speed is smaller.

  More specifically, the control means includes calculation means for calculating a maximum value (motor output maximum torque) of an allowable range (adjustable range) of the motor side output torque based on a running state of the vehicle, When the motor output maximum torque is equal to or greater than the required torque, the motor side output torque is adjusted so that the motor side output torque matches the required torque during the shift operation, and the motor output maximum torque is the required torque. If it is less, the motor-side output torque may be adjusted so that the motor-side output torque matches the motor output maximum torque during the shift operation.

  Here, the smaller the remaining battery level, the higher the temperature of the battery, or the higher the temperature of the motor, the smaller the motor output maximum torque can be calculated. Further, the smaller the operation amount (accordingly, the required torque) of the acceleration operation member or the smaller the vehicle speed, the smaller the motor output maximum torque can be calculated.

  According to the above configuration, when the motor output maximum torque is equal to or greater than the required torque, the motor side output torque is adjusted to coincide with the required torque during the shift operation. Here, the internal combustion engine side output torque is maintained at zero during the shift operation. Therefore, in this case, during the shifting operation, the sum of the motor side output torque and the internal combustion engine side output torque (hereinafter referred to as “total torque”) matches the required torque. Therefore, the occurrence of the above-described shift shock can be suppressed as much as possible.

  On the other hand, when the motor output maximum torque is less than the required torque, the motor side output torque (= total torque) is adjusted to coincide with the maximum value (= motor output maximum torque) in the adjustable range during the shift operation. Therefore, although a state in which the total torque is smaller than the required torque (hereinafter referred to as “driving torque insufficient state”) occurs, the amount of decrease in the total torque from the required torque is minimized, and the shift shock described above is reduced. Minimized.

  Hereinafter, a case where the motor side output torque and the internal combustion engine side output torque are normally adjusted so that the total torque matches the required torque will be considered. In this case, as described above, when the motor output maximum torque is less than the required torque, the total torque is reduced from the required torque to the motor output maximum torque after the shift condition is established and before the shift operation is started. The motor side output torque and the internal combustion engine side output torque are adjusted.

  At this time, the greater the required torque, the greater the operation amount (accordingly, the required torque) of the acceleration operation member, or the greater the acceleration of the vehicle (the longitudinal acceleration in the acceleration direction), the greater the decreasing gradient of the total torque. Is preferable. According to this, when the degree of acceleration of the vehicle is large, it is possible to shorten the period from the establishment of the shift condition to the start of the shift operation (thus, the period in which the drive torque shortage state continues). As a result, the period during which the driver feels uncomfortable due to the lack of acceleration can be shortened.

  Further, as described above, when the motor output maximum torque is less than the required torque, the motor side output torque and the internal combustion engine side output are set so that the total torque increases from the motor output maximum torque to the request torque after the end of the shift operation. Torque is adjusted. At this time, in order to increase the total torque, it is preferable that the motor side output torque and the internal combustion engine side output torque are adjusted so that only the motor side output torque increases first and then the internal combustion engine side output torque increases. It is.

  After the shift operation is completed, if only the internal combustion engine side output torque is first increased to increase the total torque, a shock tends to occur. On the other hand, when the total torque is first increased by increasing only the motor side output torque as in the above configuration, the total torque can be increased while suppressing the occurrence of shock.

  As described above, the power transmission control device according to the present invention is preferably applied to the above-described automated manual transmission. In this case, a clutch mechanism is provided between the output shaft of the internal combustion engine and the input shaft of the transmission to cut off and connect a power transmission system between the output shaft of the internal combustion engine and the input shaft of the transmission. The transmission is not provided with a torque converter, and is a multi-stage transmission capable of setting a plurality of different reduction ratios predetermined as the transmission reduction ratio, and the control means The clutch mechanism is configured to control disconnection / connection (half-connection and full-connection) of the clutch mechanism and a shift stage of the transmission according to an operation state (for example, vehicle speed and required torque).

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. It is the figure which showed 3 states which can be switched in the switching mechanism shown in FIG. It is the graph which showed the relationship between the rotational speed and the maximum torque which can be generated in M / G. It is the graph which showed the map which prescribes | regulates the relationship between a battery remaining charge and permissible M / G side output torque. It is the graph which showed the map which prescribes | regulates the relationship between battery temperature and permissible M / G side output torque. It is the graph which showed the map which prescribes | regulates the relationship between M / G temperature and permissible M / G side output torque. It is the graph which showed the map which prescribes | regulates the relationship between an accelerator opening and the allowable M / G side output torque. It is the graph which showed the map which prescribes | regulates the relationship between a vehicle speed and permissible M / G side output torque. Time chart showing an example of changes in switching operation, shifting operation, various torques, rotation speeds, etc., when the M / G maximum output torque is equal to or greater than the required torque and the shifting condition is satisfied in the IN connection state It is. Time chart showing an example of changes in switching operation, shifting operation, various torques / rotational speeds, etc., when the M / G maximum output torque is less than the required torque and the shifting condition is satisfied in the IN connection state It is.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle is applied to a vehicle that includes a so-called automated manual transmission that uses a multi-stage transmission that includes an internal combustion engine and a motor generator as power sources and does not include a torque converter.

  This vehicle includes an engine (E / G) 10, a transmission (T / M) 20, a clutch (C / T) 30, a motor generator (M / G) 40, and a switching mechanism 50. . E / G10 is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft A1 of E / G10 is connected to the input shaft A2 of T / M20 via C / T30.

  The T / M 20 is one of well-known multi-stage transmissions that do not include a torque converter having a plurality of (for example, five) forward gears, one reverse gear, and a neutral gear. Hereinafter, the forward gear and the reverse gear are referred to as “travel gear”. In the traveling gear stage, a power transmission system is formed between the input / output shafts A2 and A3 of the T / M 20. In the neutral stage, a power transmission system is not formed between the input / output shafts A2 and A3 of the T / M 20. In the travel gear stage, the T / M 20 can arbitrarily set a transmission reduction ratio Gtm, which is a ratio of the rotational speed of the input shaft A2 to the rotational speed of the output shaft A3, in any of a plurality of stages. In the T / M 20, the shift speed is switched only by controlling the T / M actuator 21.

  The C / T30 has one of the well-known configurations, and the power transmission system between the output shaft A1 of the E / G 10 and the input shaft A2 of the T / M 20 can be cut off and connected (completely connected or semi-connected). It has become. In this vehicle, a clutch pedal is not provided. The state of C / T 30 is controlled only by C / T actuator 31. When the C / T 30 is in a completely connected state, the output shaft A1 of the E / G 10 and the input shaft A2 of the T / M 20 rotate at the same rotational speed. That is, when the C / T 30 is in a completely connected state, the above-mentioned “second reduction ratio” is “1”.

  The M / G 40 has one of known configurations (for example, an AC synchronous motor), and for example, a rotor (not shown) rotates integrally with the output shaft A4. The M / G 40 functions as both a power source and a generator.

  The switching mechanism 50 is a mechanism that switches the connection state of the output shaft A4 of the M / G 40. The switching mechanism 50 includes a connecting piece 51 that rotates integrally with the output shaft A4 of the M / G 40, a connecting piece 52 that rotates integrally with the gear g1, a connecting piece 53 that rotates integrally with the gear g3, a sleeve 54, and a switching actuator 55. With. The gear g1 is always in mesh with the gear g2 that rotates integrally with the input shaft A2 of the T / M 20, and the gear g3 is always meshed with the gear g4 that rotates integrally with the output shaft A3 of the T / M 20.

  The sleeve 54 is disposed so as to be coaxially movable in the axial direction of the output shaft A4 of the M / G 40, and its position in the axial direction is controlled by the switching actuator 55. The sleeve 54 can be splined to the connecting pieces 51, 52, 53.

  When the sleeve 54 is controlled to the IN connection position shown in FIG. 2A, the sleeve 54 is spline-fitted with the connecting pieces 51 and 52. Thereby, a power transmission system is formed between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g1 and g2. This state is called an “IN connection state”.

  In the IN connection state, the ratio of the rotational speed of the output shaft A4 of the M / G 40 to the rotational speed of the input shaft A2 of the T / M 20 is referred to as “first reduction ratio G1,” and the first reduction ratio G1 and the transmission reduction ratio Gtm. (G1 · Gtm) is referred to as “IN connection reduction ratio Gin”. In this example, since G1 = (number of teeth of g2) / (number of teeth of g1), Gin = (number of teeth of g2) / (number of teeth of g1) · Gtm. That is, Gin changes according to the change of the gear position of T / M20.

  When the sleeve 54 is controlled to the OUT connection position shown in FIG. 2B, the sleeve 54 is spline-fitted with the connecting pieces 51 and 53. Accordingly, a power transmission system is formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g3 and g4 without using the T / M 20. This state is called “OUT connection state”.

  In the OUT connection state, the ratio of the rotation speed of the output shaft A4 of the M / G 40 to the rotation speed of the output shaft A3 of the T / M 20 is referred to as “OUT connection reduction ratio Gout”. In this example, Gout is constant at (number of teeth of g4) / (number of teeth of g3). That is, Gout does not change according to the change in the gear position of T / M20.

  Further, when the sleeve 54 is controlled to the non-connection position shown in FIG. 2C, the sleeve 54 is spline-fitted only with the connecting piece 51. Thereby, a power transmission system is not formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40, or between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40. This state is called “neutral state”.

  As described above, the switching mechanism 50 controls the switching actuator 55 (thereby controlling the position of the sleeve 54) to thereby connect the output shaft A4 of the M / G 40 (hereinafter also referred to as “M / G connection state”). .) Can be selectively switched to any one of “IN connection state”, “OUT connection state”, and “neutral state”.

  The output shaft A3 of the T / M 20 is connected to an operating mechanism D / F, and the operating mechanism D / F is connected to a pair of left and right drive wheels. Note that a so-called final reduction mechanism may be interposed between the output shaft A3 of the T / M 20 and the operation mechanism D / F.

  Further, the present apparatus includes a wheel speed sensor 61 that detects the wheel speed of the drive wheel, an accelerator opening sensor 62 that detects an operation amount of the accelerator pedal AP, a shift position sensor 63 that detects the position of the shift lever SF, And a brake sensor 64 for detecting whether or not the brake pedal BP is operated.

  Further, this apparatus includes an electronic control unit ECU 70. The ECU 70 controls the actuators 21, 31, 55 based on the information from the above-described sensors 61 to 64, other sensors, and the like, so that the T / M 20 shift stage, the C / T 30 state, And the state of the switching mechanism 50 is controlled. In addition, the ECU 70 controls each output (drive torque) of the E / G 10 and the M / G 40.

  The shift speed of T / M 20 is a required torque Tr (T / M 20 of T / M 20) calculated based on the vehicle speed V obtained from the wheel speed sensor 61 and the amount of operation of the accelerator pedal AP by the driver obtained from the accelerator opening sensor 62. Torque on the output shaft A3) and the position of the shift lever SF obtained from the shift position sensor 63. When the position of the shift lever SF is at a position corresponding to the “manual mode”, the gear position of the T / M 20 is set in principle to the gear position selected by the driver by operating the shift lever SF. On the other hand, when the position of the shift lever SF is at a position corresponding to the “automatic mode”, the shift speed of the T / M 20 is not operated based on the combination of the vehicle speed V and the required torque Tr. Automatically controlled. Hereinafter, the operation when the gear position of the T / M 20 is changed is referred to as “shift operation”. The start of the shift operation corresponds to the start of the movement of the member that moves in relation to the change of the gear position, and the end of the shift operation corresponds to the end of the movement of the member.

  The C / T 30 is normally maintained in a fully connected state, and is temporarily in a fully connected state when the T / M 20 is in the up / down operation or when the shift lever SF is in the “neutral” position. To the shut-off state. Further, C / T 30 is capable of adjusting the maximum value of torque that can be transmitted (hereinafter also referred to as “clutch torque”) in the half-connected state. The clutch torque can be adjusted more precisely than the torque of the output shaft A1 of the E / G 10 itself. Therefore, by controlling the clutch torque while maintaining the torque of the output shaft A1 of the E / G10 larger than the clutch torque, the torque is transmitted to the input shaft A2 of the T / M20 based on the torque of the output shaft A1 of the E / G10. Torque can be adjusted more precisely.

  The M / G 40 is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the E / G 10 in cooperation with or independently of the E / G 10. The M / G 40 is also used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electrical energy supplied and stored in a battery (not shown) of the vehicle.

  Hereinafter, the torque of the output shaft A1 of the E / G 10 is referred to as “E / G torque”, and the torque of the output shaft A4 of the M / G 40 is referred to as “M / G torque”. The rotational speed of the output shaft A1 of the E / G 10 is referred to as “E / G rotational speed”, and the rotational speed of the output shaft A4 of the M / G 40 is referred to as “M / G rotational speed”. The torque transmitted to the output shaft A3 of the T / M 20 based on the E / G torque is referred to as “E / G side output torque Te” and is transmitted to the output shaft A3 of the T / M 20 based on the M / G torque. This torque is referred to as “M / G side output torque Tm”. The E / G side output torque Te is a value obtained by multiplying the E / G torque by the transmission reduction gear ratio Gtm (and the second reduction gear ratio (= 1)) (when the C / T 30 is in the fully connected state). is there. The M / G side output torque Tm is a value obtained by multiplying the M / G torque by the IN connection reduction ratio Gin in the IN connection state, and a value obtained by multiplying the M / G torque by the OUT connection reduction ratio Gout in the OUT connection state. It is. The M / G side output torque Tm can be adjusted by adjusting the M / G torque, and the E / G side output torque Te can be adjusted by adjusting the E / G torque or the clutch torque. The sum of Tm and Te is referred to as “total torque Ts”.

  In this apparatus, normally, according to one of known methods, the E / G torque and the M / G torque are set so that the sum of the E / G side output torque Te and the M / G side output torque Tm matches the required torque Tr. And the distribution is adjusted.

  In the switching mechanism 50, the M / G connection state is switched as the sleeve 54 moves. Hereinafter, this movement of the sleeve 54 is referred to as “switching operation”. The start of the switching operation corresponds to the start of the movement of the sleeve 54, and the end of the switching operation corresponds to the end of the movement of the sleeve 54. The M / G connection state can be switched based on, for example, a combination of the vehicle speed V and the required torque Tr.

(Execution of shifting operation with OUT connected)
Hereinafter, a case where a shift (change of the gear position, change of the transmission reduction ratio Gtm) is performed will be described. In this apparatus, when the shift condition is established in a connection state other than the OUT connection state (that is, the IN connection state or the neutral state), first, the switching mechanism 50 is controlled to change the M / G connection state to the OUT connection state. A switching operation for switching is performed. Next, after the switching operation is completed, a gear shift operation is performed in which the T / M 20 is controlled in the OUT connection state to change the transmission reduction gear ratio Gtm (speed stage). On the other hand, when the shift condition is established in the OUT connection state, the shift operation is performed by controlling the T / M 20 while maintaining the OUT connection state.

  Thus, in this device, the shifting operation is performed in the OUT connection state. Therefore, by generating the M / G side output torque Tm (> 0) during the shift operation, the M / G torque is continuously applied to the output shaft A3 (and hence the drive wheel) of the T / M 20 even during the shift operation. Can continue to output. Thereby, the “shift shock reduction effect in the OUT connection state” described above can be exhibited.

  Here, whether or not the speed change condition is satisfied is determined based on, for example, a shift pattern (map) prepared in advance determined from a combination of the drive torque Tr and the vehicle speed V, or the M / G side output torque Tm. Can be determined based on whether or not the E / G side output torque Te exceeds a predetermined value, whether or not the E / G rotational speed exceeds a predetermined value, and the like. Further, when it is determined whether the switching operation is permitted or prohibited (to the OUT connection state) based on the traveling state of the vehicle, even if the shift condition is established in a connection state other than the OUT connection state, The switching operation (to the OUT connection state) is performed only when “operation permission” is made.

(Adjustment of M / G side output torque during shifting operation)
Next, how to adjust the M / G side output torque Tm in the OUT connection state during the shifting operation will be described. As shown in FIG. 3, the maximum value of the M / G torque (the maximum torque that can be generated by the output shaft A4 of the M / G 40) changes according to the M / G rotation speed. Specifically, the maximum value of the M / G torque is constant (maximum) when the M / G rotational speed is a certain value or less, and when it exceeds a certain value, the maximum value decreases as the M / G rotational speed increases. Become. When the M / G rotational speed exceeds the allowable rotational speed, the M / G 40 does not generate torque.

  Thus, the maximum value of the M / G torque is determined according to the torque characteristic of M / G 40 shown in FIG. Therefore, the maximum value of the M / G side output torque Tm (= M / G torque × Gout) in the OUT connection state is also determined according to the torque characteristic of M / G 40 shown in FIG. Hereinafter, this maximum value is referred to as “maximum value based on M / G torque characteristics”. The M / G side output torque Tm can be adjusted within a range of “maximum value based on M / G torque characteristics” or less.

  Further, the allowable range of M / G torque (thus, the allowable range of M / G side output torque Tm in the OUT connection state) is restricted by the traveling state of the vehicle. Hereinafter, the maximum value of the allowable range of the M / G side output torque Tm (= M / G torque × Gout) in the OUT connection state is referred to as the allowable M / G side output torque Tmp. In the present apparatus, as shown in FIGS. 4 to 8, the allowable M / G side output torque Tmp is set for each of various state quantities representing the traveling state of the vehicle.

  Specifically, as shown in FIG. 4, the smaller the remaining battery level, the smaller the Tmp for the remaining battery level is set. This is because when the remaining battery level is small, the M / G torque is reduced to suppress the decrease in the remaining battery level, thereby suppressing the remaining battery level from becoming excessively small. Here, the battery remaining amount is the amount of energy stored in a battery (not shown) that supplies electric energy to the M / G 40, and can be detected by one of well-known methods.

  Further, as shown in FIG. 5, the higher the battery temperature, the smaller the Tmp for the battery temperature is set. This is because when the battery temperature is high, the M / G torque is reduced to suppress the increase in the battery temperature, thereby suppressing the battery temperature from becoming excessively high.

  Further, as shown in FIG. 6, the higher the M / G temperature, the smaller the Tmp for the M / G temperature is set. This is because when the M / G temperature is high, the M / G torque is reduced to suppress the increase in the M / G temperature, thereby suppressing the M / G temperature from becoming excessively high.

  Also, as shown in FIG. 7, the smaller the accelerator opening, the smaller the Tmp for the accelerator opening is set. In addition, as shown in FIG. 8, the Tmp for the vehicle speed is set to a smaller value as the vehicle speed is lower.

  In this apparatus, a representative value of Tmp is obtained based on any one or two or more Tmps for the various state quantities described above, and this representative value and the above-mentioned “maximum value based on M / G torque characteristics”. Is set as the maximum value of the final allowable range of the M / G side output torque Tm in the OUT connection state (hereinafter referred to as “M / G output maximum torque Tmmax”). The The representative value may be an average value or a maximum value. Thus, the M / G output maximum torque Tmmax is adjusted in accordance with the above-described various state quantities (vehicle running state).

  When the M / G output maximum torque Tmmax is equal to or greater than the required torque Tr, the M / G side output torque Tm in the OUT connection state is adjusted to coincide with the required torque Tr during the shift operation. On the other hand, when the M / G output maximum torque Tmmax is less than the required torque Tr, the M / G side output torque Tm in the OUT connection state is adjusted to coincide with the M / G output maximum torque Tmmax during the shift operation. . In other words, the M / G side output torque Tm in the OUT connection state during the shift operation is adjusted according to the above-described various state quantities (vehicle running state). Hereinafter, these two cases will be described with reference to the time charts shown in FIGS.

(When Tmmax ≧ Tr)
First, an example of T / M, E / G, M / G, and a switching mechanism control pattern in the case of Tmmax ≧ Tr will be described with reference to FIG. FIG. 9 shows that the total torque Ts (= Te + Tm) matches the required torque Tr when the M / G connection state is the IN connection state and the gear position of the T / M 20 is “second gear”. An example will be shown in which a shifting condition from “second speed” to “third speed” is satisfied at time t1 while the distribution of Te and Tm is adjusted and the vehicle is traveling. In this example, it is assumed that the first reduction ratio G1 = 1. Therefore, in the IN connection state, the M / G rotation speed Nm matches the E / G rotation speed Ne.

  As shown in FIG. 9, when the speed change condition is satisfied (time t1), first, an operation related to switching of the M / G connection state is started. In this example, while the state where the total torque Ts (= Te + Tm) matches the required torque Tr is maintained, the M / G side output torque Tm decreases from the value at the time t1 after the shift condition is satisfied (time t1). The E / G side output torque Te is increased from the value at time t1 (time t1 to t2).

  At times t2 to t3, similarly to times t1 to t2, while maintaining a state where the total torque Ts (= Te + Tm) matches the required torque Tr, Tm is decreased toward zero and Te is directed toward Tr. Can be increased. However, the decrease gradient (> 0) of Tm at time t2 to t3 is smaller than the decrease gradient of Tm at time t1 to t2, and the increase gradient of Te at time t2 to t3 is from time t1 to t2. It is smaller than the increasing gradient of Te.

  When the M / G side output torque Tm reaches zero (time t3), the switching operation itself from the IN connection state to the OUT connection state is started. In this example, this switching operation ends at time t4. Further, in this example, at the time when the switching operation ends (time t4), the M / G rotational speed Nm corresponds to “vehicle speed in the M / G connection state (ie, OUT connection state) after the switching operation ends. In order to match the “rotational speed”, the M / G rotational speed Nm is adjusted while the output shaft A4 of the M / G 40 is idling at times t3 to t4. In this example, it is assumed that the OUT connection reduction ratio Gout is set to a value smaller than the value corresponding to “third speed” in the transmission reduction ratio Gtm. Therefore, the M / G rotation speed Nm is away from the E / G rotation speed Ne (= value corresponding to “second gear”) in the decreasing direction.

  In addition, the E / G side output torque Te is continuously maintained at the required torque Tr during the switching operation (time t3 to t4). During the switching operation, the M / G side output torque Tm is maintained at zero. Therefore, the total torque Ts (= Te + Tm) continues to coincide with the required torque Tr continuously during the switching operation.

  When the switching operation is completed (time t4), an operation related to a shift operation (shift up) from “second speed” to “third speed” is started. In this example, the E / G-side output torque Te decreases from the required torque Tr to zero while the state where the total torque Ts (= Te + Tm) matches the required torque Tr is maintained after the switching operation ends (time t4). The M / G side output torque Tm is increased from zero to the required torque Tr (time t4 to t5). Here, the adjustment of Te is achieved by adjusting the clutch torque in the half-connected state of C / T 20 in addition to the adjustment of the E / G torque itself. As described above, the adjustment of the clutch torque is performed while maintaining the state where the E / G torque is larger than the clutch torque. Note that increasing Tm to Tr immediately before the start of the shift operation corresponds to maintaining Tm at Tr during the shift operation.

  When the E / G side output torque Te reaches zero (time t5), the shift operation itself from "second speed" to "third speed" is started. This speed change operation ends at time t6. Accordingly, during the shift operation (time t5 to t6), the E / G rotational speed Ne is changed from “the rotational speed corresponding to the vehicle speed” at “second speed” to “the rotational speed corresponding to the vehicle speed” at “third speed”. Reduced to. The decrease adjustment of the E / G rotational speed Ne is performed while the output shaft A1 of the E / G 10 is idling while the C / T 20 is maintained in the cutoff state.

  In addition, in this example, it is assumed that the maximum M / G output torque Tmmax is greater than or equal to the required torque Tr. Therefore, as described above, during the shifting operation (time t5 to t6), the M / G side output torque Tm is adjusted to coincide with the required torque Tr. Here, during the shift operation, the E / G side output torque Te is maintained at zero. Therefore, even during the shift operation, the total torque Ts matches the required torque Tr.

  It should be noted that the above-described various state quantities used for calculating the M / G output maximum torque Tmmax and the “maximum value based on the M / G torque characteristics” are values at the time when the shift condition is established (time t1). May be used, or a value at the end of the switching operation (time t4) may be used. Further, a value determined based on a value at any one time point or two or more time points from the time when the shift condition is established to the time when the shift operation is started (time t1 to t5) may be used.

  In this example, when the shift operation from “second speed” to “third speed” is completed (time t6), the total torque Ts is still maintained at the required torque Tr, while the E / G side output torque Te increases from zero. The M / G side output torque Tm is reduced from the required torque Tr (time t6 to t7). As described above, the adjustment of Te can be achieved by adjusting the clutch torque in the half-connected state of C / T 20 in addition to the adjustment of the E / G torque itself. Thereby, the distribution of the E / G side output torque Te and the M / G side output torque Tm approaches the distribution determined based on the current traveling state of the vehicle.

  When the distribution between the E / G side output torque Te and the M / G side output torque Tm matches the distribution determined based on the current running state of the vehicle (time t7), thereafter, the total torque Ts is The distribution of the E / G side output torque Te and the M / G side output torque Tm is adjusted based on the running state of the vehicle while the value is still maintained to be equal to the required torque Tr.

  As described above, when the maximum M / G output torque Tmmax is equal to or greater than the required torque Tr as in the example shown in FIG. 9, the M / G side output torque Tm (= total torque Ts) during the shifting operation (time t5 to t6). ) Is adjusted to match the required torque Tr. Therefore, the occurrence of shift shock can be suppressed as much as possible. In addition, in the example shown in FIG. 9, the total torque Ts (= Te + Tm) is the required torque from the time when the speed change condition is satisfied (time t1) to the time when the operation related to the speed change operation ends (time t7). Continue to match Tr. Therefore, not only the occurrence of a shift shock but also the occurrence of a shock accompanying the switching operation can be suppressed as much as possible.

(When Tmmax <Tr)
Next, an example of control patterns of T / M, E / G, M / G, and the switching mechanism when Tmmax <Tr will be described with reference to FIG. The example shown in FIG. 10 is different from the example shown in FIG. 9 in which the case of Tmmax ≧ Tr is assumed only in that the case of Tmmax <Tr is assumed. Times t1 to t6 shown in FIG. 10 correspond to times t1 to t6 shown in FIG. Times t6 to t8 shown in FIG. 10 correspond to times t6 to t7 shown in FIG.

  Based on this difference, in the example shown in FIG. 10, during the shift operation (time t5 to t6), the M / G side output torque Tm matches the M / G output maximum torque Tmmax smaller than the required torque Tr. Adjusted. Accordingly, in the example shown in FIG. 10, M is set so that the total torque Ts decreases from the required torque Tr to the M / G output maximum torque Tmmax after the shift condition is satisfied and before the shift operation is started (time t1 to t5). / G side output torque Tm and E / G side output torque Te are adjusted. The decreasing slope (> 0) of Ts may be constant over time t1 to t5 or may be different.

  At this time, the greater the required torque Tr, the greater the accelerator opening, or the greater the acceleration of the vehicle (the longitudinal acceleration in the acceleration direction), the greater the decreasing gradient of the total torque Ts. Thereby, when the degree of acceleration of the vehicle is large, it is possible to shorten the period after the shift condition is established and before the start of the shift operation (time t1 to t5) (accordingly, the period during which deficiency of the drive torque continues). As a result, the period during which the driver feels uncomfortable due to the lack of acceleration can be shortened.

  In the example shown in FIG. 10, at time t1 to t2, Te is kept constant and Tm is decreased to decrease Ts, and at time t2 to t3, Te is increased and Tm is decreased. Ts is decreasing. This time t2 corresponds to, for example, a time point when Tm becomes a predetermined value or less.

  Further, as Tm is adjusted to coincide with Tmmax (<Tr) during the shift operation, the total torque after the end of the shift operation and before the end of the operation related to the shift operation (time t6 to t8). The M / G side output torque Tm and the E / G side output torque Te are adjusted so that Ts increases from the M / G output maximum torque Tmmax to the required torque Tr.

  At this time, in order to increase the total torque Ts as in the example shown in FIG. 10, first, only the M / G side output torque Tm increases while the E / G side output torque Te is kept constant at zero. (Time t6 to t7), Tm and Te can then be adjusted so that Te increases (time t7 to t8). This is based on the fact that when only Te is first increased in order to increase the total torque Ts after the shift operation is completed, a shock tends to occur. On the other hand, as in the example shown in FIG. 10, when only the Tm is first increased to increase the total torque Ts, the total torque Ts can be increased while suppressing the occurrence of shock.

  At this time, the greater the required torque Tr, the greater the accelerator opening, or the greater the acceleration of the vehicle (the longitudinal acceleration in the acceleration direction), the greater the increase gradient of Ts (= Tm) from time t6 to t7, and time t7. The increasing slope of Ts (= Tm + Te) at ˜t8 can be made larger. Thereby, when the acceleration degree of the vehicle is large, the period after the end of the shift operation and before the end of the operation related to the shift operation (time t6 to t8) (and therefore the period during which deficiency of the drive torque continues) is shortened. Can do. As a result, the period during which the driver feels uncomfortable due to the lack of acceleration can be shortened. Note that this time t7 corresponds to, for example, a time point when Tm becomes equal to or greater than a predetermined value.

  As described above, when the M / G output maximum torque Tmmax is less than the required torque Tr as in the example illustrated in FIG. 10, the M / G side output torque Tm (= total torque Ts) during the shifting operation (time t5 to t6). ) Is adjusted to match the M / G output maximum torque Tmmax. Therefore, although a state where the total torque Ts is smaller than the required torque Tr (a state where the drive torque is insufficient) occurs (time t1 to t8), the amount of decrease of the total torque Ts from the required torque Tr is minimized, The shift shock described above is minimized. In addition, in the example shown in FIG. 10, the total torque Ts (= Te + Tm) smoothly decreases before and after the switching operation (time t1 to t5). Therefore, the occurrence of shock associated with the switching operation can be suppressed as much as possible.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, the maximum M / G output torque Tmmax is calculated based on the various state quantities described above (see FIGS. 4 to 8), and Tmmax ≧ Tr during the shift operation (time t5 to t6). In the case of Tm, Tm is adjusted to match Tr, and in the case of Tmmax <Tr, Tm is adjusted to match Tmmax. On the other hand, a ratio R (a value corresponding to Tmmax / Tr (where 1 is greater than 1)) is calculated based on the above-described various state quantities, and during the shift operation (time t5 to t6), Tm is You may adjust so that it may correspond to Tr * R. In this case, maps obtained by replacing Tmp with R in FIGS. 4 to 8 are used.

  Similarly, a ratio P (a value corresponding to (Tr−Tmmax) / Tr (where 0 is negative)) is calculated based on the above-described various state quantities, and during the shift operation (time t5 to t6). , Tm may be adjusted to coincide with Tr · (1-P). In this case, maps obtained by replacing Tmp with P in FIGS. 4 to 8 are used.

  Further, in the above embodiment, when the remaining battery level is equal to or lower than the predetermined value and the battery temperature or M / G temperature is equal to or higher than the predetermined value, the M / G 40 is driven within a predetermined period including the shift operation. (Accordingly, the M / G side output torque Tm may be zero).

  In the above embodiment (examples shown in FIGS. 9 and 10), the switching from the IN connection state to the OUT connection state is performed as the switching operation of the M / G connection state before the shift operation, but the neutral state To the OUT connection state may be performed. In this case, in the switching mechanism 50, only “OUT connection state” and “neutral state” may be selectable. In addition, switching from any one of the IN connection state, the OUT connection state, and the neutral state to any other one may be performed.

  Further, as in the above embodiment (examples shown in FIGS. 9 and 10), when the current M / G connection state is other than the OUT connection state, the switching operation to the OUT connection state is performed before the shift operation. However, when the current M / G connection state is the OUT connection state, the switching operation of the M / G connection state is not performed before the shift operation.

  In the above embodiment (examples shown in FIGS. 9 and 10), the E / G side output torque Te is adjusted so as to coincide with the required torque Tr during the switching operation (time t3 to t4). During operation (time t3 to t4), the E / G side output torque Te may be adjusted to a value (including zero) smaller than the required torque Tr.

  In addition, in the above-described embodiment, a so-called automated manual transmission using a multi-stage transmission that does not include a torque converter is used as the transmission, but the transmission includes a torque converter and the running state of the vehicle. A multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a shift operation is automatically executed according to the above may be used. In this case, C / T 30 is omitted.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 20 ... Transmission, 30 ... Clutch, 40 ... Motor generator, 50 ... Switching mechanism, 54 ... Sleeve, 61 ... Wheel speed sensor, 62 ... Accelerator opening sensor, 63 ... Shift position sensor, 64 ... Brake sensor 70 ... ECU, AP ... accelerator pedal, BP ... accelerator pedal, SF ... shift lever

Claims (5)

A vehicle power transmission control device applied to a vehicle including an internal combustion engine and an electric motor as a power source,
An input shaft that forms a power transmission system with the output shaft of the internal combustion engine; and an output shaft that forms a power transmission system with the drive wheels of the vehicle, the rotational speed of the output shaft being A transmission capable of adjusting a transmission reduction ratio, which is a ratio of the rotational speed of the input shaft;
The connection state of the output shaft of the motor, the input side connection state in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission, and the output shaft of the motor and the output of the transmission An output side connection state in which a power transmission system is formed without passing through the transmission between the shaft and an output shaft of the motor and the transmission between the output shaft of the motor and the input shaft of the transmission. A switching mechanism that can be switched to at least two states including at least the output-side connection state among a non-connection state in which a power transmission system is not formed between the output shaft and the output shaft;
Determining means for determining whether or not a shift condition that is a condition for changing the transmission reduction ratio based on a traveling state of the vehicle is satisfied;
Based on the fact that the speed change condition is satisfied when the connection state of the output shaft of the motor is in a connection state other than the output-side connection state, first, the switching mechanism is controlled to connect the output shaft of the motor. Is switched to the output side connection state, and after the switching operation is completed, the transmission is controlled to change the transmission reduction ratio by changing the transmission, and during the shift operation, Control means for adjusting a motor-side output torque, which is a torque transmitted to the output shaft of the transmission based on the torque of the output shaft, according to the running state of the vehicle;
With
The control means includes
Calculating means for calculating a motor output maximum torque, which is a maximum value of an allowable range of the motor side output torque, based on a running state of the vehicle;
When the motor output maximum torque is equal to or greater than a required torque that is a drive torque required by the driver obtained based on an operation of the acceleration operation member by the driver of the vehicle, the motor-side output torque during the shift operation If the motor output torque is adjusted to match the required torque, and the motor output maximum torque is less than the required torque, the motor side output torque matches the motor output maximum torque during the shifting operation. Configured to adjust the motor side output torque to
The control means includes
Torque transmitted to the output shaft of the transmission based on the torque of the output shaft of the internal combustion engine after the shift condition is satisfied and before the start of the shift operation when the maximum motor output torque is less than the required torque The total torque, which is the sum of the internal combustion engine side output torque and the electric motor side output torque, decreases from the required torque to the maximum electric motor output torque, and the larger the required torque, Power of the vehicle configured to adjust the motor-side output torque and the internal-combustion-engine-side output torque such that the greater the operation amount or the greater the acceleration of the vehicle, the greater the decreasing gradient of the total torque. Transmission control device. The power transmission control device for a vehicle according to claim 1 ,
The control means includes
When the motor output maximum torque is less than the required torque, the internal combustion engine side output torque that is the torque transmitted to the output shaft of the transmission based on the torque of the output shaft of the internal combustion engine after the end of the shift operation So that the total torque, which is the sum of the motor output torque and the motor output maximum torque, increases from the motor output maximum torque to the required torque, and first, only the motor output torque increases, and then the internal combustion engine output A power transmission control device for a vehicle configured to adjust the motor-side output torque and the internal combustion engine-side output torque so that the torque increases. In the vehicle power transmission control device according to claim 1 or 2 ,
The calculating means includes
The maximum output torque of the motor is increased as the remaining battery level, which is the amount of energy stored in the battery supplying electric energy to the motor, is smaller, the temperature of the battery is higher, or the temperature of the motor is higher. A vehicle power transmission control device configured to adjust to a smaller value. The power transmission control device for a vehicle according to any one of claims 1 to 3 ,
The calculating means includes
A vehicle power transmission control device configured to adjust the maximum output torque of the motor to a smaller value as the operation amount of the acceleration operation member by the driver of the vehicle is smaller or as the speed of the vehicle is smaller. A vehicle power transmission control device according to any one of claims 1 to 4 ,
A clutch mechanism for cutting off and connecting a power transmission system between the output shaft of the internal combustion engine and the input shaft of the transmission, between the output shaft of the internal combustion engine and the input shaft of the transmission;
The transmission is
A multi-stage transmission that does not include a torque converter and that can set a plurality of different reduction ratios that are predetermined as the transmission reduction ratio;
The control means includes
A vehicle power transmission control device configured to control disconnection / connection of the clutch mechanism and a gear position of the transmission according to an operating state of the vehicle.

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