JPH09308009A - Control device for hybrid vehicle - Google Patents

Abstract

(57) 【Abstract】 PROBLEM TO BE SOLVED: To equip an engine and an electric motor as a power source when the vehicle is running, to run in a plurality of operation modes in which the operating states of the engine and the electric motor are different, and to change the gear ratio In a hybrid vehicle in which such an automatic transmission is arranged between the engine and the electric motor and the drive wheels, it is possible to prevent the operating mode from being continuously switched and the automatic transmission to be shifted. SOLUTION: When the upshift and the switching of the operation modes are performed close in time, steps SA3, SA4, SA corresponding to the mode switching timing control means are performed.
At 6, the operation mode is switched during the inertia phase of the upshift. Further, when the downshift and the switching of the operation modes are performed close to each other in time, steps SA3 and SA corresponding to the mode switching timing control means.
5. At SA6, the operation mode is switched within a predetermined period before the end of downshift gear shifting.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle, and more particularly to a technique for reducing shocks when switching operation modes or shifting gears of an automatic transmission.

[0002]

2. Description of the Related Art An engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle is running, and the engine and the electric motor run in a plurality of operating modes that are different. In addition, a hybrid vehicle in which an automatic transmission capable of changing the gear ratio is arranged between the engine and the electric motor and the driving wheels is described in, for example, Japanese Patent Application Laid-Open No. 7-67208. As the operation mode, an engine operation mode in which only the engine is used as a power source,
There are a motor operation mode in which only the electric motor is used as a power source, an engine / motor operation mode in which both the engine and the electric motor are used as power sources, and for example, vehicle speed (or power source rotation speed) and accelerator operation amount are used as parameters. Normally, the switching is performed according to a predetermined mode switching condition such as a power source map to be used. The gear ratio of the automatic transmission is also usually changed according to a predetermined gear change condition such as a gear change map using the vehicle speed and the accelerator operation amount as parameters.

[0003]

When the operation mode switching control and the automatic transmission shift control are performed independently of each other, the mode switching control and the shift control are performed close to each other in terms of time. However, when changing modes or shifting, it is common to have some shock (fluctuation of vehicle driving force) due to torque fluctuation.
If these are performed in close proximity to each other in time, the shock may continue and the driver may feel uncomfortable.

The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent continuous switching of operating modes and shifting of an automatic transmission.

[0005]

In order to achieve the above object, the first aspect of the present invention uses (a) an engine that operates by combustion of fuel and an electric motor that operates by electric energy as power sources for running a vehicle. An automatic transmission capable of changing the gear ratio while being driven in a plurality of operating modes in which the operating states of the engine and the electric motor are different is provided between the engine and the electric motor and the drive wheels. On the other hand, (b) a mode switching means for switching the plurality of operation modes according to a predetermined mode switching condition, and (c) a speed changing means for changing a gear ratio of the automatic transmission according to a predetermined gear changing condition. In the control device for a hybrid vehicle, (d) the upshift by the speed change means and the operation mode switching by the mode switching means are close in time. If carried out, characterized in that a mode changeover timing control means for switching the operation mode to the inertia phase of the upshift.

According to the second aspect of the present invention, (a) an engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle is running, and the operating states of the engine and the electric motor are different. While traveling in a plurality of driving modes, an automatic transmission capable of changing the gear ratio is disposed between the engine and the electric motor and the drive wheels, while (b) the plurality of driving modes are predetermined. A mode switching means for switching according to a mode switching condition, and (c) a gear shifting means for changing a gear ratio of the automatic transmission according to a predetermined gear shifting condition, wherein: (d) the gear shifting means When the downshift and the operation mode switching by the mode switching means are performed close in time, the downshift is completed. It is characterized in that a mode switching timing control means for switching the operation mode within the previous predetermined period is provided.

[0007]

In the hybrid vehicle control device according to the first aspect of the present invention, the operating mode is switched during the inertia phase of upshifting, that is, during the period in which torque fluctuation generally accompanies gear shifting occurs. Fluctuations can be generated almost at the same time,
It is avoided that the shock continues and the driver feels uncomfortable.

Also in the hybrid vehicle control device according to the second aspect of the present invention, the operating mode is switched within a predetermined period before the end of the downshift gear shift, that is, within a period in which torque fluctuation generally accompanies the gear shift occurs. The torque fluctuations that occur at approximately the same time are generated at the same time, and it is possible to prevent the driver from feeling uncomfortable due to continuous shock.

The upshift is a gearshift in which the gear ratio is reduced to reduce the rotational speed of the power source, and the downshift is a gearshift in which the gear ratio is increased to increase the rotational speed of the power source.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the present invention relates to a switching type in which a power source is switched by connecting / disconnecting power transmission by, for example, a clutch, a combination of a planetary gear device, and the like.
Various types equipped with an engine and an electric motor as power sources when the vehicle is running, such as a mixed type in which the output of the engine and the electric motor are combined or distributed by a distribution mechanism and an assist type in which the electric motor is used as an auxiliary Can be applied to the hybrid vehicle. The plurality of operation modes include, for example, an engine operation mode in which the vehicle runs using only the engine as the power source, and a motor operation mode in which the vehicle runs using only the electric motor as the power source. The mode switching condition uses, for example, the vehicle speed and the accelerator operation amount as parameters. It is determined by a power source map or the like.

The automatic transmission is preferably a stepped automatic transmission such as a planetary gear type or a parallel two-axis type in which a plurality of gear stages having different gear ratios can be switched by hydraulic engagement means such as a hydraulic clutch and a brake. Although used, a continuously variable transmission such as a belt type or toroidal type can also be adopted. The shift condition is determined by, for example, a shift map using the vehicle speed and the accelerator operation amount as parameters.

The case where the speed change (upshift or downshift) by the speed change means and the operation mode change by the mode change means are performed close to each other in time means that the speed change is actually performed after the shift judgment is made. This is the case when the mode switching determination is made before the output (shift output) is performed, or before the inertia phase of the upshift starts, or before the predetermined period before the end of the shift of the downshift. Even if the accelerator operation amount, the change speed of the vehicle speed, or the change amount is large, the possibility of shifting is high.Therefore, even if a mode switching decision is made, it is determined that it is close to the shifting, and the mode switching is postponed and the shifting is performed simultaneously. It is desirable to perform mode switching.

The mode switching timing control means of the first invention may control the switching timings of the operation modes by all upshifts. For example, clutch-to-clutch shifting or shifting in which direct pressure control is performed, It is also possible to control the operation mode switching timing only during a specific gear shift in which gear shift shock is likely to occur, such as an upshift at power-on when power is transmitted from the power source to the wheels. Regarding mode switching, it is not always necessary to perform this control at the time of switching all types of modes, and for example, this control may be performed only at the time of switching a specific mode in which a shock is likely to occur.

The mode switching timing control means of the second invention may control the switching timings of the operation modes by all downshifts. For example, clutch-to-clutch shift or shift in which direct pressure control is performed, It is also possible to control the operation mode switching timing only during a specific gear shift in which a gear shift shock is likely to occur, such as a downshift at power-on when power is transmitted from the power source to the wheels. Regarding mode switching, it is not always necessary to perform this control at the time of switching all types of modes, and for example, this control may be performed only at the time of switching a specific mode in which a shock is likely to occur. Even in the power-on downshift, the driver wants to increase the driving force promptly, especially when the rate of change of the accelerator operation amount is large.
Various modes are possible, such as it is desirable to be able to switch the operating mode immediately.

The mode switching timing control means of the first invention and the second invention controls the timing of mode switching so that the torque fluctuation caused by the mode switching and the torque fluctuation caused by the gear shift substantially overlap with each other. For this reason, it is desirable to set the type of shift, the accelerator operation amount, and the like as parameters during the predetermined period before the shift of the second invention is completed.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram of a hybrid drive device 10 of a hybrid vehicle including a control device according to one embodiment of the present invention.

In FIG. 1, a hybrid drive unit 10 is for an FR (front engine / rear drive) vehicle, and has an engine 12 such as an internal combustion engine that operates by combustion of fuel and an electric motor that operates by electric energy. A motor generator 14, a single-pinion type planetary gear device 16, and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and the left and right parts are output from an output shaft 19 via a propeller shaft or a differential device (not shown). Drive power is transmitted to the drive wheels (rear wheels).

The planetary gear unit 16 is a composite distribution mechanism for mechanically combining and distributing forces, and constitutes an electric torque converter 24 together with the motor generator 14, and its ring gear 16
r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is connected to the rotor shaft 14r of the motor generator 14, the carrier 16c automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
The carrier 16c is connected by the second clutch CE ₂ .

[0019] The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Both the first clutch CE ₁ and the second clutch CE ₂ are friction type multi-disc clutches that are engaged and released by a hydraulic actuator.

The automatic transmission 18 is a combination of a subtransmission 20 composed of a front type overdrive planetary gear unit and a main transmission 22 having four forward and one reverse stages composed of a simple connection of three planetary gear trains. .

Specifically, the auxiliary transmission 20 is a single pinion.
The on-type planetary gear device 32 and the hydraulic actuator are used.
Hydraulic clutch C frictionally engaged₀ , Brae
B ₀ And one-way clutch F₀ Is configured with
You.

The main transmission 22 is composed of three single gears.
Nion type planetary gear units 34, 36, 38
A hydraulic clutch that is frictionally engaged by a tutor
Chi C ₁ , C_Two , Brake B₁ , B_Two , B_Three , B_Four And one
Direction clutch F₁ , F_Two And is configured.

The solenoid valves SL1 to SL4 shown in FIG.
Is switched, or the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever, whereby the clutch C ₀ ,
C ₁ , C ₂ , and brakes B ₀ , B ₁ , B ₂ , B ₃ , B ₄ are respectively engaged and released, and as shown in FIG. 5th),
Each of the first reverse speeds (Rev) is established.

The automatic transmission 18 and the electric torque converter 24 are configured substantially symmetrically with respect to the center line, and the lower half of the center line is omitted in FIG.

In the columns of clutch, brake, and one-way clutch in FIG. 3, "○" is engaged, "●" is a shift lever (not shown) in the engine brake range, for example, "3",
Engagement is performed when operated to a low speed range such as the “2” and “L” ranges, and a blank indicates non-engagement.

In this case, the neutral N, the reverse gear Rev, and the engine brake range are established by mechanically switching the hydraulic circuit 44 by the manual shift valve mechanically connected to the shift lever, and the forward drive is performed. The shift between the first speed and the fifth speed of the shift speed is electrically controlled by solenoid valves SL1 to SL4.

The gear ratio of the forward gear is 5 from 1st.
and the speed ratio i _{4 of the} 4th is 1 and the speed ratio i ₅ of the _5th is smaller than the auxiliary transmission 2
Assuming that the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), 1 / (1+
ρ).

The gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. FIG. 3 shows an example of the gear ratio of each gear.

As shown in FIG. 2, the hybrid drive device 10 includes a hybrid control controller 50 and an automatic transmission control controller 52. These controllers 50 and 52 are configured by including a microcomputer having a CPU, a RAM, a ROM, etc., and read various kinds of information such as the accelerator operation amount θ _AC as shown in FIG. 2 and according to a preset program. Performs signal processing.

The output of the engine 12 is controlled according to the operating state by controlling the throttle valve opening, the fuel injection amount, the ignition timing, etc. by the hybrid control controller 50.

The motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56 as shown in FIG. 4, and the power storage device 58 is connected by a hybrid control controller 50. Charging for charging the power storage device 58 with electric energy by supplying electric energy from the rotary drive state in which the electric energy is supplied and rotationally driven with a predetermined torque, and regenerative braking (electric braking torque of the motor generator 14 itself) to function as a generator. The state is switched to the unloaded state in which the rotor shaft 14r is allowed to freely rotate.

The first clutch CE ₁ and the second clutch CE ₂ are the hybrid control controller 50.
As a result, the hydraulic circuit 44 is switched via an electromagnetic valve or the like, whereby the engaged or released state is switched.

In the automatic transmission 18, the solenoid valves SL1 to SL1 are controlled by the automatic shift control controller 52.
SL4, linear solenoid valves SLU, SLT, SL
By controlling the excitation state of N and switching the hydraulic circuit 44 or performing hydraulic control, the gear position is switched according to the operating state.

The hybrid control controller 50
For example, Japanese Patent Application No. 7-294 filed earlier by the applicant of the present application
As described in No. 148, one of the nine operation modes shown in FIG. 6 is selected according to the flowchart shown in FIG. 5, and the engine 12 and the electric torque converter 24 are operated in the selected mode. This control operation corresponds to the mode switching means.

The hybrid control controller 50
Are engine torque T _E , motor torque T _M , engine speed N _E , motor speed N _M , vehicle speed V (corresponding to output shaft speed N _O of automatic transmission 18), accelerator operation amount θ _AC , automatic Input shaft speed N _{I of} transmission 18, power storage device 5
The information about the storage amount SOC of 8, the ON / OFF state of the brake, and the operation range of the shift lever are supplied from various detecting means.

Further, the engine torque T _E is obtained from the throttle valve opening and the fuel injection amount, and the motor torque T _M
Is obtained from the motor current or the like, and the stored amount SOC is obtained from the motor current or charging efficiency at the time of charging when the motor generator 14 functions as a generator.

In FIG. 5, in step S1, it is determined whether or not there is an engine start request, for example, to drive the engine 12 as a power source or to rotationally drive the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not there is a command to start the engine 12.

If there is a request for starting, mode 9 is selected in step S2. Mode 9, the engine 12 via the planetary gear unit 16 by the first clutch CE ₁ As is apparent from FIG. 6 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 , And performs engine start control such as fuel injection to start the engine 12.

This mode 9 is carried out with the automatic transmission 18 in neutral when the vehicle is stopped, and when traveling with only the motor generator 14 with the first clutch CE ₁ disengaged as the power source as in mode 1, the first transmission is performed. Clutch CE
₁ is engaged, the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output.

Further, even when the vehicle is running, it is possible to temporarily set the automatic transmission 18 to the neutral state and execute the mode 9. Thus, the motor generator 14
As a result, the starter (electric motor or the like) dedicated to starting is not required, the number of components is reduced, and the apparatus is inexpensive.

On the other hand, if the determination in step S1 is negative, that is, if there is no engine start request, then step S3 is executed to determine whether or not there is a braking force request, for example, whether or not the brake is ON. Alternatively, the operation range of the shift lever is an engine brake range such as L or 2 (a range in which the shift control is performed only at the low speed shift stage and the engine brake and the regenerative braking act), and the accelerator operation amount θ
Whether or not _AC is 0, or simply whether or not the accelerator operation amount θ _AC is 0 is determined.

If this determination is affirmative, step S
Execute Step 4. In step S4, it is determined whether or not the state of charge SOC of power storage device 58 is equal to or greater than a predetermined maximum state of charge B. If SOC ≧ B, mode 8 is selected in step S5, and if SOC <B, step 8 is selected. Mode 6 is selected in S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy, and is set to a value of, for example, about 80% based on the charging / discharging efficiency of the power storage device 58 and the like.

Mode 8 selected in step S5
Is a first clutch CE _1, as shown in FIG. 6 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 and the no-load state, the engine 12
Is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is reduced. Driving operation becomes easy. Further, since motor generator 14 is set in a no-load state and is freely rotated, it is possible to avoid a situation where power storage amount SOC of power storage device 58 becomes excessive and impairs performance such as charge / discharge efficiency.

In mode 6 selected in step S6, as is apparent from FIG. 6, the first clutch CE ₁ is released (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

Further, since the first clutch CE ₁ is opened and the engine 12 is disengaged, there is no energy loss due to the rubbing of the engine 12 and it is executed when the charged amount SOC is less than the maximum charged amount B. Therefore, the SOC of the power storage device 58 does not become excessive and the performance such as charging / discharging efficiency is not impaired.

On the other hand, if the determination in step S3 is negative, that is, if the braking force is not requested, step S7
Is performed, and it is determined whether or not the start of the engine is requested, for example, based on whether the vehicle is stopped during traveling using the engine 12 as a power source such as mode 3, that is, whether or not the vehicle speed V = 0.

If this determination is affirmative, step S8 is executed. In step S8, it is determined whether or not the accelerator is ON, that is, whether or not the accelerator operation amount θ _AC is larger than a predetermined value of substantially zero. If the accelerator is ON, mode 5 is selected in step S9, and the accelerator is ON. If not, mode 7 is selected in step S10.

Mode 5 selected in step S9
Is a first clutch CE ₁ As is apparent from FIG. 6 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in operation, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle.

More specifically, when the gear ratio of the planetary gear device 16 is ρ _E , engine torque T _E : output torque of the planetary gear device 16: motor torque T _M = 1: (1+
ρ _E ): ρ _E. For example, if the gear ratio ρ _E is set to about 0.5 which is a general value, the motor generator 14 shares half of the engine torque T _E , so that the engine torque T A torque approximately 1.5 times _E is output from the carrier 14c.

That is, it is possible to start a high torque which is (1 + ρ _E ) / ρ _E times the torque of the motor generator 14. Further, if the motor current is cut off and the motor generator 14 is put in a no-load state, the output from the carrier 14c is reduced to zero only by rotating the rotor shaft 56 in the reverse direction.
And the vehicle is stopped.

That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device, and by gradually increasing the motor torque (regenerative braking torque) T _M from 0 to increase the reaction force, The vehicle can be smoothly started with an output torque that is (1 + ρ _E ) times the engine torque T _E.

In this embodiment, a motor generator having a torque capacity approximately ρ _E times the maximum torque of the engine 12, that is, a motor generator 14 as small and small as possible while ensuring the required torque is used. ,
The device is compact and inexpensive.

Further, in this embodiment, the output of the engine 12 is increased by increasing the throttle valve opening and the fuel injection amount in response to the increase of the motor torque T _M , which increases the reaction force. The engine stall and the like due to the accompanying decrease in the engine speed N _E are prevented.

Mode 7 selected in step S10 includes:
As can be appreciated the first clutch CE ₁ engages from FIG 6 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 The rotation of the input shaft 2 of the automatic transmission 18
The output for 6 becomes zero. Accordingly, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while running using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

On the other hand, if the determination in step S7 is denied, that is, if there is no request to start the engine, step S11 is executed, and the required output Pd is set to the first preset value.
It is determined whether the value is equal to or less than the determination value P1. The required output Pd is an output necessary for traveling of the vehicle including the traveling resistance, and is based on the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (output rotation speed N _O ), the gear position of the automatic transmission 18, and the like. It is calculated by a predetermined data map, arithmetic expression, or the like.

The first judgment value P1 is a boundary value between a middle load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source. In consideration of the energy efficiency, the exhaust gas amount, the fuel consumption amount, and the like are determined by experiments and the like so as to be as small as possible.

If the determination in step S11 is affirmative,
That is, when the required output Pd is less than or equal to the first determination value P1, it is determined in step S12 whether or not the storage amount SOC is equal to or greater than the preset minimum storage amount A. If SOC ≧ A, the mode 1 is set in step S13. Select. On the other hand, SOC <A
If so, the mode 3 is selected in step S14.

The minimum storage amount A is the minimum storage amount that allows the electric energy to be extracted from the storage device 58 when traveling with the motor generator 14 as the power source, and is based on the charging / discharging efficiency of the storage device 58. Eg 7
A value of about 0% is set.

In the mode 1, as is apparent from FIG. 6, the first clutch CE ₁ is released (OFF), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source.

Also in this case, since the first clutch CE ₁ is released and the engine 12 is shut off, the friction loss is small as in the case of the mode 6, and the efficiency can be improved by appropriately controlling the automatic transmission 18. Good motor drive control is possible.

Further, this mode 1 is executed when the required output Pd is in the low load region where the first determination value P1 is less than or equal to and the storage amount SOC of the storage device 58 is equal to or more than the minimum storage amount A. The energy efficiency is superior to the case of traveling as a power source, the fuel consumption and the exhaust gas can be reduced, and the storage amount SOC of the storage device 58 is the minimum storage amount A.
The performance such as charge / discharge efficiency is not impaired.

The mode 3 selected in step S14 is
As is clear from FIG. 6, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

On the other hand, if the determination in step S11 is negative, that is, if the required output Pd is larger than the first determination value P1, the required output P is obtained in step S15.
It is determined whether d is greater than the first determination value P1 and less than the second determination value P2, that is, whether P1 <Pd <P2.

The second determination value P2 is a boundary value between a medium load range in which only the engine 12 is used as a power source and a high load range in which both the engine 12 and the motor generator 14 are used as power sources. In consideration of energy efficiency including time, the amount of exhaust gas and the amount of fuel consumption are predetermined by experiments and the like so as to be as small as possible.

If P1 <Pd <P2, it is determined in step S16 whether SOC ≧ A. If SOC ≧ A, mode 2 is selected in step S17, and SOC <A
In the case of, mode 3 is selected in step S14.

If Pd ≧ P2, step S18
It is determined whether or not SOC ≧ A. If SOC ≧ A, mode 4 is selected in step S19, and if SOC <A, mode 2 is selected in step S17.

In the mode 2, as is apparent from FIG. 6, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated at the required output Pd, and the motor generator 14 is operated. It is a no-load state, and the vehicle is run using only the engine 12 as a power source.

In the mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is in the operating state, and the motor generator 14 is rotationally driven. The vehicle is driven with high output using both of the generators 14 as power sources.

This mode 4 is executed in the high load region where the required output Pd is the second judgment value P2 or more, but the engine 12
And the motor generator 14 are used together, so that the energy efficiency is not significantly impaired as compared with the case where the vehicle runs using only one of the engine 12 and the motor generator 14 as a power source, and the fuel consumption and exhaust gas can be reduced. . In addition, since the process is executed when the storage amount SOC is equal to or more than the minimum storage amount A, the storage amount SOC of the power storage device 58 does not decrease below the minimum storage amount A, and the performance such as charging and discharging efficiency is not impaired.

In summary of the operating conditions of the above modes 1 to 4, if the charged amount SOC ≧ A, in the low load region of Pd ≦ P1, the mode 1 is selected in step S13 and the motor generator 14 alone is used as the power source for traveling. And P1 <P
In the medium load region of d <P2, mode 2 is selected in step S17, and the vehicle travels using only the engine 12 as a power source.
In the high load region of ≤Pd, mode 4 is selected in step S19, and the vehicle travels using both the engine 12 and the motor generator 14 as power sources.

If SOC <A, the requested output P
The power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where d is smaller than the second determination value P2. However, in the high load region where the required output Pd is equal to or more than the second determination value P2, in step S17. Mode 2 is selected, and high-power traveling is performed by the engine 12 without charging.

In the mode 2 of step S17, P1 <Pd
<P2 in the middle load range and SOC ≧ A, or P
This is executed in the high load region where d ≧ P2 and when SOC <A.
Since the energy efficiency of the engine 12 is superior to that of the engine 12, the fuel consumption and exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source.

In the high load region, the mode 4 in which the motor generator 14 and the engine 12 are used together for traveling
However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, the operation in the mode 2 using only the engine 12 as a power source is performed, so that the state of charge SOC of the power storage device 58 is minimized. It is avoided that the charge amount becomes smaller than the storage amount A and the performance such as charge / discharge efficiency is impaired.

Next, a characteristic part of the present embodiment to which the present invention is applied, that is, a control operation for preventing continuous switching of the operation mode and shifting of the automatic transmission 18 will be described. It will be described based on the flowchart of FIG.
In the present embodiment, steps SA3 to SA6 correspond to the mode switching timing control means and are executed by the hybrid control controller 50. Further, step SA2 corresponds to the shifting means and is executed by the automatic shift control controller 52.

In FIG. 7, in step SA1, the hybrid control controller 50 determines whether or not the operation mode determination subroutine of FIG. 5 determines that the operation mode should be switched. If this determination is negative, this routine is ended, but if this determination is affirmative, the determination of the subsequent step SA2 is executed.

In step SA2, for example, it is determined whether or not the current traveling state of the vehicle crosses a predetermined shift line in a shift map preset with the accelerator operation amount θ _AC and the vehicle speed V as parameters.

If the determination in step SA2 is affirmative, it is determined in step SA3 whether or not the upshift gear shift has been performed, for example, based on the gear shift map.

When the determination in step SA3 is affirmative, it is determined in subsequent step SA4 whether or not the inertia phase of the upshift is started. This determination is made based on a change in the input shaft rotational speed N _I detected by the input shaft rotational speed sensor, an elapsed time from the start of gear shift measured by a timer, and the like. In addition, in FIG.
A time chart illustrating changes in the input shaft rotation speed N _I and the output torque during upshifting is shown.

If the determination in step SA4 is affirmative, in step SA6 the hybrid control controller 50 switches the operating mode according to the determination result of the operating mode determination subroutine of FIG.

On the other hand, if the determination in step SA3 is negative, then in step SA5, it is determined whether or not the predetermined period T _D before the end of the shift at the time of downshifting is entered. This determination is based on the fact that the input shaft rotation speed N _I detected by the input shaft rotation speed sensor is a predetermined value N _IS (input within the predetermined period T _D obtained by experiments or the like from the input shaft rotation speed N _I at the end of gear shift). or it is determined whether or not coincident with the axis minus the variation .DELTA.N _I speed N _I), or carried out by measuring the elapsed time from the shift start etc. by a timer. The predetermined period T _D may be set with parameters such as the type of shift and the accelerator operation amount θ _AC . It should be noted that FIG. 9 shows the input shaft rotation speed N _I during downshifting.
And a time chart illustrating changes in output torque.

On the other hand, if the determination in step SA2 is negative, it is determined in step SA7 whether or not a gear shift is near due to the magnitude of the rate of change of the accelerator operation amount θ _AC , the change of the vehicle speed V, or the like. It If this determination is denied, step SA6 is executed.

However, if the determination in step SA7 is affirmative, in step SA8, the hybrid control controller 50 suspends the switching of the operation mode according to the determination result of the operation mode determination subroutine of FIG.

As described above, according to this embodiment, the operation mode is switched during the inertia phase at the time of upshifting, that is, within the period in which the torque fluctuation generally accompanies the gear shift occurs. The shocks are generated almost at the same time, and it is possible to avoid the driver from feeling uncomfortable due to the shock.

Further, according to the present embodiment, the operation mode is switched within the predetermined period T _D before the end of the shift at the time of downshifting, that is, within the period in which the torque fluctuation generally accompanies the shift is generally generated. The torque fluctuations that occur at approximately the same time are generated at the same time, and it is possible to prevent the driver from feeling uncomfortable due to continuous shock.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-described embodiment, the reverse 1
Although the automatic transmission 18 having the gears of the fifth gear and the forward five gears is used, as shown in FIG. 10, the auxiliary transmission 20 is omitted and the automatic transmission 18 is composed of only the main transmission 22. It is also possible to adopt the above, and perform the shift control with four forward gears and one reverse gear as shown in FIG.

The present invention can be applied in various other modes without departing from the spirit of the present invention.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid drive device of a hybrid vehicle including a control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a control system provided in the hybrid drive device of FIG.

FIG. 3 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission of FIG. 1;

FIG. 4 is a diagram illustrating a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter.

FIG. 5 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 6 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 7 is a flowchart illustrating a main part of a control operation that is a feature of the present invention.

8 is a time chart exemplifying the relationship between the switching of the operation mode at the time of upshifting by the control operation of FIG. 7, the input shaft rotation speed N _I, and the output torque.

9 is a time chart exemplifying the relationship between the operation mode switching at the time of downshifting by the control operation of FIG. 7, the input shaft rotation speed N _I, and the output torque.

FIG. 10 is a skeleton diagram illustrating a configuration of a hybrid drive device different from the embodiment of FIG. 1;

11 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission in FIG.

[Explanation of symbols]

12: engine 14: motor generator (electric motor) 18: automatic transmission 50: controller for hybrid control (mode switching means) 52: controller for automatic shift control Step SA2: speed shifting means Steps SA3 to SA6: mode switching timing control means

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yushi Hata 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Tsuyoshi Mika 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (2)

[Claims] 1. An engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle travels, and the engine and the electric motor travel in a plurality of operating modes different in operating state. In addition, while the automatic transmission capable of changing the gear ratio is arranged between the engine and the electric motor and the drive wheels, a mode switching means for switching the plurality of operation modes according to predetermined mode switching conditions. And a speed change means for changing the speed change ratio of the automatic transmission in accordance with a predetermined speed change condition, wherein the upshift by the speed change means and the switching of the operation mode by the mode switch means take time. The operation mode is switched off during the inertia phase of the upshift. A control device for a hybrid vehicle, characterized in that a mode switching timing control means for switching is provided. 2. An engine that operates by combustion of fuel and an electric motor that operates by electric energy are provided as power sources when the vehicle travels, and the engine and the electric motor travel in a plurality of operating modes different in operating state. In addition, while the automatic transmission capable of changing the gear ratio is arranged between the engine and the electric motor and the drive wheels, a mode switching means for switching the plurality of operation modes according to predetermined mode switching conditions. And a speed change means for changing the speed ratio of the automatic transmission according to a predetermined speed change condition, wherein a downshift by the speed change means and a switching of the operation mode by the mode switch means are time-consuming. If the driving is performed in close proximity to each other, the driving mode is changed within a predetermined period before the downshift is completed. A control device for a hybrid vehicle, characterized in that a mode switching timing control means for switching the mode is provided.