JP6310904B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and an electric motor as drive sources, and a stepped transmission divided into two systems of an odd-numbered-speed side shift shaft and an even-numbered-speed side shift shaft. The present invention relates to a control device for a hybrid vehicle that controls operations of a power source and a transmission.

  Conventionally, there is a hybrid vehicle including an engine (internal combustion engine) and a motor (electric motor) as drive sources. Some hybrid vehicles include a stepped transmission that can transmit a driving force of at least one of an internal combustion engine and an electric motor to driving wheels by switching and setting a plurality of shift speeds.

  Moreover, as a transmission used for the hybrid type vehicle as described above, for example, as shown in Patent Document 1, a first transmission mechanism configured with odd-numbered speed stages (1, 3, 5 speed stages, etc.) is used. Input of a second transmission mechanism comprising a first clutch (odd number clutch) capable of connecting / disconnecting the input shaft and the engine output shaft of the internal combustion engine and an even number of gears (2, 4, 6, etc.). There is a twin-clutch transmission that includes a second clutch (even-numbered clutch) that can connect and disconnect the shaft and the engine output shaft, and that performs shifting by alternately switching these two clutches. Such twin clutch type transmissions include a configuration in which a rotating shaft of an electric motor is connected to an input shaft of a first transmission mechanism.

  In such a twin-clutch type automatic transmission, in addition to the gear stage of one transmission mechanism that is engaged and transmits power, the gear stage of the other transmission mechanism that is not engaged is selected. To do (pre-shift) is generally performed. In this preshift, depending on the vehicle speed, accelerator opening (accelerator pedal opening), deceleration, etc. of the vehicle, the target preshift stage is a shift stage that is one step higher than the traveling shift stage where the clutch is engaged (during acceleration), It is selected to the next lower gear (during deceleration).

  Further, in the twin clutch type automatic transmission as described above, the rotational speed of the input shaft of the first transmission mechanism to which the motor is connected and the rotation of the drive gear of the first transmission mechanism and the like by driving or regenerating the motor. The number of rotations (the number of rotations transmitted to the input shaft via the output shaft of the transmission) is adjusted to a predetermined value or less, and then the gear position is switched, so that the synchronization device for the gear position is changed. Suppression of wear of each part is performed. In particular, since the motor is connected to the input shaft of the first transmission mechanism, the inertia (inertial mass) is large. Therefore, each time the first speed change mechanism is pre-shifted, it is necessary to adjust the rotational speed by driving the motor each time.

JP 2012-166574 A

  In the twin-clutch automatic transmission as described above, the pre-shift stage of the first transmission mechanism is driven according to the accelerator pedal opening degree when traveling at one gear stage (for example, sixth gear) of the second transmission mechanism. The speed is switched between the upper gear (for example, the seventh gear) and the lower gear (for example, the fifth gear). At this time, the motor operates to adjust the rotational speed. Therefore, when the vehicle repeats light acceleration / deceleration, the pre-shift to the upper shift stage and the pre-shift to the lower shift stage (for example, the fifth speed / 7-speed pre-shift) in the first speed change mechanism are frequently repeated, so that the battery There is a problem that the power of the (capacitor) is consumed and the remaining capacity (SOC: State Of Charge) of the battery is reduced. In particular, when the driver operates the accelerator pedal while driving the vehicle at a relatively high speed, the remaining capacity of the battery is reduced by frequently switching the preshift stage between the upper stage and the lower stage. The problem that becomes noticeable arises.

  The present invention has been made in view of the above-described points, and an object of the present invention is to adjust the number of rotations by a motor many times in a short time by frequently switching the pre-shift stage in a hybrid vehicle including a twin clutch type transmission. An object of the present invention is to provide a control device for a hybrid vehicle that can be prevented from being repeated and can prevent a decrease in the remaining capacity of a battery (capacitor).

  The present invention for solving the above-described problems includes an internal combustion engine (2) as a vehicle drive source and an electric motor (3), and is connected to the electric motor (3) and via a first clutch (C1). The engine output of the internal combustion engine (2) selectively through a first input shaft (IMS) selectively connected to the engine output shaft (2a) of the internal combustion engine (2) and a second clutch (C2). A second input shaft (SS) connected to the shaft (2a), an output shaft (CS) for outputting power to the drive wheels (WR, WL) side, the first input shaft (IMS), and the output shaft ( CS) and a first speed change mechanism (G1) capable of selecting either an odd speed or an even speed, and the second input shaft (SS) and the output shaft (CS). A second speed change mechanism (G2) that is disposed between and can select either the odd speed stage or the even speed stage. A power transmission (30) capable of transferring power between the electric motor (3), and an accelerator opening detecting means for detecting an accelerator opening (AP) of the vehicle. A pre-shift stage that detects a pre-shift stage that is selected by the first transmission mechanism (G1) when the vehicle is traveling with one shift stage of the second transmission mechanism (G2) as a travel shift stage. A control means (10) for controlling detection means, driving of the vehicle by the internal combustion engine (2) and the electric motor (3), and transmission / reception of electric power between the electric motor (3) and the battery (30); The control means (10) includes a control device (10), wherein a change of a predetermined amount or more of an accelerator opening (AP) detected by the accelerator opening detecting means is repeated a predetermined number of times within a predetermined time. And the pre- When the shift position for the pre-shift detected by the gear position detecting means switches more than a predetermined number of times within a predetermined time between the upper shift stage and the lower shift stage of the travel shift stage, Preshift stage switching prohibition control is performed in which the shift stage switching operation is prohibited and the preshift stage is fixed.

  And when the said control means (10) performs the change of the said pre shift stage, when the rotation speed difference of the said 1st input shaft (IMS) side and the said output shaft (CS) side is more than predetermined, The pre-shift stage may be switched after adjusting the number of rotations for increasing or decreasing the number of rotations of the first input shaft (IMS) by driving or regenerating the electric motor (3).

  Further, in this case, the control means is configured such that when the accelerator opening (AP) detected by the accelerator opening detecting means is repeated a predetermined number of times within a predetermined time and a state where the accelerator opening (AP) is a predetermined value or more. The pre-shift stage switching prohibition control may be performed.

  According to the hybrid vehicle control device of the present invention, a change of a predetermined amount or more of the accelerator opening (AP) is repeated a predetermined number of times or more in a predetermined time, and the pre-shift gear stage is on the upper side of the travel gear stage. Pre-shift stage switching prohibition control that prohibits the pre-shift gear stage switching operation and fixes the pre-shift gear stage when a predetermined number of times is switched within a predetermined time between the first gear stage and the lower gear stage. By doing so, it is possible to avoid the power consumption due to the rotation speed adjustment by the electric motor and the operation of the shift actuator, etc., accompanying the preshift, and it is possible to prevent the remaining capacity (SOC) of the battery from decreasing.

  That is, when the vehicle travels with one shift speed of the second speed change mechanism as the travel speed, the pre-shift speed selected by the first speed change mechanism according to the operation of the accelerator pedal by the driver (change in the accelerator opening) is Switching between the upper gear (7th gear) and the lower gear (fifth gear) with respect to the travel gear is performed. At this time, the rotation between the first rotating shaft and the gear for selecting the gear is performed. In order to adjust the number, an electric motor (motor) connected to the first speed change mechanism operates. Therefore, if the vehicle repeats light acceleration / deceleration by a small operation of the accelerator pedal or the like, the switching of the pre-shift stage is frequently repeated, so that the power of the battery is consumed and the remaining capacity (SOC) is reduced. Therefore, when the accelerator pedal is operated little by little, switching of the preshift stage in the first transmission mechanism is prohibited, and the preshift stage is fixed to avoid a decrease in the remaining capacity of the battery.

  In the hybrid vehicle control device, the control means may fix the pre-shift gear stage to a lower gear stage of the traveling gear stage in the pre-shift stage switching prohibition control.

According to this configuration, in the pre-shift stage switching prohibition control, the pre-shift shift stage is fixed to the lower shift stage of the travel shift stage, so that a sudden acceleration (so-called kick) by a driver's sudden depression of the accelerator pedal, etc. If there is a down), acceleration response can be secured. Note that if the pre-shift gear stage is fixed to the upper gear position of the travel gear stage, the vehicle shifts to the accelerator position corresponding to the lower gear position at the end of the slight change in the accelerator position. There is a risk that the driving force is insufficient and a good running state cannot be maintained. There is also a concern that an engine stall may occur in the unlikely event. On the other hand, such a problem can be avoided if the pre-shift gear stage is fixed to the lower gear stage of the travel gear stage as described above.
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.

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 showing a detailed configuration 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 flowchart for demonstrating the procedure of preshift stage switching prohibition control. It is a timing chart which shows the change of each value in pre shift stage change prohibition control. It is a timing chart which shows the change of each value in normal control (conventional control).

  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 control device for a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 1 of the present embodiment is a hybrid vehicle vehicle including an internal combustion engine 2 and an electric motor 3 as drive sources, and further includes a transmission (transmission) 4, a differential mechanism 5, and the like. , Left and right drive shafts 6R, 6L, left and right drive wheels WR, WL, a power drive unit (PDU) 20 for controlling the motor 3, a high voltage battery (high voltage capacitor) 30, and a DC-DC converter (Transformer) 21, 12V battery (low-voltage capacitor) 22, and electric load (low-voltage electric load) 23 composed of an on-vehicle auxiliary machine.

  Here, the electric motor 3 is a motor and includes a motor generator, and the high voltage battery 30 is a capacitor and includes a capacitor. The internal combustion engine 2 is an engine, and includes a diesel engine, a turbo engine, and the like. The rotational driving force of the internal combustion engine (hereinafter referred to as “engine”) 2 and the electric motor (hereinafter referred to as “motor”) 3 is transmitted to the left and right via the transmission 4, the differential mechanism 5 and the drive shafts 6R and 6L. It is transmitted to the drive wheels WR and WL.

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

  In addition, the vehicle 1 includes an electronic control unit (ECU) 10 for controlling the engine 2, the motor 3, the transmission 4, the differential mechanism 5, the DC-DC converter 21, the high voltage battery 30, the 12V battery 22, and the like. Is provided. The electronic control unit 10 is not only configured as a single unit, but also controls, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3 and the DC-DC converter 21, and the high-voltage battery 30. For example, a battery ECU for controlling the transmission and an AT-ECU for controlling the transmission 4. The electronic control unit 10 according to the present embodiment controls the engine 2 and the motor 3, and also controls power transmission / reception of the high-voltage battery 30, the PDU 20, and the 12V battery 22, and a shift operation by 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.

  Further, the electronic control unit 10 includes, as control parameters, an accelerator pedal opening AP from an accelerator pedal sensor 31 that detects the amount of depression of the accelerator pedal, and a brake pedal opening from a brake pedal sensor 32 that detects the amount of depression of the brake pedal. A shift position from a shift position sensor 33 that detects the gear position (shift speed), a remaining capacity from a remaining capacity detector 34 that measures the remaining capacity (SOC) of the high-voltage battery 30, and a vehicle speed sensor (vehicle speed) that detects the vehicle speed. Various signals such as the vehicle speed V from the detecting means) 35 are input. In addition, a gear stage sensor 37 is provided for detecting a shift stage selection state (position information of the synchromesh mechanism) by the first transmission mechanism G1 and the second transmission mechanism G2, and detection from the gear stage sensor 37 is performed. A signal is also input to the electronic control unit 10. Note that the pre-shift stage selected by the second speed change mechanism G2, which will be described later, is detected by detecting the gear stage (shift stage) by the gear stage sensor 37.

  Although not shown in the figure, the electronic control unit 10 further includes a situation of a road on which the vehicle 1 is currently traveling (for example, a flat road, uphill, downhill) from a car navigation system mounted on the vehicle 1 or the like. Data on the slope) may be input.

  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 is a motor that generates a driving force for running the vehicle 1 using the electric energy of the high-voltage battery 30 when the engine 2 and the motor 3 collaborate or when only the motor 3 is run alone. In addition to functioning, when the vehicle 1 is decelerated, it functions as a generator that generates electric power by regeneration. During regeneration of the motor 3, the high voltage battery 30 is charged with electric power (regenerative energy) generated by the motor 3.

  The PDU 20 is connected to a high voltage battery 30 that exchanges power with the motor 3. Examples of the power exchanged here include supply power supplied to the motor 3 during driving or assisting operation of the motor 3 and output power output from the motor 3 during power generation by the regenerative operation or boost driving. . The PDU 20 receives a control command from the electronic control unit 10 and controls driving of the motor 3 and power generation. For example, when the motor 3 is driven, the DC power output from the high voltage battery 30 is changed to three-phase AC power and supplied to the motor 3 based on the torque command output from the electronic control unit 10. On the other hand, when the motor 3 generates power, the three-phase AC power output from the motor 3 is changed to DC power, and the high voltage battery 30 is charged.

  A 12V battery (low voltage battery) 22 for driving an electric load 23 composed of various auxiliary machines is connected in parallel to the PDU 20 and the high voltage battery 30 via a DC-DC converter (transformer) 21. ing. The DC-DC converter 21 is, for example, a bidirectional DC-DC converter, and a voltage between terminals of the PDU 20 when the high-voltage battery 30 is connected between terminals or when the motor 3 is regeneratively operated or boosted is driven. When the remaining capacity (SOC) of the high-voltage battery 30 is reduced, the high-voltage battery 30 can be charged by increasing the voltage between the terminals of the 12V battery 22. Further, various auxiliary machines constituting the electric load 23 include a defroster unit mounted on the vehicle 1, communication and power transmission equipment for the electronic control unit 10, car audio and its associated equipment, heater unit, light (lighting) And the like).

  Next, a detailed configuration example of the transmission 4 included in the vehicle 1 of the present embodiment will be described. FIG. 2 is a skeleton diagram illustrating a detailed configuration example of the transmission 4 illustrated in FIG. 1. 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 (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 third speed drive gear 43 is also used as the first 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. The third speed drive gear 43 is connected to the carrier 73 of the planetary gear mechanism 70. ing. 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 provided so as to be 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 put the gear stage in sync. These gears and synchromesh mechanisms provided in association with the inner main shaft IMS constitute a first transmission mechanism G1 for realizing odd-numbered shift stages. The drive gears 43, 45, and 47 are odd-numbered gears according to the present invention, and the synchromesh mechanisms 81 and 82 are the first synchronous coupling device according to the present invention. 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 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 84 is provided so as 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 corresponding to the desired gear stage to insert the gear stage. These gears and the synchromesh mechanism provided in association with the secondary shaft SS (second input shaft) constitute a second transmission mechanism G2 for realizing an even number of shift stages. The drive gears 42, 44, and 46 are even-numbered gears according to the present invention, and the synchromesh mechanisms 83 and 84 are the second synchronous coupling device according to the present invention. Each drive gear of the second speed change mechanism G2 also meshes 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 arranged on the outer periphery of the reverse shaft RVS. On the reverse shaft RVS, a reverse synchromesh mechanism (reverse synchronous engagement device) 85 corresponding to the reverse gear 58 is slidable in the axial direction, and the gear 50 is engaged 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 synchromesh mechanism 85 is synchronized and the even-numbered clutch C2 is engaged so that the even-numbered clutch C2 rotates via the outer main shaft OMS and the idle shaft IDS. Is transmitted 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 the direction opposite to that during forward movement. The rotation of the inner main shaft IMS in the reverse direction is transmitted to the counter shaft CS via the third speed drive gear 43 connected to the planetary gear mechanism 70.

  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 counter shaft CS is transmitted to the input shaft (that is, the vehicle propulsion shaft) of the differential mechanism 5. . 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 even-numbered clutch C2 with the even-numbered drive gear selected in this way, the transmission 4 is set to an even-numbered gear (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 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 shift speeds in the first transmission mechanism G1 and the second transmission mechanism G2, that is, synchro switching control, and odd-numbered clutch C1 The control of the engagement and disengagement of the even-numbered clutch C2 and the like 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 first-speed side connected state and the third-speed side for selecting the pre-shift stage during traveling at an even number stage (2nd speed, 4th speed, 6th speed) The rotational speed of the inner main shaft IMS is driven by driving the motor 3 connected to the inner main shaft (first rotating shaft) IMS when in the connected state, the fifth speed side connected state, or the seventh speed side connected state. Is adjusted to the rotational speed of the third speed drive gear 43, the fifth speed drive gear 45, or the seventh speed drive gear 47 that is idling by the driven gears 51 to 53 on the counter shaft CS. 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.

  In the control of the transmission 4 of the present embodiment, a change of a predetermined amount or more of the accelerator pedal opening (accelerator opening) AP detected by the accelerator pedal sensor (accelerator opening detecting means) 31 is predetermined within a predetermined time. The shift stage for the pre-shift of the first transmission mechanism G1 detected by the gear stage sensor (pre-shift stage detection means) 37 is repeated between the upper speed stage and the lower speed stage. When switching between the predetermined number of times within a predetermined time, pre-shift stage switching prohibition control is performed to prohibit the switching operation of the pre-shift gear stage and fix the pre-shift gear stage. Hereinafter, the preshift stage switching prohibition control will be described in detail.

  FIG. 4 is a flowchart for explaining the procedure of the pre-shift stage switching prohibition control. FIG. 5 is a timing chart for explaining the preshift stage switching prohibition control, and FIG. 6 is a timing chart for explaining the normal control (conventional control) when the preshift stage switching is not performed. That is, FIG. 5 and FIG. 6 respectively show the vehicle speed V with and without the preshift stage switching control, the accelerator pedal opening AP, the remaining capacity SOC of the battery (high voltage battery), and the shift stage TM selected by the transmission 4. It is a timing chart which shows the change of each value of. 5 and 6, the elapsed time T is plotted on the horizontal axis.

  As shown in the flowchart of FIG. 4, the pre-shift stage switching prohibition control is performed while the vehicle is traveling (during forward travel) (step ST1). It may be implemented only when the vehicle is traveling at a high speed (for example, 80 km / h or more). First, it is determined whether or not the travel gear is an even gear selected by the second transmission mechanism G2 (step ST2). As a result, if it is not an even gear position (NO), normal control is performed without performing pre-shift stage switching prohibition control (step ST3). On the other hand, when the traveling gear stage is an even gear stage (YES), whether or not the accelerator pedal is depressed and fully closed more than a predetermined number of times within a predetermined time, that is, the accelerator pedal operation is busy. (Step ST4). As a result, when the depression of the accelerator pedal more than the predetermined amount and the full closing are not repeated more than the predetermined number of times within the predetermined time (NO), the normal control is performed without performing the pre-shift stage switching prohibition control (step ST3). If the accelerator pedal is depressed more than a predetermined amount and fully closed repeatedly for a predetermined number of times within a predetermined time, that is, when the accelerator pedal operation is busy (YES), the pre-shift of the odd-numbered gear stage is further performed within the predetermined time. It is determined whether or not it has been repeated a predetermined number of times (step ST5). As a result, if the odd-numbered shift stage pre-shift has not been repeated more than a predetermined number of times within a predetermined time (NO), normal control is performed without performing the pre-shift stage switching prohibition control (step ST3), Is repeated more than a predetermined number of times within a predetermined time (YES), the pre-shift stage switching prohibition control prohibits the continuous pre-shift of the odd-numbered speed stage within the predetermined time and stands by at the lower pre-shift stage with respect to the traveling speed stage. (Step ST6). It should be noted that the determination as to whether or not the pre-shifting of the odd-numbered gear positions in step ST5 has been repeated a predetermined number of times within a predetermined time can be performed using values detected by various methods, but as an example, an electronic control unit This can be determined using the preshift command value from the (ECU) 10.

  If the accelerator pedal is repeatedly lightly depressed in front of the kick-down line from the sixth gear to the fifth gear while the vehicle is traveling at a relatively high speed, as shown in FIG. Depressing and fully closing (accelerator opening 0) more than a predetermined amount (accelerator opening AP1) is repeated a predetermined number of times within a predetermined time. Accordingly, when it is determined that the accelerator pedal operation is busy at time T1, pre-shift stage switching prohibition control is performed until time T2. During the execution of the pre-shift stage switching prohibition control, switching of the pre-shift stage is prohibited, and the pre-shift stage is fixed to the fifth speed stage (5th) on the lower stage side of the sixth speed stage (6th) that is the traveling gear stage. As a result, the rotational speed alignment by the motor 3 and the operation of the synchromesh mechanisms 81 and 82 are suppressed, so that the remaining capacity SOC of the battery (high voltage battery) 30 is reduced as compared with the case of the normal control shown in FIG. Can be prevented.

  As described above, in the hybrid vehicle control apparatus of the present embodiment, the change of the accelerator pedal opening (AP) by a predetermined amount or more is repeated a predetermined number of times within a predetermined time, and the pre-shift gear stage runs. When the shift stage (sixth speed stage) is switched more than a predetermined number of times within a predetermined time between the upper shift stage (seventh speed stage) and the lower shift stage (fifth speed stage), Pre-shift stage switching prohibition control is performed in which the switching operation is prohibited and the pre-shift gear stage is fixed. Thereby, it is possible to avoid wasteful power consumption due to rotation speed adjustment by the motor 3 and operation of the synchromesh mechanisms (shift actuators) 81, 82, etc., due to the preshift, and the remaining capacity (SOC) of the battery (high voltage battery) 30 Can be prevented.

  That is, the first speed change mechanism G1 according to the operation of the accelerator pedal (change in the accelerator opening) by the driver when the vehicle travels with one speed (6th speed) of the second speed change mechanism G2 as the travel speed. The pre-shift stage selected in step 1 is switched between the upper shift stage (seventh speed stage) and the lower shift stage (fifth speed stage) of the traveling gear stage (sixth speed stage). 1 input shaft) The motor 3 connected to the first speed change mechanism G1 is operated in order to adjust the rotational speed of the IMS and the fifth speed drive gear 45 or the seventh speed drive gear 47. Therefore, when the vehicle repeats light acceleration / deceleration by a small operation of the accelerator pedal, the switching of the pre-shift stage is frequently repeated, so that the power of the battery 30 is consumed and the remaining capacity (SOC) is reduced. Therefore, when the accelerator pedal is operated little by little, switching of the pre-shift stage in the first transmission mechanism G1 is prohibited, and waiting (pre-shift stage is fixed) at the lower pre-shift stage (5-speed stage). The reduction in the remaining capacity SOC of the battery 30 is avoided.

  In the present embodiment, in the pre-shift stage switching prohibition control described above, the pre-shift gear stage is fixed to the lower gear stage (fifth gear stage) on the lower side of the traveling gear stage (sixth gear stage). When there is a sudden acceleration (so-called kick-down) due to a sudden depression of the accelerator pedal or the like, it is possible to ensure acceleration response to that. If the pre-shift gear stage is fixed to the upper gear stage (seventh gear stage) of the traveling gear stage (sixth gear stage), the lower gear stage (5 When it converges to the accelerator opening corresponding to (speed stage), there is a possibility that the driving force of the vehicle is insufficient and a good running state cannot be maintained. There is also a concern that an engine stall may occur in the unlikely event. On the other hand, such a problem can be avoided if the pre-shift gear stage is fixed to the lower gear stage (fifth gear stage) of the traveling gear stage (sixth gear stage) as described above.

  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. For example, the detailed configuration of the transmission shown in FIGS. 2 and 3 is an example, and the transmission according to the present invention (a twin clutch type transmission) is a transmission having at least the basic configuration shown in FIG. If there are, the detailed structure is not limited to what is shown in FIG.2 and FIG.3, The other structure may be provided.

  In the transmission 4 shown in the above embodiment, the rotation shaft of the motor 3 is connected to the inner rotation shaft (first input shaft) IMS provided with the first transmission mechanism G1 for selecting an odd gear. In addition to this, although not shown in the drawings, a transmission having a structure in which a rotating shaft of a motor is connected to a rotating shaft provided with a speed change mechanism for selecting even-numbered gears may be used. Is possible. In that case, the pre-shift stage switching prohibition control can be performed when pre-shifting the even-numbered speed stage by the second speed change mechanism while traveling at the odd speed stage by the first speed change mechanism.

  In the above description, the pre-shift stage switching prohibition control according to the present invention has been described by taking as an example the case where the traveling gear stage is the sixth speed stage and the pre-shift stage is the fifth speed stage and the seventh speed stage. The pre-shift stage may be another shift stage. For example, the traveling gear stage may be the fourth speed stage and the preshift stage may be the third speed stage and the fifth speed stage.

  Further, the twin clutch type transmission 4 shown in the above embodiment is transmitted with driving force from two input shafts of an inner main shaft (first input shaft) IMS and an outer main shaft (second input shaft) OMS. In addition to the above, the transmission provided in the control device for a hybrid vehicle according to the present invention has a driving force from each of the two input shafts. A transmission having two output shafts to be transmitted may be used.

1 vehicle (hybrid vehicle)
2 Internal combustion engine
3 Motor (electric motor)
4 Transmission 5 Differential mechanism 6R, 6L Drive shaft 10 Electronic control unit (control means)
20 PDU
21 DC-DC converter (transformer)
22 12V (low voltage capacitor)
23 Electric load 30 High voltage battery (High voltage battery)
31 Accelerator pedal sensor (accelerator opening detection means)
32 Brake pedal sensor 33 Shift position sensor 35 Vehicle speed sensor (vehicle speed detection means)
37 Gear stage sensor (pre-shift stage detection means)
39 Remaining capacity detectors 42, 44, 46 Drive gear (transmission gear)
43, 45, 47 Drive gear (transmission gear)
70 Planetary gear mechanism 81, 82 Synchromesh mechanism (synchronous engagement device)
83, 84, 85 Synchromesh mechanism (synchronous engagement device)
C1 First clutch C2 Second clutch CS Counter shaft (output shaft)
IDS Idle shaft IMS Inner main shaft (first input shaft, input shaft)
OMS outer main shaft (second input shaft)
RVS Reverse shaft SS Secondary shaft G1 First transmission mechanism G2 Second transmission mechanism

Claims (4)

While having an internal combustion engine and an electric motor as a drive source of the vehicle,
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 wheel side;
A first speed change mechanism arranged between the first input shaft and the output shaft and capable of selecting either an odd speed or an even speed;
A transmission having a second transmission mechanism disposed between the second input shaft and the output shaft and capable of selecting either the odd gear or the even gear;
A battery capable of transferring power to and from the motor;
An accelerator opening detecting means for detecting an accelerator opening of the vehicle;
Pre-shift stage detecting means for detecting a pre-shift stage selected by the first transmission mechanism when the vehicle is running with one of the second transmission mechanisms as a running gear;
A control device for a hybrid vehicle, comprising: a control unit for controlling driving of the vehicle by the internal combustion engine and the electric motor, and transmission / reception of electric power between the electric motor and the battery,
The control means includes
Wherein the predetermined amount or more of a change in the accelerator opening detected by the accelerator opening detection means is determined to have been repeated a predetermined number of times or more within a predetermined time, and, the pre-shift stage gear stage for the pre-shift detected by the detection means when There it is determined that Tsu switched a predetermined number of times or more within a predetermined time with the upper side gear and the lower gear position of the travel gear position, prohibits the switching operation of the gear stage for the pre-shift A control apparatus for a hybrid vehicle, which performs pre-shift stage switching prohibition control for fixing the pre-shift gear stage.   While having an internal combustion engine and an electric motor as a drive source of the vehicle,
  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 wheel side;
  A first speed change mechanism arranged between the first input shaft and the output shaft and capable of selecting either an odd speed or an even speed;
  A transmission having a second transmission mechanism disposed between the second input shaft and the output shaft and capable of selecting either the odd gear or the even gear;
  A battery capable of transferring power to and from the motor;
  An accelerator opening detecting means for detecting an accelerator opening of the vehicle;
  Pre-shift stage detecting means for detecting a pre-shift stage selected by the first transmission mechanism when the vehicle is running with one of the second transmission mechanisms as a running gear;
  A control device for a hybrid vehicle, comprising: a control unit for controlling driving of the vehicle by the internal combustion engine and the electric motor, and transmission / reception of electric power between the electric motor and the battery,
  The control means includes
  Changes in the accelerator opening detected by the accelerator opening detecting means over a predetermined amount are repeated more than a predetermined number of times within a predetermined time, and the preshift gear detected by the preshift detecting means is in the traveling state. When switching a predetermined number of times within a predetermined time between the upper shift stage and the lower shift stage of the shift stage, the switching operation of the shift stage for the pre-shift is prohibited and the shift stage for the pre-shift is Perform pre-shift stage switching prohibition control that fixes to the lower gear stage of the travel gear stage
A control apparatus for a hybrid vehicle characterized by the above. The control means performs the pre-shift stage switching prohibition control when the accelerator opening detected by the accelerator opening detecting means is repeated a predetermined number of times within a predetermined time and a state where the accelerator opening is equal to or greater than a predetermined value. The control device for a hybrid vehicle according to claim 1 or 2, When the speed change between the first input shaft side and the output shaft side is greater than or equal to a predetermined value when the preshift gear stage is switched, the control means drives the motor or regenerates the motor. The hybrid vehicle according to any one of claims 1 to 3, wherein the pre-shift gear stage is switched after the rotation speed is adjusted to increase or decrease the rotation speed of the first input shaft. Control device.

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