JP5947059B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle including an internal combustion engine and a motor as power sources.

  In a hybrid vehicle having an engine (internal combustion engine) and a motor (electric motor) as a power source, the driving force of at least one of the internal combustion engine and the electric motor can be transmitted to the drive wheels by switching and setting a plurality of shift stages. Some have stepped transmissions. As such a transmission, it is possible to set an input shaft connected to the rotation shaft of the motor, an output shaft connected to the drive wheel side, and a plurality of shift stages installed between the input shaft and the output shaft. And a variable speed change mechanism. In the above speed change mechanism, when the speed change is performed, if the rotational speed difference between the input shaft and the output shaft is greater than or equal to a predetermined value, the rotational speed of the input shaft is increased or decreased by driving or regenerating the motor. The rotation speed may be adjusted accordingly. By adjusting the rotational speed, it is possible to prevent the shift clutch from being worn and to smoothly switch the shift speed.

  Further, as a transmission mechanism for a hybrid vehicle as described above, there is a dual clutch type automatic stepped transmission including two input shafts and two clutches for switching input of driving force to each of the two input shafts. is there. As such a dual clutch type transmission, there is a configuration in which an electric motor is connected to one input shaft as disclosed in Patent Document 1, for example. Even in this type of speed change mechanism, the difference between the rotational speed of the input shaft connected to the motor and the rotational speed transmitted to the input shaft via the output shaft of the transmission is reduced to a predetermined value or less by driving or regenerating the motor. By switching the gear position after adjusting the rotational speed, it is possible to suppress wear of each part of the synchronizer related to the gear position.

JP 2012-6527 A

  By the way, in order to perform the rotation speed adjustment accompanying the shift of the gears as described above, it is necessary to store in advance a power amount necessary for driving the electric motor in a battery (battery). In this case, since the differential rotation amount between the input / output shaft side and the output shaft side differs for each shift stage, the amount of electric power required for synchronization (rotation speed adjustment) varies for each shift stage.

  However, in the conventional control, the maximum differential rotation amount that can be taken at all shift speeds that can be changed is set in advance, and the amount of power necessary to synchronize this differential rotation amount is always used as the surplus power amount, so that Included in the remaining capacity. However, since the gears that can be actually shifted are sequentially changed according to the running state of the vehicle, the amount of power required for switching the gears is almost always less than the surplus power. . For this reason, in order to efficiently manage the remaining capacity of the battery (power management), the amount of power required to switch gears is calculated each time, and the above-described surplus power amount is changed based on the calculated amount of power. It is desirable to do.

  The present invention has been made in view of the above points, and an object of the present invention is to calculate the amount of electric power actually required in adjusting the number of rotations necessary for shifting the gear position, and based on the calculated amount of electric power. Accordingly, it is an object of the present invention to provide a control device for a hybrid vehicle that enables efficient management of the remaining capacity of the battery by determining the amount of surplus power stored in the battery.

The present invention for solving the above problems includes an internal combustion engine (2) and an electric motor (3) as power sources, a capacitor (30) capable of transferring electric power between the electric motor (3), and at least an electric motor ( 30) an input shaft (IMS) coupled to the rotating shaft, an output shaft (CS) coupled to the drive wheel side, and a plurality of units installed between the input shaft (IMS) and the output shaft (CS). and a input shaft one synchronizing the rotation of the (IMS) and output shaft (CS) side or a plurality of synchronizers (81, 82), obtain switch the plurality of shift speeds that when selecting the gear position The transmission (4) capable of transmitting the driving force of at least one of the internal combustion engine (2) and the electric motor (3) to the drive wheels, and the transmission (4), the internal combustion engine (2), and the electric motor (3) are controlled. And a control means (10) for performing switching of the gear position. When the rotational speed difference between the input shaft (IMS) side and the output shaft (CS) side is greater than or equal to a predetermined value, the rotational speed that increases or decreases the rotational speed of the input shaft (IMS) by driving or regenerating the electric motor (3). A control device for a hybrid vehicle that switches gear positions after performing matching, wherein the control means (10) is a minimum gear shift that can be achieved at the current vehicle speed based on a predetermined relationship between the vehicle speed and the gear position. And the time required for adjusting the rotational speed in shifting to the lowest gear position based on the running state of the vehicle, and calculating the rotational speed of the current input shaft (IMS) side and output shaft (CS) side The shift electric energy (W1) required for the electric motor (3) for shifting from the time required for adjusting the difference and the rotational speed to the lowest gear position is calculated, and the shift electric energy ( Always use W1) as surplus power And performing driving of the vehicle by the electric motor (3) in a state al allowed.

  According to the hybrid vehicle control apparatus of the present invention, the lowest shift speed that can be changed based on the current vehicle speed is obtained, and the electric power required for the motor is calculated each time by adjusting the rotation speed associated with the shift to the lowest shift speed. To do. Then, in a state where the electric power necessary for adjusting the number of revolutions is always secured as the remaining capacity of the battery, starting of the internal combustion engine using the electric motor, driving of electric auxiliary machines, assisting the driving force of the internal combustion engine, etc. are performed. As a result, it is possible to accurately calculate the electric power necessary for adjusting the rotation speed associated with the shift speed change, and by ensuring only the necessary electric power at that time, it is possible to efficiently manage the remaining capacity of the battery. Therefore, it becomes possible to distribute a larger amount of power for driving the vehicle.

  In the hybrid vehicle control device, the minimum shift speed is set so that the transmission (4) is in an over-rotation state among one or a plurality of shift speeds that require the rotation speed adjustment by driving the electric motor (3). It may be the lowest gear position that should not be.

  The above-mentioned minimum shift speed is the lowest shift speed that does not cause the transmission to over-rotate among one or more speed speeds that need to be adjusted by driving the motor. It is possible to secure an amount of electric power that can be used only for the shift speeds that can be set. As a result, it is possible to more efficiently manage the remaining capacity of the battery by accurately calculating the amount of power actually required and securing only the amount of power based on the calculated amount. Therefore, it is possible to secure a larger amount of electric power to be allocated for driving the vehicle.

In the hybrid vehicle control apparatus described above, the time (DT) required for adjusting the rotational speed in shifting to the lowest gear position is the amount of differential rotation between the input shaft (IMS) side and the output shaft (CS) side, the accelerator pedal opening. It may be calculated based on at least one of the accelerator pedal opening detected by the degree detection means (31) and the temperature of the battery (30) detected by the battery temperature detection means (36).

  If the differential rotation between the input shaft side and the output shaft side is small, synchronization is possible in a short time, while if the differential rotation is large, synchronization takes a long time. Further, when the battery is in an extremely low temperature state lower than a predetermined temperature, the amount of power that can be supplied from the battery to the electric motor is limited. For this reason, it is necessary to set a long time for adjusting the rotational speed. Further, when the rate of change of the accelerator pedal opening is relatively low, such as when the vehicle is traveling on a cruise, rapid shifting is not required, so that it is allowed to take some time for shifting and the synchronization operation therefor. In such a shift, since it is usually only to switch from the current shift stage to a shift stage that is one step lower, it is possible to take time for the shift for one step, and the motor is required for the shift. A small amount of power is sufficient. On the other hand, when the accelerator pedal opening suddenly increases during a sudden acceleration of the vehicle (in the case of kick-down), quick switching to the target shift stage (fast response) is required. It is necessary to reduce the differential rotation between the input shaft and the output shaft in a short time. Further, in the case of kickdown, since the gears are usually switched to a plurality of lower gears, the amount of electric power required for the motor at the time of gear shifting increases accordingly. For the reasons described above, the time required for adjusting the rotational speed in shifting to the lowest gear position is calculated based on at least one of the differential rotation amount between the input shaft side and the output shaft side, the accelerator pedal opening degree, and the temperature of the battery. It is desirable to do.

Further, the present invention is a hybrid vehicle having an internal combustion engine (2) and an electric motor (3) as drive sources, and is input from an engine output shaft (2a) of the internal combustion engine (2) and a rotation shaft of the electric motor (3). A power transmission (30) capable of transferring power between the transmission (4) that shifts and outputs the driving force and the electric motor (3), the transmission (4), the internal combustion engine (2), and the electric motor (3 ), And the transmission (4) includes a first input shaft (IMS) to which the driving force of the electric motor (3) and the driving force of the internal combustion engine (2) are input, A second input shaft (OMS) to which the driving force of the internal combustion engine (2) is input, and a plurality of drives for shifting the driving force input to the first input shaft (IMS) or the second input shaft (OMS). The gears (42 to 47) and the plurality of driven gears (51 to 53) meshing with the plurality of drive gears (42 to 47) are fixed. The output shaft (CS) for outputting the driving force shifted through the drive gears (42 to 47) and the driven gears (51 to 53), the engine output shaft (2a) of the internal combustion engine (2), and the first A first clutch (C1) capable of switching engagement / release with one input shaft (IMS) and a second clutch capable of switching engagement / release between the engine output shaft (2a) and the second input shaft (OMS). A first speed change mechanism (S1) that selectively synchronizes one of the clutch (C2) and the drive gears (43, 45, 47) on the first input shaft (IMS) to the first input shaft (IMS). ), And a second speed change mechanism (S2) that selectively synchronizes one of the drive gears (42, 44, 46) on the second input shaft (OMS) to the second input shaft (OMS), The control means (10) includes any one of the drive units on the first input shaft (IMS) by the first transmission mechanism (S1). When the gear (43, 45, 47) is synchronously coupled to the first input shaft (IMS), the rotational speed difference between the first input shaft (IMS) and one of the drive gears (43, 45, 47) is greater than a predetermined value. In this case, the control device for a hybrid vehicle performs synchronous coupling after adjusting the rotational speed by increasing or decreasing the rotational speed of the first input shaft (IMS) by driving or regenerating the electric motor (3). The means (10) detects the lowest gear stage that can be taken at the current vehicle speed from among a plurality of gear stages of the first transmission mechanism (S1) based on a predetermined relationship between the vehicle speed and the gear stage. Based on the running state of the vehicle, the time (DT) required for adjusting the rotational speed in shifting to the lowest gear position is calculated, and the current rotational speed of the first input shaft (IMS) and the drive gear (43, 45, 47) and rotation speed difference The shift power amount (W1) required for the electric motor (3) for shifting from the time required for the number adjustment (DT) to the lowest gear position is calculated, and the shift power amount ( The vehicle is driven by the electric motor (3) in a state where W1) is always left as the surplus power amount.

  According to the control device for a hybrid vehicle described above, in the dual clutch transmission including the first and second clutches and the first and second transmission mechanisms, a plurality of units on the first input shaft can be selected based on the current vehicle speed. Among the plurality of shift speeds set by the drive gear, the lowest shift speed that can be shifted is obtained, and the electric power required for the motor is calculated each time by adjusting the number of rotations associated with the shift to the lowest shift speed. Then, in a state where the electric power necessary for adjusting the rotational speed is secured in the remaining capacity of the battery, starting of the internal combustion engine using the electric motor, driving of electric auxiliary machines, assisting the driving force of the internal combustion engine, etc. are performed. As a result, it is possible to accurately calculate the electric power necessary for adjusting the rotation speed associated with the shift speed change, and by ensuring only the necessary electric power at that time, it is possible to efficiently manage the remaining capacity of the battery. Therefore, it becomes possible to distribute a larger amount of power for driving the vehicle.

  Further, in the hybrid vehicle having the dual clutch transmission having the above-described configuration, the state of the electric motor is the single traveling state by the electric motor, the assisting state of the driving force of the internal combustion engine by the electric motor, and the driving force of the electric motor is transmitted to the driving wheel side. There are several types of states such as neutral states that are not performed. Therefore, it is difficult to sequentially calculate the rotation speed of the motor in each state by calculation. Therefore, in the present invention, the number of rotations of the first input shaft (the number of rotations equal to the rotation shaft of the electric motor) is compared with the number of rotations of the drive gear on the first input shaft. The amount of power required for adjusting the number of revolutions was calculated. As a result, in a hybrid vehicle equipped with a twin clutch type transmission, it is possible to accurately calculate the amount of electric power necessary for adjusting the number of revolutions during shifting.

  In this case, the control means (10), as the remaining capacity of the battery (30), in addition to the shift power amount (W1), the electric power required for driving the electric motor (3) when the traveling state of the vehicle suddenly fluctuates. It is preferable to drive the vehicle by the electric motor (3) in a state where the amount of electric power including the amount of sudden fluctuation electric energy (W2), which is the amount, is always left as the surplus electric energy.

  According to this configuration, when the running state of the vehicle suddenly fluctuates, the amount of power necessary for driving the electric motor is added to the remaining capacity of the battery, so that the accelerator pedal opening can be rapidly changed or the vehicle is running. Good drivability can be ensured even when a sudden fluctuation factor occurs in the running state of the vehicle, such as when it is necessary to start the internal combustion engine with an electric motor.

  Further, when the rotational speed necessary for switching the gear position cannot be adjusted only by the driving force of the electric motor (3), the first clutch (C1) is engaged and the engine output shaft (2a) of the internal combustion engine (2) is engaged. It is good to connect with a 1st input shaft (IMS) and to raise the rotation speed of a 1st input shaft (IMS) using the motive power of this internal combustion engine (2).

  According to this configuration, even when the rotational speed necessary for switching the gear position cannot be adjusted only with the driving force of the electric motor, the rotational speed can be reliably and quickly adjusted with the driving force of the internal combustion engine, and the smooth gear position can be achieved. Can be switched.

Further, the hybrid vehicle control device includes the required driving force predicting means (10) for predicting a change in the required driving force of the vehicle, and the required driving force predicting means (10) increases the required driving force of the vehicle. When the current shift speed is the speed selected by the first speed change mechanism (S1), the speed is changed to the speed lower by the second speed selected by the second speed change mechanism (S2) . The speed change preparation stage selected by the speed change mechanism (S1) is a speed change stage that is one step lower than the current speed change stage , and the current speed change stage is the speed change stage selected by the second speed change mechanism (S2) , and the first speed change mechanism (S1 ) on whether the selected gear position is the neutral, or, when the high speed stage gear preparation stage than the current gear position selected by the first transmission mechanism (S1), from the current gear the shift preparatory stage It is better to set a lower gear. According to this, when a shift is predicted from a change in the required driving force of the vehicle, a smoother shift can be achieved by selecting a shift preparation stage for the shift.

In this case, the car navigation system (37) mounted on the vehicle is further provided, and the required driving force predicting means (10) changes the required driving force of the vehicle according to the determination of the travel route of the vehicle by the car navigation system (37). May be predicted. According to this, it is possible to accurately and quickly predict the change in the required driving force. In addition, it is possible to predict an appropriate change in required driving force in accordance with a situation such as a traveling path on which the vehicle travels.
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 control apparatus for a hybrid vehicle of the present invention, in adjusting the number of revolutions necessary for changing the gear position, the amount of power actually required is calculated each time, and is stored in the capacitor based on the calculated amount of power. By determining the amount of surplus power, it is possible to efficiently manage the remaining capacity of the battery.

It is the schematic which shows the structural example of the hybrid vehicle provided with the control apparatus concerning one Embodiment of this invention. FIG. 2 is a skeleton diagram of the speed change mechanism shown in FIG. 1. It is a conceptual diagram which shows the engagement relationship of each shaft of the speed change mechanism shown in FIG. It is a graph which shows the relationship between the rotation speed (synchronization side rotation speed) of the drive gear synchronously coupled with a 1st input shaft at the lowest gear stage which can be taken with the present vehicle speed, and the present motor rotation speed. It is a flowchart which shows the procedure for calculating the electric energy for shifting. It is a figure which shows typically the remaining capacity (electric power amount) of a battery.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic diagram illustrating a configuration example of a vehicle including a vehicle drive motor control device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 1 according to the present embodiment is a hybrid vehicle equipped with an internal combustion engine 2 and an electric motor 3 as drive sources, and further includes an inverter (electric motor control means for controlling the electric motor 3. ) 20, a battery 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. 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.

  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 (electric motor control means) 20, and the battery 30. The electronic control unit 10 is not only configured 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 for controlling the battery 30. The ECU may be composed of a plurality of ECUs such as an AT-ECU for controlling the transmission 4. The electronic control unit 10 of the present embodiment controls the engine 2 and also controls 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 includes, as control parameters, the accelerator pedal opening from the accelerator pedal sensor 31 that detects the depression amount of the accelerator pedal, and the brake pedal opening from the brake pedal sensor 32 that detects the depression amount of the brake pedal. , The shift position from the shift position sensor 33 for detecting the gear stage (shift stage), the motor rotational speed from the motor rotational speed sensor 34 for detecting the rotational speed of the motor 3, the inner main shaft IMS, the outer main shaft OMS, the counter shaft The rotation speed from the rotation axis sensor 39 that detects the rotation speed of each rotation axis such as CS, the inclination angle from the inclination angle sensor 35 that detects the inclination of the vehicle 1, the battery temperature sensor that detects the temperature of the battery 30 (capacitor temperature detection) Means) Measure battery temperature from 36 and remaining capacity (SOC) of battery 30 Various signals such as the remaining capacity from the remaining capacity detector 39 which is adapted to be input. In addition, the electronic control unit 10 is input with data related to the state of the road on which the vehicle is currently traveling (for example, whether it is a flat road, an uphill, a downhill, or the like) from a car navigation system 37 mounted on the vehicle. It has become so.

  The engine 2 is an internal combustion engine that generates a 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 collaborate or when only the motor 3 runs alone. 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 of the present embodiment will be described. FIG. 2 is a skeleton diagram of the transmission 4 shown in FIG. FIG. 3 is a conceptual diagram showing the engagement relationship of the shafts of the transmission 4 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 a crankshaft 2a that forms the engine output shaft of the engine 2 and an inner main shaft (first input shaft) IMS that is connected to the motor 3, and an outer main shaft that forms 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 RVS, and counter shaft CS parallel to these shafts and forming an output shaft 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.

  Further, the transmission 4 includes a first clutch C1 for odd-numbered stages and a second clutch C2 for even-numbered stages. The first and second clutches C1 and C2 are dry clutches. The first clutch C1 is coupled to the inner main shaft IMS. The second 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 from 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 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. The third speed drive gear 43 is connected to the carrier 73 of the planetary gear mechanism 70. It is also used as a first-speed drive gear. Further, on the inner main shaft IMS, a 3-7 speed synchromesh mechanism (selector 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 the high-speed drive gear 45, a 5-speed synchromesh mechanism (selector mechanism) 82 is provided to be slidable in the axial direction. By sliding a synchromesh mechanism (selector mechanism) corresponding to a desired gear stage and inserting the gear stage, the gear stage is connected to the inner main shaft IMS. These gears and synchromesh mechanisms provided in association with the inner main shaft IMS constitute a first transmission mechanism S1 for performing odd-numbered gear shifting. Each drive gear of the first speed change mechanism S1 meshes with a corresponding driven gear provided on the countershaft CS to rotationally drive the countershaft CS.

  On the outer periphery of the secondary shaft SS (second input shaft), a second speed drive gear 42, a sixth speed drive gear 46, and a fourth speed drive gear 44 are disposed so as to be relatively rotatable in order from the left side in FIG. The Further, on the secondary shaft SS, a 2-6 speed synchromesh mechanism 83 is provided between the 2nd speed drive gear 42 and the 6th speed drive gear 46 so as to be slidable in the axial direction. Correspondingly, a 4-speed synchromesh mechanism (selector 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 (second input shaft) by sliding the synchromesh mechanism (selector mechanism) corresponding to the desired gear stage and inserting the gear stage. These gears and synchromesh mechanisms provided in association with the secondary shaft SS (second input shaft) constitute a second transmission mechanism S2 for performing even-numbered gear shifting. Each drive gear of the second speed change mechanism S2 also meshes with a corresponding driven gear provided on the countershaft CS to drive the countershaft CS to rotate. 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 second clutch C2 via the outer main shaft OMS.

  A reverse drive gear 58 is disposed on the outer periphery of the reverse shaft RVS so as to be relatively rotatable. On the reverse shaft RVS, a reverse synchromesh mechanism 85 corresponding to the reverse drive gear 58 is slidable in the axial direction, and a gear 50 that engages with the idle shaft IDS is fixed. When traveling in reverse, the synchromesh mechanism 85 is synchronized and the second clutch C2 is engaged to transmit the rotation of the second clutch C2 to the reverse shaft RVS via the outer main shaft OMS and the idle shaft IDS. Then, the reverse drive gear 58 is rotated. The reverse drive gear 58 meshes with the gear 56 on the inner main shaft IMS, and when the reverse drive gear 58 rotates, the inner main shaft IMS rotates in the direction opposite to that during forward movement. The reverse rotation of the inner main shaft IMS is transmitted to the countershaft CS via a gear (third speed drive gear) 43 connected to the planetary gear mechanism 70.

  An oil pump (auxiliary machine) 60 is installed on the reverse shaft RVS. Therefore, the rotation of the inner main shaft IMS by engaging the first clutch C1 or the rotation of the outer main shaft OMS by engaging the second clutch C2 is caused by the oil pump 60 via the reverse drive gear 58 and the reverse shaft RVS. Then, the oil pump 60 is driven.

  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 becomes the input shaft (that is, the vehicle propulsion shaft) of the differential mechanism 5. Communicated. 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 connected. Is coupled to the secondary shaft SS. When the synchromesh sleeve of the 4-speed synchromesh mechanism 84 is slid rightward, the 4-speed drive gear 44 is coupled to the secondary shaft SS. By engaging the second clutch C2 with the even-numbered drive gear stage selected in this way, the transmission 4 is set to an even-numbered gear stage (second speed, fourth speed, or sixth speed).

  When the sync 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. When the synchromesh sleeve of the 5-speed synchromesh mechanism 82 is slid rightward, the 5-speed drive gear 45 is coupled to the inner main shaft IMS, and the 5-speed gear stage is selected. In a state (neutral state) in which 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 first clutch C1 with the odd number of drive gears selected in this way, the transmission 4 is set to an odd number of gears (first speed, third speed, fifth speed, or seventh speed). The

  Determination of the shift speed to be realized by the transmission 4 and control for realizing the shift speed (selection of the shift speed in the first transmission mechanism S1 and the second transmission mechanism S2 (synchronization switching control), and the first clutch C1 And the control of engagement and disengagement of the second clutch C2, etc.) are performed by the electronic control unit 10 in accordance with the driving situation, as is well known.

  Here, the rotation speed matching control at the time of shifting of the gear position by driving the motor 3 will be described. Rotational speed adjustment at the time of shifting gears here refers to the 1st speed side connected state, the 3rd speed side connected state, and the 5th speed side connected while traveling at an even speed (2nd speed, 4th speed, 6th speed). When the motor is connected to the inner main shaft (first rotating shaft) IMS, the rotational speed of the inner main shaft IMS is driven on the countershaft CS when the state is in either the 7th speed side connection state or the seventh speed side connection state. This is to match the rotational speed of the third speed drive gear 43, the fifth speed drive gear 45, or the seventh speed drive gear 47 idling by the gears 51 to 53. At this time, when the 1st speed or 3rd speed side connection state is set, the rotation speed of the 3rd speed drive gear 43 is set. When the 5th speed side connection state is set, the rotation speed of the 5th speed drive gear 45 is set, and when the 7th speed side connection state is set. Is adjusted to the rotational speed of the seventh-speed drive gear 47.

  Synchronization by the first speed change mechanism S1 (synchromesh mechanisms 81, 82) in a state where the rotation speed of the inner main shaft IMS does not match the rotation speed of the third speed drive gear 43, the fifth speed drive gear 45, or the seventh speed drive gear 47. When the coupling is performed, in the transmission transient state, the connection is completed after the rotational speeds of the two are matched by the frictional force accompanying the synchronization. There is a possibility that each part of the synchromesh mechanisms 81 and 82 may be worn by the frictional force at this time. On the other hand, if the gear position is switched after the rotation speed is adjusted by the motor 3 as described above, wear of each part of the synchronization device can be suppressed.

  However, as described above, it is necessary to store in the battery 30 in advance the amount of electric power required to drive the motor 3 in order to perform the rotation speed adjustment associated with the shift of the gears as described above. Therefore, in the hybrid vehicle control device of the present embodiment, a plurality of shift speeds set by the drive gears 43, 45, 47 on the inner main shaft IMS based on a predetermined relationship between the vehicle speed and the shift speed. (1st, 3rd, 5th, and 7th speeds) The minimum speed that can be obtained at the current vehicle speed is detected, and the time required for adjusting the rotational speed in shifting to the lowest speed based on the running state of the vehicle And the difference between the current rotational speed of the motor 3 (the rotational speed of the inner main shaft IMS) and the rotational speeds of the drive gears 43, 45, 47, and the time required for adjusting the rotational speed to the minimum gear position. A power amount W1 for shifting required for the motor 3 for shifting is calculated. Then, as the remaining capacity of the battery 30, the vehicle is driven by the motor 3 in a state where the shift power amount W1 is always left as the surplus power amount (see FIG. 6).

  FIG. 4 shows the number of rotations of the drive gears 43, 45, 47 (synchronized side rotation number) at the lowest possible shift speed calculated from the number of rotations of the current counter shaft CS and the number of rotations of the current motor 3. It is a graph which shows a relationship. In the graph of the figure, the horizontal axis represents time and the vertical axis represents the number of rotations. FIG. 5 is a flowchart showing a procedure for calculating the shift power amount W1. Hereinafter, the procedure for calculating the shift power amount W1 will be described with reference to the flowchart of FIG. The following procedure is repeatedly performed at regular intervals while the vehicle is traveling. Here, first, it is determined whether or not the transmission 4 is in a shift state (step ST1). As a result, if the speed is not changed (NO), the process is terminated as it is. On the other hand, if it is a gear shift state (YES), it is determined whether or not the lowest gear stage that can be taken from the current vehicle speed is the first gear stage (step ST2). Note that the minimum shift speed that can be taken here is a transmission among a plurality of shift speeds (first, third, fifth, and seventh speed stages) of the first speed change mechanism S1 that requires rotation speed adjustment by driving the motor 3. 4 (each part) is the lowest gear position that does not cause an overspeed. That is, for example, when the vehicle speed is higher than a predetermined vehicle speed, the low-speed gear stage such as the first gear stage or the third gear stage is in an over-rotation state in which the rotation shaft or gear of the transmission 4 exceeds an allowable range. I can't choose to be. For this reason, the lowest gear position within a range where the transmission 4 is not over-rotated is the lowest gear position that can be changed.

As a result, if the lowest possible shift speed is the first speed (YES), the differential rotation (DR) that can be taken in that case is calculated based on the following (Equation 1) (step ST3).
Possible differential rotation (DR) = rotation speed of the drive gear 43 at the first speed calculated from the rotation speed of the countershaft CS (synchronous rotation speed) (RG1) −current motor rotation speed (RM). (Formula 1)

On the other hand, if the lowest gear that can be obtained in step ST2 is not the first gear (NO), it is subsequently determined whether or not the lowest gear that can be obtained from the current vehicle speed is the third gear (step ST4). As a result, if the lowest possible shift speed is the third speed (YES), the differential rotation (DR) that can be taken in that case is calculated based on the following (Equation 2) (step ST5).
Possible differential rotation (DR) = rotation speed of the drive gear 43 at the third speed calculated from the rotation speed of the countershaft CS (synchronized side rotation speed) (RG3) −current motor rotation speed (RM). (Formula 2)

On the other hand, if the lowest gear that can be obtained in step ST4 is not the third gear (NO), it is subsequently determined whether or not the lowest gear that can be obtained from the current vehicle speed is the fifth gear (step ST6). As a result, if the lowest possible shift speed is the fifth speed (YES), the possible differential rotation (DR) is calculated based on (Equation 3) below (step ST7).
Possible differential rotation (DR) = rotation speed of the drive gear 45 at the fifth speed calculated from the rotation speed of the countershaft CS (synchronization side rotation speed) (RG5) −current motor rotation speed (RM). (Formula 3)

On the other hand, if the lowest gear that can be obtained in step ST6 is not the fifth gear (NO), it is subsequently determined whether the lowest gear that can be obtained from the current vehicle speed is the seventh gear (step ST8). As a result, if the lowest possible shift speed is the seventh speed (YES), the differential rotation (DR) that can be taken in that case is calculated based on the following (Equation 4) (step ST9).
Possible differential rotation (DR) = rotation speed of the drive gear 47 at the seventh speed calculated from the rotation speed of the countershaft CS (synchronized side rotation speed) (RG7) −current motor rotation speed (RM). (Formula 4)

On the other hand, if the minimum gear that can be obtained in step ST8 is not the seventh gear (NO), that is, if the gear that can be obtained is not any of the first, third, fifth, and seventh gears, the power calculation is impossible. is there. Then, in the next step ST10, it is determined whether or not power calculation is impossible. As a result, if power calculation is not possible (YES), the process is terminated as it is. On the other hand, if power calculation is possible (NO), the angular acceleration (ω) is calculated (step ST11). The angular acceleration (ω) is calculated based on the following (Formula 5).
Angular acceleration (ω) = Available differential rotation (DR) * Unit conversion coefficient (κ) / Rotation synchronization time (DT) (Formula 5)

  The rotation synchronization time (DT) here is set based on the difference between the current rotation speed of the inner main shaft IMS and the rotation speed of the drive gear 43 (45, 47) calculated from the rotation speed of the countershaft CS. be able to. As another method, the rotation synchronization time (DT) is detected by the accelerator pedal opening detected by the accelerator pedal opening sensor (accelerator pedal opening detecting means) 31 and the battery temperature sensor (capacitor temperature detecting means) 36. It can be set based on at least one of the temperatures of the battery 30. Specifically, the rotation synchronization time (DT) is set to a longer time as the differential rotation amount between the inner main shaft IMS and the drive gear 43 (45, 47) is larger. Further, the rotation synchronization time (DT) is set to a shorter time as the accelerator pedal opening is larger. Further, when the temperature of the battery is lower than the predetermined temperature, the rotation synchronization time (DT) is set to a long time.

Subsequently, a torque required for rotation synchronization (rotation synchronization torque) (TR) is calculated (step ST12). The torque (TR) required for rotation synchronization is calculated based on the following (Equation 6).
Torque required for rotation synchronization (TR) = Motor inertia (IR) (constant value) * Angular acceleration (ω) (Equation 6)

Subsequently, calculation of electric power (shift power amount) (W1) necessary for rotation synchronization is performed (step ST13). The electric power (W1) required for rotation synchronization is calculated based on the following (Equation 7).
Electric power required for rotation synchronization (electric power for shifting) (W1) = torque required for rotation synchronization (TR) * current synchronized rotation speed (R1) * unit conversion coefficient (K) + offset amount (( Formula 7)
Here, the offset amount is a predetermined amount added to the shifting power amount for safety.

  In the present embodiment, as the remaining capacity of the battery 30, the vehicle is driven by the motor 3 in a state where the power (shift power amount) W <b> 1 necessary for the rotation synchronization is always left as the surplus power amount. FIG. 6 is a diagram schematically illustrating the remaining capacity (power amount) of the battery 30. As shown in the figure, as the remaining capacity of the battery 30, the vehicle is driven by the motor 3 in a state where the shifting power amount W1 is always left as the surplus power amount. Further, here, as the remaining capacity of the battery 30, in addition to the shifting power amount W1, the power amount (sudden variation power amount) W2 necessary for driving the motor 3 when the vehicle traveling state suddenly changes is added. You may make it drive a vehicle in the state which always left surplus electric energy as surplus electric energy. In this way, when the running state of the vehicle suddenly fluctuates, the amount of electric power necessary for driving the motor 3 is added to the remaining capacity of the battery 30, so that the accelerator pedal opening can be changed suddenly or while the vehicle is running. Good drivability can be ensured even when a sudden fluctuation factor occurs in the running state of the vehicle, such as when it is necessary to start the engine 2 with the motor 3.

  As described above, in the hybrid vehicle drive device according to the present embodiment, the lowest shift speed that can be changed is obtained based on the current vehicle speed, and the motor 3 is necessary for adjusting the rotational speed associated with the shift to the lowest shift speed. Calculate power each time. Then, in a state where the electric power necessary for adjusting the rotational speed is always secured as the remaining capacity of the battery 30, control such as starting of the engine 2 by the motor 3, driving of the electric auxiliary machine, assisting of the engine driving force is performed.

  As a result, in adjusting the rotational speed associated with the shift speed change, the amount of power actually required is accurately calculated, and only the amount of electric power based on that is secured (remaining), so that the remaining capacity of the battery 30 can be reduced. Efficient management is possible. Therefore, more electric power can be used for driving the vehicle.

  On the other hand, conventionally, a uniform value (a constant amount) is set as the amount of power remaining in the battery for adjusting the number of rotations for shifting, and the vehicle always travels with this constant amount remaining while the vehicle is running. It was. This fixed amount is the amount of electric power necessary for shifting to the gear stage that consumes the largest amount of electric power among the gear shifts to each gear stage. For this reason, by securing the power used for shifting to a gear stage that is not inherently performed, the power that can be distributed for driving the vehicle is reduced, so the power management efficiency is not very good. Therefore, in the present embodiment, the amount of electric power necessary for shifting to the lowest gear stage assumed from the running state of the vehicle is calculated each time, and the electric energy is stored in the battery 30 as a surplus.

  When shifting down, power is supplied to the motor 3 to adjust the rotational speed by increasing the rotational speed of the inner main shaft IMS with the driving force of the motor 3, while at the time of shifting up, the motor 3 By performing regeneration at 3, the rotational speed is adjusted by lowering the rotational speed of the inner main shaft IMS. Therefore, the power of the battery 30 is required only for the shift down in order to adjust the rotational speed.

  Further, when the rotational speed necessary for switching the gear position cannot be adjusted only by the driving force of the motor 3 as described above, that is, even if the driving force of the motor 3 is applied, the rotational speed of the inner main shaft IMS is the speed-change destination. When the rotational speed of the drive gear 43 (45, 47) is not synchronized, the first clutch C1 is engaged, the crankshaft 2a of the engine 2 is connected to the inner main shaft IMS, and the driving force of the engine 2 is increased. It may be used to increase the rotational speed of the inner main shaft IMS. According to this, even when the rotational speed necessary for switching the gear position cannot be adjusted only by the driving force of the motor 3, the rotational speed can be surely and quickly adjusted by the driving force of the engine 2, and a smooth gear position can be achieved. Can be switched.

  Further, in the present embodiment, when it is predicted that the required driving force of the vehicle will increase, in addition to the above-described control for adjusting the rotational speed by the motor 3, the following gear positions are set. Is possible. That is, when the current shift speed is the shift speed (odd speed) set by the drive gears 43, 45, and 47 on the inner main shaft IMS, it is temporarily set by the drive gears 42, 44, and 46 on the secondary shaft SS. The gear is shifted to the next lower gear (even number), and the gear preparation stage set by the drive gears 43, 45, 47 on the inner main shaft IMS is set to the gear stage one gear lower than the current gear. . On the other hand, the current shift speed is a shift speed (even speed) set by the drive gears 42, 44, and 46 on the secondary shaft SS, and the shift speed set by the drive gears 43, 45, and 47 on the inner main shaft IMS. When (odd number) is neutral or the gear preparation stage set by the drive gears 43, 45, 47 on the inner main shaft IMS is higher than the current gear stage, the inner main shaft IMS. The shift speed (odd speed) set by the upper drive gears 42, 44, 46 is set to a lower speed than the shift speed (even speed) set by the drive gears 42, 44, 46 on the secondary shaft SS. deep.

  According to such a shift stage setting, when a shift is expected from a change in the required driving force of the vehicle, a smoother shift can be achieved by setting the shift preparation stage for the shift. Become. As specific examples of the case where the required driving force of the vehicle is predicted to increase here, the accelerator pedal is suddenly depressed when the vehicle is predicted to climb a hill or when the vehicle travels on an overtaking lane. There are times when it is predicted to be. Such a required driving force may be predicted according to the determination of the travel route of the vehicle by the car navigation system 37. According to this, it is possible to accurately and quickly predict the change in the required driving force. In addition, it is possible to predict an appropriate change in required driving force in accordance with a situation such as a traveling path on which the vehicle travels.

  As described above, in the hybrid vehicle control device of the present embodiment, the power amount actually required in the rotation speed adjustment by the motor 3 necessary for the shift speed switching is accurately estimated, and based on the power amount. By changing the remaining capacity of the battery 30, the remaining capacity of the battery 30 can be efficiently managed.

  In the above description, as a transmission to be controlled by the hybrid vehicle control device according to the present invention, a dual clutch type equipped with the first and second transmission mechanisms S1 and S2 and the first and second clutches C1 and C2. Although the transmission 4 is shown, the transmission that performs the control according to the present invention is not limited to the dual clutch transmission, and may be a transmission having another configuration. And, as a minimum configuration of the transmission that implements the control according to the present invention, an input shaft connected to the rotation shaft of the motor, an output shaft connected to the drive wheel side, and an input shaft and an output shaft A transmission that includes one or a plurality of synchronizers installed therebetween, and that is capable of transmitting a driving force of at least one of an engine and a motor to driving wheels by switching and setting a plurality of gears. I just need it.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible.

1 Vehicle 2 Engine (Internal combustion engine)
2a Crankshaft (engine output shaft)
3 Motor (electric motor)
4 Transmission (transmission)
5 Differential mechanism 10 Electronic control unit (control means)
20 Inverter 30 Battery (Accumulator)
31 Accelerator pedal sensor (Accelerator pedal opening detection means)
32 Brake pedal sensor 33 Shift position sensor 34 Rotational speed sensor 35 Inclination angle sensor 37 Car navigation system 39 Remaining capacity detector 41 Brake 42, 44, 46 Drive gear 43, 45, 47 Drive gear 70 Planetary gear mechanism 81, 82 Synchromesh mechanism 83, 84, 85 Synchromesh mechanism C1 First clutch C2 Second clutch CS Counter shaft (output shaft)
IDS Idle shaft IMS Inner main shaft (first input shaft)
OMS outer main shaft (second input shaft)
RVS Reverse shaft S1 First transmission mechanism S2 Second transmission mechanism SS Secondary shaft

Claims (8)

An internal combustion engine and a motor as a power source;
A battery capable of transferring power to and from the motor;
An input shaft connected to a rotating shaft of at least the electric motor, an output shaft connected to driving wheels side,
And a said input shaft and said output shaft side with one or more synchronization device for synchronizing the rotation of when installed to select the gear of the multiple and between the output shaft and the input shaft, a plurality and the internal combustion engine and the electric motor of at least one of transmissible transmission the driving force to the driving wheels by obtaining switch the shift speed,
Control means for controlling the transmission, the internal combustion engine, and the electric motor,
The control means is configured to switch the rotational speed of the input shaft by driving or regenerating the electric motor if the rotational speed difference between the input shaft side and the output shaft side is greater than or equal to a predetermined value when switching the gear position. A control device for a hybrid vehicle that performs switching of the shift speed after adjusting the number of revolutions to raise or lower the vehicle,
The control means calculates a minimum shift speed that can be obtained at the current vehicle speed based on a predetermined relationship between the vehicle speed and the shift speed, and performs the shift to the minimum shift speed based on a running state of the vehicle. Calculate the time required to adjust the rotation speed,
Calculating the shift electric energy required for the electric motor for shifting to the lowest gear position from the difference in rotation speed between the current input shaft side and the output shaft side and the time required for adjusting the rotation speed;
The hybrid vehicle control device, wherein the electric motor is used to drive the vehicle in a state in which the power amount for shifting is always left as the surplus power amount as the remaining capacity of the battery. The minimum gear is the lowest gear in which the transmission does not enter an over-rotation state among one or a plurality of gears that require rotation speed adjustment by driving the electric motor. The hybrid vehicle control apparatus described. The time required for adjusting the rotational speed in the shift to the lowest gear is
It is calculated based on at least one of the differential rotation amount between the input shaft side and the output shaft side, the accelerator pedal opening detected by the accelerator pedal opening detecting means, and the temperature of the battery detected by the capacitor temperature detecting means. The hybrid vehicle control device according to claim 1, wherein the control device is a hybrid vehicle control device. A hybrid vehicle having an internal combustion engine and an electric motor as drive sources,
A transmission for shifting and outputting the driving force input from the engine output shaft of the internal combustion engine and the rotating shaft of the electric motor;
A battery capable of transferring power to and from the motor;
Control means for controlling the transmission, the internal combustion engine, and the electric motor,
The transmission is
A first input shaft to which the driving force of the electric motor and the driving force of the internal combustion engine are input;
A second input shaft to which the driving force of the internal combustion engine is input;
A plurality of drive gears for shifting the driving force input to the first input shaft or the second input shaft;
A plurality of driven gears that mesh with the plurality of drive gears are fixed, and an output shaft that outputs a driving force shifted through the drive gear and the driven gear;
A first clutch capable of switching engagement / release between the engine output shaft of the internal combustion engine and the first input shaft;
A second clutch capable of switching engagement / release between the engine output shaft and the second input shaft;
A first transmission mechanism that selectively couples any one of the drive gears on the first input shaft to the first input shaft in a synchronous manner;
A second speed change mechanism that selectively couples any one of the drive gears on the second input shaft to the second input shaft synchronously;
The control means rotates the first input shaft and any one of the drive gears when the first transmission mechanism synchronously couples any of the drive gears on the first input shaft to the first input shaft. When the number difference is equal to or greater than a predetermined value, the hybrid vehicle control device performs synchronous coupling after adjusting the rotational speed by increasing or decreasing the rotational speed of the first input shaft by driving or regenerating the electric motor,
The control means detects a minimum shift stage that can be taken at the current vehicle speed from among a plurality of shift stages of the first transmission mechanism , based on a predetermined relationship between the vehicle speed and the shift stage, and travels the vehicle. Calculating the time required for adjusting the rotational speed in shifting to the lowest gear position based on the state;
The difference between the current rotational speed of the first input shaft and the rotational speed of the drive gear of the lowest speed stage, and the speed change required for the electric motor for shifting from the time required for adjusting the rotational speed to the lowest speed stage. Calculate the amount of power used,
The hybrid vehicle control device, wherein the electric motor is used to drive the vehicle in a state in which the power amount for shifting is always left as the surplus power amount as the remaining capacity of the battery. The control means includes
As the remaining capacity of the battery, in addition to the shifting power amount, the surplus power amount is added to the surplus power amount that is the amount of power required for driving the motor when the vehicle driving state suddenly fluctuates. 5. The hybrid vehicle control device according to claim 1, wherein the electric motor is used to drive the vehicle in a state where power is always left excessive. When the rotational speed necessary for switching the gear position cannot be adjusted only by the driving force of the electric motor,
The engine output shaft of the internal combustion engine is connected to the first input shaft by engaging the first clutch, and the rotational speed of the first input shaft is increased using the driving force of the internal combustion engine. The control device for a hybrid vehicle according to claim 4. A required driving force predicting means for predicting a change in the required driving force of the vehicle;
When the required driving force prediction means predicts that the required driving force of the vehicle will increase,
When the current speed is the speed selected by the first speed change mechanism, the speed is shifted to the speed lower by the second speed change mechanism and the speed preparation speed selected by the first speed change mechanism is the shift stage one level lower from the gear,
The current speed is the speed selected by the second speed change mechanism and the speed selected by the first speed change mechanism is neutral, or the speed change preparation speed selected by the first speed change mechanism is the current speed change. when the higher-stage shift speed control device for a hybrid vehicle according to claim 4, characterized in that a lower gear position than the present gear position the speed preparation stage. A car navigation system mounted on the vehicle;
8. The control apparatus for a hybrid vehicle according to claim 7, wherein the required driving force predicting means predicts a change in the required driving force of the vehicle according to a determination of a travel route of the vehicle by the car navigation system.

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