JP6912413B2 - Speed change display and hybrid vehicle - Google Patents

Description

The present invention relates to a shift stage display device for displaying the shift stage of a vehicle transmission and a hybrid vehicle.

As a device of this type, conventionally, the gear ratio is calculated from the ratio of the pulley input rotation speed and the pulley output rotation speed of the continuously variable transmission, and the current gear ratio is calculated and displayed based on this gear ratio. The device is known (see, for example, Patent Document 1). In the device described in Patent Document 1, the current shift stage is calculated based on the pseudo vehicle speed at the time of sudden deceleration of the vehicle, so that the shift stage corresponding to the actual deceleration state of the vehicle is displayed.

Japanese Unexamined Patent Publication No. 10-318367

However, the occupant may feel a change in the shift stage due to a change in engine sound or the like. Therefore, as in the device described in Patent Document 1, simply displaying the shift gear corresponding to the actual traveling state causes a difference between the shift feeling received by the occupant and the displayed shift gear, and the occupant feels uncomfortable. There is a risk of embracing.

The speed change display device according to one aspect of the present invention has a gear ratio detection unit for detecting the actual gear ratio of the transmission provided in the power transmission path for transmitting the power of the internal combustion engine to the wheels, and the rotation fluctuation of the internal combustion engine. A rotation fluctuation detection unit to be detected, a display unit for displaying the shift stage, a display control unit for controlling the display unit so that the actual gear shift ratio corresponding to the actual gear shift ratio detected by the gear ratio detection unit is displayed, and a display control unit. To be equipped. When the actual shift stage is displayed on the display unit, the display control unit displays a virtual shift stage different from the actual shift stage based on the rotation fluctuation detected by the rotation fluctuation detection unit. Change the display shift speed displayed in.

Further, the hybrid vehicle provided with the shift stage display device according to another aspect of the present invention is interposed in the internal combustion engine, the stepped transmission connected to the internal combustion engine via the power transmission path, and the power transmission path. A planetary gear mechanism having a sun gear, a ring gear and a carrier, in which any two of the sun gear, the ring gear and the carrier are connected to the internal combustion engine and the stepped transmission, respectively, and the remaining 1 of the sun gear, the ring gear and the carrier. A motor generator to which one is connected, a clutch mechanism that engages and disconnects the internal combustion engine and the motor generator according to the engagement operation, the engagement operation of the clutch mechanism, and the ratio of the rotation speed of the motor generator to the rotation speed of the internal combustion engine. It is equipped with an electric torque converter control unit that controls and. When the difference calculated by the difference calculation unit is larger than the predetermined value, the electric torque converter control unit engages the clutch mechanism so that the actual gear ratio approaches the candidate gear ratio, and rotates the motor generator with respect to the rotation speed of the internal combustion engine. Control the ratio of numbers.

According to the present invention, it is possible to match the shift feeling received by the occupant with the displayed shift stage, and it is possible to eliminate the occupant's discomfort with respect to the display of the shift stage.

The skeleton figure which shows outline the whole structure of the drive system of the hybrid vehicle which concerns on embodiment of this invention. The figure which shows the operation of the clutch mechanism, the brake mechanism and the two-way clutch corresponding to each shift stage of the transmission of FIG. 1 in a table format. The figure which shows an example of the collinear diagram when the ratio of the rotation speed of a motor generator to the engine rotation speed is changed by the drive device of the hybrid vehicle which concerns on embodiment of this invention. The figure which shows an example of the gear ratio for each shift stage corresponding to the collinear diagram of FIG. The block diagram which shows the main part structure of the shift gear display device which concerns on embodiment of this invention. The figure which shows an example of the correspondence relationship between an actual shift gear and a displayable shift gear. The flowchart which shows an example of the process executed by the controller of FIG. The time chart which shows an example of the operation of the shift gear display device which concerns on embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 8. The shift stage display device according to the embodiment of the present invention can be applied to various vehicles having a display unit for displaying the shift stage of the transmission. In the following, an example of applying the shift stage display device to a hybrid vehicle including an engine and a motor generator as a traveling drive source will be described.

First, the configuration of the hybrid vehicle to which the present embodiment is applied will be described. FIG. 1 is a skeleton diagram schematically showing the overall configuration of the drive system of the hybrid vehicle 100 according to the present embodiment. As shown in FIG. 1, the hybrid vehicle 100 includes an engine (ENG) 1, a motor generator (MG) 2, and an automatic transmission 3.

The engine 1 is an internal combustion engine (internal combustion engine) in which intake air supplied via a throttle valve and fuel injected from an injector are mixed at an appropriate ratio, ignited by a spark plug or the like and burned, thereby generating rotational power. For example, a gasoline engine). In addition, various engines such as a diesel engine can be used instead of the gasoline engine. The opening degree of the throttle valve, the injection amount of fuel from the injector (injection timing, injection time), the ignition timing, and the like are controlled by the controller (ECU) 4.

The output shaft 1a of the engine 1 extends in the torque converter case 20 between the engine 1 and the transmission 3, and the torque of the output shaft 1a is transferred to the engine disconnection clutch 24 via the damper 23 for absorbing rotation fluctuations. Be transmitted. The engine disconnection / disconnection clutch 24 is composed of, for example, a dry clutch that can be engaged and disengaged by an electric signal, connects the engine 1 and the rotary shaft 25 at the time of engagement, and shuts off both at the time of disengagement. The engagement and disengagement operations of the engine engagement / disengagement clutch 24 are controlled by the controller 4.

The motor generator 2 is arranged in the torque converter case 20. The motor generator 2 includes a substantially cylindrical rotor 21 centered on a substantially cylindrical rotating shaft 2a located on an extension of the output shaft 1a of the engine 1, and a substantially cylindrical stator 22 arranged around the rotor 21. And can function as a motor and a generator.

That is, the rotor 21 of the motor generator 2 is driven by the electric power supplied from the battery (BAT) 6 to the coil of the stator 22 via the power control unit (PCU) 5. At this time, the motor generator 2 functions as a motor. On the other hand, when the rotating shaft 2a of the rotor 21 is driven by an external force, the motor generator 2 generates electric power, and the electric power is stored in the battery 6 via the electric power control unit 5. At this time, the motor generator 2 functions as a generator. The power control unit 5 includes an inverter, and the inverter is controlled by a command from the controller 4, and the rotation speed and the output torque or the regenerative torque of the motor generator 2 are controlled.

A power transmission path PA for transmitting power from the engine 1 to the transmission 3 is formed in the torque converter case 20, and a single pinion type planetary gear mechanism 10 is interposed in the power transmission path PA. The planetary gear mechanism 10 includes a sun gear 11 (10S), a ring gear 12 (10R) arranged around the sun gear 11, a plurality of planetary gears 13 arranged between the sun gear 11 and the ring gear 12, and a planetary gear 13. Has a carrier 14 (10C) that supports the rotation and revolution.

The sun gear 11 is connected to the rotating shaft 2a of the rotor 21 and rotates integrally with the rotor 21. The ring gear 12 is connected to the rotating shaft 25 and rotates integrally with the engine 1 in a state where the engine disconnection / disconnecting clutch 24 is engaged. The carrier 14 is connected to an output shaft 2b that penetrates the inside of the rotation shaft 2a. The input shaft 3a of the transmission 3 is integrally connected to the output shaft 2b, and the output shaft 2b and the input shaft 3a rotate integrally.

Inside the rotor 21, a direct-coupled clutch 26 that engages or disconnects the rotary shaft 25 and the rotary shaft 2a is provided. The direct-coupled clutch 26 is composed of, for example, a dry clutch that can be engaged and disengaged by an electric signal, and couples the rotary shaft 25 and the rotary shaft 2a at the time of engagement. As a result, the sun gear 11 and the ring gear 12 of the planetary gear mechanism 10 rotate integrally, and the engine 1 and the motor generator 2 can be directly connected. On the other hand, when the directly connected clutch 26 is released, the rotating shaft 25 and the rotating shaft 2a are cut off from each other, and the motor generator 2 can be rotated relative to the engine 1. The engagement and disengagement operations of the direct clutch 26 are controlled by the controller 4.

The motor generator 2 and the planetary gear mechanism 10 change the rotation speed of the motor generator 2 with respect to the engine 1 when the direct clutch 26 is released, so that the rotation of the input shaft 3a of the transmission 3 transmitted via the output shaft 2b. That is, the number of rotations of the input shaft 3a can be changed as appropriate. Further, a so-called electric torque converter mechanism is configured by the motor generator 2 and the planetary gear mechanism 10 and the like, and a torque equal to or higher than the maximum engine torque can be output from the carrier 14 of the planetary gear mechanism 10 to start running even without a battery. ..

The transmission 3 is an automatic transmission that automatically switches gears according to the vehicle speed and the required driving force, and includes an input shaft 3a, an output shaft 3b, and a differential mechanism 3d arranged in the transmission case 30. Has. The transmission 3 has, for example, a stepped speed change mechanism 31 having 6 forward speeds and 1 reverse speed, which is configured around an input shaft 3a. Although not shown, the 6-speed transmission 3 can be configured by, for example, excluding some engaging elements and the like from the 10-speed transmission with the base ratio as it is. The rotation of the input shaft 3a is changed by the stepped speed change mechanism 31, and then transmitted to the left and right wheels via the output shaft 3b and the differential mechanism 3d, whereby the vehicle travels.

The stepped speed change mechanism 31 includes first to third planetary gear mechanisms P1 to P3 arranged in parallel in the axial direction, first and second clutch mechanisms C1 and C2, and first and second brake mechanisms B1. , B2 and a two-way clutch TWC. The first to third planetary gear mechanisms P1 to P3 are all single pinion types, and have sun gears 1S to 3S, ring gears 1R to 3R, and carriers 1C to 3C, respectively.

The carrier 1C of the first planetary gear mechanism P1 is connected to the carrier 2C of the second planetary gear mechanism P2, and both rotate integrally. The sun gear 2S of the second planetary gear mechanism P2 is connected to the ring gear 3R of the third planetary gear mechanism P3, and both rotate integrally. The ring gear 1R of the first planetary gear mechanism P1 is connected to the carrier 3C of the third planetary gear mechanism P3, and both rotate integrally. The input shaft 3a is connected to the sun gear 3S of the third planetary gear mechanism P3, and both rotate integrally. An output gear 32 is integrally provided on the ring gear 2R of the second planetary gear mechanism P2, and the rotation of the stepped transmission mechanism 31 is transmitted to the output shaft 3b via the output gear 32.

The first clutch mechanism C1 is provided so that the input shaft 3a and the carrier 1C of the first planetary gear mechanism P1 can be engaged and disengaged. When the first clutch mechanism C1 is engaged, the input shaft 3a and the carrier 1C rotate integrally, and when the first clutch mechanism C1 is released, the carrier 1C can rotate relative to the input shaft 3a.

The second clutch mechanism C2 is provided so that the input shaft 3a and the ring gear 3R of the third planetary gear mechanism P3 can be engaged and disengaged. When the second clutch mechanism C2 is engaged, the input shaft 3a and the ring gear 3R rotate integrally, and when the second clutch mechanism C2 is released, the ring gear 3R can rotate relative to the input shaft 3a.

The first brake mechanism B1 is provided so that the sun gear 1S of the first planetary gear mechanism P1 can be engaged with and released from the transmission case 30. When the first brake mechanism B1 is engaged, the sun gear 1S cannot rotate, and when the first brake mechanism B1 is released, the sun gear 1S can rotate.

The second brake mechanism B2 is connected to the second clutch mechanism C2, and the ring gear 3R of the third planetary gear mechanism P3 is provided so as to be engaged and disengaged from the transmission case 30. When the second brake mechanism B2 is engaged, the ring gear 3R becomes non-rotatable, and when the second brake mechanism B2 is released, the ring gear 3R becomes rotatable.

The engagement operation of the clutch mechanisms C1 and C2 and the brake mechanisms B1 and B2 is controlled by the hydraulic control device 7. More specifically, the clutch mechanisms C1 and C2 and the brake mechanisms B1 and B2 each have a pair of frictional engaging elements that can rotate relative to each other. The friction engaging elements are connected to the piston, and the piston is pushed by hydraulic pressure so that the pair of friction engaging elements are brought into contact with each other and engaged with each other. The hydraulic control device 7 includes a control valve (electromagnetic valve, electromagnetic proportional valve, etc.) that is operated by an electric signal, and the flow of pressure oil to the piston is controlled according to the operation of the control valve.

The two-way clutch TWC is generally a mechanism in which the rotatable direction and the rotation prohibition direction of the one-way clutch can be exchanged in opposite directions. However, the configuration of the two-way clutch TWC is not limited to this, and there is also a configuration in which the switching transient state is in the neutral or both-side lock state, and a configuration in which the one-side rotation lock and the two-sided lock are set. obtain. Hereinafter, a two-way clutch TWC that can be switched between one-sided rotation lock (unlocked state) and two-sided rotation lock (locked state) will be described. In the unlocked state, the two-way clutch TWC prevents the carrier 1C of the first planetary gear mechanism P1 and the carrier 2C of the second planetary gear mechanism P2 from rotating, and allows reverse rotation. The two-way clutch TWC can be switched between a locked state and an unlocked state by, for example, the hydraulic pressure supplied from the hydraulic control device 7. The electric actuator may be used to switch between the locked state and the unlocked state.

The operation of the clutch mechanisms C1 and C2, the brake mechanisms B1 and B2, and the two-way clutch TWC is controlled by a command from the controller 4. That is, the controller 4 outputs a control signal to the control valve of the hydraulic control device 7 so that the shift stage of the transmission 3 becomes a target shift stage determined according to the vehicle speed and the required driving force, and the clutch mechanisms C1 and C2 and The engagement and disengagement of the brake mechanisms B1 and B2 are switched, and the lock and unlock of the two-way clutch TWC are switched.

FIG. 2 is a diagram showing the operations of the clutch mechanisms C1 and C2, the brake mechanisms B1 and B2, and the two-way clutch TWC corresponding to each shift stage of the transmission 3 in a tabular form. In the figure, ○ indicates an engaged state or a locked state, and no mark indicates an released state or an unlocked state.

As shown in FIG. 2, in the reverse stage (RVS), only the second clutch mechanism C2 is engaged, and the two-way clutch TWC is locked. In the first speed (LOW), only the first brake mechanism B1 is engaged, and the two-way clutch TWC is locked. In the second speed stage (2nd), only the first brake mechanism B1 and the second brake mechanism B2 are engaged, and the two-way clutch TWC is unlocked. In the third speed stage (3rd), only the second clutch mechanism C2 and the first brake mechanism B1 are engaged, and the two-way clutch TWC is unlocked. In the 4th speed stage (4th), only the first clutch mechanism C1 and the first brake mechanism B1 are engaged, and the two-way clutch TWC is unlocked. In the 5th speed stage (5th), only the first clutch mechanism C1 and the second clutch mechanism C2 are engaged, and the two-way clutch TWC is unlocked. In the 6th speed stage (6th), only the first clutch mechanism C1 and the second brake mechanism B2 are engaged, and the two-way clutch TWC is unlocked.

By the way, in the present embodiment, the engine 1 and the motor generator 2 are connected to the planetary gear mechanism 10, respectively, and by the action of the electric torque converter, that is, by changing the rotation speed of the motor generator 2 with respect to the engine rotation speed. The gear ratio of each gear can be changed. In other words, it is possible to control the energy balance held by the inertia of the rotating body and improve the shift transient state and the discomfort after the shift. This point will be further described with reference to a collinear diagram (velocity diagram).

FIG. 3 is a diagram showing an example of a collinear diagram when the ratio of the motor generator rotation speed to the engine rotation speed (motor rotation speed ratio β) is changed. The characteristic f0 in the figure is the characteristic of the direct connection mode in which the direct connection clutch 26 is engaged (base characteristic), and the characteristics f1 and f2 are the characteristics of the non-direct connection mode in which the direct connection clutch 26 is released.

Assuming that the engine speed is 1, in the direct connection mode, as shown in the characteristic f1, the motor generator speed and the input shaft speed are equal to the engine speed, and the motor speed ratio β0 is 1. On the other hand, in the non-direct connection mode, the motor generator speed can be made lower than the engine speed, the motor speed ratio β1 of the characteristic f2 is, for example, +1/4, and the motor speed ratio β2 of the characteristic f3 is, for example, −. It is 1/4.

The motor generator 2 functions as a motor when the motor rotation speed ratio β is positive, and functions as a generator when the motor rotation speed ratio β is negative. That is, when the motor rotation speed ratio β is positive, the battery 6 is discharged to assist the driving force, and when the motor rotation speed ratio β is negative, the driving force is absorbed to charge the battery 6. The motor rotation speed ratio β is determined according to the capacity of the battery 6, SOC, engine rotation speed, etc., and various values such as ± 1/4, ± 1/6, ± 1/8, ± 1/12, etc. are set. Can be taken. From the characteristics f1 and f2 shown in FIG. 3, the torcon rotation speed ratios α1 and α2 corresponding to the motor rotation speed ratios β1 and β2 can be obtained.

FIG. 4 is a diagram showing concrete numerical values of an example of a gear ratio for each shift stage corresponding to the characteristics f0 to f2 of FIG. 3 when the engine speed is a predetermined rotation speed (for example, 2000 rpm). The gear ratio here corresponds to the rotation speed of the output gear 32 of the transmission 3 when the engine rotation speed is 1. That is, it means the entire gear ratio from the engine 1 to the transmission outlet. In the present embodiment, by setting the characteristics f0 to f2 of a plurality of collinear diagrams according to the SOC of the battery 6, the engine speed, and the like, as shown in FIG. 4, in the direct connection mode corresponding to the base characteristic f0. In addition to the gear ratio, a plurality of gear ratios in the non-direct connection mode can be obtained.

In FIG. 4, the group of the gear ratio determined by the characteristic f1 is called a discharge zone, and the group of the gear ratio determined by the characteristic f2 is called a charge zone. Both discharge and charge are possible with the base characteristic f0, and the discharge zone and the charge zone also include a gear ratio determined by the base characteristic f0. Further, the gears corresponding to the gear ratio determined by the characteristic f0 are called base gears, and the gears corresponding to the gear ratio determined by the characteristics f1 and f2 are called pseudo gears.

In the present embodiment, as shown in FIG. 4, various gear ratios different from those having the base characteristics can be obtained by appropriately changing the motor rotation speed ratio β according to the engine rotation speed. As a result, a plurality of pseudo shifts can be obtained in addition to the base shift, and the transmission 3 can be multi-staged. For example, the gear ratios "0.095", "0.132", "0.153", "0.212", "0.301", "0.317", "0.441", "0.441" in FIG. If the gears 1 to 11 are set to "0.625", "0.767", "1", and "1.079" respectively, the 11-speed transmission 3 keeps the inter-stage ratio within a predetermined range. Can be easily configured.

By the way, for example, it is assumed that the gear ratio slowly shifts to the 3rd gear (gear ratio: 0.153) because the SOC decreases while traveling in the 4th gear (gear ratio: 0.212) set above. .. At this time, the occupant does not notice the change in the gear ratio, and then, for example, when the vehicle speed increases and the vehicle speeds upshifts from the up 3rd gear to the 4th gear, the occupant experiences the upshift. At this time, if the actual shift stage is configured to be displayed on the display in front of the driver's seat, the driver feels that the driver has upshifted to the 5th speed while driving in the 4th speed, but the display remains on the 4th speed. Therefore, the driver feels uncomfortable with the difference between his / her own shift feeling and the display. In order to eliminate such a sense of discomfort in the driver, the present embodiment configures a shift stage display device as follows.

FIG. 5 is a block diagram showing a main configuration of the shift stage display device 50 according to the embodiment of the present invention. As shown in FIG. 5, the controller 4 includes a vehicle speed sensor 51 that detects the vehicle speed, an accelerator opening sensor 52 that detects the operation amount of the accelerator pedal (accelerator opening), and a rotation speed sensor that detects the engine speed. Signals are input from the 53, a rotation speed sensor 54 that detects the rotation speed of the output shaft (for example, the output gear 32) of the transmission 3, and an SOC sensor 55 that detects the SOC (charge rate) of the battery 6.

The controller 4 is configured to include arithmetic processing including a CPU, ROM, RAM, and other peripheral circuits, and has a travel determination unit 41, a start acceleration processing unit 42, and a cruise deceleration processing unit 43 as functional configurations. .. The controller 4 (CPU) executes a process (FIG. 7) described later based on the signals from the sensors 51 to 55, and the display 56 provided in front of the driver's seat, the directly connected clutch 26, and the power control unit 5 , A control signal is output to a control valve 7a or the like provided in the hydraulic control device 7.

At least the shift stage of the transmission 3 is displayed on the display 56. The displayed gears are actual gears corresponding to the actual gear ratio of the transmission 3 or virtual gears different from the actual gears. The actual gear is selected from, for example, a base gear corresponding to the gear ratio of the base characteristic f0 in FIG. 4 and a pseudo gear corresponding to the gear ratio of the characteristics f1 and f2.

FIG. 6 is a diagram showing an example of the correspondence relationship between the actual shift stage and the shift stage (displayable shift stage) that can be displayed on the display 56. FIG. 6 shows an example in which the transmission 3 is configured as an 11-speed transmission by combining the base transmission stage and the pseudo transmission stage, and the transmission speed selected from the 1st speed to 11th speed is displayed. NS. For example, when the actual gear is the 5th gear, the displayable gears are the 4th to 6th gears, of which the 4th gear and the 6th gear are virtual gears. Further, when the actual gear is the 6th gear, the displayable gears are the 5th to 7th gears, of which the 5th gear and the 7th gear are virtual gears.

In FIG. 5, the travel determination unit 41 determines whether the vehicle 100 is starting or accelerating (starting and accelerating) or cruising or decelerating (cruise deceleration) based on the signal from the vehicle speed sensor 51. For example, the amount of change (acceleration) in the vehicle speed is calculated from the signal from the vehicle speed sensor 51, and when the acceleration is equal to or higher than a predetermined value, it is determined that the vehicle is starting and accelerating. On the other hand, for example, when the state in which the acceleration is less than a predetermined value continues for a predetermined time or longer, it is determined that the cruise deceleration is in progress.

When the travel determination unit 41 determines that the vehicle is starting and accelerating, the start acceleration processing unit 42 performs a predetermined process, and when it is determined that the cruise deceleration travel is in progress, the cruise deceleration processing unit 43 performs a predetermined process. The start acceleration processing unit 42 includes a display control unit 421 that controls the display of the display 56, an electric torque converter control unit 422 that controls the engagement operation of the directly connected clutch 26 and the motor rotation speed ratio β, and a clutch mechanism of the transmission 3. It has C1 and C2 and a transmission control unit 423 that controls the engagement operation of the brake mechanisms B1 and B2. Similarly, the cruise deceleration processing unit 43 also has a display control unit 431, an electric torque converter control unit 432, and a transmission control unit 433.

The display control unit 421 of the start acceleration processing unit 42 calculates the amount of change in the engine speed per unit time detected by the rotation speed sensor 53, and the transmission 3 is based on the signals from the rotation speed sensors 53 and 54. Calculate the actual gear ratio of. Then, the actual gear (base gear or pseudo gear) corresponding to the actual gear ratio is determined as the display gear, and the control signal is output to the display 56 to display the display gear on the display 56. Further, when the actual gear is displayed on the display 56 and the amount of change in the engine speed exceeds a predetermined value, the display is changed from the actual gear to the virtual gear. For example, when the engine speed decreases by more than a predetermined value, the display is changed to a virtual shift one step higher than the actual shift, and when the engine speed increases by more than a predetermined value, the virtual shift one step lower than the actual shift. Change the display to the column.

The reason for changing the shift stage display is to match the shift feeling felt by the driver with the shift stage display. By the way, the driver obtains a feeling of shifting due to a shift shock or a change in engine sound, but the shift shock or change in engine sound depends not only on the change in engine speed but also on the vehicle speed, accelerator pedal opening, and SOC. It is affected by the driving force assist by the motor generator 2. Therefore, while mainly considering the change in the engine speed, for example, a plurality of multidimensional shift maps for each different SOC according to the amount of change in the engine speed, the vehicle speed, and the accelerator opening are prepared in advance, and the vehicle speed is prepared. The display shift stage may be determined based on the signals from the sensor 51, the accelerator opening sensor 52, the rotation speed sensors 53, 54, and the SOC sensor 55.

The display is changed from the actual gear to the virtual gear based on the difference between the actual gear ratio and the gear ratio (virtual gear ratio) corresponding to the virtual gear ratio. That is, when the difference is equal to or less than a predetermined value, the display on the virtual shift stage is allowed to be changed. On the other hand, when the difference exceeds a predetermined value, the change of the display on the virtual shift stage is prohibited, and in this case, the actual gear ratio is changed so that the difference becomes equal to or less than the predetermined value. The predetermined value is not a fixed value, but is, for example, a variable value according to the vehicle acceleration, and the larger the acceleration, the larger the value.

The controller 4 uses a predetermined shift map according to the vehicle speed detected by the vehicle speed sensor 51, the accelerator opening degree detected by the accelerator opening degree sensor 52, and the SOC detected by the SOC sensor 55. Set the target shift stage. The target shift is a base shift or a pseudo shift.

The electric torque converter control unit 422 outputs a control signal to the direct-coupled clutch 26 so that the shift gear becomes the target shift gear, and controls the engagement operation of the direct-coupled clutch 26. For example, when the target gear is the base gear, the direct clutch 26 is engaged, and when the target gear is the pseudo gear, the direct clutch 26 is released. When the target shift stage is a pseudo shift stage, the electric torque converter control unit 422 further outputs a control signal to the power control unit 5 to control the ratio of the motor generator rotation speed to the engine rotation speed (motor rotation speed ratio β). do. Further, the electric torque converter control unit 422 controls the motor rotation speed ratio β so that when the difference between the actual gear ratio and the virtual gear ratio exceeds the predetermined value, the difference becomes equal to or less than the predetermined value, or the direct-coupled clutch 26 is engaged. Control the combined operation.

The transmission control unit 423 outputs a control signal to the control valve 7a according to the target gear, and engages the clutch mechanisms C1 and C2 with the brake mechanisms B1 and B2 so that the actual gear becomes the target gear. Controls the locking operation of the two-way clutch TWC. That is, when the target gear is the base gear, the gear is switched to the base gear, and when the target gear is the pseudo gear, the gear is the base gear corresponding to the pseudo gear. The operation of each engagement mechanism C1, C2, B1, B2, TWC is controlled so as to switch to a stage.

The display control unit 431 of the cruise deceleration processing unit 43 adjusts the virtual shift to match the actual shift, that is, restores the display when the virtual shift is displayed on the display 56 during cruise deceleration running. A control signal is output to the display 56. The display 56 may be made to match the actual shift stage on condition that the direct clutch 26 is engaged and the mode shifts to the direct connection mode during the cruise deceleration running.

The electric torque converter control unit 432 outputs a control signal to the direct-coupled clutch 26 and the power control unit 5 according to the target shift stage, controls the engagement operation of the direct-coupled clutch 26, and controls the motor rotation speed ratio β. During cruise driving, for example, a shift stage that realizes a direct connection mode is set as a target shift stage, and the electric torque converter control unit 432 engages the direct connection clutch 26.

The transmission control unit 433 outputs a control signal to the control valve 7a according to the target shift stage, and the clutch mechanisms C1 and C2, the brake mechanisms B1 and B2, and the two-way clutch TWC so that the actual shift stage becomes the target shift stage. Control the operation. When traveling on a cruise, for example, the base gear is set as the target gear.

FIG. 7 is a flowchart showing an example of a process executed by the start acceleration processing unit 42 of the controller 4, particularly a process executed by the display control unit 421 and the electric torque converter control unit 422 according to a predetermined program. The process shown in this flowchart is started when, for example, the traveling determination unit 41 determines that the vehicle is starting and accelerating.

First, in step S1, the signals from the sensors 51 to 55 of FIG. 5 are read. Next, in step S2, the fluctuation amount ΔNe per unit time of the engine rotation speed Ne is calculated based on the signal from the rotation speed sensor 53. Next, in step S3, the actual gear ratio γ is calculated based on the signals from the rotation speed sensors 53 and 54.

Next, in step S4, candidates for the display shift stage displayed on the display 56 are set based on the fluctuation amount ΔNe calculated in step S2 and the actual gear ratio γ calculated in step S3. For example, if the fluctuation amount ΔNe of the engine speed becomes a predetermined amount or more while displaying the actual gears corresponding to the actual gear ratio γ, a virtual gear different from the actual gears is set as a candidate for the displayed gears. It should be noted that the vehicle speed sensor 51 and the accelerator are used by using a shift map stored in advance, specifically, a plurality of multidimensional shift maps for each SOC according to the amount of change in the engine speed, the vehicle speed, and the accelerator opening. Candidates for display gears may be determined based on signals from the opening sensor 52, the rotation speed sensors 53, 54, and the SOC sensor 55.

Next, in step S5, the difference Δγ between the actual gear ratio γ calculated in step S3 and the candidate gear ratio γa corresponding to the display shift stage set in step S4, that is, the magnitude of the difference between γ and γa ( Absolute value) is calculated. Next, in step S6, the acceleration G of the vehicle is calculated based on the signal from the vehicle speed sensor 51. Next, in step S7, it is determined whether or not the difference Δγ calculated in step S5 is larger than the predetermined value (first predetermined value) Δγa. Here, the first predetermined value Δγa is set according to the acceleration G calculated in step S6, and the larger the acceleration G, the larger the first predetermined value Δγa is set.

If it is negative in step S7, that is, if the difference Δγ is determined to be equal to or less than the first predetermined value Δγa, the process proceeds to step S8 to determine the display shift stage. As a result, the control signal is output to the display 56, and the confirmed display shift stage is displayed on the display 56. By determining the display gears on the condition that Δγ ≦ Δγa is satisfied in this way, it is possible to prevent the gears that are too different from the actual gears from being displayed. That is, it is possible to prevent the shift stages other than the displayable shift stages of FIG. 6 from being displayed. Further, by setting the first predetermined value Δγa according to the acceleration G, the larger the acceleration G, the easier it is for the display shift to be changed to a virtual shift different from the actual shift, and the driver's shift feeling is displayed. Corresponds well with the gears.

On the other hand, if affirmed in step S7, the process proceeds to step S9, and it is determined whether or not the difference Δγ is larger than the predetermined value (second predetermined value) Δγb. The second predetermined value Δγb is set to a value larger than the first predetermined value Δγa, and like the first predetermined value Δγa, the second predetermined value Δγb is set to a larger value as the acceleration G is larger. If it is negative in step S9, that is, if the difference Δγ is determined to be equal to or less than the second predetermined value Δγb, the process proceeds to step S10, a control signal is output to the power control unit 5, and the motor rotation ratio β is gradually changed (CVT shift). , The actual gear ratio γ is brought closer to the candidate gear ratio γa, and the process returns to step S7. Step S7, step S9, and step S10 are repeated until step S7 is denied.

If affirmed in step S9, the process proceeds to step S11, a control signal is output to the directly connected clutch 26, and the process returns to step S1. That is, in this case, since the difference Δγ is too large with respect to the first predetermined value Δγa, the candidate setting of the display shift stage is restarted. At this time, if the fluctuation amount ΔNe of the engine speed Ne is small, such as when the acceleration G is small, the display shift stage candidates set in step S4 become equal to the actual shift stage, and the actual shift stage is displayed on the display 56. Become so.

The frequency of returning to step S1 via step S11 is high when the acceleration G is small and Δγ> Δγb. Therefore, similarly, the process of returning to step S1 is executed via step S11 even during the cruise deceleration running. That is, the display control unit 431 of the cruise deceleration processing unit 43 and the electric torque converter control unit 432 also perform the same processing as in FIG. 7. In this case, since the acceleration G is small, the first predetermined value Δγa in step S7 is set to 0 or almost 0.

The main operation of the shift stage display device 50 according to the present embodiment will be described. FIG. 8 shows the display shift stage, the actual shift stage, the actual shift ratio γ, the engine rotation speed Ne, the motor generator rotation speed Nm, the SOC, and the direct clutch on (engagement) displayed on the display 56. Alternatively, it is a time chart showing changes over time between the off (released) state, the acceleration G, and the running state (cruise running or non-cruising running). In the figure, SOC1 is the lower limit of SOC, and SOC2 is the recovery command threshold of SOC.

As shown in FIG. 5, when the vehicle is accelerating at the 6th speed, charging is required due to a decrease in SOC at time point t1, and when the motor generator rotation speed Nm becomes smaller than 0, the actual gear ratio γ gradually decreases. And the actual speed change becomes 5th speed. At this time, the display shift is still the 6th gear, and the actual shift and the display shift deviate from each other. After that, at the time point t2, when the actual shift stage is upshifted from the 5th speed stage to the 6th speed stage and the fluctuation amount ΔNe of the engine speed Ne becomes a predetermined value or more, the display speed change stage changes to the 7th speed stage (step S5). , Step S8). When the cruise running is started at the time point t3, the direct clutch 26 is turned on and the actual speed change stage becomes the 7th speed stage (step S11), and the engine speed Ne and the motor generator speed Nm become the same.

According to this embodiment, the following effects can be obtained.
(1) The shift stage display device 50 includes rotation speed sensors 53 and 54 for detecting the actual gear ratio γ of the transmission 3 provided in the power transmission path PA for transmitting the power of the engine 1 to the wheels, and rotation of the engine 1. The rotation speed sensor 53 that detects fluctuation (variation amount ΔNe), the display 56 that displays the shift speed, and the actual shift speed corresponding to the actual shift ratio γ detected by the rotation speed sensors 53 and 54 are displayed. It includes display control units 421 and 431 that control the display 56 (FIGS. 1 and 5). When the actual shift stage is displayed on the display 56, the display control unit 421 displays the virtual shift stage different from the actual shift stage based on the rotation fluctuation detected by the rotation speed sensor 53. The display speed change displayed on is changed (Fig. 7). As a result, the display of the shift gear is changed according to the driver's feeling of a change in the shift gear due to a change in engine sound, etc., so that the shift feeling received by the driver and the displayed shift gear match. It is possible to prevent the driver from feeling uncomfortable with the display of the shift gear.

(2) The shift stage display device 50 further includes a travel determination unit 41 that determines whether or not the vehicle is cruising or decelerating with an acceleration G of a predetermined value or less (FIG. 5). When the travel determination unit 41 determines that the vehicle is cruising or decelerating, the display control unit 431 controls the display 56 so that the display gears match the actual gears. As a result, when the actual gear and the displayed gear are different, it is necessary to reset the display at some point, but by doing this during cruise or deceleration, the driver will not feel uncomfortable with the gear display. Can be realized.

(3) The display control unit 421 is detected by the display candidate determination unit (step S4) that determines the candidate of the display shift stage based on the rotation fluctuation detected by the rotation speed sensor 53, and the rotation speed sensors 53 and 54. It has a difference calculation unit (step S5) for calculating a difference Δγ between the actual gear ratio γ and the candidate gear ratio γa corresponding to the candidate of the display shift stage determined by the display candidate determination unit. The display control unit 421 controls the display 56 so that candidates for display shift stages are displayed when the difference Δγ calculated by the difference calculation unit is equal to or less than the first predetermined value Δγa (step S8). Since the display shift is determined according to the difference Δγ between the actual gear ratio γ and the candidate gear ratio γa in this way, it is possible to prevent the difference between the actual gear and the display gear from becoming too large.

(4) The shift stage display device 50 is configured to detect the acceleration G of the vehicle based on the signal from the vehicle speed sensor 51. The display control unit 421 sets the first predetermined value Δγa to a larger value as the detected acceleration G becomes larger. As a result, when the engine speed fluctuates greatly, such as during start acceleration, it becomes easier to display a shift stage different from the actual shift stage, and it is possible to display a shift stage that matches the shift feeling of the driver.

(5) The hybrid vehicle 100 according to the present embodiment is via the shift stage display device 50, the engine 1, the stepped transmission 3 connected to the engine 1 via the power transmission path PA, and the power transmission path PA. A motor generator having a sun gear 11, a ring gear 12, and a carrier 14, a planetary gear mechanism 10 having a sun gear 11, a transmission 3 connected to the sun gear 11, and an engine 1 connected to the ring gear 12, and a carrier 14 connected to the planet gear mechanism 10. 2, the direct clutch 26 that engages and disconnects the engine 1 and the motor generator 2 according to the engagement operation, the engagement operation of the direct clutch 26, and the ratio of the rotation speed of the motor generator 2 to the rotation speed of the engine 1. The electric torque converter control unit 422 that controls the above is provided (FIGS. 1 and 5). When the difference Δγ calculated by the difference calculation unit is larger than the first predetermined value Δγa, the electric torque converter control unit 422 controls the motor generator 2 so that the actual gear ratio γ approaches the candidate gear ratio γa (FIG. 5). More specifically, the CVT shift is made gently (step S10). As a result, the actual shift gear can be matched with the display shift gear while suppressing the driver's discomfort with respect to the shift gear display.

The above embodiment can be transformed into various forms. Hereinafter, a modified example will be described. In the above embodiment, the actual gear ratio γ is acquired based on the signals from the rotation speed sensors 53 and 54, but the configuration of the gear ratio detection unit that detects the actual gear ratio is not limited to this. In the above embodiment, the rotation speed sensor 53 detects the rotation fluctuation of the engine 1 (internal combustion engine), but the configuration of the rotation fluctuation detection unit is not limited to this. Various configurations can be adopted for the display 56 as a display unit for displaying the shift stage. In the above embodiment, the acceleration of the vehicle is detected based on the signal from the vehicle speed sensor 51, but the configuration of the acceleration detection unit is not limited to this.

The display 56 is controlled so that the actual gears corresponding to the actual gear ratios are displayed, and when the actual gears are displayed, the virtual gears different from the actual gears are based on the rotation fluctuation of the engine 1. The display control unit 421 may have any configuration as long as the display shift stage displayed on the display 56 is changed so that is displayed. Further, the display control unit 431 may have any configuration as long as the display 56 is controlled so that the display shift stage matches the actual shift stage when it is determined that the vehicle is cruising or decelerating.

In the above embodiment, the candidates for the display gears are determined based on the rotation fluctuation of the engine 1, and the difference Δγ between the actual gear ratio γ and the candidate gear ratio γa corresponding to the candidates for the display gears is calculated. When the difference Δγ is equal to or less than the first predetermined value Δγa, the display 56 is controlled so that the candidates for the display shift stage are displayed, but the display candidate determination unit and the difference calculation unit, which are part of the functions of the display control unit 421, The configuration is not limited to this. In the above embodiment, the larger the detected acceleration G, the larger the first predetermined value Δγa is set, but the setting of the predetermined value is not limited to this.

In the above embodiment, the rotating shaft 2a of the motor generator 2 can be connected to the sun gear 11 of the planetary gear mechanism 10, the output shaft 1a of the engine 1 can be connected to the ring gear 12, and the input shaft 3a of the transmission 3 can be connected to the carrier 14. However, if any of the sun gear, the ring gear, and the carrier is connected to the engine, the transmission, and the motor generator, the connection form is not limited to the above. In the above embodiment, the engine 1 and the motor generator 2 are coupled and disconnected by the direct clutch 26, but the configuration of the clutch mechanism is not limited to that described above.

In the above embodiment, the speed change display device 50 is applied to the hybrid vehicle 100, but the speed change display device of the present invention is a vehicle having only an internal combustion engine as a traveling drive source or a vehicle having only an electric motor as a traveling drive. Etc., and can be applied to various vehicles. The present invention is similarly applicable to a vehicle having a continuously variable transmission instead of a stepped transmission as a transmission configuration.

The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications as long as the features of the present invention are not impaired. It is also possible to arbitrarily combine one or a plurality of the above-described embodiments and the modified examples, and it is also possible to combine the modified examples.

1 engine, 2 motor generator, 3 transmission, 4 controller, 5 power control unit, 7a control valve, 10 planetary gear mechanism, 11 sun gear, 12 ring gear, 14 carrier, 26 direct connection clutch, 41 running judgment unit, 50 speed change display Equipment, 56 displays, 100 hybrid vehicles, 421,431 display control unit, 422,432 electric torque converter control unit, 423,433 transmission control unit

Claims (5)

A gear ratio detector that detects the actual gear ratio of the transmission provided in the power transmission path that transmits the power of the internal combustion engine to the wheels, and
A rotation fluctuation detection unit that detects rotation fluctuations of the internal combustion engine, and a rotation fluctuation detection unit.
A display unit that displays gears and
It is provided with a display control unit that controls the display unit so that the actual speed change corresponding to the actual gear ratio detected by the gear ratio detection unit is displayed.
When the actual shift stage is displayed on the display unit, the display control unit displays a virtual shift stage different from the actual shift stage based on the rotation fluctuation detected by the rotation fluctuation detection unit. A speed change display device, characterized in that the display speed change displayed on the display unit is changed. In the speed change display device according to claim 1,
Further equipped with a running judgment unit that determines whether or not the vehicle is cruising or decelerating.
When the travel determination unit determines that the vehicle is cruising or decelerating, the display control unit controls the display unit so that the display gears match the actual gears. Device. In the speed change display device according to claim 1 or 2.
The display control unit
A display candidate determination unit that determines a candidate for the display shift stage based on the rotation variation detected by the rotation fluctuation detection unit.
It has a difference calculation unit for calculating the difference between the actual gear ratio detected by the gear ratio detection unit and the candidate gear ratio corresponding to the candidate of the display shift stage determined by the display candidate determination unit.
A shift stage display device characterized in that the display unit is controlled so that a candidate for the display shift stage is displayed when the difference calculated by the difference calculation unit is equal to or less than a predetermined value. In the speed change display device according to claim 3,
Further equipped with an acceleration detection unit that detects the acceleration of the vehicle,
The display control unit is a shift stage display device, characterized in that the larger the acceleration detected by the acceleration detection unit, the larger the predetermined value is set. A hybrid vehicle including the speed change display device according to claim 3 or 4.
With an internal combustion engine
A stepped transmission connected to the internal combustion engine via a power transmission path,
A planetary gear mechanism intervening in the power transmission path, having a sun gear, a ring gear, and a carrier, and any two of the sun gear, the ring gear, and the carrier are connected to the internal combustion engine and the stepped transmission, respectively. ,
With a motor generator to which the sun gear, the ring gear and the remaining one of the carriers are connected,
A clutch mechanism that engages and disconnects the internal combustion engine and the motor generator according to the engagement operation.
An electric torque converter control unit that controls the engagement operation of the clutch mechanism and the ratio of the rotation speed of the motor generator to the rotation speed of the internal combustion engine is provided.
When the difference calculated by the difference calculation unit is larger than the predetermined value, the electric torque converter control unit performs the engagement operation of the clutch mechanism and the internal combustion engine so that the actual gear ratio approaches the candidate gear ratio. A hybrid vehicle characterized by controlling the ratio of the rotation speed of the motor generator to the rotation speed.

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