JP5338465B2 - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device capable of suppressing the generation of a vehicle shock caused by an inertia change without controlling drive source torque. <P>SOLUTION: The control device for a vehicle including, in a drive system, traveling drive sources (an engine Eng and a motor/generator MG), a continuously variable transmission CVT disposed between the drive sources Eng, MG and drive wheels (right and left drive wheels) RT, LT, and a torque connecting/disconnecting mechanism (a second clutch) CL2 for connecting and disconnecting torque transmission between the drive sources Eng, MG and the continuously variable transmission CVT, includes a shock suppressing means (Fig.2) for suppressing the vehicle shock generated accompanied by the connecting/disconnecting operation of the torque connecting/disconnecting mechanism CL2 by the variable speed of the continuously variable transmission CVT. The shock suppressing means changes the variable speed d(r<SB>a</SB>) of the continuously variable transmission CVT according to the inertia change that is generated following the connecting/disconnecting operation of the torque connecting/disconnecting mechanism CL2. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a vehicle control device including a driving source for traveling and a continuously variable transmission whose gear ratio continuously changes.

  Conventionally, in a vehicle control device equipped with a continuously variable transmission, when calculating a drive source torque, first, a target torque is set from the accelerator opening and the vehicle speed, and an ideal ideal drive torque for realizing this target torque. To decide. Next, the inertia torque when the continuously variable transmission ratio is set to the fixed gear ratio mode is obtained, the drive source acceleration / deceleration power is obtained from the inertia torque, and the drive source for suppressing the change in the drive force due to the drive source acceleration / deceleration power is obtained. Obtain the torque correction amount. Then, the drive source torque is calculated from the sum of the target torque and the drive source torque correction amount. (For example, refer to Patent Document 1).

  And in the situation where the occurrence of vehicle shock due to the inertia change accompanying the connection / disconnection of the torque connection / disconnection mechanism (second clutch) arranged between the drive source and the continuously variable transmission, The output shock of the vehicle is controlled so as to change abruptly, thereby suppressing the occurrence of vehicle shock.

JP 2006-170274 A

  By the way, in a conventional vehicle control device equipped with a continuously variable transmission, when the motor torque is suddenly changed to suppress vehicle shock, if the motor rotation speed is constant, an input from a battery that supplies power to the motor is performed. The output will change abruptly. Here, when the battery input / output is restricted by the battery SOC state, the battery temperature, or the like, it is not possible to cope with the rapid torque change control, and there is a possibility that the vehicle shock cannot be sufficiently suppressed.

  Further, in the case where the drive source has an engine, the vehicle shock is suppressed by correcting the engine torque. However, the engine torque varies widely, and it is difficult to absorb the vehicle shock.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a vehicle control device capable of suppressing the occurrence of a vehicle shock accompanying an inertia change without controlling the drive source torque. .

  In order to achieve the above object, the present invention provides a driving source for traveling, a continuously variable transmission disposed between the driving source and the driving wheel, and torque transmission between the driving source and the continuously variable transmission. In a vehicle control device having a torque connection / disconnection mechanism for connecting / disconnecting, a shock suppression means for suppressing vehicle shock caused by the connection / disconnection operation of the torque connection / disconnection mechanism by shifting the continuously variable transmission is torque connection / disconnection. The transmission speed of the continuously variable transmission is changed according to the inertia change caused by the connection / disconnection operation of the mechanism.

Therefore, in the vehicle control apparatus of the present invention, the acceleration acting on the vehicle is changed by changing the shift speed of the continuously variable transmission, and thereby the inertia caused by the connection / disconnection operation of the torque connection / disconnection mechanism. The change can be canceled out, and the occurrence of the vehicle shock accompanying the inertia change can be suppressed.
As a result, it is possible to suppress the occurrence of a vehicle shock accompanied by an inertia change without controlling the output torque from the drive source as in the prior art.

1 is an overall system diagram illustrating a parallel hybrid vehicle (an example of a vehicle) to which a vehicle control device according to a first embodiment is applied. It is a flowchart which shows the flow of the shock suppression process (shock suppression means) performed with the integrated controller of Example 1. FIG. It is a figure which shows an example of the shift line in a continuously variable transmission. It is a schematic diagram which shows an example of the relationship between the speed-change change and acceleration in a continuously variable transmission. 6 is a time chart illustrating shock suppression by shift control and shock suppression by motor torque control (comparative example) in the vehicle control apparatus of the first embodiment.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the control apparatus of the vehicle of this invention is demonstrated based on Example 1 shown in drawing.

First, the configuration will be described.
FIG. 1 is an overall system diagram illustrating a parallel hybrid vehicle (an example of a vehicle) to which the vehicle control device of the first embodiment is applied. Hereinafter, based on FIG. 1, the structure of a drive system and a control system is demonstrated.

  As shown in FIG. 1, the drive system of the parallel hybrid vehicle of the first embodiment includes an engine (drive source) Eng, a first clutch CL1, a motor / generator (drive source) MG, and a second clutch (torque connection / disconnection). Mechanism) CL2, a continuously variable transmission CVT, a final gear FG, a left drive wheel LT, and a right drive wheel RT.

  The engine Eng is a driving source for traveling, and is a gasoline engine or a diesel engine. Based on an engine control command from the engine controller 1, engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed. The engine output shaft is provided with a flywheel (not shown).

  The first clutch CL1 is interposed at a position between the engine Eng and the motor / generator MG. The first clutch CL1 is engaged / slip engaged (half-clutch state) by the first clutch control hydraulic pressure generated by the first clutch hydraulic unit 6 based on the first clutch control command from the first clutch controller 5.・ Opening is controlled. As the first clutch CL1, for example, a dry single-plate clutch that is normally engaged (normally closed) that is controlled from slip engagement to complete release by stroke control using a hydraulic actuator and that maintains complete engagement by a biasing force of a diaphragm spring. Is used for fastening / semi-fastening / opening between the engine Eng and the motor / generator MG. If the first clutch CL1 is in the fully engaged state, the motor torque + engine torque is transmitted to the second clutch CL2. If the first clutch CL1 is in the released state, only the motor torque is transmitted to the second clutch CL2. The half-engagement / release control is performed by stroke control with respect to a hydraulic actuator (not shown) for first clutch engagement / disengagement.

  The motor / generator MG is a driving source for traveling, and is an AC synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor / generator MG is controlled by applying a three-phase alternating current generated by the inverter 3 based on a control command from the motor controller 2 while performing drive torque control and rotational speed control at the time of starting and running. The The motor / generator MG can operate as an electric motor that is driven to rotate by receiving electric power from the battery 4 (hereinafter, this operation state is referred to as “powering”), and the rotor is the engine Eng or the left and right driving wheels. When receiving rotational energy from LT and RT, the battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor / generator MG is connected to the transmission input shaft input of the continuously variable transmission CVT via the second clutch CL2.

The second clutch CL2 is a clutch interposed between a travel drive source having the engine Eng and the motor / generator MG and the left and right drive wheels LT, RT. Engagement / slip engagement (half-clutch state) / release is controlled by the second clutch control hydraulic pressure generated by the second clutch hydraulic unit 10 based on the second clutch control command. As the second clutch CL2, for example, a normally open wet multi-plate clutch or wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used, and the transmission torque according to the clutch hydraulic pressure (pressing force). (Clutch torque capacity) is generated. The second clutch CL2 receives the torque output from the engine Eng and the motor / generator MG (when the first clutch CL1 is engaged) via the continuously variable transmission CVT and the final gear FG. Communicate to RT. That is, the torque transmission between the engine Eng and the motor / generator MG as the drive source and the continuously variable transmission CVT is connected / disconnected by the connection / disconnection of the second clutch CL2.
As shown in FIG. 1, as the second clutch CL2, in addition to setting an independent clutch between the motor / generator MG and the continuously variable transmission CVT, the continuously variable transmission CVT and the left and right drive wheels LT , RT may be set between RT.

  The continuously variable transmission CVT includes a primary pulley connected to the transmission input shaft input, a secondary pulley connected to the transmission output shaft output, and a pulley belt spanned between the primary pulley and the secondary pulley. It is a belt type continuously variable transmission.

  The primary pulley has a fixed sheave fixed to the transmission input shaft input and a movable sheave supported slidably on the transmission input shaft input. The secondary pulley has a fixed sheave fixed to the transmission output shaft output and a movable sheave slidably supported on the transmission output shaft output.

  The pulley belt is a metal belt wound between a primary pulley and a secondary pulley, and is sandwiched between the fixed sheave and the movable sheave. Here, a large number of elements with inclined surfaces in contact with both the fixed sheave and the movable sheave are stacked on both sides, and two sets of rings formed in a ring shape and sandwiched between layers are sandwiched between both sides of the element. A so-called VDT belt is used.

  And the pulley width of both pulleys is changed, the diameter of the pinching surface of the pulley belt is changed, and the gear ratio (pulley ratio) is freely controlled. Here, as the pulley width of the primary pulley becomes wider and the pulley width of the secondary pulley becomes narrower, the gear ratio changes to the low side. Further, as the pulley width of the primary pulley becomes narrower and the pulley width of the secondary pulley becomes wider, the gear ratio changes to the High side.

  The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a semi-electric vehicle travel mode (hereinafter referred to as “EV mode”). , “Quasi-EV mode”) and driving torque control start mode (hereinafter referred to as “WSC mode”).

  The “EV mode” is a mode in which the first clutch CL1 is opened and the vehicle travels only with the power of the motor / generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. The “quasi-EV mode” is a mode in which the first clutch CL1 is engaged but the engine Eng is turned off and the vehicle travels only with the power of the motor / generator MG. The "WSC mode" controls the number of revolutions of the motor / generator MG at the time of P, N-> D select start from the "HEV mode" or the D range start from the "EV mode" or "HEV mode". While maintaining the slip engagement state of the second clutch CL2, the clutch torque capacity is controlled so that the clutch transmission torque passing through the second clutch CL2 becomes the required drive torque determined according to the vehicle state and driver operation. It is a mode to start. “WSC” is an abbreviation for “Wet Start clutch”.

  As shown in FIG. 1, the control system of the parallel hybrid vehicle of 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. A transmission controller 7, a transmission hydraulic unit 8, a second clutch controller 9, a second clutch hydraulic unit 10, and an integrated controller 11. The engine controller 1, the motor controller 2, the first clutch controller 5, the transmission controller 7, the second clutch controller 9, and the integrated controller 11 are connected via a CAN communication line 12 that can exchange information with each other. Connected.

  The engine controller 1 inputs engine position information from the engine position detector 13, a target engine torque command from the integrated controller 11, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 includes information from a motor position detector (resolver) 14 that detects a rotor rotational position of the motor / generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 11, and other necessary requirements. Enter information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charging capacity of the battery 4, and this battery SOC information is used as control information for the motor / generator MG and is also integrated via the CAN communication line 12. 11 is supplied.

  The first clutch controller 5 inputs sensor information from a first clutch stroke sensor 15 that detects a stroke position of a hydraulic actuator (not shown), a target CL1 torque command from the integrated controller 11, and other necessary information. Then, a command for controlling engagement / slip engagement / release of the first clutch CL <b> 1 is output to the first clutch hydraulic unit 6.

  The transmission controller 7 inputs information from an accelerator opening sensor 16, a transmission input rotational speed detector 17, a transmission output rotational speed detector 18, an inhibitor switch (not shown), and the like. Then, when traveling with the D range selected, a control command for obtaining the searched gear ratio is obtained by searching for the optimum gear ratio according to the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map. Output to the transmission hydraulic unit 8. The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed. Further, when a shift control change command is output from the integrated controller 11, a shift control according to the shift control change command is performed instead of the normal shift control.

  The second clutch controller 9 inputs the sensor information from the motor position detector 14 and the transmission input rotation speed detector 17 and at the same time realizes the second clutch hydraulic pressure (current) command value. The clutch hydraulic pressure command value is output to the hydraulic unit 10 to control the current of the solenoid valve. Thereby, the pressing force of the second clutch CL2 is set, and the engagement / slip engagement / release is controlled.

  The integrated controller 11 manages the energy consumption of the entire vehicle and has the function of running the vehicle with maximum efficiency. The battery SOC state, the accelerator opening, and the vehicle speed (value synchronized with the transmission output speed) Then, the target drive torque is calculated from the hydraulic oil temperature or the like. Based on the result, command values for the actuators (motor / generator MG, engine Eng, first clutch CL1, second clutch CL2, continuously variable transmission CVT) are calculated, and the controllers 1, 2, 5, 7, Send to 9.

  FIG. 2 is a flowchart illustrating a flow of shock suppression processing (shock suppression means) executed by the integrated controller of the first embodiment. Hereinafter, the processing content of the integrated controller will be described with reference to the flowchart shown in FIG. Note that the shock suppression process shown in FIG. 2 is repeatedly executed by a scheduled interrupt.

  In step S1, the inertia (acceleration) acting on the vehicle changes, and it is determined whether or not a vehicle shock occurs. If YES (shock is generated), the process proceeds to step S2. If NO (shock is not generated), Go to the end. Here, the presence or absence of the occurrence of a vehicle shock accompanied by a change in inertia is determined based on whether or not the second clutch CL2 has transitioned from a steady state (engaged or released) to an excessive state. That is, the inertia (acceleration) acting on the vehicle is considered to be generated because the transmission torque in the second clutch CL2 changes due to the connection / disconnection of the second clutch CL2, so whether the connection / disconnection operation of the second clutch CL2 is performed. Thus, it is possible to determine whether a vehicle shock has occurred due to a change in inertia (acceleration).

ここで、Ｔ_in：変速機入力トルク
Ｉ_in：変速機入力イナーシャ
Ｉ_o：変速機出力イナーシャ
Ｔ_CVT：変速機フリクショントルク
Ｔ_LR：車両フリクショントルク
ω_in：変速機入力軸角速度
ω_o：変速機出力軸角速度
d(ω_in)：変速比入力軸の角加速度（変速比入力軸角速度を時間微分した
値）
d(ω_O)：変速比出力軸の角加速度、変速機ショック（変速比出力軸角速度を
時間微分した値）
r_a：変速比
d(r_a)：変速速度（変速比を時間微分した値）
一方、車両ショックの大きさは、ショック発生時の車速、減速比、インプットトルク（モータ/ジェネレータMGやエンジンEngからの出力トルク）、イナーシャ変化量から演算で求める方法や学習による方法がある。なお、各種条件と車両ショックとの関係を予めマップにしておき、検索によって求めてもよい。
そして、変速機ショックと、車両ショックの大きさとを比較し、変速機ショックよりも車両ショックが小さければ、ショック吸収可能と判断する。 In step S2, following the determination that the vehicle shock has occurred in step S1, it is determined whether or not the vehicle shock can be absorbed by a shift within the required driving force range. If YES (absorbable), the process proceeds to step S3. If NO (impossible to absorb), the process proceeds to step S4. Here, the current gear ratio is obtained by searching from, for example, the vehicle speed read in advance, the transmission input rotation speed (the output rotation speed of the second clutch CL2), the accelerator opening, and the shift line shown in FIG. Further, the required driving force is obtained based on the vehicle speed, accelerator opening, etc. read in advance. Then, an acceleration d (ω _o ) (hereinafter referred to as a transmission shock) that can be generated by a shift within the required driving force range is obtained. This transmission shock differs depending on the shift direction (shift in the downshift direction or shift in the upshift direction) and the shift speed change of the continuously variable transmission CVT, and is derived from the following formulas 1 and 2. Calculated by Equation 3.

Where T _in : Transmission input torque
I _in : Transmission input inertia
I _o : Transmission output inertia
T _CVT : Transmission friction torque
T _LR : Vehicle friction torque
ω _in : Transmission input shaft angular velocity
ω _o : Transmission output shaft angular velocity
d (ω _in ): gear ratio input shaft angular acceleration (speed ratio input shaft angular velocity
value)
d (ω _O ): gear ratio output shaft angular acceleration, transmission shock (speed ratio output shaft angular speed
Time differentiated value)
r _a : Gear ratio
d (r _a ): Shift speed (value obtained by differentiating the speed ratio with time)
On the other hand, the magnitude of the vehicle shock includes a calculation method based on a vehicle speed, a reduction ratio, an input torque (output torque from the motor / generator MG or engine Eng) at the time of the shock, and a learning method. The relationship between various conditions and vehicle shocks may be obtained in advance by making a map in advance.
Then, the transmission shock is compared with the magnitude of the vehicle shock, and if the vehicle shock is smaller than the transmission shock, it is determined that the shock can be absorbed.

In step S3, following the determination that the shock can be absorbed in step S2, the continuously variable transmission CVT is shifted and the shift speed is changed to absorb the vehicle shock and advance to the end. Here, in order to absorb the vehicle shock, the transmission shock is generated by the speed change of the continuously variable transmission CVT. At this time, the sum of the transmission shock and the vehicle shock calculated in step S2 is zero. Thus, the transmission speed d (r _a ) of the continuously variable transmission CVT is appropriately changed. That is, the transmission speed d (r _a ) of the continuously variable transmission CVT is changed so that the transmission shock has the same magnitude of acceleration acting in the opposite direction to the vehicle shock.

Note that, also from the graph shown in FIG. 4, when the transmission speed d (r _a ) of the continuously variable transmission CVT is changed, the acceleration corresponding to the transmission shock d (ω _o ) changes with the change in the transmission speed. I understand that Moreover, also increases the larger the shift speed d (r _a) is as is apparent from FIG acceleration (transmission shock d (omega _o)), the shift speed d (r _a) the smaller the acceleration (transmission shock d ( ω _o )) becomes smaller. Further, when the continuously variable transmission CVT is shifted in the downshift direction (shown by the solid line in FIG. 4), acceleration (transmission shock d (ω _o )) is generated in the negative direction and the shift is performed in the upshift direction. In (indicated by a broken line in FIG. 4), acceleration (transmission shock d (ω _o )) occurs in the positive direction.
Thus, by changing the speed d (r _a ) of the continuously variable transmission CVT according to the vehicle shock, a transmission shock d (ω _o ) acting in the opposite direction to the vehicle shock is generated. The shock generated in the vehicle is absorbed by offsetting the shock.

  In step S4, following the determination that shock absorption is impossible in step S2, it is determined whether motor output for absorbing vehicle shock can be realized. If YES (realizable), the process proceeds to step S5. If NO (cannot be realized), the process proceeds to step S6. Here, in order to absorb the vehicle shock by the motor output, the motor output torque is abruptly changed with the rotation speed of the motor / generator MG being constant, so that the battery output fluctuation occurs with the sudden change of the motor output torque. . Therefore, the battery output possible amount is obtained from the battery SOC, the battery temperature, etc., and the motor output possible amount is calculated from the battery output possible amount. That is, for example, when the output amount from the battery is limited due to a shortage of the battery SOC, the motor output possible amount is also limited, and the motor output torque cannot be suddenly changed and the vehicle shock that can be absorbed becomes very small.

On the other hand, the magnitude of the vehicle shock includes a calculation method based on a vehicle speed, a reduction ratio, an input torque (output torque from the motor / generator MG or engine Eng) at the time of the shock, and a learning method. The relationship between various conditions and vehicle shocks may be obtained in advance by making a map in advance.
Then, the motor output possible amount is compared with the magnitude of the vehicle shock, and if the vehicle shock is smaller than the motor output possible amount, it is determined that the shock can be absorbed.

  In step S5, following the determination that the motor output is possible in step S4, the output torque from the motor / generator MG is suddenly changed to absorb the vehicle shock and proceed to the end. Here, in order to absorb the vehicle shock, the sum of the acceleration caused by the sudden change in the output torque of the motor / generator MG and the vehicle shock calculated in step S2 is made zero. That is, the acceleration generated by the sudden change in the output torque of the motor / generator MG is set to the same magnitude that acts in the opposite direction to the vehicle shock.

  In step S6, following the determination that motor output is not possible in step S4, the output torque from the motor / generator MG is suddenly changed within the possible output range, and at the same time, the continuously variable transmission CVT is shifted and its shift speed is changed. To absorb the vehicle shock and proceed to the end. It should be noted that the acceleration (so-called transmission shock) generated by the change in the transmission speed of the continuously variable transmission CVT cancels out the vehicle shock that cannot be absorbed by the sudden change in the output torque from the motor / generator MG. Further, in consideration of energy management, the shock absorption by the motor output control and the shock absorption by the shift speed change may be efficiently distributed.

Next, the operation will be described.
The operation of the vehicle control apparatus according to the first embodiment will be described by dividing it into [shock absorbing action during shift speed control], [shock absorbing action during motor output control], and [shock absorbing action during shift speed control and motor output control].

[Shock absorbing action during shift speed control]
FIG. 5 is a time chart illustrating shock suppression by shift control and shock suppression by motor torque control (comparative example) in the vehicle control apparatus of the first embodiment. In FIG. 5, the characteristics related to shock suppression by the shift control are indicated by solid lines, and the control related to shock suppression by the motor torque control is indicated by broken lines. In a portion where both characteristics overlap, the solid line and the broken line are displayed slightly shifted for easy understanding, but the actual characteristics match.

  At time t1, an engagement command (lock-up command) for the second clutch CL2 is output, and the second clutch lock-up flag changes from OFF to ON.

  At time t2, the engagement hydraulic pressure of the second clutch CL2 starts to rise in response to the change of the second clutch lockup flag. As a result, it is determined that the vehicle inertia (acceleration) changes and a vehicle shock occurs, shock absorption control is started, and the output rotational speed of the motor / generator MG starts to decrease, thereby causing the gear ratio of the continuously variable transmission CVT. Begins to decrease (starts shifting in the upshift direction). As a result, the output torque of the motor / generator MG begins to increase gradually in accordance with the change in the gear ratio. On the other hand, since the increase in the output torque of the motor / generator MG is moderate, the output from the battery 4 remains constant regardless of whether the second clutch CL2 is connected or disconnected.

  At time t3, when the second clutch hydraulic pressure coincides with the line pressure and the second clutch CL2 is completely engaged and the generation of the vehicle shock due to the inertia change is finished, the output speed of the motor / generator MG and the continuously variable transmission CVT The gear ratios are constant, and accordingly, the output torque of the motor / generator MG is also constant.

In this way, when the second clutch lockup flag changes from OFF to ON at time t1, it is determined that the vehicle inertia (acceleration) changes and a vehicle shock occurs, and step S1 to step S2 in the flowchart shown in FIG. Proceed to When the vehicle shock generated by the shift within the required driving force range can be absorbed, the process proceeds to step S3, and the vehicle shock is reduced by appropriately changing the shift speed d (r _a ) at the time of shifting of the continuously variable transmission CVT. Absorb. That is, the acceleration (transmission shock) d caused by the change in the transmission speed d (r _a ) at the time of shifting of the continuously variable transmission CVT according to the magnitude of the vehicle shock accompanied by the inertia change caused by the engagement of the second clutch CL2. The shock is absorbed by canceling the vehicle shock with (ω _o ).

  As a result, the output shaft torque output from the transmission output shaft output remains constant regardless of the engagement operation of the second clutch CL2, and is accompanied by a change in inertia without controlling the output torque of the motor / generator MG. The occurrence of vehicle shock can be suppressed.

  Since the output torque control of the motor / generator MG is not performed, a sudden output fluctuation of the battery 4 does not occur, and battery deterioration can be prevented. In addition, immediately before a vehicle shock occurs even when the input / output limit of the battery 4 is restricted due to the state of the battery SOC, battery temperature, etc., or when there is no sudden output fluctuation due to a malfunction of the motor / generator MG. The vehicle shock can be absorbed by changing the speed of the continuously variable transmission CVT while maintaining the battery output.

  Note that if the speed of shifting in the upshift direction is changed, acceleration in the positive direction, that is, in the direction of accelerating the vehicle is generated as shown in FIG. Further, if the shift speed when shifting in the downshift direction is changed, as shown in FIG. 4, acceleration in the negative direction, that is, in the direction of decelerating the vehicle is generated.

  Therefore, by appropriately changing the shift direction and the shift speed, it is possible to cope with both a vehicle shock acting in the positive direction (vehicle acceleration direction) and a vehicle shock acting in the negative direction (vehicle deceleration direction), Regardless of the direction of action of the generated vehicle shock, shock absorption can be achieved by changing the speed of the continuously variable transmission CVT.

  In particular, for events in which the rate of change in inertia and the rate of change, such as connecting / disconnecting operation of the second clutch CL2, are known, vehicle shocks that occur in advance are held by learning or calculation, When the shift speed and time are calculated by searching using the map, the required shift speed and time may be calculated based on the inertia determined according to the inertia change scene.

  For this reason, the calculation of the shift speed and the like is simplified, and the calculation burden can be reduced. Further, since the vehicle shock is caused by a control command to the vehicle, the control hydraulic pressure of the continuously variable transmission CVT can be standbyd in advance, and the vehicle shock can be absorbed smoothly and reliably.

[Shock absorption during motor output control]
The shock absorbing action during motor output control will be described based on the characteristics indicated by the broken line in FIG.

  At time t1, an engagement command (lock-up command) for the second clutch CL2 is output, and the second clutch lock-up flag changes from ON to OFF.

  At time t2, the engagement hydraulic pressure of the second clutch CL2 starts to rise in response to the change of the second clutch lockup flag. As a result, it is determined that the vehicle inertia (acceleration) changes and a vehicle shock occurs, and shock absorption control is started. That is, the output torque of the motor / generator MG is increased rapidly. This also increases the output from the battery 4 rapidly. On the other hand, the output speed of the motor / generator MG and the gear ratio of the continuously variable transmission CVT remain constant.

  At time t3, when the second clutch hydraulic pressure coincides with the line pressure and the second clutch CL2 is completely engaged, and the generation of the vehicle shock due to the inertia change is finished, the output torque of the motor / generator MG and the output from the battery 4 are also constant. It becomes a state. The output rotational speed of the motor / generator MG and the gear ratio of the continuously variable transmission CVT become constant, and the output torque of the motor / generator MG becomes constant accordingly.

  As a result, the output shaft torque output from the transmission output shaft output remains constant regardless of the engagement operation of the second clutch CL2, and the occurrence of a vehicle shock accompanying a change in inertia can be suppressed.

  As described above, when the second clutch lockup flag changes from OFF to ON at time t1, the vehicle inertia (acceleration) changes and it is determined that a vehicle shock will occur. If the vehicle shock cannot be absorbed due to the above, the process proceeds from step S1 to step S2 to step S4 in FIG. 2, and if the output of the motor / generator MG for absorbing the generated vehicle shock can be realized, the process proceeds to step S5. Proceed with Then, the output torque from the motor / generator MG is suddenly changed in accordance with the vehicle shock to suppress the occurrence of the vehicle shock.

[Shock absorption effect during speed control and motor output control]
When a vehicle shock accompanied by an inertia change occurs as the second clutch CL2 is engaged / disengaged, the shock cannot be absorbed by the shift within the required driving force range, and the motor / generator MG for absorbing the shock If the output cannot be realized, in the flowchart shown in FIG. 2, the process proceeds from step S1 to step S2 to step S4 to step S6, and at the same time the output torque of the motor / generator MG is suddenly changed within the output possible range. The vehicle shock is absorbed by shifting the continuously variable transmission CVT and changing the shift speed.

  Even if the shock of the vehicle that cannot be absorbed by the sudden change in the output torque from the motor / generator MG is offset by the acceleration (so-called transmission shock) generated by the change in the transmission speed of the continuously variable transmission CVT, In consideration of energy management, shock absorption by motor output control and shock absorption by shift speed control may be efficiently distributed.

  In this way, optimal shock absorption according to the scene is achieved by using the shock absorption by the shift speed control of the continuously variable transmission CVT, the shock absorption by the conventional motor output control, and the shock absorption by the combination of both. It can be performed and the situation where shock absorption is not possible can be eliminated and energy efficiency can be improved.

Next, the effect will be described.
In the vehicle control apparatus of the first embodiment, the effects listed below can be obtained.

(1) A driving source (engine Eng and motor / generator MG) for traveling, and a continuously variable transmission CVT disposed between the driving sources Eng, MG and driving wheels (left and right driving wheels) LT, RT; A torque connection / disconnection mechanism (second clutch) CL2 for connecting / disconnecting torque transmission between the drive sources Eng, MG and the continuously variable transmission CVT is provided in the drive system, and the continuously variable transmission CVT is shifted. Thus, in the vehicle control device provided with a shock suppression means (FIG. 2) for suppressing a vehicle shock caused by the connection / disconnection operation of the torque connection / disconnection mechanism CL2, the shock suppression means (FIG. 2) includes the torque disconnection mechanism. The transmission speed d (r _a ) of the continuously variable transmission CVT is changed in accordance with the inertia change caused by the connection / disconnection operation of the contact mechanism CL2. As a result, it is possible to suppress the occurrence of a vehicle shock accompanying an inertia change without controlling the drive source torque.

(2) The shock suppression means (FIG. 2) has the same magnitude of acceleration (transmission shock) d (ω acting in the opposite direction to the acceleration (vehicle shock) acting on the vehicle in response to the inertia change. The transmission speed d (r _a ) of the continuously variable transmission CVT is changed so that _o ) occurs. As a result, the acceleration (vehicle shock) acting on the vehicle according to the inertia change can be offset by the acceleration (transmission shock) d (ω _o ) generated by the change in the transmission speed of the continuously variable transmission, and the drive source torque The occurrence of a vehicle shock can be suppressed without controlling the motor.

  As mentioned above, although the vehicle control apparatus of the present invention has been described based on the first embodiment, the specific configuration is not limited to these embodiments, and the invention according to each claim of the claims is described. Design changes and additions are allowed without departing from the gist.

  In the first embodiment, an example in which the vehicle control device of the present invention is applied to a parallel hybrid vehicle has been described. However, the vehicle control device can also be applied to an FR hybrid vehicle or an FF hybrid vehicle, or an electric vehicle, a fuel cell vehicle, or an engine vehicle. The vehicle control device of the present invention can also be applied to the above. In short, a continuously variable transmission is disposed between the drive source and the drive wheel, and is applicable if the drive system has a power transmission mechanism that connects and disconnects torque transmission between the drive source and the continuously variable transmission. be able to.

  In the first embodiment, the motor / generator MG capable of regeneration is shown as the driving drive motor. However, the motor / generator MG is not limited to this, and a motor capable of only power running may be used.

Eng engine (drive source)
MG motor / generator (drive source)
LT Left drive wheel (drive wheel)
RT Right drive wheel (drive wheel)
CL2 2nd clutch (power transmission mechanism)
CVT continuously variable transmission

Claims (1)

A driving source for traveling; a continuously variable transmission disposed between the driving source and the driving wheel; and a torque transmission mechanism for connecting and disconnecting torque transmission between the driving source and the continuously variable transmission. In a vehicle control device provided with a shock suppressing means for suppressing a vehicle shock that occurs in connection with the connecting / disconnecting operation of the torque connecting / disconnecting mechanism by changing the speed of the continuously variable transmission.
The shock suppression means is configured to generate an acceleration of the same magnitude that acts in the opposite direction to an acceleration that acts on the vehicle in response to an inertia change that occurs in association with the connection / disconnection operation of the torque connection / disconnection mechanism. A control apparatus for a vehicle, characterized by changing a shift speed of a step transmission.

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