JP6587343B2 - Automatic transmission control device for hybrid vehicle - Google Patents

Description

  The present invention relates to an automatic transmission control device for a hybrid vehicle in which a clutch, an electric motor, and a mechanical transmission are connected to an internal combustion engine in this order.

  Conventionally, many commercial vehicles such as trucks are equipped with a mechanical transmission. The mechanical transmission includes an input shaft connected to a rotation shaft of the internal combustion engine, an output shaft provided coaxially with the input shaft, and a plurality of driven gears that idle around the output shaft. A counter shaft that rotates together with the input shaft is provided below the output shaft, and a drive gear is integrally formed on the counter shaft.

  The drive gear is always meshed with the driven gear, and a disk-shaped synchronizer hub is integrally provided on the output shaft between each driven gear. A plurality of coupling sleeves are slidably provided on the outer periphery of the plurality of synchronizer hubs. When the coupling sleeve engages with the adjacent driven gear, the countershaft and the output shaft are connected to complete gearing. When the gearing is thus completed, the rotation of the input shaft is transmitted to the output shaft via the counter shaft.

  In the mechanical transmission having such a structure, a shifter rod for sliding the coupling sleeve is provided. For this reason, an automatic transmission control device is known in which the shifter rod is moved by an actuator such as an air cylinder. In a vehicle equipped with this automatic transmission control device, a clutch provided between the internal combustion engine and the mechanical transmission for cutting off the power of the internal combustion engine, control means for controlling the actuator, and the control means controls the actuator. Various sensors that provide information for the purpose are provided (for example, see Patent Document 1).

  Further, in recent years, from the viewpoint of energy saving, an electric motor is coupled to the output shaft of the internal combustion engine via a clutch, and the rotational driving force of the electric motor is transmitted as a drive output to the input shaft in the mechanical transmission, and from the output shaft. A hybrid vehicle having a structure for transmitting drive output to drive wheels has been proposed (see, for example, Patent Document 2).

  In such an automatic transmission control device for a hybrid vehicle, shift-up control or shift-down control is performed in a mechanical transmission with the clutch disengaged. At that time, the control means obtains the rotational speed of the output shaft for rotating the drive wheel, further obtains the rotational speed at which the input shaft can be geared, and obtains the rotational speed at which the obtained gear can be geared as a target. It has been proposed that the actual rotational speed of the input shaft be matched by an electric motor.

  In this way, with the actual rotational speed of the input shaft matched with the rotational speed at which the input shaft can be geared determined from the rotational speed of the output shaft, the coupling sleeve that rotates integrally with the output shaft is connected to the adjacent driven gear. By engaging with, it is possible to reliably perform a shift and reduce the time required for the shift.

JP-A-6-241300 JP 2007-69787 A

  As described above, in the conventional automatic transmission control device for a hybrid vehicle, the rotational speed at which the input shaft can be geared is obtained from the rotational speed of the output shaft. However, in a state where the gear is removed, it is known that when the vehicle is in a running state, the rotating wheel rotates the output shaft, and in this case, the rotational speed of the output shaft vibrates. .

  The vibration of the output shaft rotation speed often appears in a low speed range, such as when shifting down from the second gear to the first gear, and the rotation of the wheel as when the vehicle travels uphill. This is particularly noticeable when the speed is significantly reduced.

  That is, as shown in FIG. 6, when shifting down due to a decrease in the vehicle speed, the clutch is disengaged (t1), the shifter rod is moved to release the gear (t2), and then the input is performed by the electric motor. The rotational speed of the input shaft is made to coincide with the target rotational speed at which the shaft can be geared (t3).

  However, for example, when the rotational speed of the drive wheel is significantly reduced, such as when the vehicle is traveling uphill, the output shaft rotates while the shifter rod is moved and the gear is released. When the speed decreases while oscillating, the rotational speed at which the input shaft can be geared determined from the rotational speed of the output shaft also decreases while oscillating.

  On the other hand, there is a time lag until the electric motor matches the rotational speed at which the rotational speed of the input shaft can actually be obtained with the gear. For this reason, if the actual input shaft rotational speed is made to coincide with the rotational speed at which gears can be remarkably reduced while oscillating, the actual rotational speed of the input shaft lags behind the rotational speed at which gears can be geared. . That is, the rotational speed at which the gear can be engaged and the actual rotational speed of the input shaft whose rotation is controlled by the electric motor are both shifted while oscillating.

  Then, the rotational speed at which the input shaft indicated by the solid line in FIG. 6 can be geared is often lower than the actual rotational speed of the input shaft indicated by the broken line, and the rotation speed is low. Even if it exists, the malfunction which makes it difficult to make the rotational speed of an actual input shaft correspond with the rotational speed which can be geared of the calculated input shaft will be produced.

  In particular, it is known that the rotation control of the input shaft by the electric motor in the low speed range is not stable, as in the case of shifting down from the second gear to the first gear on the uphill lane, based on the output shaft rotation speed. If the calculated rotation speed of the input shaft that can be geared is such that it vibrates, the actual rotation speed of the input shaft whose rotation is controlled by the motor can be matched to the rotation speed that can be geared. It becomes increasingly difficult. Therefore, if the shifter rod is originally moved as shown by the broken line in FIG. 6 (t5) and gearing is completed, in the low speed range, even if the shifter rod is urged in the gearing direction ( t4) As indicated by the solid line, the shifter rod does not move, and gearing becomes impossible, causing a problem that gearing cannot be completed.

  An object of the present invention is to provide an automatic transmission control device for a hybrid vehicle that can reliably complete gearing during downshifting even when the rotational speed of an output shaft vibrates.

  The present invention relates to a hybrid vehicle in which a clutch, an electric motor, and a mechanical transmission are connected in this order to an internal combustion engine, and after disengaging the clutch and releasing the gear from the higher gear, the gear is moved to the lower gear. Shifting control means for controlling the electric motor so that the rotational speed of the input shaft of the mechanical transmission is set to a rotational speed at which gearing can be performed before gear shifting after gear disengagement at the time of downshifting of the mechanical transmission that performs gearing. This is an improvement of an automatic transmission control device for a hybrid vehicle.

  The characteristic configuration is provided with road gradient detecting means for detecting the gradient of the traveling road, and when the shift control means detects that the road gradient detecting means is an uphill with a gradient equal to or greater than a predetermined value at the time of downshift, The motor is controlled so that the rotational speed of the shaft is set to a control rotational speed obtained by subtracting a predetermined specified value from the rotational speed of the input shaft at the time of gear removal.

  Here, the predetermined specified value is a constant value calculated from factors including at least the road gradient, the vehicle weight, and the speed reduction ratio, and the mechanical transmission presses the synchronizer ring against the cone surface of the dog gear at the time of shifting. In the case of having a synchronizer mechanism that causes the rotation of the input shaft, it is preferable that the control of the speed change control means at the time of the shift down to keep the rotation speed of the input shaft at the control rotation speed is continued at least until the synchronizer ring is pressed against the cone surface of the dog gear.

  In the automatic transmission control device for a hybrid vehicle, when the rotation detection means for detecting the rotation speed of the output shaft is further provided, the shift control means is configured to increase the slope of the road gradient detection means when the downshift is greater than or equal to a predetermined value. When the rotation detecting means detects a rotation speed below a predetermined value before the gear is released, the control is performed by subtracting a predetermined specified value from the rotation speed of the input shaft when the gear is released. It is preferable to control the electric motor so as to obtain a rotational speed.

  On the other hand, in the case where stage detection means for detecting the stage of the mechanical transmission is further provided, the shift control means detects that the road gradient detection means is an uphill with a gradient equal to or greater than a predetermined value during downshifting. If the step detection means detects a lower speed than a predetermined low speed before releasing the gear, the electric motor is set so that the rotation speed of the input shaft is reduced to a control rotation speed obtained by subtracting a predetermined specified value from the rotation speed of the input shaft when the gear is released. It can also be controlled.

  When the gear is disengaged at the time of downshifting, the rotational speed of the output shaft of the transmission decreases, but when climbing uphill with a gradient greater than a predetermined value, the rotational speed decreases while oscillating. There are many. And in downshifting when climbing an uphill with a gradient greater than a predetermined value, the rotational speed at which the input shaft can be geared obtained from the rotational speed of the output shaft also decreases while oscillating. Become.

  In the automatic transmission control device for a hybrid vehicle of the present invention, when the road gradient detecting means detects that the road slope is an uphill with a gradient equal to or greater than a predetermined value during downshifting, the rotational speed of the output shaft after gear removal will vibrate. Therefore, the electric motor is controlled so that the rotational speed of the input shaft is set to a control rotational speed obtained by subtracting a predetermined specified value from the rotational speed of the input shaft when the gear is disengaged.

  Since this controlled rotational speed is a constant value lower than the rotational speed of the input shaft when the gear is disengaged, the actual rotational speed of the input shaft controlled by the electric motor is controlled to the controlled rotational speed that is the constant value. The rotational speed at which gears can be engaged with the control rotational speed decreases and approaches the control rotational speed. When the rotational speed at which the gear can be put gradually approaches and matches the actual rotational speed of the input shaft, the coupling sleeve that rotates integrally with the output shaft engages with the adjacent driven gear.

  As a result, in the present invention, even if the rotational speed of the output shaft oscillates when the gear is disengaged, a state where the rotational speed of the input shaft that can be geared does not coincide with the actual rotational speed of the input shaft is avoided. It is possible to complete the insertion.

  Even when the mechanical transmission has a synchro mechanism, when climbing an uphill with a gradient greater than or equal to a predetermined value, the input shaft gear decreases to the actual rotational speed of the input shaft that has reached the control rotational speed. When the rotation speed at which the gear can be engaged reaches, the gear engagement operation is started. When the gear engagement operation is started, the synchronizer ring in the synchronizer mechanism is pressed against the cone surface of the dog gear to generate a frictional force, and the rotational force of the input shaft matches the rotational speed at which the gear can be engaged by the frictional force. become.

  Since a predetermined time is required from the start of the gearing operation to the generation of the frictional force, the control of the speed change control means at the time of the shift down is continued until at least the synchronizer ring is pressed against the cone surface of the dog gear. Thus, it is possible to avoid a situation in which the rotational speed of the input shaft deviates from the control rotational speed before the gear can be engaged.

  Further, the vibration of the rotational speed of the output shaft at the time of gear disengagement that occurs during climbing is significant at the time of downshifting in the low speed range, such as when shifting down from the second gear to the first gear. For this reason, only when the road gradient detection means detects an uphill with a gradient equal to or greater than a predetermined value and the rotation detection means or the stage detection means causes the output shaft to rotate at a low speed or a low speed, the input shaft If the electric motor is controlled so that the rotation speed is the control rotation speed and gearing is performed, gearing at the time of downshifting in the low speed range can be completed with certainty.

In the automatic transmission control device for a hybrid vehicle according to the embodiment of the present invention, the clutch, the shifter rod stroke, the output shaft rotation speed, and the input shaft rotation speed when the road gradient detection means detects an uphill with a gradient greater than a predetermined value. It is a figure which shows a relationship. It is a figure which shows the relationship between the stroke of the clutch and shifter rod at the time of normal speed change operation in the automatic transmission control apparatus, the rotational speed of an output shaft, and the rotational speed of an input shaft. It is a flowchart which shows operation | movement of the automatic transmission control apparatus. It is sectional drawing which shows the structure of the mechanical transmission. It is a block diagram of the automatic transmission control apparatus of the hybrid vehicle of this invention embodiment. It is a figure corresponding to FIG. 1 which shows the relationship between the stroke of a clutch and a shifter rod, the rotational speed of an output shaft, and the rotational speed of an input shaft in the conventional transmission control apparatus.

  Next, the best mode for carrying out the present invention will be described with reference to the drawings.

  As shown in FIG. 5, the hybrid vehicle 100 is provided with a mechanical transmission 10. As shown in detail in FIG. 4, the mechanical transmission 10 in this embodiment includes a gear case 10 a and an input shaft 2 provided in the gear case 10 a and connected to a rotating shaft of an electric motor 31 (FIG. 5) described later. And an output shaft 3 that is connected to the input shaft 2 and provided coaxially with the input shaft 2, and a plurality of driven gears 5 a to 5 e that are supported by the output shaft 3 and idle around the output shaft 3. .

  The gear case 10a is provided with a counter shaft 4 below the output shaft 3 in parallel with the output shaft 3, and the counter shaft 4 is integrally formed with drive gears 6a to 6f. A counter drive gear 6 f provided at the head of the counter shaft 4 meshes with a speed gear 2 a formed on the input shaft 2, whereby the counter shaft 4 is configured to rotate together with the input shaft 2.

  The driven gears 5a to 5e supported by the output shaft 3 are always meshed with the drive gears 6a to 6e of the counter shaft 4, and the output shaft 3 between the driven gears 5a to 5e has a disk-like synchronizer. Hubs 5f to 5h are integrally provided. A spline 5j extending in the axial direction is formed on the outer periphery of the plurality of synchronizer hubs 5f to 5h, and a plurality of coupling sleeves 7a to 7c are slidably provided on the spline 5j.

  The mechanical transmission 10 has a synchronization mechanism, and the driven gears 5a to 5e are integrally provided with dog gears 11 constituting the synchronization mechanism adjacent to each other. Since the structure of the dog gear 11 is the same, one of them will be described as a representative. As shown in the enlarged view of FIG. 4, the dog gear 11 provided coaxially adjacent to the driven gears 5a to 5e includes: Outer teeth 11a meshing with the coupling sleeves 7a to 7c and a cone surface 11b having a smaller diameter toward the synchronizer hubs 5f to 5h are formed on the outer periphery. A synchronizer ring 12 having external teeth 12 a that mesh with the coupling sleeves 7 a to 7 c is interposed between the synchronizer hubs 5 f to 5 h that rotate in the same manner as the output shaft 3 and the cone surface 11 b of the dog gear 11.

  When the plurality of coupling sleeves 7a to 7c provided on the splines 5j on the outer periphery of the plurality of synchronizer hubs 5f to 5h are slid, the sliding coupling sleeves 7a to 7c come into contact with the synchronizer ring 12, The synchronizer ring 12 is pressed against the cone surface 11b of the dog gear 11 to generate a frictional force. Thereafter, when the difference in rotational speed of the dog gear 11 with respect to the coupling sleeves 7 a to 7 c disappears due to the frictional force, the coupling sleeves 7 a to 7 c further move in the axial direction, and the inner teeth 7 d of the coupling sleeves 7 a to 7 c are moved to the outer teeth of the dog gear 11. The driven gears 5 a to 5 e in which the dog gear 11 is integrally provided coaxially are engaged with the output shaft 3 so as not to rotate. Thereby, the countershaft 4 and the output shaft 3 are connected, and gearing is completed. When gearing is thus completed, the rotation of the input shaft 2 is transmitted to the rotation of the output shaft 3 via the counter shaft 4.

  Further, in the mechanical transmission 10, a plurality of shifter rods 9 (only one is shown in the figure) parallel to the output shaft 3 are provided above the output shaft 3 so as to be movable in the longitudinal direction. 9, upper ends of the shifter forks 8a to 8c are respectively provided. The lower portions of the shifter forks 8a to 8c are connected to the coupling sleeves 7a to 7c. By selectively moving the shifter rod 9 in the axial direction, the shifter forks 8a to 8c that move together with the moving shifter rod 9 are at the lower ends thereof. The connected coupling sleeves 7a to 7c are configured to slide.

  An upper cover 13 is provided on the upper part of the gear case 10a. The upper cover 13 is provided with a gear shift shaft 14 orthogonal to the shifter rod 9 in plan view from above. A sliding lever 15 is spline-fitted to the gear shift shaft 14, and the sliding lever 15 is configured to be movable in the axial direction of the gear shift shaft 14. When the sliding lever 15 moves in the axial direction of the gear shift shaft 14 and selectively opposes the shifter rod 9, the sliding lever 15 is configured to engage with the opposing shifter rod 9.

  The sliding lever 15 is moved by the selection operation of the selection air cylinder 16 (FIG. 5). With the sliding lever 15 selectively engaged with the shifter rod 9, the shifting operation of the shifting air cylinder 17 (FIG. 5) is performed. As a result, the gear shift shaft 14 rotates together with the sliding lever 15. Then, the shifter rod 9 engaged with the sliding lever 15 moves in the axial direction according to the rotation direction of the sliding lever 15, and the shifter forks 8a to 8c move forward or backward together with the shifter rod 9, thereby removing the gear and the desired amount. It is configured so that gearing operation is performed.

  Returning to FIG. 5, in the hybrid vehicle 100, the mechanical transmission 10 described above is connected to the internal combustion engine 21 through the clutch 26 and the electric motor 31 in this order. The internal combustion engine 21 is controlled by the control ECU 36 to generate gasoline, light oil, CNG (Compressed Natural Gas), LPG (Liquefied Petroleum Gas), or alternative fuel, etc., and generate power to rotate the shaft. It is configured to transmit power to the clutch 26.

  The clutch 26 is coupled to the drive output shaft of the internal combustion engine 21 on the left side of FIG. 5 and rotates with the output shaft. The clutch 26 is disposed opposite to the flywheel 26a and is integrated with the rotation shaft of the electric motor 31. A clutch disk 26b that rotates in the direction is provided. The clutch 26 is provided with a clutch lever 26c, and the clutch lever 26c is configured so that the clutch booster 27 can tilt. The clutch booster 27 exemplifies the clutch booster 27 that moves the clutch lever 26c by moving its rod 27a in and out by hydraulic pressure controlled by the clutch actuator 28.

  The clutch actuator 28 is controlled by an electric signal from the control ECU 36, and the clutch 26 transmits the shaft output from the internal combustion engine 21 to the drive shaft 18 via the electric motor 31 and the mechanical transmission 10, and the rotation of the drive shaft 18. Thus, the drive wheel 19 is rotated to drive the vehicle 100. That is, the clutch 26 mechanically connects the rotation shaft of the internal combustion engine 21 and the rotation shaft of the electric motor 31 under the control of the control ECU 36, thereby transmitting the shaft output of the internal combustion engine 21 to the electric motor 31, or By disconnecting the mechanical connection between the rotation shaft of the internal combustion engine 21 and the rotation shaft of the electric motor 31, the shaft of the internal combustion engine 21 and the rotation shaft of the electric motor 31 can be rotated at different rotational speeds.

  The electric motor 31 is a so-called motor generator, which generates electric power for rotating the shaft by the electric power supplied from the inverter 32 and supplies the shaft output to the mechanical transmission 10 or the mechanical transmission 10. The power is generated by the motive power for rotating the shaft supplied from, and the electric power is supplied to the inverter 32.

  The inverter 32 is controlled by the control ECU 36 and converts DC power from the battery 33 into AC power or converts AC power from the motor 31 into DC power. When the electric motor 31 generates power, the inverter 32 converts the direct current power of the battery 33 into alternating current power, supplies the electric power to the electric motor 31, and when the electric motor 31 generates power, the inverter 32 receives the alternating current from the electric motor 31. It is configured to convert power to DC power. In other words, the inverter 32 serves as a rectifier and a voltage regulator for supplying DC power to the battery 33.

  The battery 33 is a chargeable / dischargeable secondary battery. When the electric motor 31 generates power, the electric power is supplied to the electric motor 31 via the inverter 32 or when the electric motor 31 is generating electric power, It is charged by the power generated.

  The control ECU 36 is configured to control the electric motor 31 by controlling the inverter 32. The control ECU 36 includes, for example, a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like, and has an arithmetic unit, a memory 36a, an I / O port, and the like.

  The vehicle 100 is provided with an accelerator sensor 42 that detects the amount of depression of the accelerator pedal 41 and a range sensor 44 that detects the position of the select lever 43, and these detection outputs are connected to a control input of the control ECU 36.

  In addition, the vehicle 100 includes a gradient sensor 37 that is a road gradient detection unit that detects a gradient of a traveling road, a gear position sensor 38 that is a step detection unit that detects a step of the mechanical transmission 10, and the output shaft 3. A rotation sensor 39 which is a rotation detection means for detecting the rotation speed of the motor is provided, and the detection output thereof is also connected to the control input of the control ECU 36. Furthermore, the rotational speed information of the internal combustion engine 21, the rotational speed of the input shaft 2 connected to the rotational shaft of the electric motor 31, and the like are also input to the control ECU 36.

  The control ECU 36 is configured to control the select air cylinder 16 and the shift air cylinder 17 with reference to these pieces of information, and to cause the mechanical transmission 10 to perform a shift operation such as upshift or downshift. The Here, reference numerals 16a and 17a shown in FIG. 5 are valves 16a and 17a for supplying and discharging compressed air to and from the air cylinders 16 and 17, respectively. As a result, the mechanical transmission 10 is controlled to an optimum stage according to the traveling state of the vehicle.

  When the mechanical transmission 10 is shifted by the control ECU 36, the clutch 26 is disengaged, the gears of the mechanical transmission 10 are disengaged, and the gears of the other stages are engaged. Then, the motor 31 is controlled so that the rotational speed of the input shaft 2 of the mechanical transmission 10 becomes a rotational speed at which gears can be engaged before gearing after gear removal during gear shifting operation. Here, the rotational speed at which the gear can be put is the rotational speed at which the input shaft 2 can be put into the gear obtained from the rotational speed of the output shaft 3 that rotates the drive wheel 19 during the shifting operation.

  A characteristic configuration of the present invention is that the control ECU 36 serving as the shift control means is configured such that the gradient sensor 37 serving as the road gradient detecting means is an uphill with a gradient equal to or greater than a predetermined value when the mechanical transmission 10 is downshifted. Is detected, the electric motor 31 is controlled so that the rotational speed of the input shaft 2 becomes a control rotational speed obtained by subtracting a predetermined specified value from the rotational speed of the input shaft 2 when the gear is disengaged.

  That is, the shift control device for a hybrid vehicle according to the present invention performs normal shift control performed when traveling on a relatively flat road with a gradient less than a predetermined value, and when traveling on an uphill road with a gradient greater than a predetermined value. Any of the non-normal speed shift control during downshifting is possible.

  Here, in the non-normal speed change control, the electric motor 31 is controlled so that the rotation speed of the input shaft 2 becomes the control rotation speed. However, as shown in FIG. A predetermined specified value is subtracted from the rotational speed of the input shaft 2 when the gear is released. Here, the predetermined specified value is a predetermined value calculated from factors including at least the road gradient, the vehicle weight, and the reduction ratio, and is a predetermined value determined from the rotational speed of the input shaft 2 when the gear is disengaged. The control rotational speed obtained by subtracting the value is a constant value lower than the rotational speed of the input shaft 2 when the gear is disengaged.

  In this non-ordinary speed shift control, the actual rotational speed of the input shaft 2 controlled by the electric motor 31 so as to obtain the controlled rotational speed subsequently reaches a controlled rotational speed that is a constant value, and reaches the controlled rotational speed. The actual rotational speed of the input shaft 2 decreases and approaches the rotational speed at which gears can be engaged while oscillating. Then, when the rotational speed at which gears can be engaged gradually approaches the actual rotational speed of the input shaft 2, the control ECU 36, which is a shift control means, starts gearing of the mechanical transmission 10 (FIG. 1). T4).

  For this reason, the predetermined specified value is the rotation that can be geared after the actual rotational speed of the input shaft 2 reaches the control rotational speed obtained by subtracting the predetermined specified value from the rotational speed of the input shaft 2 when the gear is disengaged. It is calculated as a value that is sufficient for the speed to decrease and approaches, and the state where the actual rotational speed of the input shaft 2 is slightly lower than the rotational speed at which the gear can be put is surely generated, so that the speed changeable region is determined. Calculated as something that spreads out.

  In this embodiment, predetermined prescribed values based on various conditions are calculated in advance, and the plurality of predetermined prescribed values calculated in advance are stored and prepared in the memory 36a in the control ECU 36 for each condition. Shall be.

  As shown in FIG. 4, when gearing is started, the sliding lever 15 is moved by the selection operation of the selection air cylinder 16 (FIG. 5), and the sliding lever 15 is selectively engaged with the shifter rod 9. The gear shift shaft 14 rotates together with the sliding lever 15 by the shift operation of the shift air cylinder 17 (FIG. 5). Then, the shifter rod 9 engaged with the sliding lever 15 moves in the axial direction according to the rotation direction of the sliding lever 15, and the shifter forks 8a to 8c move forward or backward together with the shifter rod 9 so that the coupling sleeves 7a to 7c are pivoted. The moving coupling sleeves 7a to 7c press the synchronizer ring 12 against the cone surface 11b of the dog gear 11 to apply a frictional force.

  That is, in this embodiment, since the mechanical transmission 10 has the synchronization mechanisms 11 and 12, when the gear engagement operation is started, the synchronizer ring 12 is pressed against the cone surface 11b of the dog gear 11 to generate a frictional force. The frictional force causes the rotational speed of the input shaft 2 to coincide with the rotational speed at which gears can be engaged. Since a predetermined time is required from the start of the gearing operation to the generation of the frictional force, at least the synchronizer ring 23 controls the control ECU 36 that is the shift control means to change the rotational speed of the input shaft 2 to the control rotational speed at the time of downshift. It is comprised so that it may continue until it presses against the cone surface 22b of the dog gear 22.

  The coupling sleeves 7a to 7c that rotate integrally with the output shaft 3 in a state where the actual rotational speed of the input shaft 2 matches the rotational speed at which the input shaft 2 can be geared, which is obtained from the rotational speed of the output shaft 3. Is engaged with the adjacent driven gears 5a to 5e to complete the shift.

  Next, the operation of the automatic transmission control device for a hybrid vehicle configured as described above will be described.

  In this shift control device, the control ECU 36 determines whether or not a shift down or up shift operation of the mechanical transmission 10 is necessary based on information from the various sensors 37, 38, 39, 42 and 44. For example, when the control ECU 36 determines that it is necessary to shift the mechanical transmission 10, the control ECU 36 first disconnects the clutch 26 (T 1 in FIG. 1 and T 1 in FIG. 2).

  As shown in FIG. 5, the clutch 26 is disengaged by issuing a command to the clutch actuator 28 to cause the rod 27a of the clutch booster 27 to protrude to separate the flywheel 26a and the clutch disk 26b. Thereafter, the shift operation of the mechanical transmission 10 is started.

  During this speed change operation, the control ECU 36 determines whether or not the road on which the vehicle 100 travels is an uphill with a gradient equal to or greater than a predetermined value, based on the detection output of the gradient sensor 37 serving as a gradient detection means (S01 in FIG. 3). ). Here, the uphill with a gradient equal to or greater than a predetermined value is exemplified by a slope that climbs 8 meters or more when traveling 100 meters in the horizontal direction. If the road is not an uphill with a gradient equal to or greater than a predetermined value, the normal speed change control is started (S02 in FIG. 3).

  The case where the normal speed change control is a downshift from the second speed to the first speed will be described. As shown in FIG. 2, the control ECU 36 turns the shift air cylinder 17 in a state where the clutch 26 is disengaged (T1). The shifter rod 9 shown in FIG. 4 is controlled to release the gear (T2) (S03 in FIG. 3). Thereafter, the control ECU 36 obtains the rotational speed of the output shaft 3 from the rotational speed of the drive shaft 18, and further obtains the rotational speed at which the input shaft 2 can be geared from the actual rotational speed of the output shaft 3 (S04 in FIG. 3). ). Then, the electric motor 31 is driven to increase the rotational speed of the input shaft 2 so that the rotational speed of the input shaft 2 matches the calculated rotational speed of the input shaft 2 (T3) (T3) ( S05 in FIG. 3).

  Since this speed change operation is performed with the clutch 26 disengaged (T1), the vehicle 100 becomes inertial traveling, and the vehicle 100 traveling on a relatively flat road where the road is not uphill travels while slightly decelerating. Become. For this reason, the rotational speed of the output shaft 3 does not vibrate, and the rate of change of the rotational speed at which gears can be engaged is small. Therefore, at the stage where the rotational speed of the input shaft 2 by the electric motor 31 coincides with the rotational speed at which gearing can be performed (S06 in FIG. 3), the control ECU 36 controls the shifter air cylinder 17 again to gear the shifter rod 9. (T4) (S07 in FIG. 3). Then, the shifter forks 8a to 8c shown in FIG. 4 together with the shifter rod 9 move forward or backward to move the coupling sleeves 7a to 7c in the axial direction, and the moving coupling sleeves 7a to 7c connect the synchronizer ring 12 to the cone of the dog gear 11. A frictional force is applied by pressing against the surface 11b. Then, the rotation control of the input shaft 2 by the electric motor 31 is terminated (S08 in FIG. 3).

  Thereafter, when the difference in rotational speed of the dog gear 11 with respect to the coupling sleeves 7a to 7c disappears due to the frictional force, the shifter rod 9 biased in the gearing direction moves in the gearing direction, and the coupling shown in FIG. The inner teeth 7d of the sleeves 7a to 7c mesh with the outer teeth 11a of the dog gear 11, and the gearing to the lower level is completed (T5) (S09 in FIG. 3). As a result, the shift is completed and the time required for the shift is shortened. Then, after the gearing is completed, the clutch 26 is connected again (T6), so that it becomes possible to travel in the newly geared lower position.

  On the other hand, when the road on which the vehicle 100 travels detects an uphill with a gradient equal to or greater than a predetermined value from the detection output of the gradient sensor 37 as the gradient detection means (S01 in FIG. 3), the non-normal speed change control is performed. This is performed (S12 in FIG. 3).

  The case where the non-normal speed change control is the downshift from the second speed to the first speed on the uphill will be described. As shown in FIG. 1, the control ECU 36 releases the gear in a state where the clutch 26 is disengaged (T1). Perform (T2) (S13 in FIG. 3). The control ECU 36 detects the road gradient, vehicle weight, and reduction ratio at the moment when the gear is removed from various sensors, extracts a predetermined specified value based on such conditions from the memory 36a, and removes the gear. A control rotational speed obtained by subtracting the predetermined specified value from the rotational speed of the input shaft 2 at the time is calculated.

  Then, the control ECU 36 inputs the control rotational speed calculated in this way (S14 in FIG. 3), and drives the electric motor 31 so that the rotational speed of the input shaft 2 matches the control rotational speed (T3). (S15 in FIG. 3). The control rotational speed obtained by subtracting a predetermined specified value from the rotational speed of the input shaft 2 at the time of gear removal becomes a value lower than the rotational speed at which gears can be engaged, and the control ECU 36 matches the control rotational speed when shifting down on an uphill. When the electric motor 31 is controlled, the rotational speed of the input shaft 2 decreases toward the controlled rotational speed. Then, after the rotational speed of the input shaft 2 reaches the control rotational speed, the rotational speed at which the gear can be put approaches the rotational speed of the input shaft.

  When the rotational speed of the input shaft 2 reaches the control rotational speed and the rotational speed at which the gear can be engaged thereafter approaches the control rotational speed (S16 in FIG. 3), the control ECU 36, which is a shift control means, 17 is again controlled, and the shifter rod 9 is urged in the direction of gearing (T4) (S17 in FIG. 3). Then, the shifter forks 8a to 8c shown in FIG. 4 together with the shifter rod 9 move forward or backward to move the coupling sleeves 7a to 7c in the axial direction. The moving coupling sleeves 7a to 7c are synchronizer rings 12 constituting a synchronization mechanism. Is pressed against the cone surface 11b of the dog gear 11 to apply a frictional force.

  Here, since the gearing for urging the shifter rod 9 in the gearing direction is started (T4) (S17 in FIG. 3), the synchronizer ring 12 is actually pushed against the cone surface 11b of the dog gear 11, and the frictional force is generated. It takes a predetermined time to be granted. For this reason, even after the gear engagement is started, the control ECU 36, which is a shift control means, maintains the rotational speed of the input shaft 2 that has reached the control rotational speed for a predetermined period of time until the frictional force is generated. A situation is avoided in which the rotational speed of the shaft 2 deviates from the control rotational speed and the gear cannot be engaged.

  At a stage where the synchronizer ring 12 is pressed against the cone surface 11b of the dog gear 11 and a frictional force is applied after a predetermined time has elapsed, the driving of the electric motor 31 that matches the rotational speed of the input shaft 2 with the control rotational speed is stopped. (S18 in FIG. 3). When the difference in rotational speed of the dog gear 11 with respect to the coupling sleeves 7a to 7c disappears due to the frictional force generated by the synchro mechanism, the shifter rod 9 urged in the gear setting direction moves in the gear setting direction, and FIG. The inner teeth 7d of the coupling sleeves 7a to 7c shown in FIG. 3 mesh with the outer teeth 11a of the dog gear 11, and the gearing to the lower level is completed (T5) (S19 in FIG. 3).

  Then, after the gearing is completed, the clutch 26 is connected again (T6), so that it becomes possible to travel in the newly geared lower position.

  Thus, in downshifting when climbing an uphill with a gradient equal to or greater than a predetermined value, when the gearbox 10 is disengaged, the rotational speed of the output shaft 3 often decreases while oscillating. The rotational speed at which the input shaft 2 can be geared obtained from the rotational speed of the output shaft 3 also decreases while oscillating.

  However, in the automatic transmission control device for a hybrid vehicle according to the present invention, when the gradient sensor 37, which is the road gradient detection means, detects that the vehicle is an uphill with a gradient equal to or greater than a predetermined value during downshifting, the rotational speed of the input shaft 2 is adjusted to the gear. The electric motor is controlled so as to obtain a control rotational speed obtained by subtracting a predetermined specified value from the rotational speed of the input shaft 2 at the time of removal. Since this control rotational speed is a constant value lower than the rotational speed of the input shaft 2 when the gear is disengaged, the actual rotational speed of the input shaft 2 controlled by the electric motor 31 is controlled to the control rotational speed that is the constant value. Thus, the rotational speed at which gears can be engaged with the control rotational speed decreases while oscillating and approaches.

  When the rotational speed at which gears can be put gradually approaches and matches the actual rotational speed of the input shaft 2, the coupling sleeves 7a to 7c that rotate integrally with the output shaft 3 engage with the adjacent driven gears 5a to 5e. Will do. Thus, in the present invention, even when the rotational speed of the output shaft 3 vibrates when the gear is disengaged, a state where the rotational speed of the input shaft 2 that can be geared does not coincide with the actual rotational speed of the input shaft 2 is avoided. This makes it possible to complete gearing.

  Further, the rotational speed of the input shaft 2 at the time of gear removal is a constant value, and the “predetermined prescribed value” subtracted from the rotational speed is also a constant value, so that the obtained “control rotational speed” is also a constant value. . For this reason, even in a so-called low rotation range, control by the electric motor 31 that makes the rotation speed of the input shaft 2 close to and coincide with the control rotation speed that is a constant value is relatively easy. Even if the vehicle 100 is not influenced by the behavior of the vehicle 100 and the vehicle 100 is in a driving situation where the vibration is large or the speed change control is performed in a low rotation region, the rotation speed of the input shaft 2 is made to coincide with the control rotation speed that becomes a constant value. Shifting control is possible. Therefore, even when the rotational speed of the output shaft 3 vibrates, it is possible to reliably complete gearing at the time of downshifting.

  In the embodiment described above, predetermined prescribed values based on various conditions are calculated in advance, and a plurality of predetermined prescribed values calculated in advance are stored in the memory 36a in the control ECU 36 for each condition. Explained when to do. However, at the time of downshifting when the road on which the vehicle 100 travels detects an uphill with a gradient equal to or greater than a predetermined value, the control ECU 36, which is a shift control means, determines the road gradient at the moment when the gear is removed and the vehicle weight. Alternatively, the predetermined reference value may be obtained by calculation from the reduction ratio or the like. In this case, the control rotation speed is further calculated by subtracting the predetermined specified value calculated from the gear removal condition from the rotation speed of the input shaft 2 at the time of gear removal.

  In the above-described embodiment, when the road gradient detecting unit 37 detects that the road slope is an uphill with a gradient equal to or greater than a predetermined value at the time of downshifting, the control ECU 36 serving as a shift control unit controls the rotational speed of the input shaft 2. The case where the electric motor 31 is controlled so as to be the control rotational speed has been described. However, the vibration of the rotational speed of the output shaft at the time of gear disengagement that occurs during climbing is significant when shifting down in the low speed range, as in the case of shifting down from the second gear to the first gear.

  For this reason, at the time of downshifting, the road gradient detecting means 37 detects that the slope is an ascending slope of a predetermined value or higher, and the rotation detecting means 39 sets the rotational speed of the output shaft before gear removal to a predetermined speed or lower. The motor may be controlled so that the rotational speed of the input shaft is set to the control rotational speed when it is detected or when the stage detecting means 38 detects a predetermined low speed stage or less before gear removal. Even in this way, the gearing at the time of the downshift in the low rotation range or the low speed stage can be reliably completed.

  Furthermore, in the above-described embodiment, as an uphill having a gradient of a predetermined value or more, for example, an uphill that climbs 8 meters or more when traveling 100 meters in the horizontal direction is exemplified. However, this is only an example, and an uphill with a gradient equal to or greater than a predetermined value is not limited thereto, and may be an uphill where the rotational speed of the output shaft 3 vibrates in a state where the gear is disengaged. Shall.

2 Input shaft 3 Output shaft 10 Mechanical transmission 11 Dog gear (synchro mechanism)
12 Synchronizer hub (synchronizing mechanism)
21 Internal combustion engine 26 Clutch 31 Electric motor 36 Control ECU (transmission control means)
37 Gradient sensor (road gradient detection means)
38 Gear position sensor (stage detection means)
39 Rotation sensor (rotation detection means)
100 hybrid vehicle

Claims (4)

A hybrid vehicle in which a clutch (26), an electric motor (31), and a mechanical transmission (10) are connected in this order to an internal combustion engine (21),
Disengage the clutch (26) and disengage the gear from the high gear and then gear into the low gear.When shifting down the mechanical transmission (10), before gearing after gear disengagement. Automatic shift of a hybrid vehicle provided with a shift control means (36) for controlling the electric motor (31) so that the rotational speed of the input shaft (2) of the mechanical transmission (10) becomes a rotational speed at which gears can be engaged. In the control device,
Road gradient detection means (37) for detecting the gradient of the traveling road is provided,
When the shift control means (36) detects that the road gradient detection means (37) is an uphill with a gradient equal to or greater than a predetermined value during downshifting, a factor including at least the road gradient, the vehicle weight, and the reduction ratio The electric motor so that the rotational speed of the input shaft (2) is set to a control rotational speed obtained by subtracting a predetermined specified value that is a constant value calculated from the rotational speed of the input shaft (2) at the time of gear release. 31) An automatic transmission control device for a hybrid vehicle, characterized by controlling   The mechanical transmission (10) has a synchronizer mechanism (11, 12) for generating frictional force by pressing the synchronizer ring (12) against the cone surface (11b) of the dog gear (11) during shifting, and the input shaft (2) The control of the speed change control means (36) at the time of downshifting to set the rotational speed of the control gear to the control rotational speed is continued until at least the synchronizer ring (12) is pressed against the cone surface (11b) of the dog gear (11). Item 2. An automatic transmission control device for a hybrid vehicle according to Item 1. Rotation detection means (39) for detecting the rotation speed of the output shaft (3) is further provided,
Shift control means (36), together with a road gradient detecting means when downshifting (37) detects that the uphill of a predetermined value or more of the gradient of the slope, the rotation detecting means (39) is rotated before the gear disengagement When a rotational speed that is less than the predetermined value of speed is detected,
Wherein at least a predetermined specified value is a fixed value calculated from factors including road gradient and vehicle weight and reduction ratio control rotational speed obtained by subtracting the rotational speed of gear disengagement when the input shaft (2) the input shaft (2 The automatic transmission control device for a hybrid vehicle according to claim 1 or 2, wherein the electric motor (31) is controlled so as to have a rotational speed of ). A stage detection means (38) for detecting the stage of the mechanical transmission (10) is further provided,
The shift control means (36) detects that the road gradient detection means (37) is an uphill with a gradient greater than or equal to a predetermined value during the downshift, and the step detection means (38) When a lower speed of less than
Wherein at least a predetermined specified value is a fixed value calculated from factors including road gradient and vehicle weight and reduction ratio control rotational speed obtained by subtracting the rotational speed of gear disengagement when the input shaft (2) the input shaft (2 The automatic transmission control device for a hybrid vehicle according to claim 1 or 2, wherein the electric motor (31) is controlled so as to have a rotational speed of ).

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