JPH102241A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a shock caused when a switch of drive mode and a speed change control are made at the same time in a vehicle which switches a plurality of drive modes by a drive mode switch means, by prohibiting a drive mode from being switched by the drive mode switch means when a speed is changed by a speed change means. SOLUTION: In an engine 12, a throttle valve opening, the amount of injection of fuel an ignition timing, etc., are controlled by a controller 50 for hybrid control and the controller 50 operates the engine 12 and an electric torque converter 24 in one mode of a plurality of drive modes. To reduce a shock when a speed is changed, the controller 50 judges from a present running state in a speed change/motive, power source map if a speed is to be changed between a second speed change step and a third speed change step or not and, if the answer is YES, a speed change is started. Next, the controller 50 stops temporarily the execution of a subroutine for judging the drive mode so as to temporarily prohibit the drive mode from being switched.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a hybrid vehicle, and more particularly to a technique for reducing a shock at the time of switching operation modes, at the time of shifting, and at the time of changing the torque distribution ratio of front and rear wheels.

[0002]

2. Description of the Related Art An engine operated by fuel combustion and an electric motor operated by electric energy are provided as power sources for driving a vehicle, and the engine and the electric motor are operated in a plurality of operation modes different from each other. For example, a hybrid vehicle is described in Japanese Patent Application Laid-Open No. 7-67208.

The operation modes include an engine operation mode using only the engine as a power source, a motor operation mode using only an electric motor as a power source, and an engine / motor using both an engine and an electric motor as a power source. There are operation modes and the like, and switching is generally performed according to a predetermined mode switching condition such as a power source map using vehicle speed (or power source rotation speed) and accelerator operation amount as parameters.

[0004] In such a hybrid vehicle, an automatic transmission capable of changing the gear ratio may be provided between the engine, the electric motor, and the driving wheels. In general, the speed is changed according to a predetermined shift condition such as a shift map using the accelerator operation amount as a parameter. Further, a torque distribution mechanism capable of changing the torque distribution ratio for the front and rear wheels may be provided between the engine, the electric motor, and the drive wheels, and the torque distribution ratio of the torque distribution mechanism may be, for example, that of the vehicle. Normally, it is changed according to a predetermined distribution ratio change condition such as a torque distribution ratio map using the yaw rate, the steering angle, the vehicle speed, and the like as parameters.

[0005]

By the way, if the operation mode switching control and the speed change control or the torque distribution ratio change control are performed independently of each other, the mode switching control and the speed change control or the torque distribution ratio change control are simultaneously performed. In such a case, the torque fluctuations overlap, complicating the control and generating a shock. Speaking of shift control, for example, in a clutch-to-clutch shift in which one friction engagement device is engaged and another friction engagement device is disengaged, a fine-grained engagement pressure control is required according to input torque and the like. Therefore, when the torque fluctuation due to the mode switching is added, the control accuracy is reduced, and a shift shock or the like is likely to occur.

When predetermined shift conditions are set for each operation mode, for example, energy efficiency is maximized (fuel efficiency is minimized), the shift conditions become discontinuous at a mode switching boundary at which the operation mode is switched, and the operation is stopped. In many cases, the automatic transmission must be shifted at the same time as the mode is switched, and the speed ratio may be increased or decreased in a short time. FIG. 9 (a) shows an example of this. In the motor running region indicated by oblique lines, the shift control of the automatic transmission is performed in accordance with the shift line indicated by broken lines, and the engine running region on the higher vehicle speed and higher load side (range without oblique lines). In this case, the shift control of the automatic transmission is performed according to the shift line indicated by the solid line. Since the shift line is discontinuous at the boundary of the operation mode, for example, when the operation state changes from point A to point B, the motor operation mode And the shift from the second shift speed to the third shift speed (2 → 3 shift) is performed simultaneously. When the operation state changes from the point A 'to the point B', the switching of the operation mode and the 3 → 4 shift are performed simultaneously, and then the 4 → 3 shift is performed.
“1” to “4” in FIG. 9A represent the shift speeds.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to reduce the shock caused by the simultaneous change of the operation mode and the shift or the change of the torque distribution ratio between the front and rear wheels. It is to prevent occurrence.

[0008]

In order to achieve the above object, a first aspect of the present invention provides (a) an engine which operates by burning fuel and an electric motor which operates by electric energy as power sources for driving a vehicle. An automatic transmission capable of changing the gear ratio while traveling in a plurality of operation modes in which the operating states of the engine and the electric motor are different from each other, while being disposed between the engine and the electric motor and the driving wheels. (B) mode switching means for switching the plurality of operation modes according to a predetermined mode switching condition,
(c) a control device for a hybrid vehicle having a speed change means for changing a speed ratio of the automatic transmission in accordance with a predetermined speed change condition. A mode switching restricting means for inhibiting switching of the operation mode by the switching means is provided.

According to a second aspect of the present invention, there is provided (a) an engine operated by fuel combustion and an electric motor operated by electric energy as a power source for running the vehicle, and the operating states of the engine and the electric motor are different. While traveling in a plurality of operation 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 operation modes are predetermined. A hybrid vehicle control device comprising: a mode switching unit that switches according to a mode switching condition; and (c) a shift unit that changes a gear ratio of the automatic transmission according to a predetermined shift condition. A shift limiting means for inhibiting a change of the gear ratio by the shift means at the time of mode switching in which the operation mode is switched is provided. And features.

According to a third aspect of the present invention, there is provided (a) an engine operated by fuel combustion and an electric motor operated by electric energy as a power source for running the vehicle, and the operating states of the engine and the electric motor are different. While traveling in a plurality of operation 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 operation modes are predetermined. A mode switching means for switching according to a mode switching condition, and (c) a control device for a hybrid vehicle having a shifting means for changing a speed ratio of the automatic transmission according to a predetermined shifting condition, wherein (d) the shifting condition is: The operation mode is set so as not to be discontinuous at a mode switching boundary at which the operation mode is switched.

According to a fourth aspect of the present invention, there is provided (a) an engine operated by fuel combustion and an electric motor operated by electric energy as power sources for driving the vehicle, and the operating states of the engine and the electric motor are different. While traveling in a plurality of operation modes, a torque distribution mechanism capable of changing the torque distribution ratio to the front and rear wheels is disposed between the engine and the electric motor and the drive wheels, while (b) the plurality of operation modes Control in accordance with a predetermined mode switching condition, and (c) torque distribution ratio changing means for changing a torque distribution ratio of the torque distribution mechanism in accordance with a predetermined distribution ratio changing condition. In the device, (d) the mode switching means when the torque distribution rate is changed by the torque distribution rate changing means. And a mode switching restricting means for prohibiting the switching of the operation mode.

According to a fifth aspect of the present invention, there is provided (a) an engine operated by fuel combustion and an electric motor operated by electric energy as a power source when the vehicle is running, and the operating states of the engine and the electric motor are different. While traveling in a plurality of operation modes, a torque distribution mechanism capable of changing the torque distribution ratio to the front and rear wheels is disposed between the engine and the electric motor and the drive wheels, while (b) the plurality of operation modes Control in accordance with a predetermined mode switching condition, and (c) torque distribution ratio changing means for changing a torque distribution ratio of the torque distribution mechanism in accordance with a predetermined distribution ratio changing condition. In the apparatus, (d) the torque distribution ratio changing means when the operation mode is switched by the mode switching means. And a torque distribution ratio change restricting means for prohibiting the change of the torque distribution ratio due to the above.

[0013]

In the control apparatus for a hybrid vehicle according to the first aspect of the present invention, switching of the operation mode by the mode switching means is prohibited during a gear shift in which the gear ratio of the automatic transmission is changed by the gear shifting means. Simultaneous shifting and switching of the operation mode are avoided, and the occurrence of shift shock or the like due to the overlap of torque fluctuations of both is prevented.

In the control device for a hybrid vehicle according to the second aspect of the present invention, when the mode is switched by the mode switching means, the change of the gear ratio by the speed change means is prohibited. Simultaneous switching is avoided, and substantially the same effect as the first invention is obtained.

In the control device for a hybrid vehicle according to the third aspect of the present invention, the shift condition of the automatic transmission is set so as not to be discontinuous at the mode switching boundary at which the operation mode is switched. It is less likely that the shifting of the transmission is performed simultaneously.

In the control device for a hybrid vehicle according to the fourth aspect of the present invention, when the torque distribution ratio of the front and rear wheels is changed by the torque distribution ratio changing unit, the operation mode switching by the mode switching unit is prohibited. Simultaneous change and switching of the operation mode are avoided, and the occurrence of a shock due to the overlap of the torque fluctuations of both is prevented.

In the control device for a hybrid vehicle according to the fifth aspect of the present invention, when the operation mode is switched by the mode switching means, the change of the torque distribution ratio of the front and rear wheels by the torque distribution ratio changing means is prohibited. Simultaneous change of the torque distribution ratio of the wheels is avoided, and substantially the same effect as the fourth invention is obtained.

[0018]

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 including an engine and an electric motor as power sources for running a vehicle, such as a mixed type that combines and distributes the output of an engine and an electric motor by a distribution mechanism, and an assist type that uses an electric motor as an auxiliary. Of hybrid vehicles. 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.

As the automatic transmission, one in which the gear position can be switched by a hydraulic engagement means such as a hydraulic clutch or a brake is suitably used. In particular, the automatic transmission has a clutch-to-clutch shift for controlling a transient hydraulic pressure according to an input torque. It is effective for objects and those that perform direct pressure control. The shift condition is determined by, for example, a shift map using the vehicle speed and the accelerator operation amount as parameters. Also, the automatic transmission
A continuously variable transmission such as a belt type or a toroidal type may be employed.

The torque distribution mechanism comprises, for example, a planetary gear mechanism having three relatively rotatable rotation elements and a differential limiting clutch for connecting a pair of the rotation elements. By controlling the engaging force of the differential limiting clutch with a center differential device disposed between the driving wheels, the torque distribution of the front and rear wheels can be appropriately adjusted. The distribution ratio change condition is determined, for example, by a torque distribution ratio map using the yaw rate, steering angle, vehicle speed, and the like of the vehicle as parameters. In addition to the planetary gear mechanism, the torque distribution mechanism has a bevel gear type differential,
A standby 4WD clutch or the like that controls power transmission between the front and rear wheels is applied, and may be one that continuously controls the transmission torque of the clutch or one that simply controls ON / OFF of the clutch.

The mode switching restricting means of the first invention is for prohibiting the switching of the operation mode at the time of the speed change in which the gear ratio is changed. For example, the mode switching restricting means is configured to cancel the prohibition of the operation mode switching after the shift is completed. If the shift is not started, the operation mode may be switched before the shift, and the shift may be performed thereafter. The means for delaying the shift at this time substantially corresponds to the shift limiting means of the second invention. Further, the switching of the operation mode may be prohibited in all shifts, but the operation mode is switched only during a specific shift in which a shift shock is likely to occur, such as a clutch-to-clutch shift or a shift in which direct pressure control is performed. It is possible to prohibit switching, or to prohibit only specific mode switching at the time of a specific shift.In a power-on downshift in which the speed of change of the accelerator operation amount is large, the driver can quickly drive the vehicle. Since the increase is desired, various modes are possible, for example, it is desirable to switch the operation mode immediately.

The shift limiting means of the second invention inhibits the change of the gear ratio at the time of the mode switching in which the operation mode is switched. For example, the shift limiting means is configured to release the inhibition of the change of the gear ratio after the mode switching. If the mode switching can be postponed, the gear shifting may be performed before the mode switching, and the mode switching may be performed thereafter. At this time, the means for delaying the mode switching substantially corresponds to the mode switching limiting means of the first invention. Further, any change in the gear ratio may be prohibited, but for example, only a specific shift that is likely to cause a shift shock, such as a clutch-to-clutch shift or a shift in which direct pressure control is performed, or a power off Various modes are possible, such as prohibiting only a specific shift that the driver can easily feel a shift shock such as an upshift, or prohibiting only a specific shift when switching a specific mode.

The shift condition of the third invention is, for example, as shown in FIG.
When the vehicle speed and the accelerator operation amount are set as parameters together with the mode switching condition as described above, the shift lines in each operation mode are set to intersect at one point on the mode switching boundary. For the engine operation mode and the motor operation mode, if the shift lines are set so that the energy efficiency is maximum (fuel consumption is minimum),
Since the shift line in the motor operation mode generally shifts to the high vehicle speed side as shown in FIG. 9A, the shift line in the motor operation mode is shifted to the low vehicle speed side so as to be continuously connected to the shift line in the engine operation mode. You can do it. Also, in the area of the motor operation mode, a shift line that is continuous from the shift line in the engine operation mode is set so that fuel efficiency is minimized when the vehicle runs only with the engine,
This shift line can be used as it is as the shift condition in the motor operation mode. It is desirable that the up-shift side shift condition and the down-shift side shift condition be set separately so as to have a predetermined hysteresis.

The mode switching restricting means of the fourth invention inhibits the switching of the operation mode when the torque distribution ratio is changed. For example, the mode switching restricting means is configured to release the inhibition of the operation mode switching after the torque distribution ratio is changed. If the change of the torque distribution ratio is not started, the operation mode may be switched before the change of the torque distribution ratio, and then the change of the torque distribution ratio may be performed. At this time, the means for delaying the change of the torque distribution rate substantially corresponds to the torque distribution rate change limiting means of the fifth invention. Further, the switching of the operation mode may be prohibited when all the torque distribution ratios are changed.However, the switching of the operation mode is prohibited only at the time of the specific torque distribution ratio change that is likely to cause a shock, or the specific mode may be prohibited. It is also possible to prohibit only specific mode switching when changing the torque distribution ratio, and in a power-on downshift in which the speed of change of the accelerator operation amount is large, the driver wants a quick increase in driving force. Therefore, various modes are possible, for example, it is desirable to switch the operation mode immediately.

According to a fifth aspect of the present invention, there is provided a torque distribution rate change limiting means,
A change in the torque distribution ratio is prohibited at the time of mode switching in which the operation mode is switched. For example, it is configured to release the prohibition of the change of the torque distribution ratio after the mode switching. It is also possible to configure so that the torque distribution ratio is changed before switching, and mode switching is performed after that. At this time, the means for delaying the mode switching substantially corresponds to the mode switching limiting means of the fourth invention. Further, all changes in the torque distribution ratio may be prohibited, but only a specific torque distribution ratio change that is likely to cause a shock or a specific torque distribution ratio change at the time of a specific mode change is prohibited. It is also possible to change the torque distribution ratio immediately if the torque distribution ratio needs to be changed urgently, for example, when a slip occurs with a large difference in the rotational speeds of the front and rear wheels. Is possible.

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 includes an engine 12 such as an internal combustion engine which operates by burning fuel and an electric motor which operates by electric energy. A motor generator 14, a single pinion type planetary gear set 16, and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and the left and right are output from an output shaft 19 via a propeller shaft (not shown) or a differential device. The driving force is transmitted to the driving wheels (rear wheels).

The planetary gear unit 16 is a composite distributing mechanism for mechanically distributing and distributing force. The planetary gear unit 16 forms an electric torque converter 24 together with the motor generator 14.
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
And carrier 16c is adapted to be connected by the second clutch CE _2.

[0029] 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. Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

The automatic transmission 18 is a combination of an auxiliary transmission 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. .

More specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged₀, Bray
Key B ₀And one-way clutch F₀And is configured with
You.

The main transmission 22 has three sets of 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_FourAnd one
Direction clutch F₁, F_TwoIt is comprised including.

The hydraulic circuit 44 is energized and de-energized by 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 clutch, brake, and one-way clutch columns of FIG. 3, "」 "indicates engagement, and" ● "indicates that the shift lever (not shown) is 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 shift speed Rev, and the engine brake range are established when the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to a shift lever, and the forward travel is established. The shifts between the first to fifth gears are 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). 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 the operation table of FIG.
Shifting between the gear stage (2nd) and third shift stage (3rd) will clutch-changing the engagement-released state of the second brake B ₂ and the third brake B ₃ together.
The circuit shown in FIG. 4 is incorporated in the above-described hydraulic circuit 44 in order to smoothly perform this shift.

In FIG. 4, reference numeral 70 denotes a 1-2 shift valve, and reference numeral 71 denotes a 2-3 shift valve.
Reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 7
1 and 72 are shown below. The numbers indicate the respective gears.

A third brake B ₃ is connected to an oil passage 7 at a brake port 74 communicating with the input port 73 at the first shift speed and the second shift speed among the ports of the 2-3 shift valve 71.
5 are connected. This oil passage has an orifice 7
6 is interposed, the damper valve 77 is connected between the orifice 76 and the third brake B _3.
The damper valve 77 is configured to perform a buffering action by inhalation of a small amount of hydraulic pressure when the line pressure to the third brake B ₃ is rapidly supplied.

Further numeral 78 is a B-3 control valve has a third engaging pressure of the brake B ₃ to be directly controlled by the B-3 control valve 78. That is, the B-3 control valve 78
Is provided with a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79,
The output port 83 to be brought selectively communicating with the input port 82 is connected to the third brake B _3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

On the other hand, among the ports of the 2-3 shift valve 71, a port 86 for outputting the D range pressure at the third or higher speed is provided in the port 85 which opens at the position where the spring 81 is disposed. It is communicated via 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

Therefore, the B-3 control valve 7
8 is configured such that the pressure adjustment level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. ing.

Further, reference numeral 89 in FIG.
The 2-3 timing valve 89 includes a spool 90 having a small-diameter land and two large-diameter lands, a first plunger 91, and a spring 92 and a spool 90 disposed therebetween. First
And a second plunger 93 disposed on the opposite side to the plunger 91 of the second embodiment.

An oil passage 95 is connected to a port 94 at an intermediate portion of the 2-3 timing valve 89.
Reference numeral 5 denotes a port of the 2-3 shift valve 71 which is connected to a port 96 which is communicated with the brake port 74 at the third or higher speed.

Further, the oil passage 95 branches on the way.
Port 9 opening between the small land and the large land
7 is connected via an orifice. A port 98 selectively connected to the intermediate port 94 is connected to a solenoid relay valve 100 via an oil passage 99.

[0047] Then, the linear solenoid valve SLU is connected to the port that is open to an end portion of the first plunger 91, also the second brake B ₂ is an orifice to a port that opens to the end of the second plunger 93 Connected through.

[0048] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust speed from the second brake B ₂ , and a port 107 formed at an intermediate portion so as to be opened and closed by a spool 106 has a second brake B _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

Port 1 to which the second brake B ₂ is connected
The port 109 formed on the upper side in FIG. 7 is a port selectively communicated with the drain port. The port 109 is connected to the port 111 of the B-3 control valve 78 via an oil passage 110. It is connected. Incidentally, this port 111 is a port that is not selectively communicating the output port 83 is connected to the third brake B _3.

A control port 112 formed at the end of the port of the orifice control valve 105 opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. ing. This port 114 outputs the signal pressure of the third solenoid valve SL3 at a speed lower than the third speed,
Further, it is a port for outputting a signal pressure of the fourth solenoid valve SL4 at a speed higher than the fourth speed.

Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to a drain port.

In the 2-3 shift valve 71, a port 116 for outputting the D range pressure at a speed lower than the second speed is opened at a portion of the 2-3 timing valve 89 where a spring 92 is disposed. The port 117 is connected via an oil passage 118. A port 119 of the 3-4 shift valve 72 which is communicated with the oil passage 87 at a speed lower than the third speed is connected to the solenoid relay valve 100 via an oil passage 120.

In FIG. 4, reference numeral 121 denotes the second
Indicates an accumulator for the brake B _2, accumulator control pressure linear solenoid valve SLN is pressure regulated in accordance with the hydraulic pressure output is supplied to the back pressure chamber. The accumulator control pressure is configured to increase as the output pressure of the linear solenoid valve SLN decreases. Thus, transient oil pressure of the second brake B ₂ engagement and release, the signal pressure of the linear solenoid valve SLN is adapted to remain at lower higher pressures.

[0055] Further, reference numeral 122 denotes a C-0 exhaust valve, further numerals 123 denotes an accumulator for the clutch C _0. C-0 exhaust valve 1
22 is to operate to engage the clutch C ₀ in order to engine brake only at the second speed in the second speed range.

[0056] Thus, according to the hydraulic circuit 44 mentioned above, if port 111 of the B-3 control valve 78 if communicating with the drain, the 3 B-3 the engagement pressure of the brake B ₃ Control - by Rubarubu 78 The pressure can be adjusted directly, and the pressure adjustment level can be changed by the linear solenoid valve SLU.

The orifice control valve 10
5 of the spool 106, if the position shown in the left half of the figure, the second brake B ₂ allows ejection pressure through the orifice control valve 105, thus second
It is possible to control the drain rate from the brake B _2.

[0058] Further, the shift from the second gear position to the third gear position, second with slowly releasing the third brake B ₃ 2
But not so-called clutch-to-clutch shifting gently engage the brake B ₂ is carried out, in advance estimating the input torque to the input shaft 26 prior to the shifting, the linear solenoid valve on the basis of the input torque estimation value the third shift shock by controlling the disengagement transition pressure of the brake B ₃ driven by SLU can be suitably reduced.

The hybrid drive device 10 is shown in FIG.
So that the hybrid control controller 50 and the
A dynamic shift control controller 52 is provided. these
Controllers 50 and 52 include CPU, RAM, ROM, etc.
With a microcomputer having
Cell operation sensor, input shaft speed sensor, vehicle speed sensor
Accelerator operation amount θ_AC, Input of automatic transmission 18
Shaft rotation speed N_I, Vehicle speed V (the output shaft rotation speed of the automatic transmission 18)
N_O) And the engine
Torque T_E, Motor torque T_M, Engine speed N_E,
Motor rotation speed N _M, The state of charge SOC of the power storage device 58,
For turning ON / OFF the key, operating range of the shift lever, etc.
Information from various detection means, etc.
Signal according to a preset program.
Perform processing.

[0060] The engine torque T _E is determined from a throttle valve opening and the fuel injection amount, the motor torque T _M
Is obtained from the motor current and the like, and the state of charge SOC is obtained from the motor current and the charging efficiency during charging when the motor generator 14 functions as a generator.

The output of the engine 12 is controlled in accordance with the operating state by controlling the throttle valve opening, fuel injection amount, ignition timing and the like by the hybrid control controller 50.

As shown in FIG. 5, the motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56. The power storage device 58 is controlled by a hybrid control controller 50. And a charge state in which electric energy is supplied to the power storage device 58 by functioning as a generator by regenerative braking (electric braking torque of the motor generator 14 itself). The state is switched to a no-load state in which the rotor shaft 14r is allowed to rotate freely.

The first clutch CE ₁ and the second clutch CE ₂ are connected to 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.

The automatic transmission 18 is controlled by the automatic transmission control controller 52 to operate the solenoid valves SL1 to SL1.
SL4, linear solenoid valve 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. 7 is selected according to the flowchart shown in FIG. 6, 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.

In FIG. 6, in step S1, it is determined whether or not an engine start request has been issued, for example, to drive the engine 12 as a power source, or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not a command to start the engine 12 has been issued.

If there is a start request, 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 apparent from FIG. 7 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.

[0068] This mode 9, at the time of vehicle stop is performed by the automatic transmission 18 in neutral, only the motor-generator 14 first releases the clutch CE ₁ as mode 1 during running of the power source, first 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 execute the mode 9 with the automatic transmission 18 in neutral. 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 denied, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for braking force, for example, whether the brake is ON. Or, the operation range of the shift lever is an engine brake range such as L or 2 (a range in which shift control is performed only at a low speed and the engine brake or regenerative braking is applied) and the accelerator operation amount θ
_The determination is made based on whether _AC is 0, or simply whether the accelerator operation amount θ _AC is 0, or the like.

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
As shown in FIG. 7, the first clutch CE ₁ is engaged (ON), the second clutch CE ₂ is engaged (ON), the motor generator 14 is in a no-load state, and 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.

[0073] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As apparent from FIG. 7 (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 released and the engine 12 is shut off, the operation is performed when there is no energy loss due to the rubbing of the engine 12 and the charged amount SOC is smaller than the maximum charged amount B. Therefore, the amount of charge SOC of the power storage device 58 does not become excessive and the performance such as charge / discharge efficiency is not impaired.

On the other hand, if the judgment in step S3 is negative, that is, if there is no request for the braking force, step S7 is executed.
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 judgment is affirmed, 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 apparent from FIG. 7 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle.

More specifically, assuming that the gear ratio of the planetary gear unit 16 is ρ _E , the engine torque T _E : the output torque of the planetary gear unit 16: the 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 about 1.5 times _E is output from the carrier 16c.

That is, a high torque start of (1 + ρ _E ) / ρ _E times the torque of motor generator 14 can be performed. Further, if the motor current is cut off to place the motor generator 14 in a no-load state, the rotor shaft 14r
Is only rotated in the reverse direction, the output from the carrier 16c becomes 0, and the vehicle stops.

That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By increasing the motor torque (regenerative braking torque) T _M gradually from 0 to increase the reaction force, in (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle.

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.

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 in the motor torque T _M. thereby preventing engine stall or the like due to the reduction of the engine rotational speed N _E with.

Mode 7 selected in step S10 is as follows.
As can be appreciated the first clutch CE ₁ engages from FIG 7 (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 negative, 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 medium 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 equal to or less than the first determination value P1, it is determined in step S12 whether or not the state of charge SOC is equal to or greater than the preset minimum amount of charge A. If SOC ≧ A, the mode 1 is determined in step S13. Select On the other hand, SOC <A
If so, the mode 3 is selected in step S14.

The minimum charge amount A is the minimum charge amount at which electric energy can be extracted from the power storage device 58 when the vehicle runs using the motor generator 14 as a power source, and is based on the charge / discharge efficiency of the power storage device 58 and the like. For example, 7
A value of about 0% is set.

[0088] The mode 1, the 7 released as apparent the first clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
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 of the automatic transmission 18 is controlled by appropriately controlling the shift. Good motor drive control is possible.

This mode 1 is executed when the required output Pd is in the low load region where the required output Pd is equal to or smaller than the first determination value P1 and the state of charge SOC of the power storage device 58 is equal to or larger than the minimum state of charge A. Energy efficiency is superior to that when traveling as a power source, fuel consumption and exhaust gas can be reduced, and the state of charge SOC of the power storage device 58 has a minimum state of charge A
The performance such as charge / discharge efficiency is not impaired.

The mode 3 selected in step S14 is
As is clear from FIG. 7, 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 greater than the first determination value P1, the required output Pd is determined 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 region where the vehicle runs only using the engine 12 as a power source and a high load region where the vehicle runs using both the engine 12 and the motor generator 14 as a power source. In consideration of energy efficiency including time, exhaust gas amount, fuel consumption amount and the like are determined in advance by experiments and the like so as to minimize the amount of exhaust gas and fuel consumption.

If P1 <Pd <P2, it is determined in step S16 whether or not 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, 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, as is apparent from FIG. Under no load condition, the vehicle is run using only the engine 12 as a power source.

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

Mode 4 is executed in a high load region where the required output Pd is equal to or larger than the second determination value P2.
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.

To summarize the operating conditions of the modes 1 to 4, if the state of charge SOC ≧ A, in the low load region of Pd ≦ P1, the mode 1 is selected in step S13 and the vehicle runs using only the motor generator 14 as a power source. 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 required 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 range, the mode 4 in which the vehicle runs using both the motor generator 14 and the engine 12 is used.
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 portion of the present embodiment to which the first invention is applied, that is, a control operation for reducing a shock at the time of shifting will be described with reference to a flowchart of FIG. In this embodiment, steps SA3, S3
A11 and SA12 correspond to the transmission means, and are executed by the automatic transmission control controller 52. Also,
Steps SA8, SA10, and SA17 correspond to the mode switching means, and steps SA4 to SA5, SA13 to SA13.
SA14 corresponds to the mode switching restricting means,
Each is executed by the hybrid control controller 50.

In FIG. 8, in step SA1, the second
It is determined whether a shift between the shift speed and the third shift speed is performed. This determination is based on the accelerator operation amount θ _AC and the vehicle speed V
It is determined in the shift / power source map shown in FIG. 9 (a) that is set in advance by using as a parameter whether or not the current traveling state has crossed the shift line between the second shift speed and the third shift speed. This is done by: The accelerator operation amount θ _AC is detected by the accelerator operation amount sensor shown in FIG.
The vehicle speed V is detected by a vehicle speed sensor.

By the way, in the shift / power source map,
Shift lines are set so that the energy efficiency is maximum (fuel efficiency is minimum) in each of the engine travel region and the motor travel region, and each shift line is discontinuous at a mode switching boundary. Note that the hatched portion in FIG. 9A represents the motor traveling region, and the portions other than the hatched portion represent the engine traveling region, and the boundary line corresponds to the first determination value P1.

If the determination in step SA1 is denied, the clutch-to-clutch shift, which is particularly difficult to perform the shift control, is not executed, and therefore, this routine is ended in order to perform the normal shift control. However, if this determination is affirmed, it is determined in subsequent step SA2 whether the shift is an upshift, that is, a 2 → 3 shift.

If the determination in step SA2 is affirmative, in step SA3, the solenoid valve S
By switching between excitation and non-excitation of L1 to SL3, a shift from the second gear to the third gear is started.

Next, at step SA4, the hybrid control controller 50 controls the operation mode shown in FIG. 6 so that the switching of the operation mode is temporarily prohibited regardless of the change in the accelerator operation amount θ _AC and the vehicle speed V. Execution of the judgment subroutine is temporarily suspended.

Next, at step SA5, it is determined whether or not the shift from the second gear to the third gear has been completed. This determination is made based on, for example, the input shaft 26 of the automatic transmission 18.
Of the rotational speed N _I of the output shaft 19 is substantially equal to a value obtained by multiplying the rotational speed N _O of the output shaft 19 by the speed ratio of the third shift stage, or necessary for shifting after the start of the shift in step SA3. This is performed by determining whether or not a sufficient time has elapsed. The rotation speed N _I and the rotation speed N _O are detected by the input shaft rotation speed sensor and the vehicle speed sensor of FIG. 2 provided on the input shaft 26 and the output shaft 19, respectively.

If the determination in step SA5 is affirmed, in step SA6, the interruption of the operation mode determination subroutine in FIG. 6 is released by the hybrid controller 50.

Next, in step SA7, it is determined whether switching of the operation mode is requested. If this determination is denied, the present routine is terminated. However, if this determination is affirmed, in step SA8, the hybrid control controller 50
The operation mode switching control is executed according to the operation mode determination subroutine of FIG.

On the other hand, if the determination in step SA2 is negative, that is, if the shift is a downshift from the third gear to the second gear, step SA9 is executed.
It is determined whether the rate of change dθ _AC / dt of accelerator operation amount θ _AC is equal to or greater than a predetermined value α. This predetermined value α
Is set to a value that can be regarded as a request that gives priority to sudden acceleration of the vehicle, rather than prohibiting switching of the operation mode during shifting and reducing shift shock.

If the determination in step SA9 is affirmative, the hybrid control controller 50 gives priority to the operation mode determination subroutine of FIG. 6 in step SA10 in order to obtain the driving force required for rapid acceleration of the vehicle. Mode 4 is selected. Next, step SA
At 11, the shift from the third gear to the second gear is executed by switching between the excitation and non-excitation of the solenoid valves SL1 to SL3. That is, in this case, the switching control of the operation mode and the shift control of the automatic transmission 18 are performed simultaneously.

On the other hand, if the determination in step SA9 is negative, reduction of shift shock is given priority over sudden acceleration of the vehicle, so steps SA12 to SA1 are performed.
7 is executed. Steps SA12 to SA17
Are executed in the same manner as in steps SA3 to SA8 described above.

As described above, according to the present embodiment, at the time of shifting (dθ _AC) between the second and third speeds of the automatic transmission 18 in steps SA3 and SA12 corresponding to the speed change means.
/ Dt ≧ α), steps SA4 to SA5, SA13 to SA1 corresponding to the mode switching restricting means
Step SA corresponding to the mode switching means
8. Since the switching of the operation mode by the SA 17 is prohibited, the shift of the automatic transmission 18 and the switching of the operation mode are prevented from being performed at the same time. Is prevented. That is, at the time of the change from the point A to the point B in FIG. 9A, the operation mode is switched from the mode 1 to the mode 2 after the 2 → 3 shift is performed in steps SA3 to SA8.

Next, a characteristic portion of another embodiment to which the second invention is applied, that is, a control operation for reducing a shock at the time of switching operation modes will be described with reference to a flowchart of FIG. In this embodiment, steps SB5, SB9, and SB11 correspond to the speed change means, and steps SB3 and SB4 correspond to the speed change limiting means.
Each is executed by the automatic transmission control controller 52. The hybrid control controller 50 that executes the operation mode determination subroutine of FIG. 6 corresponds to a mode switching unit.

In FIG. 10, in step SB1, it is determined whether or not the current time is within the operation mode switching period. This determination is performed, for example, from the input of a signal indicating that a certain operation mode is selected in the operation mode determination subroutine of FIG. 6 by the hybrid control controller 50 to the input of a signal indicating that the switching of the operation mode is completed. Is determined by determining whether or not it is within the period. If this determination is denied, this routine does not correspond at the time of switching the operation mode at this time, and thus this routine is ended to perform normal shift control.

However, if this determination is affirmed, it is determined in step SB2 whether a power-off upshift has been performed. This determination is based on the accelerator operation amount θ in the shift / power source map shown in FIG.
_This is performed by determining whether or not the vehicle has crossed a predetermined shift line in a downward direction with a decrease in _AC .

If this determination is affirmative, step S
In B3, the shift is temporarily postponed without switching between excitation and non-excitation of the solenoid valves SL1 to SL3. Next, in step SB4, it is determined whether or not the operation mode switching has been completed. This decision
For example, the determination is performed by the hybrid control controller 50 by determining whether or not a signal indicating that the operation mode switching has been completed is input.

If the determination in step SB4 is affirmative, in step SB5, the solenoid valve S
A predetermined shift is performed by switching between excitation and non-excitation of L1 to SL3.

On the other hand, if the determination in step SB2 is negative, it is determined in step SB6 whether another shift determination has been made. That is, it is determined whether or not any of the power-on upshifts, power-on downshifts, and power-off downshifts has been determined.

If this determination is denied, no shift is being performed at the present time, and this routine is terminated. However, if this determination is affirmed, it is determined in step SB7 whether switching of the operation mode can be interrupted. This determination is made according to the type of operation mode to be switched and the degree of progress of switching.

If the determination in step SB7 is denied, the operation mode switching cannot be interrupted. In the next step SB8, no command is output to the hybrid control controller 50, and the operation mode shown in FIG. The switching of the operation mode in the determination subroutine is continued. Next, in step SB9, a predetermined shift is performed by switching between excitation and non-excitation of the solenoid valves SL1 to SL3. That is, in this case, the switching control of the operation mode and the shift control of the automatic transmission 18 are simultaneously performed.

On the other hand, if the determination in step SB7 is affirmative, in step SB10, a command is issued to the hybrid control controller 50 to interrupt the switching of the operation mode. Then, in step SB11, the solenoid valves SL1 to SL3
Is switched between excitation and non-excitation, thereby performing a predetermined shift.

Next, in step SB12, it is determined whether or not a predetermined shift has been completed. This determination is the rotational speed N _I of the input shaft 26 of the automatic transmission 18, an output shaft 1
9 rpm N _O to whether it is so that the value and substantially coincides multiplied by the gear ratio of the speed after the shift of, or step SB1
This is performed by determining whether or not a sufficient time necessary for the shift has elapsed since the execution of the first shift.

If the determination in step SB12 is affirmative, in step SB13, a command is output to the hybrid control controller 50 so as to cancel the interruption of the operation mode switching. The mode switching is continued again.

As described above, in this embodiment, when the operation mode is switched by the operation mode determination subroutine of FIG. 6 corresponding to the mode switching means, the steps SB3 and S3 corresponding to the speed change limiting means are performed.
By B4, the power-off upshift in step SB5 corresponding to the speed change means is prohibited, so that the power-off upshift of the automatic transmission 18 and the switching of the operation mode are prevented from being performed at the same time, and the torque fluctuation of both is prevented. The occurrence of a shift shock or the like due to overlap is prevented.

If the change of the operation mode can be interrupted during a shift other than the power-off upshift,
The switching of the operation mode is interrupted in step SB10, the shift of the automatic transmission 18 is executed in step SB11, and the switching of the operation mode is continued in step SB13 after the shift is completed. Even during a shift other than the upshift, the occurrence of a shift shock or the like due to the simultaneous switching of the operation mode and the shift is avoided. This corresponds to an embodiment of the first invention, and the automatic transmission control controller 52
SB10 and SB in a series of signal processing by
The part executing 12 functions as a mode switching restricting means.

Next, an embodiment of the third invention will be described. This is a case where the shift conditions of the automatic transmission 18 are set so as not to be discontinuous at a mode switching boundary where the operation mode is switched. For example, as shown in FIG. A shift line that minimizes fuel consumption when the vehicle is driven by the engine 12 without any distinction is set, and this shift line is determined to be used as it is even during motor running (motor running area).

In this manner, unlike the above-described embodiment, there is no need to provide the mode switching restricting means and the shift restricting means.
Except for the intersection of the mode switching boundary line and the shift line, the operation mode switching control and the shift control of the automatic transmission 18 are prevented from being performed at the same time. Is prevented. For example, when the operation state changes from the point A to the point B in FIG. 9B, first, a 2 → 3 upshift is executed in the state of the motor operation mode (operation mode 1), and thereafter, in the state of the third shift stage. The mode is switched to the engine operation mode (operation mode 2). Further, when the operation state changes from the point A ′ to the point B ′, a 4 → 3 downshift is executed after the mode switching from the motor operation mode to the engine operation mode. As compared with the case of (1), the overlap between the mode switching control and the shift control and the busy shift are suppressed.

Note that, in addition to setting the shift conditions as shown in FIG. 9B, a mode switching limiting means and a shift limiting means may be provided as shown in FIG. 8 or FIG. It is.

Next, with reference to FIG. 11 and FIG. 12, a characteristic portion of another embodiment to which the fourth invention is applied, that is, a control operation for reducing a shock when the torque distribution ratio of the front and rear wheels is changed, will be described with reference to FIGS. I will explain. In this example,
Steps SC5 and SC12 in the flowchart of FIG. 12 correspond to the mode switching means, step SC8 corresponds to the mode switching restricting means, and steps SC6 and SC7 correspond to the torque distribution ratio changing means. Is executed by

In FIG. 11, a transfer 134 (center differential) for distributing and transmitting the output torque T _O from the automatic transmission 18 to the rear wheel output shaft 130 and the front wheel output shaft 132 is applied to the output shaft 19 of the automatic transmission 18. Device). On the extension of the output shaft 19 of the automatic transmission 18, a simple planetary gear set 135 is arranged, and its carrier 13
The output shaft 19 of the automatic transmission 18 is connected to 7. The ring gear 138 is connected to a rear wheel output shaft 130 disposed on the same axis as the output shaft 19 so as to rotate integrally therewith. Incidentally, the transfer 134 corresponds to the torque distribution mechanism.

The sun gear 139 is integrated with a driving sprocket 142 arranged on the same axis on the outer peripheral side of the output shaft 19, and a driven sprocket 143 forming a pair with the driving sprocket 142.
Are attached to a front wheel output shaft 132 arranged in parallel with the output shaft 19, and these sprockets 14
A chain 145 is wound around 2,143.

[0135] Then, the differential limiting clutch C _S as differential limiting mechanism is provided between the carrier 137 and the ring gear 138. This differential limiting clutch C _S
This is a wet multi-plate clutch operated by hydraulic pressure, and the engagement hydraulic pressure is controlled continuously or stepwise by hydraulic control means such as a linear solenoid valve (not shown).

[0136] the torque distribution ratio varies with respect to the front and rear wheels depending on the magnitude of the differential limiting clutch C _S engagement force by the differential limiting torque T _C, manner of control is known variously conventionally. For example, the differential control to increase the limit torque T _C are common, also calculates a target yaw rate based on the steering angle and the vehicle speed, the detected yaw rate is the target in accordance with the difference of the rotational speeds of the front and rear wheels it is possible to control the differential limiting torque T _C to match the yaw rate. This is based on the fact that the greater the torque of the rear wheel, the greater the turning performance.

Referring to FIG. 12, in step SC1, it is determined whether or not each sensor is operating normally. Next, at step SC2, it is determined according to the operation mode determination subroutine of FIG. 6 whether or not an operation mode switching request has been issued.

If the determination in step SC2 is affirmative, in step SC3, based on the torque distribution ratio map using the vehicle's yaw rate, steering angle, vehicle speed, and the like as parameters, changes in the rotational speed difference ΔN _FR between the front and rear wheels, and the like. Te, whether hydraulic change requests differential limiting clutch C _S exists or not.

If this determination is affirmative, step S
In C4, the change rate dθ _AC / d of the accelerator operation amount θ _AC
It is determined whether or not t is equal to or greater than a predetermined value β. Predetermined value β
Is a value indicating a rapid acceleration request, and a value obtained by an experiment or the like in advance is set.

If the determination in step SC4 is affirmative, in order to satisfy a rapid acceleration request, in step SC5, the mode 4 in which the vehicle runs using the engine 12 and the motor generator 14 as power sources is executed. Subsequently, in step SC6, the hydraulic pressure of the differential limiting clutch C _S is changed based on the torque distribution ratio map, the rotation speed difference ΔN _{FR, and the} like. That is, in this case, so that the hydraulic change of the switching control and differential limiting clutch C _S of the operation mode are simultaneously performed. The hydraulic control of the differential limiting clutch C _S, for example, is disclosed in detail in JP-A-6-107014 Patent Publication.

[0141] On the other hand, if the determination in step SC4 is NO, since no rapid acceleration is requested, in step SC7, the hydraulic differential limiting clutch C _S is changed according to the torque distribution ratio map, In step SC8, the switching of the operation mode is temporarily prohibited.

[0142] Next, in step SC9, whether hydraulic change of the differential limiting clutch C _S has been finished is determined. This determination is made based on the fact that the change width of the hydraulic pressure has become small, or that a certain time has been measured by the timer. If this determination is denied, step SC8 is repeatedly executed. If this determination is affirmed, in step SC10, the prohibition of the operation mode switching is released.

Subsequently, in step SC11, it is determined according to the operation mode determination subroutine of FIG. 6 whether or not a request to switch the operation mode has been issued. If this determination is affirmative, in step SC12, the state shown in FIG.
The operation mode is switched based on the operation mode determination subroutine.

[0144] According to the present embodiment as described above, when the hydraulic pressure is changed in the differential limiting clutch C _S at step SC7 corresponding to the torque distribution ratio changing means, step SC8 corresponding to the mode switching restriction means In this case, since the switching of the operation mode is prohibited, the change of the torque distribution ratio of the front and rear wheels and the switching of the operation mode are prevented from being performed at the same time. .

Next, a characteristic portion of another embodiment to which the fifth invention is applied, that is, a control operation for reducing a shock at the time of switching operation modes will be described with reference to a flowchart of FIG. In this embodiment, steps SD5, SD9, and SD11 correspond to the torque distribution ratio changing means, and step SD3 corresponds to the torque distribution ratio change limiting means, and are executed by the hybrid control controller 50, respectively. The hybrid control controller 50 that executes the operation mode determination subroutine of FIG. 6 corresponds to a mode switching unit.

In FIG. 13, in step SD1, it is determined whether or not the operation mode is currently being switched.
This determination is made, for example, by the hybrid control controller 5.
0 determines whether or not it is within the period from the input of the signal indicating that a certain operation mode is selected in the operation mode determination subroutine of FIG. 6 to the input of the signal indicating that the switching of the operation mode is completed. This is done by making a judgment.

If the determination in step SD1 is affirmative, in step SD2, the differential limiting clutch C _S
It is determined whether urgent change of the hydraulic pressure is required. The case where urgency is required corresponds to, for example, a case in which slip control at the time of starting is performed. If the vehicle stability without such control is relatively high, the degree of urgency is determined to be small.

If the determination in step SD2 is affirmative, the urgency of the hydraulic pressure change is small, so that step SD3
In the hydraulic change of the differential limiting clutch C _S is prohibited. Subsequently, in step SD4, it is determined whether or not the operation mode switching has been completed.

[0149] If the determination in step SD4 is NO, the step SD3 is repeated, if the judgment is affirmative, at step SD5, the hydraulic torque distribution ratio map of the differential limiting clutch C _S It is changed based on such as.

[0150] On the other hand, either when the determination in Step SD2 is NO, because the urgency of the hydraulic change is large, in step SD6, the hydraulic pressure of the differential limiting clutch C _S etc. torque distribution ratio map is changed greatly It is determined whether or not.

[0151] If the determination at step SD6 is positive, since the oil pressure of the differential limiting clutch C _S is changed greatly, there is a high possibility of causing a shock overlaps the mode switching, in the following step SD7, It is determined whether switching of the operation mode can be interrupted. This determination is made according to the type of operation mode to be switched and the degree of progress of switching.

If the determination in step SD7 is denied, the mode switching cannot be interrupted.
At 8, the operation mode is switched according to the operation mode determination subroutine of FIG.
In the hydraulic change of the differential limiting clutch C _S is executed. That is, in this case it will be a hydraulic change of the switching control and differential limiting clutch C _S of the operation mode are simultaneously performed.

On the other hand, if the determination in step SD7 is affirmative, the mode switching can be interrupted. Therefore, the switching of the operation mode is interrupted in step SD10, and in step SD11, the hydraulic pressure of the differential limiting clutch C _S is determined. Is changed based on the torque distribution ratio map.

[0154] Subsequently, in step SD12, whether hydraulic change of the differential limiting clutch C _S has been finished is determined.
If this determination is denied, step SD11 is repeatedly executed. If this determination is affirmed, in step SD13, the operation mode switching is continued according to the operation mode determination subroutine of FIG.

As described above, according to the present embodiment, when the operation mode is switched according to the operation mode determination subroutine of FIG. 6 corresponding to the mode switching means, in step SD3 corresponding to the torque distribution rate change limiting means,
Since the change of the hydraulic pressure of the differential limiting clutch C _S is prohibited, the change of the torque distribution ratio of the front and rear wheels and the switching of the operation mode are prevented from being performed at the same time. Is prevented.

In the case where the change of the torque distribution ratio is urgent and the switching of the operation mode can be interrupted,
The switching of the operation mode is interrupted in step SD10, the torque distribution ratio is changed in step SD11, and the operation mode switching is continued in step SD13 after the torque distribution ratio is changed. The occurrence of a shock or the like caused by the simultaneous switching of the operation mode and the change of the torque distribution ratio is avoided. This corresponds to an embodiment of the fourth invention,
The part that executes steps SD10 and SD12 in the series of signal processing by the automatic transmission control controller 52 functions as mode switching restricting means.

Although various embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above-described embodiment, the automatic transmission 18 having the first reverse speed and the fifth forward speed is used, but as shown in FIG.
Transmission 6 comprising only the main transmission 22 by omitting
It is also possible to adopt 0 and perform the speed change control at four forward speeds and one reverse speed as shown in FIG.

In the above-described embodiment, the shift conditions on the upshift side and the downshift side are the same in the shift / power source map shown in FIG. 9, but in order to prevent a busy shift or the like, It is desirable that each of them is separately set so as to have a predetermined hysteresis.

In the first embodiment, the SA shown in FIG.
The control for prohibiting the switching of the power source at the time of gear shifting is performed only when it is determined that the gear shifting control is a clutch-to-clutch gear shifting that is particularly difficult in step 1, but a one-way clutch is also used. The control for prohibiting the switching of the power source can be suitably applied even during a normal shift. This is because, even during a normal shift, the shock during the shift can be sufficiently reduced by applying the present invention.

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

[Brief description of the 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 showing a part of a hydraulic circuit of the automatic transmission of FIG. 1;

FIG. 5 is a diagram illustrating a connection relationship between the hybrid control controller of FIG. 2 and an electric torque converter.

FIG. 6 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 7 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 8 is a flowchart illustrating a control operation that is a feature of an embodiment to which the present invention is applied.

FIG. 9 is an example of a shift / power source map that is set in advance by using an accelerator operation amount θ _AC and a vehicle speed V as parameters used for the control operations in FIGS. 8 and 10;

FIG. 10 is a flowchart illustrating a control operation that is a feature of another embodiment to which the present invention is applied.

FIG. 11 is a skeleton view illustrating a configuration of a hybrid drive device of a hybrid vehicle having a transfer.

FIG. 12 is a flowchart illustrating a control operation that is a feature of another embodiment to which the present invention is applied.

FIG. 13 is a flowchart illustrating a control operation that is a feature of another embodiment to which the present invention is applied.

FIG. 14 is a skeleton view for explaining a configuration of a hybrid drive device different from the hybrid drive device of FIG. 1;

15 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, 60: Automatic transmission 50: Hybrid control controller (mode switching means) 52: Automatic transmission control controller 134: Transfer (torque distribution mechanism) Steps SA3, SA11, SA12 , SB5, SB
9, SB11: transmission means Steps SB3, SB4: transmission restriction means Steps SA8, SA10, SA17, SC5, SC1
2: Mode switching means Steps SA4 to SA5, SA13 to SA14, SB1
0, SB12, SC8, SD10, SD12: Mode switching restricting means Steps SC6, SC7, SD5, SD9, SD11:
Step SD3: Torque distribution rate change limiting means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location B60K 41/04 B60K 9/00 Z B60L 11/14 (72) Inventor Yuji Hata Toyota, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd.

Claims (5)

[Claims] 1. An engine operating by fuel combustion and an electric motor operated by electric energy are provided as power sources for running a vehicle, and the engine and the electric motor run in a plurality of operation modes different in operating state. A mode switching means for switching the plurality of operation modes in accordance with a predetermined mode switching condition while an automatic transmission capable of changing a speed ratio is disposed between the engine and the electric motor and the drive wheels. A control device for a hybrid vehicle having a speed change means for changing a speed ratio of the automatic transmission according to a predetermined speed change condition, wherein the mode switching means performs the speed change when the speed ratio is changed by the speed change means. Hybrids provided with mode switching restricting means for inhibiting switching of operation modes. Control device for padded vehicles. 2. An engine that operates by burning fuel and an electric motor that operates with electric energy are provided as power sources for driving the vehicle, and the engine and the electric motor run in a plurality of operation modes different in operating state. A mode switching means for switching the plurality of operation modes in accordance with a predetermined mode switching condition while an automatic transmission capable of changing a speed ratio is disposed between the engine and the electric motor and the drive wheels. And a speed change means for changing a speed ratio of the automatic transmission according to a predetermined speed change condition. A control device for a hybrid vehicle, wherein the mode changeover means switches the operation mode by the mode changeover means. A hive characterized by having a shift limiting means for inhibiting a change of a gear ratio. Control device for lid vehicle. 3. An engine operated by fuel combustion and an electric motor operated by electric energy are provided as power sources for driving the vehicle, and the engine and the electric motor run in a plurality of operation modes different in operating state. A mode switching means for switching the plurality of operation modes in accordance with a predetermined mode switching condition while an automatic transmission capable of changing a speed ratio is disposed between the engine and the electric motor and the drive wheels. A control device for a hybrid vehicle comprising: a shift unit that changes a speed ratio of the automatic transmission according to a predetermined shift condition. The shift condition is not discontinuous at a mode switching boundary at which the operation mode is switched. A control device for a hybrid vehicle, wherein the control device is set as follows. 4. An engine operated by fuel combustion and an electric motor operated by electric energy are provided as power sources for running the vehicle, and the engine and the electric motor run in a plurality of operation modes different in operating state. And a torque distribution mechanism capable of changing a torque distribution ratio for the front and rear wheels is disposed between the engine and the electric motor and the drive wheels, while the plurality of operation modes are changed according to a predetermined mode switching condition. A hybrid vehicle control device comprising: a mode switching means for switching; and a torque distribution ratio changing means for changing a torque distribution ratio of the torque distribution mechanism according to a predetermined distribution ratio changing condition. When the distribution ratio is changed, the operation mode is switched off by the mode switching means. A control device for a hybrid vehicle, comprising a mode switching restricting means for prohibiting a change. 5. An engine operated by combustion of fuel and an electric motor operated by electric energy are provided as power sources for driving the vehicle, and the engine and the electric motor run in a plurality of operation modes different in operation state. And a torque distribution mechanism capable of changing a torque distribution ratio for the front and rear wheels is disposed between the engine and the electric motor and the drive wheels, while the plurality of operation modes are changed according to a predetermined mode switching condition. A hybrid vehicle control device comprising: a mode switching unit for switching; and a torque distribution ratio changing unit for changing a torque distribution ratio of the torque distribution mechanism according to a predetermined distribution ratio changing condition. When the torque distribution ratio is changed, the torque distribution ratio is changed by the torque distribution ratio changing means. A control device for a hybrid vehicle, comprising: a torque distribution ratio change restricting unit for prohibiting a change in the torque distribution ratio.