JP6002541B2 - Control device and control method for hybrid vehicle - Google Patents

Description

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

  A hybrid vehicle including an electric motor (motor) in addition to an internal combustion engine (engine) as a power source is known. In such a hybrid type vehicle, for example, as described in Patent Document 1, a reduction in the regenerative braking force of the motor that is reduced during the period during which the transmission gear is switched is compensated by the braking force of the brake. There is something configured. In addition, as described in Patent Document 2, there is a configuration in which the shift stage of the transmission is switched after replacing the decrease in the regenerative braking torque of the electric motor with the braking force of the brake.

Japanese Patent No. 4227953 Japanese Patent No. 39825556

  As described in Patent Documents 1 and 2, since the regenerative braking force of the electric motor is reduced during the period in which the gear stage of the transmission is switched, the braking force corresponding to the reduction is caused by the braking force of the brake. By compensating for this, a change in braking force caused by switching of the gear position of the transmission is reduced. However, the hybrid type vehicle has not only a travel mode based on the power of the electric motor but also a travel mode based on the power of the internal combustion engine, and a travel mode using any power of the electric motor and the internal combustion engine. Therefore, in the travel mode using both the power of the electric motor and the internal combustion engine, not only the regenerative braking force of the electric motor is reduced but also the braking force of the internal combustion engine (engine Therefore, it is not sufficient to compensate the decrease in the regenerative braking force of the electric motor with the braking force of the brake, and a shock is generated when the gear position is changed.

  In particular, in a transmission having a clutch (starting clutch) capable of switching between transmission and non-transmission of power between the engine and motor rotation shaft as a drive source and the transmission, the clutch is engaged when the gear is switched. By temporarily canceling, the driving force transmitted to the driving wheel side is temporarily interrupted. However, when the transmission of the driving force from the driving source is cut off by temporarily releasing the engagement of the clutch, the braking force such as the engine braking torque generated by the engine and the motor that is the driving source or the regenerative torque of the motor is generated. Since it is not transmitted to the drive wheel side, the deceleration of the vehicle is reduced (insufficient) during that time.

  The present invention has been made in view of the above-described problem, and the braking force of the electric motor as the drive source and the internal combustion engine is temporarily not transmitted to the drive wheel side when the transmission gear is switched. An object of the present invention is to provide a control device and a control method for a hybrid vehicle that can prevent a reduction in the braking force of the vehicle and effectively reduce the occurrence of vibration and noise (shock).

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

A hybrid vehicle control device according to the present invention includes an internal combustion engine (2) and an electric motor (3) as power sources, an output shaft (CS, etc.) that outputs power to drive wheels (WL, WR), a power A transmission (4) including a plurality of shift gears (42 to 47) capable of switching power transmission between an input shaft (IMS, OMS, SS) and an output shaft (CS, etc.) of the source (2, 3) And clutches (C1, C2) capable of switching the presence / absence of power transmission between the input shaft (IMS, OMS, SS) and the transmission (4), and brakes for braking the drive wheels (WL, WR) ( 37) and control means (10) capable of executing control including selection control of the gears (42 to 47) of the transmission (4) and engagement control of the clutches (C1, C2). a control device, the control means (10), a target d The target braking torque calculation means (11) for calculating the target braking torque by adding the gin brake torque and the target regenerative braking torque, and the hydraulic brake command value according to the target braking torque calculated by the target braking torque calculation means (11) Hydraulic brake command value calculating means (13) for calculating the braking force of the driving wheels (WL, WR) and braking force from the power source (2, 3) to the output shaft (CS, etc.). When the gear change gear (42 to 47) in the transmission (4) is requested during output, the output from the power source (2, 3) calculated by the target braking torque calculation means (11) power such that the output of the braking force to the shaft (CS, etc.) is replaced with the output of the braking force to the output shaft by the brake (37) calculated by the hydraulic brake command value computation means (13) (CS, etc.) (2, 3) and the brake are controlled, and after the output of the braking force is replaced, the engagement of the clutch (C1, C2) is temporarily released, and the gears (42 to 47) in the transmission (4) are then released. ) To control the transmission (4), and after switching the gears (42 to 47), the output shaft (CS, etc.) by the brake (37) calculated by the target braking torque calculation means (11 ) The power source (2, 3) so that the output of the braking force to the power source (2, 3) is replaced by the output of the braking force to the output shaft (CS, etc.) by the power source (2, 3) calculated by the target braking torque calculation means (13 ). And the first control unit for controlling the brake (37) and the brake (37) to the output shaft (CS, etc.) while the clutches (C1, C2) are disengaged. The second control is performed to increase the power by a predetermined correction amount. A second control unit, only contains the first controller and the second controller, the power of the internal combustion engine (2) is transmitted to the output shaft (CS, etc.) by engagement of the clutch (C1, C2) Only when the first control and the second control are performed .

  According to this configuration, after the braking force of the internal combustion engine or the braking force due to the regeneration of the electric motor is replaced with the braking force by the brake, the shift gear is switched while the clutch is temporarily disengaged, and the clutch is engaged. Preventing a decrease in the braking force of the vehicle by performing a control to increase a predetermined correction amount to the braking force to the output shaft by the brake at a timing when the braking force of the internal combustion engine and the braking force of the electric motor cannot be transmitted to the output shaft side by the release In addition, effective suppression of shift shock can be achieved. That is, by performing the second control in addition to the first control, it is possible to more effectively reduce the shift shock associated with the shift of the gear position.

  In this case, the first control unit and the second control unit perform the first control and the first control only when the power of the internal combustion engine (2) is transmitted to the output shaft (CS or the like) by engaging the clutch (C2). It is good to perform control of 2. According to this, the braking force of the internal combustion engine can be replaced with the braking force by the brake for correction. On the other hand, when the motive power of the internal combustion engine is not transmitted to the output shaft, the braking force of the internal combustion engine is not transmitted to the output shaft side, so that it is not necessary to perform correction to replace with the braking force by the brake.

The hybrid vehicle control apparatus includes the internal combustion engine (2) and the 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 plurality of second input shafts (OMS, SS) to be connected, an output shaft (CS, etc.) that outputs power to the drive wheels (WL, WR), and a plurality of selectively connected to the first input shaft (IMS) A first speed change mechanism (G1) including odd-numbered gears (43, 45, 47) and a plurality of even-numbered gears (42, 44, 46) selectively connected to the second input shaft (OMS, SS) Including the second speed change mechanism (G2) and the output shaft (CS, etc.). A plurality of output gears (51, 52, 53) meshing with the odd-numbered gears (43, 45, 47) of the mechanism (G1) and the even-numbered gears (42, 44, 46) of the second transmission mechanism (G2); , A brake (37) that brakes the drive wheels (WL, WR), and shift gears (42 to 47) of the first transmission mechanism (G1) and the second transmission mechanism (G2). ) Selection control and control means (10) capable of executing control including connection control of the first clutch (C1) and the second clutch (C2). (10) is a target braking torque calculating means (11) for calculating the target braking torque by adding the target engine brake torque and the target regenerative braking torque, and a target braking torque calculated by the target braking torque calculating means (11). According to hydraulic A hydraulic brake command value calculating means for calculating a rake command value (13) has a drive wheel (WL, WR) output shaft braking is requested braking force from the power source (2,3) for (CS When a request for switching between the gears (43, 45, 47) of the first transmission mechanism (G1) in the transmission (4) is made, the target braking torque calculation means ( The output of the braking force to the output shaft (CS etc.) by the power source (2, 3) calculated in 11) is the output shaft (CS etc.) by the brake (37) calculated by the hydraulic brake command value calculation means (13). The power source (2, 3) and the brake (37) are controlled so as to replace the output of the braking force to), and after the output of the braking force is replaced, the engagement of the first clutch (C1) is temporarily released. Gear in the first speed change mechanism (G1) The transmission (4) is controlled to switch (43, 45, 47), and the braking force applied to the output shaft (CS, etc.) by the brake (37) after switching the gear (43, 45, 47). The first control is performed to control the power source (2, 3) and the brake (37) so that the output of the power source (2, 3) is replaced by the output of the braking force to the output shaft (CS, etc.) by the power source (2, 3). While the engagement of the first control unit and the first clutch (C1) is released, the second control is performed to increase the predetermined correction amount to the braking force applied to the output shaft (CS, etc.) by the brake (37). seen including a second controller, wherein the first controller and the second controller, the power of the internal combustion engine (2) is transmitted to the output shaft (CS, etc.) by the engagement of the second clutch (C2) Only when the first control and the second control are performed .
In the hybrid vehicle control device, when the first control unit performs the first control, when a shift gear change request is made in the transmission (4), the clutch (C1, C2). Before releasing the engagement, the output of the braking force to the output shaft (CS, etc.) by the power source (2, 3) calculated by the target braking torque calculating means (11) is gradually decreased to calculate the hydraulic brake command value. The braking force output to the output shaft (CS etc.) by the brake (37) calculated by the means (13) is gradually increased by the braking force output to the output shaft (CS etc.) by the power source (2, 3). Thus, the output of the braking force to the output shaft (CS, etc.) by the power source (2, 3) is replaced with the output of the braking force to the output shaft (CS, etc.) by the brake (37). 3) and the brake (37) to control the braking force After the output is replaced, the transmission (4) is controlled to switch the gear in the transmission (4) with the clutch (C1, C2) temporarily disengaged, and after the gear is switched Power source (2, 3) in which the output of the braking force to the output shaft (CS, etc.) by the brake (37) calculated by the hydraulic brake command value calculating means (13) is calculated by the target braking torque calculating means (11) The power source (2, 3) and the brake may be controlled so as to replace the output of the braking force to the output shaft (CS or the like) .

  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 switching between shift speeds set by the first speed change mechanism during traveling as a source, the engagement of the first clutch is temporarily released when the shift speed is changed, so that the internal combustion engine that is the drive source or The braking force of the electric motor is not transmitted to the output shaft side. For this reason, a shift shock (vibration or noise associated with the shift) has occurred due to the shift of the gear position. Therefore, in the present invention, after the braking force of the internal combustion engine or the braking force due to the regeneration of the electric motor is replaced with the braking force by the brake, the gear of the clutch is switched in a state where the engagement of the clutch is temporarily released. The braking force of the vehicle is reduced by performing a control to increase the predetermined correction amount to the braking force to the output shaft by the brake at the timing when the braking force of the internal combustion engine and the braking force of the electric motor cannot be transmitted to the output shaft side by releasing the engagement. Can be prevented and effective suppression of shift shock can be achieved. That is, by performing the second control in addition to the first control, it is possible to effectively reduce the shift shock that accompanies the shift of the gear position.

  Further, in this case, the first control unit and the second control unit are the first controller only when the power of the internal combustion engine (2) is transmitted to the output shaft (CS or the like) by the engagement of the second clutch (C2). The control and the second control may be performed. According to this, the braking force of the internal combustion engine can be replaced with the braking force by the brake for correction. On the other hand, when the motive power of the internal combustion engine is not transmitted to the output shaft, the braking force of the internal combustion engine is not transmitted to the output shaft side, so that it is not necessary to perform correction to replace with the braking force by the brake.

  In the hybrid vehicle control device, the brake (37) may brake the drive wheels (WL, WR) based on the control by the control means (10). According to such a configuration, it is possible to appropriately correct the braking force of the vehicle by controlling the brake based on the determination of the control means without depending on the driver's intention.

  In addition, the hybrid vehicle control device includes an operation means (65) for requesting switching of the gears (42 to 47) of the transmission (4) according to the operation of the driver of the vehicle, and the first control. And the second control unit output the braking force to the output shaft (CS, etc.) from the power source (2, 3) by the brake (37) when a switching request is received from the operating means (65). At the same timing as controlling the power source (2, 3) and the brake (37) so as to replace the output of the braking force to the shaft (CS, etc.), the brake (37) applies the output to the output shaft (CS, etc.). Control may be performed to increase a predetermined correction amount to the braking force.

  According to such a configuration, when changing the gear stage of the transmission according to the operation of the driver of the vehicle, it is possible to quickly change the gear stage gear and at the time of changing the gear stage gear By effectively applying a shift shock due to a change in braking force, it is possible to give the driver an impression of agility of shift.

In the hybrid vehicle control device, the target braking torque calculating means (11) calculates the target engine brake torque based on the engine combustion state information and the engine speed information, and based on the vehicle speed information and the motor speed information. Then, the target regenerative brake torque may be calculated.

In the hybrid vehicle control device, the control means (10) calculates the estimated engine brake torque based on the engine combustion information, the engine speed information, and the driving force transmission state information, and the vehicle speed information and the motor speed information. And an estimated regenerative brake torque based on the motor current information and the driving force transmission state information, and adding the estimated engine brake torque and the estimated regenerative brake torque to calculate an estimated braking torque (12) ) May be further included.
Further, the hydraulic brake command value calculating means (13, 14) makes a difference between the target braking torque calculated by the target braking torque calculating means (11) and the estimated braking torque calculated by the braking torque estimating means (12). The correction amount command information may be calculated based on the difference value, and the hydraulic brake command value may be calculated by adding the correction amount command information to the brake pressure .

  In the hybrid vehicle control apparatus, the control means (10) is configured to output the odd-numbered gear in the first speed change mechanism (G1) when the power of the electric motor (3) is output to the output shaft (CS or the like). When a request to switch from (43, 45, 47) to the even gear (42, 44, 46) in the second transmission mechanism (G2) is made, the first transmission mechanism (G1) The output torque of the transmission (4) is added by adding a predetermined correction torque to the output torque of the electric motor (3) while switching to the second gear of a gear ratio larger than the gear ratio of the first gear. Is controlled to be an intermediate torque between the torque by the first gear and the torque by the second gear, and only the gear set by the first gear shift mechanism (G1) is used. The gear position may be switched.

  According to this configuration, it is possible to provide a virtual shift stage that corresponds to an intermediate shift stage between the first shift stage and the second shift stage set by the first transmission mechanism. It is possible to effectively suppress the occurrence of a shift shock accompanying this. Therefore, the shift shock that occurs due to the switching of the shift speed can be effectively mitigated without starting the internal combustion engine when switching the shift speed during traveling using the electric motor as a power source.

The hybrid vehicle control method includes the internal combustion engine (2) and the 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 plurality of second input shafts (OMS, SS) to be connected, an output shaft (CS, etc.) that outputs power to the drive wheels (WL, WR), and a plurality of selectively connected to the first input shaft (IMS) A first speed change mechanism (G1) including odd-numbered gears (43, 45, 47) and a plurality of even-numbered gears (42, 44, 46) selectively connected to the second input shaft (OMS, SS) Including the second speed change mechanism (G2) and the output shaft (CS, etc.). A plurality of output gears (51, 52, 53) meshing with the odd-numbered gears (43, 45, 47) of the mechanism (G1) and the even-numbered gears (42, 44, 46) of the second transmission mechanism (G2); , A brake (37) that brakes the drive wheels (WL, WR), and shift gears (42 to 47) of the first transmission mechanism (G1) and the second transmission mechanism (G2). ) Selection control and control means (10) capable of executing control including connection / disconnection control of the first clutch (C1) and the second clutch (C2). (10) is a target braking torque calculating means (11) for calculating the target braking torque by adding the target engine brake torque and the target regenerative braking torque, and a target braking torque calculated by the target braking torque calculating means (11). According to hydraulic A hydraulic brake command value calculating means for calculating a rake command value (13) has a drive wheel (WL, WR) output shaft braking is requested braking force from the power source (2,3) for (CS When a request for switching between the gears (43, 45, 47) of the first transmission mechanism (G1) in the transmission (4) is made, the internal combustion engine (2) The target braking torque and the actual braking torque are calculated using at least one of the combustion state and the number of revolutions, the vehicle speed, and the number of revolutions of the electric motor (3), and within a range that does not exceed the difference between the calculated target braking torque and the actual braking torque. By calculating the command value of the braking force generated by the brake, the output of the braking force to the output shaft (CS, etc.) by the power source (2, 3) calculated by the target braking torque calculation means (11) is obtained. Calculated by hydraulic brake command value calculation means (13) After the power source (2, 3) and the brake (37) are controlled so as to replace the output of the braking force to the output shaft (CS, etc.) by the brake (37) that has been released, the output of the braking force is replaced The transmission (4) is controlled to switch the gears (43, 45, 47) in the first transmission mechanism (G1) with the first clutch (C1) temporarily disengaged, and the gears After switching the gears (43, 45, 47), the brake force output to the output shaft (CS, etc.) by the brake (37) calculated by the target braking torque calculation means (11) is the hydraulic brake command value calculation means (13 ), The first control for controlling the power source (2, 3) and the brake (37) so as to replace the output of the braking force to the output shaft (CS, etc.) by the power source (2, 3). And tighten the first clutch (C1) There while being released, have the second line control for increasing a predetermined correction amount to the braking force of the output shaft by the brake (37) to (CS, etc.), an internal combustion engine by engaging the second clutch (C2) ( only when the power of 2) is transmitted to the output shaft (CS, etc.), and wherein said first control and said second control line Ukoto.

  According to the hybrid vehicle control method of the present invention, after the braking force of the internal combustion engine or the braking force due to regeneration of the electric motor is replaced with the braking force due to the brake, the engagement of the shift gear is temporarily released in a state where the clutch is temporarily released. By performing switching, and performing control to increase a predetermined correction amount to the braking force to the output shaft by the brake at a timing when the braking force of the internal combustion engine and the braking force of the electric motor cannot be transmitted to the output shaft side by releasing the engagement of the clutch Thus, it is possible to prevent a reduction in the braking force of the vehicle and to effectively suppress a shift shock. That is, by performing the second control in addition to the first control, it is possible to more effectively reduce the shift shock associated with the shift of the gear position. Further, since the braking force changes smoothly, it is possible to further reduce the shift shock due to the change in the braking force.

  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 and the control method for a hybrid vehicle according to the present invention, when the transmission gear is switched, the braking force of the electric motor as the drive source and the internal combustion engine is temporarily not transmitted to the drive wheels. A reduction in the braking force of the vehicle can be prevented, and the occurrence of vibration and noise (shock) can be effectively mitigated.

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. 5 is a flowchart for illustrating an operation of cooperative control at the time of downshift in the first embodiment. It is a graph which shows the relationship between the reduction ratio at the time of downshift, a vehicle speed, a brake pressure, and deceleration. 10 is a flowchart for explaining an operation of cooperative control at the time of downshift in the second embodiment.

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

Embodiment 1 FIG.
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.

  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 a brake from an engine combustion state sensor 31 that detects the combustion state of the engine 2 and a brake pedal sensor 32 that detects a brake pedal depression amount (brake pressure). The pedal opening degree (brake pressure information), the driving force transmission state from the driving force transmission state sensor 33 that detects the gear stage (shift stage), the vehicle speed from the vehicle speed sensor 34 that detects the vehicle speed, and the rotational speed of the engine 2 are detected. Various signals indicating the engine speed from the engine speed sensor 35, the motor speed from the motor speed sensor 36 that detects the speed of the motor 3, the motor current from the motor current sensor 38 that detects the current of the motor 3, and the like. Is entered. 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 configured to be able to apply predetermined braking to the output shaft connected to the drive wheels WL, WR, for example, the input shaft (vehicle propulsion shaft) of the differential mechanism 5 or a counter shaft CS described later). . That is, the brake system in this embodiment is a brake-by-wire system. As described above, since the braking force of the hydraulic brake 37 can be corrected by the judgment of the electronic control unit 10 independently of the driver's intention, the cooperative control between the regenerative brake and the engine brake by the motor 3 is executed. can do.

  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 (not shown) is provided in the vicinity of the shift device. The shift position sensor 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 target braking torque calculation means 11, braking torque estimation means 12, hydraulic brake command value calculation means 13, hydraulic brake command value calculation means 14, and hydraulic brake control means 15. I have.

  The target braking torque calculation means 11 includes information indicating the engine combustion state from the engine combustion state sensor 31 (hereinafter referred to as “engine combustion state information”) and information indicating the engine speed from the engine speed sensor 35 (hereinafter referred to as “engine combustion state information”). "Engine speed information") is input, and a target engine brake torque corresponding to the combustion state of the engine 2 and the engine 2 is calculated based on the input engine combustion information and engine speed information. Further, the target braking torque calculation means 11 includes information indicating the vehicle speed from the vehicle speed sensor 34 (hereinafter referred to as “vehicle speed information”) and information indicating the rotational speed of the motor 3 from the engine rotational speed sensor 35 (hereinafter referred to as “motor”). ”), And based on the input vehicle speed information and motor rotation speed information, the target regenerative braking torque of the motor 3 (target when the accelerator pedal is off) corresponding to the vehicle speed and the rotation speed of the motor 3 is input. Regenerative brake torque) is calculated. In this embodiment, the sum of the target engine brake torque and the target regenerative brake torque calculated by the target brake torque calculating means 11 is referred to as a target brake torque. When the engine is traveling alone, the target braking torque is only the target engine brake torque. When the EV traveling is being performed, the target braking torque is only the target regenerative braking torque and HEV traveling is performed. The target braking torque is the target engine braking torque and the target regenerative braking torque. The target braking torque calculation unit 11 outputs information indicating the target braking torque to the hydraulic brake command value calculation unit 13.

  The braking torque estimating means 12 inputs the engine combustion state information from the engine combustion state sensor 31 and the engine speed information from the engine speed sensor 35, and also inputs the driving force transmission state information from the driving force transmission state sensor 33. Then, based on the input engine combustion information, engine speed information, and driving force transmission state information, the engine brake torque (estimated engine brake torque) of the engine 2 ahead of a predetermined time is estimated. Further, the braking torque estimating means 12 includes vehicle speed information from the vehicle speed sensor 34, motor rotational speed information from the engine rotational speed sensor 35, and information indicating motor current from the motor current sensor 38 (hereinafter referred to as "motor current information"). .) And the driving force transmission state information from the driving force transmission state sensor 33 are input, and based on the input vehicle speed information, motor rotational speed information, motor current information, and driving force transmission state information, a predetermined time is input. The regenerative brake torque of the previous motor 3 (estimated regenerative brake torque when the accelerator pedal is off) is estimated. In this embodiment, the sum of the estimated engine brake torque and the estimated regenerative brake torque estimated by the braking torque estimating means 12 is referred to as an estimated braking torque. When the engine is traveling alone, the estimated braking torque is only the estimated engine braking torque. When the EV traveling is being performed, the estimated braking torque is only the estimated regenerative braking torque and HEV traveling is performed. The estimated braking torque becomes the estimated engine brake torque and the estimated regenerative brake torque. The braking torque estimating means 12 outputs information indicating the estimated braking torque to the hydraulic brake command value calculating means 13.

  The hydraulic brake command value calculating means 13 makes a difference between the target braking torque calculated by the target braking torque calculating means 11 and the estimated braking torque estimated by the braking torque estimating means 12, and changes the braking torque based on the difference value. Prediction is performed, and a braking torque correction amount corresponding to the predicted change is calculated. Then, the hydraulic brake command value calculating unit 13 outputs correction amount command information for instructing the calculated correction amount to the hydraulic brake command value calculating unit 14.

  The hydraulic brake command value calculation unit 14 inputs brake pressure information output from the brake pedal sensor 32 and corresponding to the depression amount of the brake pedal of the hydraulic brake 37, and the correction output from the hydraulic brake command value calculation unit 13. Input quantity command information. Then, the hydraulic brake command value calculation means 14 calculates a control amount for controlling the brake pressure of the hydraulic brake 37 by adding the correction amount indicated by the correction amount command information to the brake pressure value indicated by the brake pressure information. . The hydraulic brake command value calculation means 14 gradually decreases the braking torque (the engine brake torque of the engine 2 and the regenerative brake torque of the motor 3) when there is a shift request, and the reduced braking torque. Is supplemented with a braking torque by the hydraulic brake 37 (braking torque by a brake pressure accompanying the driver's operation of the hydraulic brake 37). Further, the hydraulic brake command value calculating means 14 controls the brake pressure of the hydraulic brake 37 by adding the brake pressure of the hydraulic brake 37 by a correction amount when the gear position becomes neutral. Further, the hydraulic brake command value calculating means 14 gradually increases the braking torque (the engine brake torque of the engine 2 and the regenerative brake torque of the motor 3) when the shift is completed, and also increases the increased braking torque. Control to decrease from the braking torque by the hydraulic brake 37 is performed. The driving force transmission state information is also output to the hydraulic brake command value calculation means 14, and the hydraulic brake command value calculation means 14 has received a shift request based on the driving force transmission state indicated by the driving force transmission state information. It is determined whether or not the vehicle has become neutral, and whether or not shifting has been completed. The hydraulic brake control means 15 performs control to change the brake pressure of the hydraulic brake 37 based on the control amount information from the hydraulic brake command value calculation means 14.

  Next, the operation of the hybrid vehicle control device will be described. FIG. 5 is a flowchart for explaining the cooperative control operation during downshifting. FIG. 6 is a graph showing the relationship among the reduction ratio, vehicle speed, brake pressure, and deceleration at the time of downshift. In FIG. 6, when the vehicle is performing EV traveling or HEV traveling at the fifth speed, the driver steps on the brake pedal of the hydraulic brake 37 to apply the brake, and the speed of the vehicle 1 gradually decreases. In addition, an example is shown in which the gear position is switched from the fifth speed to the third speed (shifting down) according to the driving situation (required driving torque, vehicle speed, remaining charge of the battery 30, etc.).

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. In this embodiment, since the gear ratio of the shift stage and the reduction ratio correspond, the reduction ratio is also expressed as 1st to 7th speed. 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.

  In FIG. 5, the target braking torque calculation means 11 of the electronic control unit 10 inputs engine combustion state information from the engine combustion state sensor 31 and engine speed information from the engine speed sensor 35, and inputs the engine combustion information and Based on the engine speed information, a target engine brake torque (target brake torque) is calculated (step ST1). Further, the target braking torque calculation means 11 inputs the vehicle speed information from the vehicle speed sensor 34 and the motor rotation speed information from the engine rotation speed sensor 35, and based on the input vehicle speed information and motor rotation speed information, the target regenerative braking torque. (Target braking torque) is calculated (step ST1). Then, the target braking torque calculation unit 11 outputs information indicating the target braking torque to the hydraulic brake command value calculation unit 13.

  The braking torque estimating means 12 inputs the engine combustion state information from the engine combustion state sensor 31 and the engine speed information from the engine speed sensor 35, and also inputs the driving force transmission state information from the driving force transmission state sensor 33. Then, the estimated engine brake torque (estimated braking torque) is calculated based on the input engine combustion information, engine speed information, and driving force transmission state information (step ST2). The braking torque estimating means 12 inputs the vehicle speed information from the vehicle speed sensor 34, the motor rotation speed information from the motor rotation speed sensor 36, and the motor current information from the motor current sensor 38, and the driving force transmission state sensor 33. Is input, and an estimated regenerative braking torque (estimated braking torque) is calculated based on the input vehicle speed information, motor rotational speed information, motor current information, and driving force transmission state information (step ST2). ). Then, the braking torque estimating means 12 outputs information indicating the estimated braking torque to the hydraulic brake command value calculating means 13.

  Next, the hydraulic brake command value calculating means 13 inputs information indicating the target braking torque from the target braking torque calculating means 11 and information indicating the estimated braking torque from the braking torque estimating means 12, and based on the input information. Then, the target braking torque calculated by the target braking torque calculating means 11 and the estimated braking torque estimated by the braking torque estimating means 12 are differentiated. Then, the hydraulic brake command value calculation means 13 predicts a change in the braking torque based on the difference value, and calculates a correction amount of the braking torque corresponding to the predicted change (step ST3). Then, the hydraulic brake command value calculating unit 13 outputs correction amount command information for instructing the calculated correction amount to the hydraulic brake command value calculating unit 14.

  In FIG. 6, D2 indicates the braking amount corresponding to the braking torque (the engine brake torque of the engine 2 and the regenerative brake torque of the motor 3) during EV traveling or HEV traveling. The braking amount D2 corresponds to a braking torque correction amount calculated by the hydraulic brake command value calculating means 13.

  As shown in FIG. 6, when the driver depresses the brake pedal to operate the hydraulic brake 37 (brake pressure P1 in FIG. 6), the vehicle speed gradually decreases. In response to such a change in the driving situation, the electronic control unit 10 issues a shift request and starts control to shift (shift down) the shift stage from the fifth speed to the third speed. In the example shown in FIG. 6, the shift control is started from time t1.

  Next, the hydraulic brake command value calculation means 14 confirms whether or not there is a shift request (step ST4). If it is confirmed that there is a shift request (time t1 in FIG. 6), the hydraulic brake command value calculation means Based on the correction amount of the braking torque calculated in step 13, control is performed to change (change) the braking torque and the brake pressure of the hydraulic brake 37 (step ST5). Specifically, as shown in FIG. 6, the hydraulic brake command value calculation means 14 sends a braking torque (the engine 2) to a control unit (not shown) that controls the torque of the engine 2 and the motor 3. The engine brake torque and the regenerative brake torque of the motor 3 are instructed to be gradually decreased, and the brake torque by the hydraulic brake 37 is increased to the hydraulic brake control means 15 by the reduced brake torque. To instruct. In the example shown in FIG. 6, the braking amount D2 gradually decreases from time t1, and the brake pressure P2 by the hydraulic brake 37 gradually increases.

  Next, the hydraulic brake command value calculation means 14 determines whether or not the gear position has become neutral by releasing the engagement of the first clutch C1 or the second clutch C2 (step ST6), and becomes neutral. When it is confirmed (time t2 in FIG. 6), the brake pressure of the hydraulic brake 37 is increased (added) by a predetermined correction amount to control the brake pressure of the hydraulic brake 37 (step ST7). In the example shown in FIG. 6, the vehicle is neutral when the vehicle speed becomes V1 (time t2). The brake pressure corresponding to the braking amount D2 is added to the brake pressure corresponding to the driver's brake operation amount, and braking is performed with the brake pressure P3.

  Next, the hydraulic brake command value calculation means 14 confirms whether or not the shift has been completed (shift change from the fifth speed to the third speed) (step ST8), and confirms that the shift has been completed (time in FIG. 6). t3) Based on the braking torque correction amount calculated by the hydraulic brake command value calculating means 13, control is performed to change (change) the braking torque and the brake pressure of the hydraulic brake 37 (step ST9). Specifically, the hydraulic brake command value calculation means 14 instructs the control unit that controls the torque of the engine 2 and the motor 3 to gradually increase the braking torque of the engine 2 and the motor 3. At the same time, the hydraulic brake control means 15 is instructed to decrease the increased braking torque from the braking torque generated by the hydraulic brake 37. In the example shown in FIG. 6, the gear position is the third speed when the vehicle speed reaches V2 (time t3). The braking amount D2 gradually increases from time t3, and the brake pressure P4 by the hydraulic brake 37 gradually decreases.

  Thereafter, the hydraulic brake command value calculation means 14 ends the control to increase the braking torque when the braking torque corresponding to the correction amount is increased (time t4), and the increased braking torque is transmitted by the hydraulic brake 37. The control of decreasing from the braking torque is also terminated.

  As described above, according to the first embodiment, after the braking force of the engine 2 or the braking force due to regeneration of the motor 3 is replaced with the braking force by the hydraulic brake 37, the first clutch C1 or the second clutch C2 is engaged. The gears are switched in a state where the engine is temporarily released, and the braking force of the engine 2 and the braking force of the motor 3 cannot be transmitted to the countershaft CS side by releasing the engagement of the clutches C1 and C2. By performing control to increase the predetermined correction amount to the braking force toward the countershaft CS side, it is possible to prevent a reduction in the braking force of the vehicle and to effectively suppress a shift shock. That is, the control (first control) in which the braking force of the engine 2 or the braking force due to regeneration of the motor 3 is replaced with the braking force by the hydraulic brake 37 and the braking force to the counter shaft CS side by the hydraulic brake 37 are predetermined. By performing both of the control for increasing the correction amount (second control), it is possible to more effectively reduce the shift shock accompanying the shift of the gear position. Further, since the braking force changes smoothly, it is possible to further reduce the shift shock due to the change in the braking force.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. Further, matters other than those described below and matters other than those illustrated are the same as those in the first embodiment.

  In the above-described first embodiment, the cooperative control shown in FIG. 5 is executed even during traveling (EV traveling) using only the driving force of the motor 3, but in this second embodiment, during the EV traveling. Is configured not to execute the cooperative control.

  FIG. 7 is a flowchart for explaining the cooperative control operation during downshift in the second embodiment. In FIG. 7, the electronic control unit 10 determines whether or not the current operation mode is the EV travel mode (step ST10), and when it is determined that the current operation mode is not the EV travel mode (No in step ST10), steps ST1 to ST1. The process of ST9 is executed.

  In the transmission 4 according to the present embodiment, during EV traveling, both the first clutch (odd number clutch) C1 and the second clutch (even number clutch) C2 are not connected (disengaged). Yes. In the second embodiment, only when the EV traveling is not performed, that is, when the engine independent traveling and the traveling by the cooperation of the engine 2 and the motor 3 (HEV traveling) are performed, It is configured to execute cooperative control. Thus, when the low-speed EV traveling is performed when the vehicle 1 is started, that is, when the braking force of the engine 2 is not generated, the above-described braking force replacement control by the hydraulic brake 37 is not performed. can do.

Embodiment 3 FIG.
In the first embodiment described above, the shift stage switching by the transmission 4 is performed by the control of the electronic control unit 10 in accordance with the driving situation. On the other hand, the third embodiment relates to control in the case where the shift stage is switched by the transmission 4 in accordance with the operation of the paddle switch 65 by the driver.

  That is, in the present embodiment, in step ST4 of FIGS. 5 and 7, not only whether or not there is a shift request, but also whether or not there is a shift instruction from the paddle switch 65 is determined. Further, the process of step ST5 and the process of step ST7 of FIGS. 5 and 7 are performed at the same timing. Specifically, when the electronic control unit 10 determines that there is a shift instruction from the paddle switch 65 (Yes in step ST4), it performs the process of step ST5 (braking torque and transition control of the hydraulic brake 37). Then, the processing of step ST7 (addition control for increasing the correction amount of the hydraulic brake 37) is performed.

  According to such a configuration, when the shift gear of the transmission 4 is switched according to the operation of the paddle switch 65 by the driver of the vehicle, the shift gear can be quickly switched and the shift gear can be switched. By giving a shift shock due to a change in braking force at the time of gear switching at an appropriate timing, it is possible to give the driver an impression of speed change agility.

Embodiment 4 FIG.
In the control apparatus for a hybrid vehicle including the transmission 4 according to the embodiment of the present invention, the electronic control unit 10 specifies the current gear stage (for example, third gear) of the transmission 4 and the power is currently transmitted. The pre-shift control is executed in which the gear position in the second speed change mechanism G2 that is not present is prepared at a speed stage (in this case, the second speed) lower than the speed stage (for example, the third speed) set by the first speed change mechanism G1. As described above, when shifting down the speed of the transmission from the third speed to the second speed, the engine 2 can be driven only by disengaging the odd-numbered clutch C1 and engaging the even-numbered clutch C2. The force is transmitted to the drive wheels WL and WR via the second transmission mechanism G2. Therefore, a quick shift change is realized by executing the preshift control.

  In the fourth embodiment, when the predetermined even gear (any one of the drive gears 44, 46, 48) in the second transmission mechanism G2 is connected to the second input shafts OMS, SS, When pre-shift control is performed in which the clutch C1 is temporarily released to switch the odd-numbered gear (any one of the drive gears 43, 45, and 47) in the first transmission mechanism G1, the process of step ST5 (braking torque and (Transition control of the hydraulic brake 37) is performed, and the process of step ST7 (addition control for increasing the correction amount of the hydraulic brake 37) is performed. According to this, it is possible to effectively reduce the shift shock due to the change in the braking force accompanying the regeneration of the motor 3 at the time of switching the shift gear of the first transmission mechanism G1 accompanying the preshift control.

Embodiment 5. FIG.
In the transmission 4 according to the embodiment of the present invention, there is a case where a shift change is requested from the odd-numbered stage (for example, 5th speed) to the even-numbered stage (for example, 4th speed) in the transmission 4 according to the change of the driving situation. Alternatively, it may be configured to obtain the braking force equivalent to the even-numbered stage (for example, fourth speed) by controlling the torque of the motor 3 while maintaining the odd-numbered stage (for example, fifth speed). That is, when the torque of the motor 3 is output to the output shaft, the odd-numbered gear (for example, the fifth-speed drive gear 45) in the first transmission mechanism G1 to the even-numbered gear (for example, 4 in the second transmission mechanism G2). When switching to the high-speed drive gear 44) is made, the torque output to the drive wheels WR and WL when the odd-stage gear is connected to the first input shaft IMS and the lower-speed side than the odd-stage gear. Torque between the torque output to the drive wheels WR and WL when an odd-numbered gear (for example, the third-speed drive gear 43) is connected to the first input shaft IMS is output to the drive wheels WR and WL. In this way, the power of the motor 3 may be controlled. In this case, since the braking force is larger in the fourth speed than in the fifth speed, the electronic control unit 10 performs control so that the braking torque of the motor 3 is increased.

  That is, when the power of the motor 3 is being output to the output shaft CS, if a request for switching from the odd-numbered gear in the first transmission mechanism G1 to the even-numbered gear in the second transmission mechanism G2 is made, the first transmission mechanism A predetermined correction torque is added to the output torque of the motor 3 while switching from one odd gear (for example, the fifth gear) to another odd gear (for example, the third gear) in G1. Thus, the output torque of the motor 3 becomes an intermediate torque between the torque due to the one odd gear (for example, the fifth gear) and the torque due to the other odd gear (for example, the third gear). Thus, the shift speed may be switched using only the shift speed set by the first speed change mechanism G1.

  According to this configuration, an intermediate gear position between one odd gear position (for example, the fifth gear position) set by the first transmission mechanism G1 and another odd gear position (for example, the third gear position). Can be provided (for example, a 4-speed shift stage), so that the occurrence of a shift shock accompanying the shift of the shift stage can be effectively suppressed. Therefore, the shift shock that occurs due to the switching of the shift stage can be effectively mitigated without starting the engine 2 when switching the shift stage during traveling using the motor 3 as a power source.

  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. In addition, the configurations of the above embodiments can be applied in appropriate combination.

2 Engine (Internal combustion engine)
2a Crankshaft (engine output shaft)
3 Motor (electric motor)
4 Transmission 10 Electronic control unit (control means, first control means, second control means)
43, 45, 47 Drive gear (odd gear)
42, 44, 46 Drive gear (even-numbered gear)
65 Paddle switch (operating means)
70 planetary gear mechanism C1 odd-numbered clutch (first clutch)
C2 Even-numbered clutch (second clutch)
CS counter shaft (output shaft)
G1 First transmission mechanism G2 Second transmission mechanism IMS Inner main shaft (first input shaft)
OMS outer main shaft (second input shaft)
SS Secondary shaft (second input shaft)
WL, WR Drive wheel

Claims (9)

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 odd-stage gears selectively connected to the first input shaft;
A second speed change mechanism including a plurality of even gears selectively connected to the second input shaft;
A transmission having a plurality of output gears disposed on the output shaft and meshing with odd-numbered gears of the first transmission mechanism and even-numbered gears of the second transmission mechanism;
A brake for braking the drive wheel;
Control of a hybrid vehicle comprising: control means capable of executing control including selection control of gears of the first transmission mechanism and second transmission mechanism and connection / disconnection control of the first clutch and second clutch. A device,
The control means includes
Target braking torque calculation means for calculating the target braking torque by adding the target engine brake torque and the target regenerative braking torque;
Hydraulic brake command value calculating means for calculating a hydraulic brake command value according to the target braking torque calculated by the target braking torque calculating means,
When a request for switching between the gears of the first transmission mechanism in the transmission is made when braking on the drive wheels is requested and braking force from the power source is being output to the output shaft. ,
The output of the braking force to the output shaft by the power source calculated by the target braking torque calculation means is replaced with the output of the braking force to the output shaft by the brake calculated by the hydraulic brake command value calculation means. Controlling the power source and the brake,
Controlling the transmission to switch the gear of the first transmission mechanism in a state where the engagement of the first clutch is temporarily released after the output of the braking force is replaced;
After switching the gear, the output of the braking force to the output shaft by the brake calculated by the target braking torque calculating means is output to the output shaft by the power source calculated by the hydraulic brake command value calculating means. A first control unit that performs a first control to control the power source and the brake so as to replace the output of the braking force of
A second control unit that performs a second control to increase a predetermined correction amount to the braking force applied to the output shaft by the brake while the engagement of the first clutch is released,
The first control unit and the second control unit perform the first control and the second control only when the power of the internal combustion engine is transmitted to the output shaft by the engagement of the second clutch. A hybrid vehicle control device. When the first control unit performs the first control,
When a gear change gear request is made in the transmission, the output of the braking force to the output shaft by the power source calculated by the target braking torque calculation means is gradually increased before releasing the clutch. Reducing the output of the braking force to the output shaft by the brake, which is calculated by the hydraulic brake command value calculating means, and gradually increasing the output of the braking force to the output shaft by the power source, Controlling the power source and the brake so that the output of the braking force to the output shaft by the brake is replaced with the output of the braking force to the output shaft by the brake,
Controlling the transmission to switch the gear of the transmission with the clutch temporarily disengaged after replacing the output of the braking force;
After switching the shift gear, the output of the braking force to the output shaft by the brake calculated by the hydraulic brake command value calculating means is output to the output shaft by the power source calculated by the target braking torque calculating means. The hybrid vehicle control device according to claim 1 , wherein the power source and the brake are controlled so as to be replaced with an output of a braking force. The target braking torque calculation means is
Calculating the target engine brake torque based on engine combustion state information and engine speed information;
Control apparatus for a hybrid vehicle according to claim 1 or claim 2, and calculates the target regenerative braking torque based on the vehicle speed information and rotation speed information of the motor. The control means includes
Estimated engine brake torque is calculated based on engine combustion information, engine rotational speed information, and driving force transmission state information, and estimated regenerative braking is performed based on vehicle speed information, motor rotational speed information, motor current information, and driving force transmission state information. calculating a torque, one of claims 1 to 3, characterized in the braking torque estimating means for calculating the estimated braking torque sum of the estimated engine brake torque and the estimated regenerative braking torque, further comprising The hybrid vehicle control device according to claim 1. The hydraulic brake command value calculating means is
A difference between the target braking torque calculated by the target braking torque calculating means and the estimated braking torque calculated by the braking torque estimating means is calculated, correction amount command information is calculated based on the difference value, and the braking pressure is calculated. 5. The control apparatus for a hybrid vehicle according to claim 4 , wherein a hydraulic brake command value is calculated by adding the correction amount command information. The brake control apparatus for a hybrid vehicle according to any one of claims 1 to 5, characterized in that the braking of the driving wheel on the basis of control by the control means. An operation means for making a request for switching the shift gear of the transmission according to an operation of a driver of the vehicle;
The first control unit and the second control unit are configured such that when a switching request is received from the operation unit, the braking force output from the power source to the output shaft is applied to the output shaft by the brake. The control is performed to increase a predetermined correction amount to the braking force applied to the output shaft by the brake at the same timing as the timing of controlling the power source and the brake so as to replace the output of the power. The control apparatus of the hybrid vehicle of any one of Claim 1 thru | or 6 . The control means, when the power of the electric motor is being output to the output shaft, when a switching request from the odd-numbered gear in the first transmission mechanism to the even-numbered gear in the second transmission mechanism is made,
A predetermined correction torque is added to the output torque of the electric motor while the first speed change mechanism switches from the first speed change stage to the second speed change stage having a gear ratio larger than the gear ratio of the first speed change stage. Thus, the output torque of the transmission is controlled to be an intermediate torque between the torque by the first shift stage and the torque by the second shift stage, and the shift set by the first transmission mechanism 2. The control apparatus for a hybrid vehicle according to claim 1 , wherein the shift stage is switched to the deceleration side using only the stage. 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 odd-stage gears selectively connected to the first input shaft;
A second speed change mechanism including a plurality of even gears selectively connected to the second input shaft;
A transmission having a plurality of output gears disposed on the output shaft and meshing with odd-numbered gears of the first transmission mechanism and even-numbered gears of the second transmission mechanism;
A brake for braking the drive wheel;
Control of a hybrid vehicle comprising: control means capable of executing control including selection control of gears of the first transmission mechanism and second transmission mechanism and connection / disconnection control of the first clutch and second clutch. A method,
The control means includes
Target braking torque calculation means for calculating the target braking torque by adding the target engine brake torque and the target regenerative braking torque;
Hydraulic brake command value calculating means for calculating a hydraulic brake command value according to the target braking torque calculated by the target braking torque calculating means,
When a request for switching between the gears of the first transmission mechanism in the transmission is made when braking on the drive wheels is requested and braking force from the power source is being output to the output shaft. ,
Calculating the target braking torque and the actual braking torque using at least one of the combustion state and the rotational speed of the internal combustion engine, the vehicle speed, and the rotational speed of the electric motor;
By calculating the command value of the braking force generated by the brake within a range not exceeding the difference between the calculated target braking torque and the actual braking torque,
The output of the braking force to the output shaft by the power source calculated by the target braking torque calculation means is replaced with the output of the braking force to the output shaft by the brake calculated by the hydraulic brake command value calculation means. Controlling the power source and the brake,
After the transmission of the braking force is replaced and the first clutch is temporarily disengaged, the transmission is controlled to switch the shift gear in the first transmission mechanism, and the shift gear is switched. The output of the braking force to the output shaft by the brake calculated by the target braking torque calculating means is replaced with the output of the braking force to the output shaft by the power source calculated by the hydraulic brake command value calculating means. And performing a first control for controlling the power source and the brake,
While the engagement of the first clutch is released, a second control is performed to increase a predetermined correction amount to the braking force applied to the output shaft by the brake,
The hybrid vehicle control method, wherein the first control and the second control are performed only when the power of the internal combustion engine is transmitted to the output shaft by the engagement of the second clutch.

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