JP5919167B2 - Control device and control method for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle including an internal combustion engine and an electric motor as power sources, and a stepped transmission divided into two systems of an odd-numbered transmission mechanism and an even-numbered transmission mechanism, and the control thereof Regarding the method.

  A hybrid vehicle including an electric motor (motor) in addition to an internal combustion engine (engine) as a power source is known. As a transmission used for such a hybrid type vehicle, for example, as described in Patent Document 1, a first transmission mechanism capable of setting an odd number of gear stages (1, 3, 5, etc.) can be set. A first clutch (odd number clutch) capable of connecting / disconnecting the first input shaft and the engine output shaft of the internal combustion engine, and a second speed change mechanism capable of setting even speed stages (2, 4, 6th speed, etc.) There is a twin-clutch transmission that includes a second clutch (even-numbered clutch) that can connect and disconnect the second input shaft and the engine output shaft, and that shifts these two clutches alternately. Such a twin clutch transmission includes a transmission having a configuration in which a rotating shaft of an electric motor is connected to a first input shaft of a first transmission mechanism.

JP 2011-79380 A

  In a twin-clutch transmission having a configuration in which the rotary shaft of the motor is connected to the first input shaft of the first transmission mechanism as described above, when the vehicle is decelerated while decelerating, the motor travels using the motor as a power source. Shifting down from an odd number of gears (for example, 5th gear) by (EV traveling) to an even number of gears (for example, 4th gear) by traveling with an internal combustion engine using the internal combustion engine as a power source, It can be configured to shift down from the fourth speed) to an odd number of gears (for example, the third speed) by electric motor travel. In this manner, if the vehicle is decelerated by shifting down the gear position one step at a time while alternately switching between the internal combustion engine traveling and the electric motor traveling, it is possible to mitigate the shock caused by torque fluctuations during the downshifting.

  On the other hand, if more deceleration energy is to be recovered while the vehicle is decelerating, it is advantageous to decelerate only by running the motor. However, when shifting down from one odd gear (for example, 5th gear) to another odd gear (for example, third gear) while the motor is running, there is a large torque fluctuation and a shift shock such as vibration or noise occurs. End up.

  The present invention has been made in view of the above-described problem, and has a first transmission mechanism having first and second input shafts, and a transmission having a configuration in which the first input shaft is connected to an electric motor. In the hybrid vehicle having the above, when the shift stage to the deceleration side is switched using only the shift stage set by the first transmission mechanism, the shift shock due to the torque fluctuation is effective while collecting more deceleration energy. It is an object of the present invention to provide a hybrid vehicle control device and a control method thereof that can be relaxed.

  In order to solve the above problems, the present invention is configured as follows.

The control apparatus for a hybrid vehicle according to the present invention includes an internal combustion engine (2) and an electric motor (3) as power sources, and is connected to the electric motor (3) and selectively via the first clutch (C1). The first input shaft (IMS) connected to the engine output shaft (2a) of the internal combustion engine (2) and the engine output shaft (2a) of the internal combustion engine (2) selectively via the second clutch (C2). A second input shaft (OMS, SS) to be connected, an output shaft (CS) for outputting power to the drive wheels (WL, WR), and a plurality of shifts selectively connected to the first input shaft (IMS) A first transmission mechanism (G1) including gears (43, 45, 47) and a plurality of other transmission gears (42, 44, 46) selectively connected to the second input shaft (OMS, SS) A second speed change mechanism (G2) including a first speed change mechanism disposed on the output shaft (CS) A transmission (4) having a plurality of output gears (51, 52, 53) meshing with a transmission gear of the structure (G1) and another transmission gear of the second transmission mechanism (G2); Selection of transmission gears of the transmission mechanism (G1) and the second transmission mechanism (G2), connection / disconnection of the first clutch (C1) and the second clutch (C2), and connection between the internal combustion engine (2) and the electric motor (3) And a control unit (10) for executing torque control, wherein the control unit (10) is a second speed change mechanism (G2 ) during traveling using the electric motor (3) as a power source. ) using only shift stage set by the first transmission mechanism by skipping intermediate gear set (G1), the have line switching gear to the deceleration side, the case of performing the switching, the first The gear ratio of the first gear is greater than the gear ratio of the first gear in the transmission mechanism (G1). A predetermined correction torque is added to the output torque of the electric motor (3) while switching to the second gear position of the gear ratio, or it is switched to the second gear position and the predetermined torque is output from the output torque of the electric motor (3). By subtracting the correction torque, motor torque correction control is performed to control the output torque of the transmission (4) to be an intermediate torque between the torque by the first gear and the torque by the second gear. It is characterized by that.

  As described above, in a transmission that includes the first and second transmission mechanisms having the first and second clutches and the first and second input shafts, and the first input shaft is connected to the electric motor, the electric motor is powered. When shifting to the deceleration side (downshift) using only the speed set by the first speed change mechanism during traveling as the source, the speed change is set by the second speed change mechanism. This is performed by skipping an intermediate gear position. For this reason, the gear ratio difference between the gears is large, and a shift shock (vibration or noise accompanying the shift) occurs. Therefore, in the present invention, when the shift stage is switched to the deceleration side using only the shift stage set by the first transmission mechanism, the first shift stage changes from the first shift stage to the second shift stage. During the switching, a predetermined correction torque is added to the output torque of the motor, or the second output is switched to the second shift stage, and the predetermined correction torque is subtracted from the output torque of the motor, so that the output torque of the transmission The motor torque correction control is performed so that the torque is intermediate between the torque of the first gear and the torque of the second gear. As a result, it is possible to provide a virtual shift stage corresponding to an intermediate shift stage set by the second transmission mechanism, and therefore it is possible to effectively suppress the occurrence of a shift shock accompanying the shift of the shift stage. Therefore, in a downshift during traveling using the electric motor as a power source, it is possible to mitigate a shift shock that occurs due to the shift of the gear position while recovering more deceleration energy by regeneration by the electric motor.

  In the hybrid vehicle control apparatus described above, the intermediate torque may be the torque of the shift stage between the first shift stage and the second shift stage set by the second transmission mechanism (G2).

  According to this configuration, for example, when switching from the current shift speed to the target shift speed by downshifting, the braking force when the intermediate shift speed is selected is temporarily set, and finally the target shift speed (speed change) By setting to the previous shift speed), it is possible to reduce the occurrence of shift shocks and make the shift speed change more smoothly than when changing the shift speed once (in one stage). Can do.

  Further, in this case, the shift stage set by the first transmission mechanism (G1) is an odd-numbered odd-numbered shift stage from the lowest shift stage, and the shift stage set by the second transmission mechanism (G2) is the lowest shift stage. To the even-numbered gears, and the intermediate torque is the torque of the even-numbered gears between one odd gear corresponding to the first gear and the other odd gears corresponding to the second gear. It may be.

  In a transmission having a configuration in which an electric motor is connected to the first input shaft, in order to maintain traveling using only the electric motor as a drive source, it is possible to shift using only odd-numbered gears set by the first transmission mechanism. Necessary. In this case, by setting a torque corresponding to the even-numbered shift stage as the intermediate torque, it is possible to more effectively suppress the occurrence of a shift shock compared to the case where the shift is performed only between the odd-numbered shift stages.

  In addition, operation means (65) for instructing switching of the gear position by the transmission (4) according to the operation of the vehicle driver is provided, and the control means (10) is configured to change the gear position by the operation of the operation means (10). When the switching instruction is received, the motor torque correction control may be performed when the shift destination gear is a gear that cannot be set by the first transmission mechanism (G1).

  According to this configuration, the internal combustion engine is controlled by performing the above-described motor torque correction control even when the shift destination gear stage designated by the operation of the vehicle driver is a gear stage that cannot be set by the first transmission mechanism. The vehicle can be run using only the electric motor as a power source while stopped.

  In the hybrid vehicle control apparatus, the control means (10) includes target reduction ratio calculation means (11) for calculating a target reduction ratio of the vehicle based on accelerator pedal operation information and vehicle speed information by the driver. The motor torque command value calculating means (13) for calculating the command value of the motor torque may be provided so as to generate the motor torque corresponding to the output of the target reduction ratio calculating means (11).

  According to this configuration, it is possible to calculate an appropriate motor torque according to the target reduction ratio. Therefore, optimal motor torque correction control can be performed, and traveling with no difference in vehicle deceleration or riding feeling is ensured between traveling using only the motor as a driving source and traveling using the motor and the internal combustion engine as driving sources. can do. For example, in traveling using only an electric motor as a drive source, even if the reduction ratio actually selected is a reduction ratio corresponding to an odd-numbered shift stage, if the target reduction ratio is a reduction ratio equivalent to an even-numbered shift stage, the reduction ratio corresponding to the even-numbered shift stage The torque of the electric motor that can set the reduction ratio can be calculated.

The hybrid vehicle control method according to the present invention includes the internal combustion engine (2) and the electric motor (3) as power sources, and is connected to the electric motor (3) and selected via the first clutch (C1). The engine output shaft (2a) of the internal combustion engine (2) is selectively connected via the first input shaft (IMS) connected to the engine output shaft (2a) of the internal combustion engine (2) and the second clutch (C2). ) Connected to the second input shaft (OMS, SS), output shaft (CS) for outputting power to the drive wheels (WL, WR), and a plurality of selectively connected to the first input shaft (IMS) A first transmission mechanism (G1) including a plurality of transmission gears (43, 45, 47) and a plurality of other transmission gears (42, 44, selectively coupled to the second input shaft (OMS, SS)). 46) including the second transmission mechanism (G2) including the output shaft (CS), A transmission (4) having a plurality of output gears (51, 52, 53) meshing with a transmission gear of one transmission mechanism (G1) and another transmission gear of the second transmission mechanism (G2); Selection of gears for the first transmission mechanism (G1) and the second transmission mechanism (G2), connection / disconnection of the first clutch (C1) and the second clutch (C2), the internal combustion engine (2) and the electric motor (3 And a control means (10) capable of controlling the torque of the second transmission mechanism ( 10) during travel using the electric motor (3) as a power source. using only shift stage set by the first transmission mechanism by skipping intermediate gear set by G2) (G1), have rows switching gear to the deceleration side, the case of performing the switching, operation Based on the accelerator pedal operation information and vehicle speed information A reduction ratio is calculated, a torque command value of the electric motor (3) corresponding to the calculated target reduction ratio is calculated, and a gear ratio of the first shift stage from the first shift stage is calculated by the first transmission mechanism (G1). The torque based on the command value is added to the output torque of the electric motor (3) while switching to the second shift stage having a larger gear ratio, or the output of the electric motor (3) is switched to the second shift stage. By subtracting a predetermined correction torque from the torque, the output torque of the transmission (4) is controlled to be an intermediate torque between the torque of the first gear and the second gear. Features.

According to the hybrid vehicle control method of the present invention, when the shift stage is shifted to the deceleration side (downshift) using only the shift stage set by the first transmission mechanism, the output torque of the motor is reduced. By adding a predetermined correction torque or switching to the second shift stage and subtracting the predetermined correction torque from the output torque of the electric motor, the output torque of the transmission is changed to the torque of the first shift stage and the second shift stage. It is possible to control so as to be an intermediate torque between the gears of the first gear and the second gear. This makes it possible to provide a virtual shift stage corresponding to the intermediate shift stage set by the second transmission mechanism, so that it is possible to effectively generate a shift shock (vibration, noise, etc.) associated with the shift of the shift stage. Can be suppressed. Therefore, in a downshift during traveling using the electric motor as a power source, it is possible to effectively mitigate a shift shock that occurs due to the shift of the gear position while recovering more deceleration energy by regeneration by the electric motor.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the present invention, in the hybrid vehicle having the first and second transmission mechanisms having the first and second input shafts and including the transmission having the first input shaft connected to the electric motor, the first transmission mechanism. In the case where the shift stage is switched to the deceleration side using only the shift stage set in step 1, it is possible to effectively mitigate the shift shock due to the torque fluctuation while recovering more deceleration energy.

It is the schematic which shows the structural example of the hybrid vehicle provided with the control apparatus which concerns on one Embodiment of this invention. FIG. 2 is a skeleton diagram of the transmission shown in FIG. 1. It is a conceptual diagram which shows the engagement relationship of each shaft of the transmission shown in FIG. It is a block diagram which shows the structure of the electronic control unit shown in FIG. It is a flowchart for demonstrating operation | movement of the motor torque control at the time of downshifting during driving | running | working which uses only a motor as a power source. It is a graph which shows the relationship between the reduction ratio at the time of downshifting during driving | running | working which uses only a motor as a power source, a vehicle speed, and a motor torque.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic diagram illustrating a configuration example of a hybrid vehicle including a control device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 1 in this embodiment is a hybrid vehicle equipped with an internal combustion engine 2 and an electric motor 3 as power sources, and further includes an inverter 20 for controlling the electric motor 3, A battery (power storage device) 30, a transmission (transmission) 4, a differential mechanism 5, left and right drive shafts 6R and 6L, and left and right drive wheels WR and WL are provided. Here, the electric motor 3 is a motor and includes a motor generator, and the battery 30 is a capacitor and includes a capacitor. The internal combustion engine 2 is an engine, and includes a diesel engine, a turbo engine, and the like. The rotational driving force of the internal combustion engine (hereinafter referred to as “engine”) 2 and the electric motor (hereinafter referred to as “motor”) 3 is transmitted to the left and right via the transmission 4, the differential mechanism 5 and the drive shafts 6R and 6L. It is transmitted to the drive wheels WR and WL.

  As shown in FIG. 1, the transmission 4 is connected to the motor 3 and is selectively connected to the crankshaft 2a of the engine 2 via a first clutch (an odd-numbered clutch described later) C1. (Inner main shaft described later) IMS and a second input shaft (outer main shaft or secondary shaft described later) selectively connected to the crankshaft 2a of the engine 2 via a second clutch (even-numbered clutch described later) C2. ) OMS (SS), an output shaft CS that outputs power to the drive wheels WR and WL, and a plurality of shifts that are arranged between the first input shaft IMS and the output shaft CS and belong to an odd number from the lowest gear position A plurality of gears that are set between the first speed change mechanism G1 capable of setting the speed (1, 3, 5th speed, etc.) and the second input shaft OMS (SS) and the output shaft CS and belong to the even number from the lowest speed. Shift stage ( It is configured to include a second transmission mechanism G2 and capable of setting, etc.) 4,6 gear. Although FIG. 1 shows a simplified configuration of the transmission 4, the detailed configuration of the transmission 4 is shown in the skeleton diagram shown in FIG.

  The vehicle 1 also includes an electronic control unit (ECU) 10 for controlling the engine 2, the motor 3, the transmission 4, the differential mechanism 5, the inverter 20, and the battery 30. The electronic control unit 10 is configured not only as a single unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3 and the inverter 20, and a battery 30 for controlling the battery 30. A plurality of ECUs such as a battery ECU and an AT-ECU for controlling the transmission 4 may be included. The electronic control unit 10 of this embodiment controls the engine 2 and the motor 3, the battery 30, and the transmission 4.

  The electronic control unit 10 performs control so that the motor alone travels (EV travel) using only the motor 3 as a power source according to various operating conditions, or performs the engine alone travel using only the engine 2 as a power source. Control is performed so as to perform cooperative traveling (HEV traveling) in which both the engine 2 and the motor 3 are used as power sources. In addition, the electronic control unit 10 performs torque control of the motor during EV traveling, which will be described later, and other control necessary for various operations according to various control parameters.

  In addition, signals from various sensors 31 to 35 are input to the electronic control unit 10 as control parameters. Specifically, the electronic control unit 10 includes an accelerator pedal opening degree from an accelerator pedal sensor 31 that detects an accelerator pedal depression amount, a brake pedal opening degree from a brake pedal sensor 32 that detects a brake pedal depression amount, Various values indicating a shift position from a shift position sensor 33 that detects a gear stage (shift stage), a vehicle speed from a vehicle speed sensor 34 that detects a vehicle speed, a motor rotation speed from a rotation speed sensor 35 that detects a rotation speed of the motor 3, and the like. A signal is input. Further, the vehicle 1 is provided with a hydraulic brake 37 for braking the drive wheels WR and WL. A control signal from the electronic control unit 10 is input to the hydraulic brake 37, and the drive wheels WR and WL are driven according to the control signal regardless of the driver's intention (operation of the brake pedal). It is possible to apply a predetermined braking force.

  Further, the vehicle 1 of the present embodiment includes a shift device (not shown) that is operated by a driver via a shift lever, and a paddle switch 65 provided in the vicinity of a steering (handle) (not shown). A shift position sensor 33 is provided in the vicinity of the shift device. The shift position sensor 33 detects the position of the shift lever operated by the driver.

  The paddle switch 65 includes a − (minus) paddle switch 66 for instructing a downshift in the manual shift mode, and a + (plus) paddle switch 67 for instructing an upshift in the manual shift mode. The operation signals of the paddle switches 66 and 67 are output to the electronic control unit 10 and the transmission 4 is upshifted or downshifted according to the traveling state of the vehicle 1 or the like. In the present embodiment, for example, when one of the paddle switches 66 and 67 is operated by the driver when the shift lever is in the D range or S range and the automatic shift mode is set, the automatic shift is performed. The mode is switched to the manual transmission mode (manual mode).

  The engine 2 is an internal combustion engine that generates driving force for running the vehicle 1 by mixing fuel with air and burning it. The motor 3 functions as a motor that generates a driving force for running the vehicle 1 using the electric energy of the battery 30 when the engine 2 and the motor 3 are collaboratively run or when the EV 3 is driven only by the motor 3. In addition, when the vehicle 1 is decelerated, it functions as a generator that generates electric power by regeneration of the motor 3. During regeneration of the motor 3, the battery 30 is charged with electric power (regenerative energy) generated by the motor 3.

Next, the configuration of the transmission 4 provided in the vehicle 1 of this embodiment will be described. FIG. 2 is a skeleton diagram of the transmission shown in FIG. FIG. 3 is a conceptual diagram showing the engagement relationship of the shafts of the transmission shown in FIG. The transmission 4 is a parallel shaft transmission of 7 forward speeds and 1 reverse speed, and is a dry twin clutch transmission (DCT: dual clutch transmission).

The transmission 4 includes an inner main shaft (first input shaft) IMS connected to the crankshaft (engine output shaft) 2a of the engine 2 and the motor 3, and an outer main shaft (an outer cylinder of the inner main shaft IMS). Second input shaft) OMS, secondary shaft (second input shaft) SS parallel to inner main shaft IMS, idle shaft IDS, reverse shaft (reverse shaft) RVS, and counter which is parallel to these shafts and forms an output shaft A shaft CS is provided.

Of these shafts, the outer main shaft OMS is always engaged with the reverse shaft RVS and the secondary shaft SS via the idle shaft IDS, and the counter shaft CS is further always engaged with the differential mechanism 5 (see FIG. 1). Be placed.

The transmission 4 includes an odd-numbered stage clutch (first clutch) C1 and an even-numbered stage clutch (second clutch) C2. The odd-numbered clutch C1 and the even-numbered clutch C2 are dry-type clutches. The odd-numbered clutch C1 is coupled to the inner main shaft IMS. The even-numbered clutch C2 is coupled to the outer main shaft OMS (a part of the second input shaft) and is connected to the reverse shaft RVS and the secondary shaft SS (first shaft) from the gear 48 fixed on the outer main shaft OMS via the idle shaft IDS. 2 part of the input shaft).

  A sun gear 71 of the planetary gear mechanism 70 is fixedly disposed at a predetermined position near the motor 3 of the inner main shaft IMS. Further, on the outer periphery of the inner main shaft IMS, a carrier 73 of the planetary gear mechanism 70, a third speed drive gear 43, a seventh speed drive gear 47, and a fifth speed drive gear 45 are arranged in this order from the left side in FIG. . The 3-speed drive gear 43 is also used as a 1-speed drive gear. The third speed drive gear 43, the seventh speed drive gear 47, and the fifth speed drive gear 45 are rotatable relative to the inner main shaft IMS, and the third speed drive gear 43 is connected to the carrier 73 of the planetary gear mechanism 70. doing. Further, on the inner main shaft IMS, a 3-7 speed synchromesh mechanism 81 is provided between the 3rd speed drive gear 43 and the 7th speed drive gear 47 so as to be slidable in the axial direction. Corresponding to this, a 5-speed synchromesh mechanism 82 is slidable in the axial direction. The gear stage is connected to the inner main shaft IMS by sliding the synchromesh mechanism corresponding to the desired gear stage to insert the gear stage. These gears and synchromesh mechanisms provided in association with the inner main shaft IMS constitute a first transmission mechanism G1 for realizing an odd number of shift stages. The drive gears 43, 45, 47 of the first transmission mechanism G1 mesh with corresponding driven gears (output gears) 51, 52, 53 provided on the countershaft CS to drive the countershaft CS to rotate.

On the outer periphery of the secondary shaft SS (second input shaft), a second speed driving gear 42, a sixth speed driving gear 46, and a fourth speed driving gear 44 are relatively rotatably arranged in order from the left side in FIG. The Further, a 2-6 speed synchromesh mechanism 83 is slidably provided in the axial direction between the 2nd speed drive gear 42 and the 6th speed drive gear 46 on the secondary shaft SS. Correspondingly, a 4-speed synchromesh mechanism 84 is provided to be slidable in the axial direction. Also in this case, the gear stage is connected to the secondary shaft SS by sliding the synchromesh mechanism corresponding to the desired gear stage to insert the gear stage. These gears and synchromesh mechanisms provided in association with the secondary shaft SS constitute a second speed change mechanism G2 for realizing an even number of speeds. The drive gears 42, 44, 46 of the second speed change mechanism G2 mesh with corresponding driven gears 51, 52, 53 provided on the countershaft CS to rotationally drive the countershaft CS. The gear 49 fixed to the secondary shaft SS is coupled to the gear 55 on the idle shaft IDS, and is coupled from the idle shaft IDS to the even-numbered clutch C2 via the outer main shaft OMS.

A reverse gear 58 is relatively rotatably disposed on the outer periphery of the reverse shaft RVS. On the reverse shaft RVS, a reverse synchromesh mechanism 85 corresponding to the reverse gear 58 is slidable in the axial direction, and a gear 50 that engages with the idle shaft IDS is fixed. These gears and synchromesh mechanisms provided in association with the reverse shaft RVS constitute a reverse speed change mechanism GR for realizing a reverse stage. When the vehicle 1 moves backward (reverse running), the reverse synchromesh mechanism 85 is engaged and the even-numbered clutch C2 is engaged so that the rotation of the even-numbered clutch C2 causes the outer main shaft OMS and the idle shaft IDS to rotate. To the reverse shaft RVS, and the reverse gear 58 is rotated. The reverse gear 58 meshes with the gear 56 on the inner main shaft IMS, and when the reverse gear 58 rotates, the inner main shaft IMS rotates in a direction opposite to that during forward movement. The rotation in the reverse direction of the inner main shaft IMS is transmitted to the countershaft CS via the third speed drive gear 43 connected to the planetary gear mechanism 70.

An oil pump 60 is installed on the rotation shaft of the gear 59 that meshes with the reverse gear 58. Therefore, the rotation of the inner main shaft IMS by engaging the odd-numbered clutch C1 or the rotation of the outer main shaft OMS by engaging the even-numbered clutch C2 is transmitted to the oil pump 60 via the reverse gear 58, The oil pump 60 is driven. That is, the oil pump 60 is driven using the engine 2 or the motor 3 as a power source. As an oil pump mounted on the vehicle, although not shown, an electric oil pump that is driven by the power of the battery 30 is installed in addition to the oil pump 60 that uses the engine 2 or the motor 3 as a power source. Is also possible.

On the countershaft CS, in order from the left side in FIG. 2, the 2-3 speed driven gear 51, the 6-7 speed driven gear 52, the 4-5 speed driven gear 53, the parking gear 54, and the final drive gear are arranged. 55 is fixedly arranged. The final drive gear 55 meshes with a differential ring gear (not shown) of the differential mechanism 5, whereby the rotation of the output shaft of the countershaft CS is the input shaft (that is, the vehicle propulsion shaft) of the differential mechanism 5. Is transmitted to. Further, the ring gear 75 of the planetary gear mechanism 70 is provided with a brake 41 for stopping the rotation of the ring gear 75.

In the transmission 4 configured as described above, when the synchromesh sleeve of the 2-6 speed synchromesh mechanism 83 is slid leftward, the 2nd speed drive gear 42 is coupled to the secondary shaft SS, and when slid rightward, the 6th speed drive gear 46. Is coupled to the secondary shaft SS. A 4-speed drive gear 44 is coupled to the secondary shaft SS. By engaging the even-numbered clutch C2 in the state where the even-numbered gear is selected in this way, the transmission 4 is set to the even-numbered gear (second speed, fourth speed, or sixth speed).

When the synchromesh sleeve of the 3-7 speed synchromesh mechanism 81 is slid to the left, the 3rd speed drive gear 43 is coupled to the inner main shaft IMS to select the 3rd speed, and when it is slid to the right, the 7th speed is driven. The gear 47 is coupled to the inner main shaft IMS to select the seventh speed. In a state (neutral state) where none of the gears 43, 47, 45 is selected by the synchromesh mechanisms 81, 82, the rotation of the planetary gear mechanism 70 is transmitted to the countershaft CS via the gear 43 connected to the carrier 73. The first gear is selected. By engaging the odd-numbered clutch C1 with the odd-numbered drive gear selected, the transmission 4 is set to an odd-numbered gear (1st, 3rd, 5th, or 7th). The

Determination of the shift speed to be realized in the transmission 4 and control for realizing the shift speed (selection of the shift speed in the first transmission mechanism G1 and the second transmission mechanism G2, that is, synchro switching control, odd-numbered clutch C1 and The control of the engagement and disengagement of the even-numbered clutch C2) is executed by the electronic control unit 10 in accordance with the driving situation.

In this embodiment, the motor 3 has an odd number of gears (first speed, third speed, fifth speed, or seventh speed) of the transmission 4 via the inner main shaft IMS (first input shaft), that is, the first speed change mechanism G1. It is connected to the. Accordingly, the driving force (rotational force) of the motor 3 is shifted to any one of a plurality of odd gears in the first transmission mechanism and transmitted to the counter shaft CS (output shaft).

When the odd-numbered clutch C1 (first clutch) is selected as the clutch to be engaged, the crankshaft (engine output shaft) 2a of the engine 2 is connected to the inner main shaft IMS (first gear) via the odd-numbered clutch C1. Is connected to the inner main shaft IMS, and is connected to an odd number of shift stages (first speed, third speed, fifth speed, or seventh speed) of the transmission 4, that is, the first speed change mechanism G1. . Therefore, when the odd-numbered clutch C1 is selected, the driving force (rotational force) of the engine 2 is shifted to one of a plurality of odd-numbered gears in the first transmission mechanism G1, and the countershaft CS (output shaft) ). In this way, depending on various operating conditions, control of motor independent traveling (EV traveling) using only the motor 3 as a power source, or cooperative traveling (HEV traveling) using both the engine 2 and the motor 3 as power sources together. ) Is controlled, the odd-numbered clutch C1 is engaged in a state where any one of the odd-numbered gears is selected.

  In addition, when the even-numbered clutch C2 (second clutch) is selected as the clutch to be engaged, the crankshaft (engine output shaft) 2a of the engine 2 is connected to the outer main shaft OMS (first gear) via the even-numbered clutch C2. 2) and a gear 48 fixed on the outer main shaft OMS and connected to the secondary shaft SS (part of the second input shaft) via the idle shaft IDS, and the secondary shaft SS Are connected to an even number of gear stages (second speed, fourth speed, or sixth speed) of the transmission 4 connected to the second speed change mechanism G2. Accordingly, when the even-numbered clutch C2 is selected, the driving force (rotational force) of the engine 2 is shifted to one of a plurality of even-numbered gears in the second speed change mechanism G2, and the countershaft CS (output shaft) ). As described above, when the engine independent travel control using only the engine 2 as the power source is performed according to various operating conditions, the even-numbered clutch C2 is selected with any one of the even-numbered gears selected. Are engaged.

  FIG. 4 is a block diagram showing a configuration of the electronic control unit shown in FIG. The electronic control unit 10 shown in FIG. 4 includes a target reduction ratio calculation means 11, a reduction ratio control means 12, a motor torque command value calculation means 13, and a motor torque control means 14.

  The target reduction ratio calculation means 11 is information (hereinafter referred to as accelerator pedal opening information) indicating the opening of the accelerator pedal from the accelerator pedal opening sensor 31 and information (hereinafter referred to as vehicle speed information) indicating the vehicle speed from the vehicle speed sensor 34. ) And calculate the optimal reduction ratio (target reduction ratio) according to the accelerator pedal opening (ie, the amount of depression) and the vehicle speed of the vehicle 1 based on the input accelerator pedal opening information and vehicle speed information (calculation) )

  Here, the “reduction ratio” means (the rotational speed of the engine 2 or the motor 3) / (the rotational speed of the drive wheels WR and WL (that is, the rotational speed of the vehicle propulsion shaft)). As described above, the rotation of the engine 2 (that is, the crankshaft 2a) or the motor 3 is transmitted to the counter shaft CS (output shaft) via the transmission 4, and the counter shaft CS is engaged with the differential mechanism 5. Although transmitted to the drive wheels WR and WL, the rotational speed of the engine 2 or the motor 3 is decelerated by the gear ratio (transmission ratio) in the transmission 4 and the gear ratio (transmission ratio) of other gears, and the drive wheels WR and WL Rotates at a speed reduced by the transmission 4 or the like. In the transmission 4, the gear ratio of the first to seventh gears is set in advance, and the reduction ratio becomes a value corresponding to the gear ratio of the first to seventh gears in the transmission 4. Further, the relationship between the torque of the drive wheels WR, WL and the torque of the engine 2 or the motor 3 is (torque of the drive wheels WR, WL) / (torque of the engine 2 or the motor 3) = reduction ratio × η (efficiency). ing. That is, when the torque of the engine 2 or the motor 3 is constant, the torque of the drive wheels WR and WL increases in proportion to the reduction ratio.

  Further, the target reduction ratio calculation means 11 calculates the target reduction ratio calculated based on the accelerator pedal opening information and the vehicle speed information during traveling using only the motor 3 as a drive source (hereinafter referred to as “EV traveling”). The information shown (hereinafter referred to as “target reduction ratio information”) is output to the motor torque command value calculation means 13. In addition, the target reduction ratio calculation means 11 provides information (hereinafter referred to as “command”) for controlling to the calculated target reduction ratio if the target reduction ratio is a reduction ratio corresponding to an odd gear during EV traveling. (Referred to as “reduction ratio command value information”) to the reduction ratio control means 12. On the other hand, if the target speed reduction ratio is a speed reduction ratio corresponding to an even speed shift stage during EV traveling, the target speed reduction ratio calculation means 11 is an odd number lower than or higher than the even speed shift speed corresponding to the target speed reduction ratio. Reduction ratio command value information for commanding (designating) control to the gear position is output to the reduction ratio control means 12. The reduction ratio control means 12 controls to set the gear position of the transmission 4 corresponding to the reduction ratio commanded by the reduction ratio command value information.

  Further, the motor torque command value calculation means 13 calculates the torque of the motor 3 corresponding to the target reduction ratio indicated by the target reduction ratio information from the target reduction ratio calculation means 11. That is, when the target speed reduction ratio indicated by the target speed reduction ratio information is not the speed reduction ratio corresponding to the odd speed shift stage but the speed ratio corresponding to the even speed shift speed even though the EV travel is being performed, the motor torque command value calculating means 13 calculates (calculates) the torque of the motor 3 according to the target reduction ratio of the even gear stage as the correction motor torque. For example, when the target speed reduction ratio is 4th speed, the motor torque command value calculation means 13 reduces the torque and the target speed reduction ratio corresponding to the 5th speed when the target speed reduction ratio is the speed reduction ratio corresponding to the 3rd speed stage. A torque intermediate (or substantially intermediate) from the torque in the case of the ratio is calculated as the torque of the motor 3 for correction. Then, the motor torque command value calculation means 13 outputs motor torque command value information for commanding (designating) control to the calculated torque of the motor 3 to the motor torque control means 14.

  The motor torque control unit 14 controls the driving of the motor 3 so as to set the torque of the motor 3 commanded by the motor torque command value information output from the motor torque command value calculation unit 13.

  Next, the operation of the hybrid vehicle control device will be described.

  FIG. 5 is a flowchart for explaining the operation of motor torque control during downshifting during traveling (during EV traveling) using only the motor 3 as a power source. FIG. 6 is a graph showing the relationship among the reduction ratio at the time of downshifting while traveling using only the motor 3 as the power source, the gear stage of the transmission 4, the vehicle speed, and the torque output to the drive wheels WL and WR. The graph shown in FIG. 6 shows an example in which the vehicle 1 is shifted down from the fifth gear to the third gear while the vehicle 1 is decelerated by the operation of the hydraulic brake 37.

  In FIG. 5, it is first determined whether or not the vehicle 1 is traveling on an EV (step ST1). As a result, if the vehicle is not traveling in EV (NO), that is, if the vehicle is traveling using the driving force of the engine 2, the process is terminated as it is. On the other hand, if the vehicle is in EV travel (YES), the target reduction ratio calculation means 11 of the electronic control unit 10 continues to use the accelerator pedal opening information from the accelerator pedal opening sensor 31 and the vehicle speed information from the vehicle speed sensor 34. Based on the accelerator pedal opening and the vehicle speed of the vehicle 1, an optimal target reduction ratio is calculated (step ST2). Then, the target reduction ratio calculation means 11 determines whether or not the calculated target reduction ratio is a reduction ratio corresponding to an odd gear (step ST3), and if it is a reduction ratio corresponding to an odd gear (YES) ) Is set to an odd gear position corresponding to the reduction ratio (step ST4). On the other hand, when the calculated target speed reduction ratio is a speed reduction ratio corresponding to the even speed shift stage (NO), an odd speed shift stage that is one step higher or lower than the even speed shift stage is set (step ST5).

  When the calculated target speed reduction ratio is a speed reduction ratio corresponding to an even gear, the motor torque command value calculating means 13 corresponds to the target speed reduction ratio calculated based on the accelerator pedal opening information and the vehicle speed information. Correction motor torque (correction torque) is calculated (step ST6). Then, the motor torque command value calculation means 13 outputs motor torque command value information for instructing control to the calculated torque of the motor 3 to the motor torque control means 14. The motor torque control means 14 controls the drive of the motor 3 so as to be the torque commanded by the motor torque command value information output from the motor torque command value calculation means 13 (step ST7). In this embodiment, the processes of steps ST1 to ST7 are repeatedly executed at regular intervals.

  A specific example of control according to the flowchart will be described with reference to the graph of FIG. In the example shown in FIG. 6A, at time t0, a speed reduction ratio corresponding to the fifth gear is selected as the target speed reduction ratio according to the accelerator pedal opening and the vehicle speed V0. Thereby, the fifth gear is set as the gear of the transmission 4. At this time, the correction torque of the motor 3 is zero. Thereafter, at time t1, a speed reduction ratio corresponding to the fourth speed is selected as the target speed reduction ratio according to the accelerator pedal opening and the vehicle speed V1. As a result, the fifth speed, which is an odd speed higher than the fourth speed, is set as the speed of the transmission 4. In this case, since the target reduction ratio is a reduction ratio corresponding to the fourth speed, the torque (deceleration torque) DT1 of the motor 3 corresponding to the difference torque between the torque corresponding to the fourth speed and the torque corresponding to the fifth speed is obtained. The torque DT1 is calculated and added as the torque of the motor 3. Thereby, while setting the fifth gear stage which is an odd gear stage as the gear stage of the transmission 4, a reduction ratio equivalent to the fourth gear stage which is an even gear stage is realized. Thereafter, at time t2, a speed reduction ratio corresponding to the third speed is set as the target speed reduction ratio according to the accelerator pedal opening and the vehicle speed V2. At that time, the addition of the torque DT1 of the motor 3 for correction is canceled, and the third gear is set as the gear position of the transmission 4.

  In the example shown in FIG. 6B, at time t0, a speed reduction ratio corresponding to the fifth speed is selected as the target speed reduction ratio according to the accelerator pedal opening and the vehicle speed V0. Thereby, the fifth gear is set as the gear. At this time, the correction torque of the motor 3 is zero. Thereafter, at time t1, a speed reduction ratio corresponding to the fourth speed is selected as the target speed reduction ratio according to the accelerator pedal opening and the vehicle speed V1. As a result, the third speed, which is an odd speed lower than the fourth speed, is set as the speed. In this case, since the target reduction ratio is a reduction ratio corresponding to the fourth speed, the torque (assist torque) DT2 of the motor 3 corresponding to the difference torque between the torque corresponding to the fourth speed and the torque corresponding to the third speed is obtained. The torque DT2 is calculated and added (minus addition) as the torque of the motor 3. That is, switching from the fifth speed to the third speed, the predetermined correction torque DT2 is subtracted from the output torque of the motor 3. As a result, a reduction ratio equivalent to the fourth speed, which is an even speed, is achieved while setting the third speed, which is an odd speed, as the speed of the transmission 4. Thereafter, at time t2, a speed reduction ratio corresponding to the third speed ("3rd" in FIG. 6) is set as the target speed reduction ratio according to the accelerator pedal opening and the vehicle speed V2. At that time, the addition of the torque DT2 of the correction motor 3 is canceled.

  As described above, according to this embodiment, in the hybrid vehicle including the engine 2 and the motor 3 as the power source, the engine output of the engine 2 is connected to the motor 3 and selectively via the first clutch C1. The first input shaft IMS connected to the shaft 2a, the second input shafts OMS, SS selectively connected to the engine output shaft 2a of the engine 2 via the second clutch C2, and power to the drive wheels WL, WR Output shaft CS, a first transmission mechanism G1 including a plurality of transmission gears 43, 45, 47 selectively connected to the first input shaft IMS, and second input shafts OMS, SS selectively. A second speed change mechanism G2 including a plurality of speed change gears 42, 44, 46 to be connected, and a speed change gear 43, 45, 47 of the first speed change mechanism G1, and a second speed change mechanism G2 are arranged on the output shaft CS. Shifting gear 42, In the transmission having a plurality of output gears meshed with 4, 46, the odd-numbered shift set by the transmission gears 43, 45, 47 of the first transmission mechanism G <b> 1 during traveling using the motor 3 as a power source. When switching the speed to the deceleration side using only the speed, the first speed change mechanism G1 changes from one odd speed (for example, 5th speed) to another odd speed (for example, 3rd speed). During the downshift, a predetermined correction torque is added to the output torque of the motor 3, or after the downshift is performed, the predetermined correction torque is subtracted from the output torque of the motor 3, so that the transmission 4 The motor torque correction control is performed so that the output torque becomes an intermediate torque between the torque of the first odd gear and the torque of the other odd gear.

  As a result, during EV traveling using only the motor 3 as a drive source, it is possible to provide a virtual shift stage corresponding to an intermediate shift stage (even shift stage) set by the second transmission mechanism G2. It is possible to effectively suppress the occurrence of shift shock (vibration, noise, etc.) that accompanies the stage switching. Therefore, in the downshift during EV traveling, it is possible to effectively mitigate the shift shock that occurs due to the shift of the gear position while recovering more deceleration energy by regeneration by the motor 3.

  Further, in the transmission 4 described above, when the current shift speed is the fifth speed and switching to the third speed, which is the target speed, by downshifting, the control when the fourth speed, which is an intermediate speed, is selected. After the power is set once, it is finally set to the target shift stage (shift destination). Thereby, compared with the case where the gear position is switched once (one step), the occurrence of a shift shock can be suppressed to a smaller level, and the shift speed can be switched more smoothly.

  In the hybrid vehicle control apparatus described above, the shift speed set by the first transmission mechanism G1 is an odd-numbered odd-numbered shift speed from the lowest shift speed that can be set by the transmission 4, and the second transmission mechanism G2 The set gear positions are even-numbered even gear positions from the lowest gear position that can be set by the transmission 4. The intermediate torque set at the time of shifting by the first transmission mechanism G1 is the torque of the even-numbered shift stage between one odd-numbered shift stage set by the first transmission mechanism G1 and the other odd-numbered shift stage.

  In the transmission 4 having the configuration in which the motor 3 is connected to the first input shaft IMS, in order to maintain EV traveling using only the motor 3 as a drive source, only the odd-numbered gear stage set by the first transmission mechanism G1 is used. It is necessary to use and change the speed. In this case, by setting the torque corresponding to the intermediate even speed stage, it is possible to effectively suppress the occurrence of the shift shock as compared with the case where the shift is performed only between the odd speed stages.

  Further, in the present embodiment, a paddle switch 65 is provided as an operation means for instructing switching of the gear position by the transmission 4 according to the operation of the vehicle driver. When an instruction to switch the gear position by operating the paddle switch 65 is received and the gear position to be switched is an even gear position that can be set by the second transmission mechanism G2, the motor torque correction control described above is performed. I do.

  According to this, even when the shift destination gear stage instructed by the operation of the vehicle driver is a gear position that cannot be set by the first transmission mechanism G1, the engine 2 is controlled by performing the motor torque correction control described above. The vehicle can be run using only the motor 3 as a power source while stopped.

  The control device of the present embodiment calculates a target reduction ratio of the vehicle based on the accelerator pedal operation information and vehicle speed information by the driver, and generates a motor torque corresponding to the output of the target reduction ratio calculation means. Thus, the command value of the motor torque is calculated. According to this, it is possible to calculate an appropriate motor torque corresponding to the target reduction ratio. Therefore, optimal motor torque correction control can be performed, and the vehicle deceleration is reduced between travel using only the motor 3 as a drive source (EV travel) and travel using the motor 3 and the engine 2 as drive sources (HEV travel). And traveling with no difference in ride feeling can be ensured. For example, even if the reduction ratio actually selected is a reduction ratio corresponding to an odd number of gears, if the target reduction ratio is a reduction ratio corresponding to an even number of gears, the torque of the motor 3 that can set the reduction ratio corresponding to the even number of gears. Can be calculated.

  The above-described embodiments are preferred examples of the present invention, but the present invention is not limited to these, and various modifications and changes can be made without departing from the scope of the present invention. is there.

1 Vehicle 2 Engine (Internal combustion engine)
2a Crankshaft (engine output shaft)
3 Motor (electric motor)
4 Transmission 5 Differential mechanism 10 ECU (electronic control unit: control means)
11 Target reduction ratio calculation means 12 Reduction ratio control means 13 Motor torque command value calculation means 14 Motor torque control means 20 Inverter 30 Battery 31 Accelerator pedal opening sensor 32 Brake pedal sensor 33 Shift position sensor 34 Vehicle speed sensor 35 Rotation speed sensor 37 Hydraulic pressure Brake 60 Oil pump 65 Paddle switch (operating means)
70 Planetary gear mechanism C1 Odd-stage clutch (first clutch)
C2 Even-numbered clutch (second clutch)
G1 1st speed change mechanism G2 2nd speed change mechanism WR, WL Drive wheel

Claims (6)

While having an internal combustion engine and an electric motor as a power source,
A first input shaft connected to the electric motor and selectively connected to an engine output shaft of the internal combustion engine via a first clutch;
A second input shaft selectively connected to the engine output shaft of the internal combustion engine via a second clutch;
An output shaft that outputs power to the drive wheels;
A first speed change mechanism including a plurality of speed change gears selectively connected to the first input shaft;
A second speed change mechanism including a plurality of other speed change gears selectively connected to the second input shaft;
A transmission having a plurality of output gears disposed on the output shaft and meshing with a transmission gear of the first transmission mechanism and another transmission gear of the second transmission mechanism;
Control means for performing selection of gears for the first transmission mechanism and the second transmission mechanism, connection / disconnection of the first clutch and the second clutch, and torque control of the internal combustion engine and the electric motor; A control device for a hybrid vehicle comprising:
The control means includes
During traveling using the electric motor as a power source, the intermediate speed set by the second speed change mechanism is skipped, and only the speed set by the first speed change mechanism is used to change the speed to the deceleration side. the switch had row,
When the switching is performed, the output torque of the electric motor is set to a predetermined value while the first transmission mechanism switches from the first gear to the second gear having a gear ratio larger than the gear ratio of the first gear. Or by switching to the second shift stage and subtracting a predetermined correction torque from the output torque of the electric motor, the output torque of the transmission becomes the torque generated by the first shift stage. An apparatus for controlling a hybrid vehicle, wherein a motor torque correction control is performed to control an intermediate torque between the torques of the second gears. 2. The hybrid vehicle according to claim 1, wherein the intermediate torque is a torque of a shift stage between the first shift stage and the second shift stage set by the second transmission mechanism. Control device. The shift stage set by the first transmission mechanism is an odd-numbered odd-numbered shift stage from the lowest shift stage,
The shift speed set by the second speed change mechanism is an even-numbered shift speed from the lowest shift speed,
The intermediate torque is a torque of an even speed stage between one odd speed stage corresponding to the first speed stage and another odd speed stage corresponding to the second speed stage. The control device for a hybrid vehicle according to claim 2. An operation means for instructing switching of a gear position by the transmission according to an operation of a vehicle driver;
Wherein, when receiving a switching instruction of the gear shift stage by the operation of the operating means, when switching destination gear position is the gear position can not be set in the first speed change mechanism performs the motor torque correction control The hybrid vehicle control device according to claim 1, wherein the control device is a hybrid vehicle control device. The control means includes
A target reduction ratio calculation means for calculating a target reduction ratio of the vehicle based on the accelerator pedal operation information and the vehicle speed information by the driver;
Motor torque command value calculating means for calculating a command value of the motor torque so as to generate a motor torque corresponding to the target speed reduction ratio calculated by the target speed reduction ratio calculating means;
The hybrid vehicle control device according to claim 1, comprising: While having an internal combustion engine and an electric motor as a power source,
A first input shaft connected to the electric motor and selectively connected to an engine output shaft of the internal combustion engine via a first clutch;
A second input shaft selectively connected to the engine output shaft of the internal combustion engine via a second clutch;
An output shaft that outputs power to the drive wheels;
A first speed change mechanism including a plurality of speed change gears selectively connected to the first input shaft;
A second speed change mechanism including a plurality of other speed change gears selectively connected to the second input shaft;
A transmission having a plurality of output gears disposed on the output shaft and meshing with a transmission gear of the first transmission mechanism and another transmission gear of the second transmission mechanism;
Selection of gears for shifting the first transmission mechanism and the second transmission mechanism, connection / disconnection of the first clutch and the second clutch, and control means capable of controlling torque of the internal combustion engine and the electric motor. A hybrid vehicle control method comprising:
The control means includes
During traveling using the electric motor as a power source, the intermediate speed set by the second speed change mechanism is skipped, and only the speed set by the first speed change mechanism is used to change the speed to the deceleration side. the switch had row,
When performing the switching , the target reduction ratio of the vehicle is calculated based on the accelerator pedal operation information and the vehicle speed information by the driver,
Calculate a motor torque command value corresponding to the calculated target reduction ratio,
While the first transmission mechanism switches from the first gear to the second gear having a gear ratio larger than the gear ratio of the first gear, the torque based on the command value is applied to the output torque of the electric motor. By adding or switching to the second shift stage and subtracting a predetermined correction torque from the output torque of the electric motor, the output torque of the transmission becomes the torque of the first shift stage and the second shift stage. A control method for a hybrid vehicle, wherein control is performed so as to be an intermediate torque between the gears of the shift speed.

Images