WO2014203709A1 - Dispositif de changement de vitesses destiné à un dispositif d'entraînement de véhicule hybride - Google Patents

Dispositif de changement de vitesses destiné à un dispositif d'entraînement de véhicule hybride Download PDF

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Publication number
WO2014203709A1
WO2014203709A1 PCT/JP2014/064524 JP2014064524W WO2014203709A1 WO 2014203709 A1 WO2014203709 A1 WO 2014203709A1 JP 2014064524 W JP2014064524 W JP 2014064524W WO 2014203709 A1 WO2014203709 A1 WO 2014203709A1
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WIPO (PCT)
Prior art keywords
clutch
torque
engine torque
shift
engine
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Application number
PCT/JP2014/064524
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English (en)
Japanese (ja)
Inventor
新也 原田
貴尚 新井
文哉 安東
Original Assignee
アイシン精機株式会社
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Publication date
Application filed by アイシン精機株式会社 filed Critical アイシン精機株式会社
Priority to CN201480028829.0A priority Critical patent/CN105246752B/zh
Publication of WO2014203709A1 publication Critical patent/WO2014203709A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/023—Clutch engagement rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0627—Fuel flow rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50287—Torque control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/7044—Output shaft torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • F16D2500/70458—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/44—Removing torque from current gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a shift control device for a hybrid vehicle drive device including an internal combustion engine and a motor as a travel drive source.
  • Patent Document 1 Conventionally, as an example of a method for driving a hybrid vehicle including an internal combustion engine and a motor, there is a configuration as shown in Patent Document 1.
  • an input shaft of an automatic transmission is connected to an output shaft of an internal combustion engine via a clutch, and a motor is connected to an output shaft and drive wheels of the automatic transmission.
  • an automated manual transmission AMT that is automated by adding an actuator to a manual transmission that selectively meshes one of a plurality of gear pairs is used. it can.
  • AMT automated manual transmission
  • this automatic transmission when the vehicle speed exceeds a predetermined shift line set in advance, a shift command is transmitted from the control device.
  • the clutch is first controlled to be disengaged, the throttle opening is reduced, and the output of the internal combustion engine is suppressed. At this time, the clutch disengagement speed is controlled in accordance with the decrease speed of the drive torque of the internal combustion engine.
  • the AMT releases the meshing of the previously engaged gear pair, and then Control is performed so that the gear pair of the gear stage to be shifted is engaged.
  • the insufficient driving torque is set so as to satisfy the driver required torque determined from the accelerator depression amount of the driver. It is controlled to be added by driving a secondary driving force (for example, a motor).
  • the disconnection speed for disconnecting the clutch at the time of shifting is sequentially controlled in accordance with the decrease speed of the drive torque of the internal combustion engine. For this reason, after the gear shift command is transmitted from the control device, the time until the gear pair of the gear stage to be shifted next is engaged and the series of gear shift control is completed becomes long, and the control load for clutch disengagement increases. There is a problem. In order to reduce the driving torque of the internal combustion engine at the fastest speed, it is conceivable to execute fuel cut to the internal combustion engine together with clutch disengagement control.
  • the decrease speed of the drive torque of the internal combustion engine which is reduced by the fuel cut, exceeds the operating speed of the clutch, the drive torque of the internal combustion engine becomes 0 during the clutch connection, and eventually the negative torque There is a risk of becoming.
  • the negative torque of the internal combustion engine may be transmitted to the drive wheels via the connected clutch, leading to a deterioration in drivability.
  • the present invention has been made in view of the above problems, and an object of the present invention is to provide a shift control device capable of completing a shift operation in a short time while securing good drivability in a hybrid vehicle drive device.
  • a transmission control apparatus for a hybrid vehicle driving apparatus comprising: an internal combustion engine mounted on a vehicle, wherein an engine torque output from an output shaft is controlled by an output control mechanism; One of a plurality of shift speeds that has an input shaft to be coupled and an output shaft that is rotationally coupled to a drive wheel, and that allows the input shaft and the output shaft to be rotationally coupled at different gear ratios.
  • An automatic transmission that is selectively meshed and coupled by a mechanism, a clutch that can be switched between a connection state in which the output shaft and the input shaft are rotationally connected and a disconnected state in which the connection is released, and the connection state and the disconnection state.
  • a clutch drive mechanism that adjusts the clutch torque transmitted by the clutch in the connected state, and an access that is operated by the driver.
  • a torque instruction unit that determines a drive torque required for the drive wheels determined by the amount of operation of the device as a driver request torque, and is rotationally connected to an output shaft of the automatic transmission and the drive wheels, and is combined with the engine torque
  • a shift control device for a drive device for a hybrid vehicle comprising: a motor that generates motor torque so that torque becomes the driver required torque to drive the drive wheels, wherein the current operation amount of the accelerator device and the Based on the amount of change in the current rotation speed of the output shaft, the predicted shift line arrival time from the present until the rotation speed of the output shaft exceeds the shift line of one of the plurality of shift speeds is calculated.
  • a shift time calculation unit that performs the clutch disengagement preliminary control transition determination unit that determines that the calculated shift line arrival predicted time has reached a preset reference time;
  • An engine torque reduction control unit that operates the output control mechanism to reduce the engine torque to a preset engine torque threshold according to the driver request torque when the estimated shift line arrival predicted time becomes the reference time;
  • a clutch torque threshold that is set higher by a predetermined amount that is set in advance according to the maximum drive speed of the clutch drive mechanism than the engine torque threshold by operating the clutch drive mechanism in accordance with the operation of the engine torque reduction control unit.
  • a clutch torque reduction control unit that reduces the clutch torque until the required torque control unit that causes the motor to generate motor torque so that a combined torque with the engine torque threshold becomes the driver request torque, and the rotational speed of the output shaft
  • the output control mechanism is activated to
  • a clutch disengagement control unit that performs an L-cut control to reduce the engine torque of the internal combustion engine to 0 or less, and operates the clutch drive mechanism at the maximum drive speed simultaneously with the operation of the output control mechanism to disengage the clutch. And, after the clutch is in the disengaged state, operates the gear switching mechanism to establish the one gear position, and operates the clutch drive mechanism to bring the clutch into the connected state.
  • the engine torque (driving torque of the internal combustion engine) is lower than the engine torque at the time of steady running where the shift control is not performed.
  • Fuel cut control is performed from the set state, that is, the state set to the engine torque threshold.
  • the clutch torque is set to be larger than the engine torque threshold by a predetermined amount, that is, from the clutch torque threshold set to be lower than the clutch torque in the fully connected state in which the clutch is set during steady running.
  • Clutch disengagement control is performed at the maximum drive speed of the clutch drive mechanism.
  • the time until the engine torque is reduced to 0 or less and the time until the clutch torque is disengaged can be shortened compared to the prior art, and the speed change time can be shortened. It becomes. Further, at this time, the clutch can be disconnected without performing feedback control of the clutch torque in accordance with the decrease of the engine torque, so that the control load of the clutch can be reduced.
  • the clutch disengagement control unit after the output control mechanism starts the fuel cut control, the clutch is driven by the clutch drive mechanism until the engine torque decreases to 0 or less.
  • the clutch torque that is operated at the driving speed and is in the disconnected state is close to the engine torque and does not fall below.
  • the clutch torque can be made closer to the engine torque without being lower than the engine torque during the clutch disengagement control. Since the clutch torque is controlled so as not to be lower than the engine torque, the rotation of the internal combustion engine can be prevented from slipping (blowing) by the clutch when the clutch torque is lower than the engine torque, and deterioration of drivability is suppressed. it can. Further, since the engine torque and the clutch torque are controlled to approach each other, after the engine torque becomes 0 or less (negative torque), the clutch torque becomes 0 in a short time, and a disconnected state can be reached. As a result, the time during which the negative torque of the engine torque is transmitted to the drive wheels via the engaged clutch can be shortened, so that deterioration in drivability can be suppressed.
  • the engine torque threshold is set based on the engine torque controlled by the output control mechanism when traveling only by the internal combustion engine, it is easy to set in advance and the control load is reduced.
  • the calculated shift line arrival predicted time is calculated by the clutch disengagement preliminary control transition determination unit.
  • the calculated shift line arrival prediction time is a time required for the engine torque reduction control unit to reduce the engine torque to the engine torque threshold, and the clutch torque reduction. It is determined whether or not the control time is equal to or greater than a reference time threshold set based on a larger time among the time required to reduce the clutch torque to the clutch torque threshold, and the shift line arrival prediction calculated If it is determined that the time is equal to or greater than the reference time threshold, the engine torque reduction control unit is shifted to.
  • the rotation speed of the output shaft exceeds one shift line, so that the subsequent control can be performed accurately and reliably.
  • FIG. 7 is a partially enlarged view of the time chart of FIG. 6. It is a skeleton figure explaining the automatic transmission of another embodiment.
  • FIG. 1 is a diagram schematically illustrating a device configuration of a hybrid vehicle drive device 1 to be controlled by the speed change control device of the present embodiment.
  • the hybrid vehicle drive device 1 includes an engine 2 (corresponding to the internal combustion engine of the present invention) and a motor generator 5 (corresponding to the motor of the present invention) mounted in parallel at the front side of the chassis 90 as a travel drive source. Alternatively, the front driving wheels 91 and 91 can be driven by both.
  • the hybrid vehicle drive device 1 further includes an automatic transmission 3 and a clutch 4.
  • FIG. 2 is a diagram illustrating a schematic configuration of the engine 2, the automatic transmission 3, and the clutch 4 in FIG. In FIG. 1 and FIG. 2, broken arrows connecting the constituent devices indicate the flow of control.
  • FIG. 3 is a skeleton diagram illustrating the automatic transmission 3.
  • the engine 2 is disposed horizontally on the front side of the drive shaft 92 of the drive front wheels 91 and 91 on the chassis 90.
  • the engine 2, the clutch 4, and the automatic transmission 3 are arranged in the vehicle width direction in the order described.
  • a rotation axis is shared between the output shaft 21 of the engine 2 and the input shaft 31 of the automatic transmission 3.
  • a non-contact type engine speed sensor 22 that detects the speed of the output shaft 21 is provided.
  • the engine 2 is provided with a throttle valve 23 and an unillustrated injector.
  • the throttle valve 23 adjusts the amount of air sucked into the engine 2.
  • the injector adjusts the fuel supply amount in relation to the air intake amount.
  • a throttle actuator 24 for adjusting the throttle opening Slt of the throttle valve 23 is provided. Further, a throttle sensor 25 for detecting the throttle opening degree Slt is provided.
  • the throttle valve 23 and the injector correspond to an output control mechanism that controls the engine torque Te of the engine 2 output from the output shaft 21.
  • the clutch 4 is a dry / single-plate hydraulically operated friction clutch. As shown in FIG. 2, the clutch 4 includes a flywheel 41, a clutch disk 42, a pressure plate 44, a diaphragm spring 45, a clutch cover 46, a hydraulic direct cylinder (concentric slave cylinder) 47, and the like.
  • the flywheel 41 is formed of cast iron or the like, has a thick disc shape, has a mass that maintains inertia, and is fixed coaxially to the output shaft 21 of the engine 2.
  • a substantially cylindrical clutch cover 46 is erected from the outer peripheral portion of the end surface of the flywheel 41 opposite to the engine 2 toward the axial direction.
  • a substantially disc-shaped clutch disc 42 is disposed inside the clutch cover 46 and adjacent to the flywheel 41.
  • the clutch disk 42 is spline-coupled to the input shaft 31 of the automatic transmission 3 at the center and rotates integrally. Clutch fadings 43 and 43 are fixed to both surfaces near the outer periphery of the clutch disk 42
  • a substantially annular pressure plate 44 Adjacent to the clutch disk 42, a substantially annular pressure plate 44 is provided so as to be movable in the axial direction. As members for driving the pressure plate 44, a diaphragm spring 45 and a hydraulic direct cylinder 47 are provided. Further, a clutch actuator 48 for operating the hydraulic direct cylinder 47 is provided as a clutch drive mechanism.
  • the clutch actuator 48 includes a DC motor 481, a speed reduction mechanism 482 including a worm gear, an output wheel 483, an output rod 484, a master cylinder 485, an assist spring 486, a stroke sensor 487, and the like.
  • FIG. 4 is a diagram illustrating and explaining the torque transmission characteristics of the clutch 4.
  • the horizontal axis represents the operation amount Ma of the output rod 484 of the clutch actuator 48
  • the vertical axis represents the transmittable clutch torque Tc.
  • the hydraulic direct cylinder 47 is operated in the axial direction of the input shaft 31 according to the operation amount Ma of the output rod 484 of the clutch actuator 48.
  • the automatic transmission 3 is operated by adding actuators 34a to 34c and 35 to a manual transmission that selectively engages and connects one of a pair of gears constituting a plurality of gears by a driver's shift lever operation.
  • AMT automated manual transmission
  • the automatic transmission 3 has a parallel shaft gear meshing having five forward speeds and one reverse speed stage between the input shaft 31 and the output shaft 32 arranged in parallel. It has the structure of the formula.
  • the input shaft 31 is rotationally driven by the engine torque Te output from the engine 2 via the clutch 4.
  • a rotation speed sensor 37 that detects an input shaft rotation speed Ni to the input shaft 31 is provided in the vicinity of the input shaft 31.
  • the output shaft 32 is gear-coupled to the input side of a differential device 93 disposed in the center in the vehicle width direction, and is rotationally connected to the driving front wheels 91 and 91 via the differential device 93 and the drive shaft 92.
  • the automatic transmission 3 has a gear switching mechanism for selectively releasing and coupling one of a plurality of shift speeds.
  • the gear switching mechanism includes a first gear shift device 34a to a third gear shift device 34c and a select device 35.
  • the first gear shift device 34a to the third gear shift device 34c are represented by a single rectangle for convenience, but are actually separate devices.
  • the first gear shift device 34a to the third gear shift device 34c and the selection device 35 are driven by their own actuators. Since the driving methods of the first to third gear shift devices 34a to 34c and the selection device 35 are known, a detailed description thereof will be omitted (see, for example, JP-A-2004-176894).
  • the motor generator 5 may be a motor having only the function of an electric motor, but in the present embodiment, it also has the function of a generator. As shown in FIG. 1, the motor generator 5 is disposed behind the drive shaft 92 of the drive front wheels 91 and 91 on the chassis 90. The motor generator 5 is a three-phase AC rotating electric machine that is generally used in a hybrid vehicle.
  • the output shaft 80 of the motor generator 5 shown in FIG. 3 is rotationally connected to the input side of the differential device 93 via a speed reduction mechanism described later shown in FIG. Therefore, the output shaft 80 of the motor generator 5 is rotationally connected to both the output shaft 32 of the automatic transmission 3 and the driving front wheels 91 and 91.
  • an inverter 55 and a battery 56 are mounted on the rear side of the chassis 90.
  • the inverter 55 has an AC terminal 55A and a DC terminal 55D as input / output terminals.
  • AC terminal 55A is connected to power supply terminal 5A of motor generator 5
  • DC terminal 55D is connected to terminal 56D of battery 56.
  • the inverter 55 has a DC / AC conversion function for converting DC power output from the battery 56 into AC power having variable frequency and supplying the AC power to the motor generator 5.
  • the inverter 55 has an AC / DC conversion function for charging the battery 56 by converting AC power generated by the motor generator 5 into DC power.
  • the battery 56 may be provided exclusively for driving driving, or may be used for other purposes.
  • the motor generator 5 functions as an electric motor when supplied with AC power. At this time, the motor generator 5 can drive the front wheels 91 and 91 by generating a motor torque Tm that can be added to the engine torque Te. Thus, the sum of the engine torque Te and the motor torque Tm is the driver request torque Td required for the front drive wheels 91, 91.
  • the driver request torque Td is determined by an accelerator opening W that is a depression amount (operation amount) of an accelerator pedal Ap (corresponding to the accelerator device of the present invention) operated by the driver.
  • the driver request torque Td is calculated and instructed by the torque instruction unit. Further, when the motor generator 5 is driven by a part of the generated torque of the engine torque Te, it functions as a generator and can charge the battery 56.
  • the automatic transmission 3 includes an input shaft 31, an output shaft 32, a first intermediate shaft 33, and a second intermediate shaft 36 arranged in parallel with the input shaft 31.
  • a first drive gear 61 that constitutes the first shift stage and a second drive gear 62 that constitutes the second shift stage are fixed to the input shaft 31 so as not to rotate relative to the input shaft 31 in order from the clutch 4 side. .
  • a reverse drive gear 60 is fixed between the first drive gear 61 and the second drive gear 62 so as not to rotate relative to the input shaft 31.
  • the bearing is rotatably supported via an input shaft 31 and a bearing (not shown).
  • third and fourth clutch rings 63a and 64a constituting the second gear shift device 34b are respectively connected to the third and fourth drive gears 63 and 64, respectively. It is fixed coaxially and integrally. Splines formed extending in the axial direction of the input shaft 31 are provided on the outer peripheral surfaces of the third and fourth clutch rings 63a and 64a.
  • a fifth clutch ring 65a constituting the third gear shift device 34c is coaxially and integrally fixed to the side surface of the fifth drive gear 65 opposite to the engine 2. Splines formed extending in the axial direction of the input shaft 31 are also provided on the outer peripheral surface of the fifth clutch ring 65a.
  • clutch hubs 66 and 67 are fixed to the input shaft 31 so as not to rotate relative to each other between the third and fourth drive gears 63 and 64 and on the fifth clutch ring 65a side of the fifth drive gear 65, respectively.
  • Splines similar to the splines provided on the outer peripheral surfaces of the third to fifth clutch rings 63a, 64a, 65a are also provided on the outer peripheral surfaces of the clutch hubs 66, 67, respectively.
  • the first reverse driven gear 70a of the reverse gear is fixed to the first intermediate shaft 33 supported by the housing of the automatic transmission 3 so as not to be relatively rotatable.
  • the first reverse driven gear 70 a is always meshed with the reverse drive gear 60 fixed to the input shaft 31.
  • the output shaft 32 is supported by a first driven gear 71 constituting the first shift stage and a second driven gear 72 constituting the second shift stage so as to be freely rotatable via a bearing (not shown).
  • the first driven gear 71 is always meshed with the first drive gear 61
  • the second driven gear 72 is always meshed with the second drive gear 62.
  • the third driven gear 73, the fourth driven gear 74, and the fifth driven gear 75 constituting the third to fifth shift speeds are fixed to the output shaft 32 so as not to be relatively rotatable.
  • the third to fifth driven gears 73 to 75 are always meshed with the third to fifth drive gears 63 to 65, respectively.
  • An output shaft rotational speed sensor 52 is disposed in the vicinity of the output shaft 32 and detects the output shaft rotational speed No of the output shaft 32.
  • the output shaft rotational speed sensor 52 is connected to the transmission ECU 12, transmits detection data to the transmission ECU 12, and the vehicle speed is calculated from the detection data.
  • the output shaft rotational speed sensor 52 may have any structure.
  • a first clutch ring 71a and a second clutch ring 72a constituting the first gear shift device 34a are respectively provided to the first and second driven gears 71. , 72 are coaxially fixed together.
  • Splines formed extending in the axial direction of the output shaft 32 are provided on the outer peripheral surfaces of the first and second clutch rings 71a and 72a.
  • a clutch hub 68 is fixed to the output shaft 32 between the first and second driven gears 71 and 72 so as not to rotate relative to the output shaft 32.
  • Splines similar to the splines provided on the outer peripheral surfaces of the first and second clutch rings 71 a and 72 a are also provided on the outer peripheral surface of the clutch hub 68.
  • the first final drive gear 76 is fixed to the end of the output shaft 32 on the engine 2 side so as not to rotate relative to the output shaft 32.
  • the first final drive gear 76 is meshed with a ring gear 93 a of a differential device (differential) 93 provided on the drive shaft 92 and is rotationally connected.
  • the differential device (differential) 93 includes both the ring gear 93a and the differential gear 93b, and is formed integrally with the automatic transmission 3.
  • a second reverse driven gear 70b is integrally provided on a sleeve 101 of the first gear shift device 34a described later.
  • the second provided integrally with the sleeve 101 is provided.
  • the reverse driven gear 70b and the first reverse driven gear 70a mesh with each other to form a reverse gear. At this time, the first gear is not established.
  • a motor driven gear 77 is fixed to the second intermediate shaft 36 supported by the housing of the automatic transmission 3 so as not to be relatively rotatable.
  • a second final drive gear 78 is fixed to the second intermediate shaft 36 so as not to be relatively rotatable.
  • the second final drive gear 78 is always meshed with a ring gear 93a of a differential gear (differential) 93 provided on the drive shaft 92 and is rotationally connected.
  • a motor drive gear 79 is fixed to the output shaft 80 (output shaft) of the motor generator 5 so as not to be relatively rotatable.
  • the motor drive gear 79 is always meshed with the motor driven gear 77.
  • a large-diameter gear 81 for parking is fixed to the end of the second intermediate shaft 36 on the engine 2 side so as not to be relatively rotatable.
  • the output shaft 80 of the motor generator 5 is rotationally connected to the output shaft 32 and the drive (front) wheels 91 and 91 of the automatic transmission 3.
  • the rotational driving force is transmitted to the driving shaft 92 and the driving front wheels 91, 91 via the motor driving gear 79, the motor driven gear 77, and the second final driving gear 78. Is done.
  • the first gear shift device 34a to the third gear shift device 34c having a dog clutch mechanism will be described.
  • the first gear shift device 34a to the third gear shift device 34c basically have the same configuration.
  • the second gear shift device 34b includes a clutch hub 66, a third clutch ring 63a and a fourth clutch ring 64a, a sleeve 101, a fork shaft 103 connected to the sleeve 101 by a fork 102, and an actuator 104.
  • a transmission ECU 12 and the like is a transmission ECU 12 and the like.
  • Splines extending in the axial direction of the input shaft 31 are formed on the inner peripheral surface of the sleeve 101, and the splines formed on the outer peripheral surface of the clutch hub 66, and the third clutch ring 63a and the fourth clutch ring 64a. It engages with each spline formed on the outer peripheral surface so as to be slidable in the axial direction.
  • the sleeve 101 is always engaged with the clutch hub 66 and rotates integrally.
  • the second gear shift device 34b is configured by the dog clutch mechanism as described above.
  • the actuator 104 reciprocates the sleeve 101 with a predetermined load along the axial direction via the fork shaft 103 and the fork 102.
  • the tip of the fork 102 is formed in accordance with the outer peripheral shape of the outer peripheral groove (not shown) of the sleeve 101.
  • a base end portion of the fork 102 is fixed to the fork shaft 103.
  • the stroke sensor 105 is disposed in the vicinity of the fork shaft 103, and detects the amount of movement of the fork shaft 103, that is, the amount of movement of the sleeve 101 in the axial direction.
  • the stroke sensor 105 is connected to the transmission ECU 12 and transmits detection data to the transmission ECU 12 (see the broken line in FIG. 3).
  • the stroke sensor 105 may have any structure.
  • the second gear shift device 34b performs shift switching between the third gear and the fourth gear through the neutral state.
  • the first gear shift device 34a performs shift switching between the first gear, the second gear, and the reverse gear through the neutral state.
  • the third gear shift device 34c performs shift switching between the neutral state and the fifth shift stage.
  • An electronic control unit (hereinafter abbreviated as an ECU) is provided to control and control each part of the hybrid vehicle drive device 1. That is, as shown in FIG. 1, an engine ECU 11, a transmission ECU 12, a motor ECU 13, and a battery ECU 14 are provided. Further, an HV-ECU 15 that controls the entire drive device 1 is provided. The ECUs 11 to 14 that are responsible for the respective parts are connected to the HV-ECU 15 by CAN communication or the like to exchange necessary information with each other, and are managed and controlled by the HV-ECU 15. Each of the ECUs 11 to 15 includes a CPU unit that executes arithmetic processing, a storage unit such as a ROM or a RAM that stores programs and various maps, and an input / output unit for exchanging information. Has been.
  • the engine ECU 11 starts the engine 2 by driving the starter 26 (see FIG. 1) in response to the operation of the ignition switch 27 (see FIG. 1). Further, the engine ECU 11 acquires a signal of the engine speed Ne of the output shaft 21 from the engine speed sensor 22 and acquires a signal of the throttle opening Slt from the throttle sensor 25. Then, the engine ECU 11 monitors the engine rotational speed Ne of the output shaft 21 and issues a command to the throttle actuator 24 to open and close the throttle valve 23 to control the injector, thereby controlling the engine torque Te and the engine rotational speed Ne. Is controlled to a desired value.
  • the engine speed Ne is not controlled only by the depression operation amount of the accelerator pedal Ap that the driver depresses, but a command from the hybrid ECU 15 (hereinafter sometimes referred to as HV-ECU 15). Is configured to be preferentially controlled.
  • the transmission ECU 12 executes shift control by controlling the clutch 4 and the automatic transmission 3 in association with each other.
  • the transmission ECU 12 controls the clutch torque Tc that can be transmitted by driving the DC motor 481 of the clutch actuator 48. Further, the transmission ECU 12 acquires a signal of the operation amount Ma of the output rod 484 from the stroke sensor 487, and grasps the clutch torque Tc at that time. Further, the transmission ECU 12 acquires the input shaft rotational speed Ni from the rotational speed sensor 37 of the automatic transmission 3. Further, the transmission ECU 12 drives each of the gear shift devices 34a to 34c and the selection device 35 to selectively release and mesh-couple one of the shift speeds to control the shift speed.
  • the transmission ECU 12 has shift conditions set for each shift stage, and starts shift control when the shift conditions are satisfied. The details of the shift control of the transmission ECU 12 will be described in detail in the description of the operation of the shift control device later.
  • the battery ECU 14 manages the state of charge SOC of the battery 56. Information on the state of charge SOC is sent to the HV-ECU 15 and is referred to during various controls. Further, when the state of charge SOC is reduced or excessively increased, control is quickly performed to return to a good state.
  • the HV-ECU 15 shares necessary information with the ECUs 11 to 14 that handle the respective parts, and controls the entire drive device 1 in an overall manner.
  • the HV-ECU 15 acquires information on the accelerator opening W from the accelerator opening sensor 51, and acquires information on the vehicle speed from the output shaft rotational speed sensor 52 (see FIGS. 1 and 2).
  • the accelerator opening sensor 51 is a sensor that detects a depression operation amount of an accelerator pedal Ap (corresponding to an accelerator device) operated by a driver, that is, an accelerator opening W. From the magnitude of the accelerator opening W, a driving torque (driver required torque Td) required for the driving front wheels 91 and 91 to propel the vehicle is determined.
  • the driver request torque Td is achieved by the sum of the engine torque Te generated by driving the engine 2 and the motor torque Tm generated by the motor 5.
  • the HV-ECU 15 also includes a shift time calculation unit 111, a clutch disconnection preliminary control transition determination unit 112, an engine torque reduction control unit 113, a clutch torque reduction control unit 114, a required torque control unit 115, a clutch disconnection control unit 116, and a gear position.
  • a switching unit 117 is provided.
  • the shift time calculation unit 111 calculates the current change amount of the output shaft 32 calculated from the output shaft rotational speed No of the output shaft 32 of the automatic transmission 3. Then, based on the current accelerator opening W (operation amount) of the accelerator device and the calculated current change amount, the output shaft rotational speed No of the output shaft 32 is a shift line of one shift stage among a plurality of shift stages. The shift line arrival predicted time Tes until the distance exceeds is calculated. The shift line is provided for each shift stage, and is stored as map data in a storage unit (not shown).
  • the horizontal axis in FIG. 5 is the output shaft rotational speed No of the output shaft 32 of the automatic transmission 3, and the vertical axis is the accelerator opening W.
  • Upshift shift line L12 shift from 1st speed to 2nd speed, the same applies hereinafter
  • L23 and L34 are indicated by solid lines
  • downshift shift lines L43, L32 and L21 of the downshift shift pattern are indicated by broken lines. It is shown. Note that L45 and L54, which are five-speed shift diagrams, are not shown.
  • the shift time calculation unit 111 calculates and predicts the time (shift line arrival prediction time Tes) from the present until the shift condition is satisfied from the calculated change amount of the output shaft rotation speed No.
  • Shift line arrival prediction time Tes (((output shaft rotation speed No of one shift line at current accelerator opening W in map data) ⁇ (current output shaft rotation speed No)) / (X rpm / 64 msec) where X: A change amount of the output shaft rotational speed No measured every 64 msec.
  • the shift line arrival prediction time Tes is obtained from the amount of change in the output shaft rotational speed No measured every 64 msec.
  • the amount of change in the output shaft rotational speed No can be calculated as an average value, the amount of change that may be instantaneously negative can be obtained as a positive value, and the shift line arrival predicted time Tes can be stably obtained.
  • the measurement time of 64 msec is an example, and any value may be used for measurement.
  • the method for obtaining the shift line arrival prediction time Tes is not limited to the above method.
  • the clutch disengagement preliminary control transition determination unit 112 is a processing unit that determines whether the calculated shift line arrival predicted time Tes has reached a preset reference time TB. In the clutch disengagement preliminary control, the engine torque Te and the clutch torque Tc are reduced to the preset engine torque threshold value Xe and the clutch torque threshold value Xc in order to perform the shift control to one predicted gear that will come soon. This is the control to wait for.
  • the engine torque threshold value Xe is a value set in advance so as to be slightly lower than the engine torque Te when the vehicle travels only by the engine 2 without using the motor generator 5.
  • the engine torque threshold value Xe may be arbitrarily set by obtaining an optimum value by an experiment or the like in advance (see FIG. 6).
  • the clutch torque threshold value Xc is a value larger by a predetermined amount S than the engine torque threshold value Xe.
  • the predetermined amount S is set in advance according to the maximum drive speed Vmax of the clutch drive mechanism.
  • the predetermined amount S is the value of the clutch 4 that is operated to the disconnected state at the maximum drive speed Vmax until the engine torque Te of the engine 2 decreases to 0 or less after the output control mechanism starts fuel cut control.
  • the clutch torque Tc is set to a magnitude that approaches the engine torque Te and does not fall below the engine torque Te, as shown in the R part of FIG. At this time, the approach distance between the clutch torque Tc and the engine torque Te is preferably 0, and in this embodiment, the clutch torque Tc and the engine torque Te are in contact with each other at the R portion.
  • the clutch disengagement preliminary control transition determination unit 112 determines that the calculated shift line arrival predicted time Tes has reached the reference time TB, and then further determines whether the shift line arrival predicted time Tes is equal to or greater than the reference time threshold TC. Determine whether or not.
  • the reference time threshold TC is the time Ti (see FIG. 6) required for the engine torque reduction control unit 113 to reduce the engine torque Te to the engine torque threshold Xe, and the clutch torque reduction control unit 114 converts the clutch torque Tc to the clutch torque.
  • the threshold value is set based on the larger one of the times Tii (see FIG. 6) required to reduce the threshold value Xc. Details will be described later. If it is determined that the shift line arrival prediction time Tes is equal to or greater than the reference time threshold TC, the process shifts to the engine torque reduction control unit 113.
  • the engine torque reduction control unit 113 When it is determined that the shift line arrival prediction time Tes is within the reference time TB, the engine torque reduction control unit 113 operates the output control mechanism to set the engine torque Te in advance according to the driver request torque Td. Control to lower the torque threshold value Xe is performed.
  • the clutch torque reduction control unit 114 operates the clutch drive mechanism in accordance with the control of the engine torque reduction control unit 113, and reduces the clutch torque to the clutch torque threshold value Xc set higher by a predetermined amount S than the engine torque threshold value Xe.
  • the clutch disengagement control unit 116 operates the output control mechanism when the output shaft rotational speed No of the output shaft 32 reaches or exceeds one shift line (for example, the fourth speed shift line) to cut the fuel. Take control. As a result, the engine torque Te of the engine 2 is reduced to 0 or less. At the same time, the clutch drive mechanism is operated at the maximum drive speed Vmax to disengage the clutch 4.
  • one shift line for example, the fourth speed shift line
  • the gear position switching unit 117 operates the gear switching mechanism to establish, for example, the fourth gear position, which is one gear position. Thereafter, the clutch drive mechanism is operated to bring the clutch 4 into a connected state.
  • the horizontal axis indicates the elapsed time T.
  • the vertical axis represents the shaft rotational speed rpm (motor rotational speed Nmo, input shaft rotational speed Ni, engine rotational speed Ne, output shaft rotational speed No), torque Nm (clutch torque Tc, engine torque Te, driver required torque in order from the top. Td, motor torque Tm) and gear stage states (required gear stage and actual gear stage) are shown.
  • the engine torque Te is equal to the driver request torque Td and the clutch torque Tc is in the fully connected state shown in FIG. 4 before the shift control (before T1).
  • the engine ECU 11 sends a command to the output control mechanism to cut fuel.
  • the output control mechanism controls the throttle valve 23 to be fully closed, and stops the fuel supply of the fuel supplied to the engine 2 (fuel cut control).
  • the engine torque Te decreases from a torque having the same magnitude as the driver request torque Td toward the torque 0.
  • the engine torque Te is controlled to be reduced from a large torque equal to the driver request torque Td. For this reason, even if the output control mechanism is operated and the fuel cut control is executed, the time until the torque is greatly reduced to 0 or less is greatly affected by the residual torque or the like.
  • the characteristic of the engine torque Te after T1 is a broken line. This is because the delay until the fuel cut is actually executed after the fuel cut control command is transmitted. This is caused by the influence of residual torque and the like.
  • the transmission ECU 12 operates the clutch drive mechanism to start the disconnect control of the clutch 4 in the fully connected state.
  • feedback control is performed so that the clutch torque Tc of the clutch 4 is slightly larger than the engine torque Te.
  • the engine torque Te when the decreasing speed of the engine torque Te is lower than the decreasing speed of the clutch torque Tc, the engine torque Te may exceed the clutch torque Tc. In such a case, the connection (engagement) of the clutch 4 slips, and the rotation of the engine 2 may be blown up.
  • the T2-T7 section of the time chart shown in FIG. 7 shows the known AMT shift control. Therefore, a detailed description is omitted and only a brief description is given.
  • the sleeve 101 is first moved in the axial direction (the direction opposite to the engine 2) by the operation of the gear shift device 34b described above.
  • the gear shift device 34b described above.
  • the gear shift device 34b is in the neutral state, and the input shaft rotational speed Ni of the input shaft 31 that is in the free state during this period changes substantially constant.
  • the sleeve 101 is moved in the axial direction (the direction opposite to the engine 2) by the operation of the gear shift device 34b.
  • the splines formed on the inner peripheral surface of the sleeve 101 and the splines on the outer peripheral surface of the fourth clutch ring 64a are engaged with each other after rotation synchronization, and the fourth shift stage is established.
  • the input shaft rotational speed Ni decreases according to the gear ratio of the fourth gear.
  • the clutch drive mechanism connects the clutch 4. Control to the state is started. Thereafter, the clutch 4 is gradually connected, the connection is completed at T7, and the clutch 4 is brought into a connected state.
  • Step S10 in the flowchart 1 is a processing unit in a section before T0 in the time chart of FIG.
  • a change amount for example, rotational acceleration a
  • the output shaft rotation speed No is one of the plurality of shift speeds (for example, the fourth shift speed).
  • the shift line arrival predicted time Tes until the shift line L34 is shifted is calculated.
  • step S12 processing portion of the clutch disengagement preliminary control transition determining unit 112
  • step S14 processing unit of the clutch disengagement preliminary control transition determination unit 112
  • the reference time threshold value TC is the time Ti (see FIG. 6) required to reduce the engine torque Te of the engine 2 to the engine torque threshold value Xe, and the clutch torque threshold value in which the clutch torque Tc is set in advance.
  • the larger value of the time Tii (see FIG. 6) required to decrease to Xc is set. Time Ti and time Tii are values based on actually measured data measured in advance.
  • step S16 If the shift line arrival prediction time Tes is equal to or greater than the reference time threshold TC, the subsequent control can be executed, and the process moves to step S16. If the shift line arrival prediction time Tes is less than the reference time threshold TC, the process returns to step S10. In other words, if it is less than the reference time threshold value TC, the clutch torque Tc and the engine torque Te reach one shift line in the middle of decreasing to the clutch torque threshold value Xc and the engine torque threshold value Xe, respectively. For this reason, the control is not performed, the process returns to step S10, and the processes of step S10, step S12, and step S14 are repeatedly performed until the next calculated shift line arrival predicted time Tes is equal to or greater than the reference time threshold TC. Note that step S14 can be omitted, and the corresponding effect can be obtained.
  • step S16 processing section of the clutch disengagement preliminary control transition determination section 112
  • the shift notice switch is turned on. This starts control for disengaging the clutch according to the present invention (corresponding to the T0 position in FIG. 6).
  • step S18 (a processing unit of the engine torque reduction control unit 113), the output control mechanism is operated, the throttle valve 23 is closed, and the injector is controlled. As a result, the engine torque Te is lowered to the engine torque threshold value Xe set in advance according to the driver request torque Td and held. In FIG. 6, the operation is performed between T0 and T1.
  • step S20 the processing unit of the clutch torque reduction control unit 114
  • the clutch drive mechanism is operated in accordance with the control of the engine torque reduction control unit 113.
  • the clutch torque Tc is reduced and held up to the clutch torque threshold value Xc set higher by the predetermined amount S than the engine torque threshold value Xe.
  • the operation is between T0 and T1.
  • step S22 (a processing unit of the required torque control unit 115), the motor 5 is controlled to generate the motor torque Tm obtained by subtracting the engine torque threshold value Xe from the calculated driver required torque Td.
  • the operation is between T0 and T1.
  • step S24 processing unit of the clutch disengagement control unit 116
  • one shift line for example, a 4th speed shift line. If it is determined that one shift line has been exceeded, the process moves to step S26 (T1 position in FIG. 6). If the output shaft rotational speed No does not exceed one shift line (before the T1 position in FIG. 6), the process moves to step S18. Then, the processes in steps S18 to S24 are repeated until it is determined in step S24 that the output shaft rotational speed No has exceeded one shift line.
  • step S26 processing unit of the clutch disengagement control unit 116
  • the shift notice switch is turned off (T1 position in FIG. 6).
  • step S28 processing portion of the clutch disengagement control unit 116
  • the output control mechanism is operated to control the injector and perform fuel cut.
  • the engine torque Te of the engine 2 is reduced to 0 or less.
  • the operation is shown in the range of T1 to T2 in FIG. More specifically, the operation is shown in the range of t1 to t4 in FIG. 9 in which T1 to T2 are enlarged and displayed.
  • FIG. 9 shows the period from when the fuel cut instruction is transmitted from the engine ECU 11 until the engine torque Te actually becomes 0 or less.
  • t1 is the time when the fuel cut instruction is transmitted.
  • t1-t2 is a response delay time (range) of the engine torque Te. Then, fuel cut is actually started at t2, and control for reducing the engine torque Te to 0 or less is completed at t4.
  • step S30 processing unit of the clutch disengagement control unit 116
  • the clutch drive mechanism is operated at the maximum drive speed Vmax simultaneously with step S28 in order to place the clutch 4 in a disengaged state.
  • the operation is shown in the range of T1 to T2 in FIG. More specifically, the operation is shown in the range of t1 to t5 in FIG. 9 in which T1 to T2 are enlarged and displayed.
  • the torque is smaller than the negative torque ( ⁇ Te).
  • step S32 processing unit of the gear position switching unit 117
  • the well-known AMT shift control is performed from T2 to T7 in FIG.
  • the fourth shift stage is formed, and the input shaft 31, the fourth drive gear 64, the fourth driven gear 74, the output shaft 32, the first final drive gear 76, the ring gear 93a, the differential device 93 and the drive shaft 92 are connected.
  • the driving front wheels 91 and 91 are rotationally driven by the engine torque Te.
  • the engine torque Te is set to be lower than the engine torque Te during steady running without performing shift control, That is, the fuel cut control is performed from the state set to the engine torque threshold value Xe.
  • the clutch torque threshold value Xc is set lower than the clutch torque Tc in the state where the clutch torque Tc is set to be larger than the engine torque threshold value Xe by a predetermined amount S, that is, in the fully connected state set during steady running. From this state, the clutch disengagement control is performed at the maximum drive speed Vmax of the clutch drive mechanism.
  • the clutch disengagement preliminary control state (FIG. 6, T0 to T1) so that the clutch torque Tc does not fall below the engine torque Te and can approach the engine torque Te.
  • the clutch torque threshold value Xc is set to be larger than the engine torque threshold value Xe by a predetermined amount S.
  • the clutch torque Tc becomes 0 in a short time and the disengaged state. Can be reached.
  • the time during which the negative torque of the engine torque Te is transmitted to the drive wheels via the clutch 4 being connected can be shortened, so that deterioration in drivability can be satisfactorily suppressed.
  • the engine torque threshold value Xe to be reduced by the engine torque reduction control unit 113 can be set based on the engine torque Te controlled by the throttle valve 23 when traveling only by the engine 2, so in advance Easy to set and control load is reduced.
  • the clutch disengagement preliminary control transition determination unit 112 determines that the calculated shift line arrival prediction time Tes has reached the reference time TB.
  • a reference time threshold set based on the larger time of the time Tes required to reduce the engine torque Te to the engine torque threshold Xe and the time required to reduce the clutch torque Tc to the clutch torque threshold Xc. It is determined whether it is TC or more. If it is determined that the shift line arrival prediction time Tes is equal to or greater than the reference time threshold TC, the process shifts to the engine torque reduction control unit 113. As a result, after the engine torque Te and the clutch torque Tc are reliably reduced to the engine torque threshold value Xe or the clutch torque threshold value Xc, respectively, the rotational speed of the output shaft 32 exceeds one shift line. Can be implemented reliably.
  • a predetermined amount is set so that the decrease curve of the engine torque Te and the decrease curve of the clutch torque Tc coincide with each other and become zero.
  • the size of S may be set.
  • the engine torque Te may exceed the clutch torque Tc in the decreasing process before the engine torque Te and the clutch torque Tc become zero.
  • the amount is very small. For this reason, it is highly possible that the engine torque Te exceeds the clutch torque Tc and the magnitude at which the engine 2 blows up is within the allowable range for drivability.
  • the magnitude of the predetermined amount S may be set so that the decrease curve of the engine torque Te and the decrease curve of the clutch torque Tc coincide with each other and become zero as described above.
  • the automatic transmission 3 shown in FIG. 3 is applied.
  • the automatic transmission may be changed to an automatic transmission 123 shown in FIG.
  • the automatic transmission 123 has the same configuration as the automatic transmission 3 except that the output shaft 80 of the motor generator 5 is rotationally connected to the output shaft 32.
  • a predetermined speed change mechanism is provided between the output shaft 80 and the output shaft 32. Even with such a configuration, the same effect as in the above embodiment can be expected.
  • an automatic transmission can be used.
  • the machine may have any configuration.
  • the requirements for the motor generator 5 to be rotatably connected to the output shaft 32 are that no torque is generated in the input shaft 31 during the shift control and that the driver requested torque is applied to the driving front wheels 91 and 91. This is because the generation of the shortage of Td by the motor generator 5 is simultaneously established.
  • the gear shift devices 34a to 34c of the automatic transmissions 3 and 123 are dog clutch mechanisms having no synchronizer ring.
  • the present invention is not limited to this mode, and the gear shift device may have a speed change configuration having a synchro mechanism.
  • SYMBOLS 1 Hybrid vehicle drive device, 2 ... Engine (internal combustion engine), 3 ... Automatic transmission, 4 ... Clutch, 5 ... Motor generator (motor), 11 ... Engine ECU , 12 ... Transmission ECU, 13 ... Motor ECU, 14 ... Battery ECU 15 ... HV-ECU, 21 ... Output shaft, 22 ... Engine speed sensor, 23 ... Throttle valve (output control mechanism) 24 ... Throttle actuator 25 ... Throttle sensor 31 ... Input shaft 32 ... Output shaft 33 ... First intermediate shaft 34a to 34c ..: gear switching device (gear switching mechanism), 35 ... select actuator (gear switching mechanism), 36 ...: second intermediate shaft, 37 ...

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Fluid Mechanics (AREA)
  • Physics & Mathematics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif de changement de vitesses destiné à un dispositif d'entraînement de véhicule hybride qui permet de changer de vitesse rapidement tout en garantissant un bon confort de conduite, et qui est muni : d'une unité de calcul de moment de changement de vitesse qui calcule le moment prédit de changement de vitesse par rapport au moment actuel ; d'une unité de détermination de passage à un contrôle préliminaire après un embrayage ; d'une unité de commande de diminution de couple moteur qui réduit le couple moteur jusqu'à une valeur de seuil de couple moteur ; d'une unité de commande de diminution de couple d'embrayage qui réduit le couple d'embrayage jusqu'à une valeur de seuil de couple d'embrayage ; d'une unité de commande de couple à la demande ; d'une unité de commande d'embrayage qui, lorsque la vitesse de rotation d'un arbre de sortie dépasse une vitesse prédéterminée, coupe l'alimentation en carburant afin de réduire le couple moteur à zéro ou moins, et active un mécanisme d'entraînement d'embrayage à la vitesse d'entraînement maximale, de façon à placer l'embrayage dans un état déconnecté ; et d'une unité de changement de vitesses.
PCT/JP2014/064524 2013-06-18 2014-05-30 Dispositif de changement de vitesses destiné à un dispositif d'entraînement de véhicule hybride WO2014203709A1 (fr)

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JP2013127396A JP6052073B2 (ja) 2013-06-18 2013-06-18 ハイブリッド車両用駆動装置の変速制御装置

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JP6558149B2 (ja) * 2015-08-28 2019-08-14 アイシン精機株式会社 ハイブリッド車両用駆動装置
JP2017129257A (ja) * 2016-01-22 2017-07-27 トヨタ自動車株式会社 車両用動力伝達装置の制御装置
US10697500B2 (en) * 2017-11-03 2020-06-30 GM Global Technology Operations LLC Two path sealed clutch
JP7151103B2 (ja) * 2018-03-08 2022-10-12 トヨタ自動車株式会社 内燃機関の制御装置
JP2020125015A (ja) * 2019-02-05 2020-08-20 トヨタ自動車株式会社 ハイブリッド車両の制御装置
DE102019207105A1 (de) * 2019-05-16 2020-11-19 Zf Friedrichshafen Ag Ruckfreier Gangwechsel beim Inchen
JP7230831B2 (ja) * 2020-01-16 2023-03-01 トヨタ自動車株式会社 ハイブリッド自動車

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CN117416337B (zh) * 2023-12-14 2024-03-29 南昌大学 一种无同步环3dht动力换挡控制方法

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