WO2015133570A1 - 車両用駆動装置の制御装置 - Google Patents
車両用駆動装置の制御装置 Download PDFInfo
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- WO2015133570A1 WO2015133570A1 PCT/JP2015/056490 JP2015056490W WO2015133570A1 WO 2015133570 A1 WO2015133570 A1 WO 2015133570A1 JP 2015056490 W JP2015056490 W JP 2015056490W WO 2015133570 A1 WO2015133570 A1 WO 2015133570A1
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- engagement
- rotational speed
- engagement device
- speed difference
- control unit
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- 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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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- 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
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- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention provides a control device that controls a vehicle drive device in which a specific engagement device, a rotating electrical machine, and a transmission device are provided in order from the side of the internal combustion engine on a power transmission path that connects the internal combustion engine and wheels. About.
- Patent Document 1 Regarding the control device as described above, for example, the technique described in Patent Document 1 below is already known.
- the upshift control on-upshift control and on-upshift control is performed while maintaining the specific engagement device in the direct engagement state. It is comprised so that it may call.
- a vehicle drive device in which a specific engagement device, a rotating electrical machine, and a transmission device are provided in order from the side of the internal combustion engine in a power transmission path connecting the internal combustion engine and wheels is a control target
- the transmission includes a plurality of engagement devices, and a plurality of shift stages having different gear ratios are selectively formed according to the engagement state of the plurality of engagement devices.
- the engagement and release of the plurality of engagement devices are controlled to switch to a gear stage having a small gear ratio.
- a shift control unit that performs upshift control is provided, and the shift control unit is an engagement-side engagement that is the engagement device that is engaged to switch the shift stage during the execution of the on-upshift control.
- the rotation between the pair of engaging members of the device When reducing the speed difference and controls the specific engagement device in the slipping engagement state, it lies in reducing the rotational speed of the rotating electrical machine with respect to the rotational speed of the internal combustion engine.
- the “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator that functions as both a motor and a generator as necessary.
- the specific engagement device when the difference in rotational speed of the engagement side engagement device is reduced, the specific engagement device is controlled to be in the sliding engagement state, so that the internal combustion engine and the rotating electrical machine rotate integrally. Therefore, the inertial system of the internal combustion engine can be separated from the inertial system of the rotating electrical machine. Therefore, the moment of inertia of the rotating member that rotates integrally with the rotating electrical machine can be greatly reduced by the amount of inertia of the internal combustion engine, and the rotational speed of the rotating electrical machine can be reduced to reduce the rotational speed difference of the engagement side engagement device. It is possible to shorten the period for reducing the.
- the specific engagement device when the rotational speed difference of the engagement side engagement device is reduced, the specific engagement device is controlled to the slip engagement state, and the rotational speed of the internal combustion engine is controlled. Since the rotational speed of the rotating electrical machine is reduced, a reduction in the rotational speed of the internal combustion engine is suppressed. Accordingly, it is possible to suppress the driving force used for reducing the rotational speed of the internal combustion engine, and to reduce the driving force used for reducing the rotational speed of the rotating electrical machine. Also from this point, it is possible to shorten the period during which the rotational speed difference of the engagement side engagement device is reduced.
- the shift control unit controls both the engagement-side engagement device and the specific engagement device to be in a sliding engagement state when reducing the difference in rotational speed between the engagement-side engagement devices. It is.
- the output torque of the internal combustion engine is passed through the specific engagement device and the engagement side engagement device that are controlled to be in the sliding engagement state. Therefore, it is possible to suppress a decrease in driving force during the on-upshift control. Further, since the engagement side engagement device is controlled to the slip engagement state during the on-up shift control, the engagement side engagement device generates heat due to friction. However, since the period during which the rotational speed difference of the engagement side engagement device is reduced is shortened and the period during which the engagement side engagement device is in the sliding engagement state is shortened, the heat generation of the engagement side engagement device is reduced. It can suppress and improve durability.
- the speed change control unit reduces the rotational speed difference of the engagement side engaging device by reducing the rotational speed of the rotating electrical machine by reducing the output torque of the rotating electrical machine. .
- the rotational speed of the rotating electrical machine can be accurately reduced by the output torque of the rotating electrical machine having good controllability.
- the driving force transmitted to the wheels via the engagement side engagement device varies. This can be suppressed.
- the speed change control unit reduces the rotational speed difference of the engagement-side engagement device to a predetermined rotational speed difference, and then determines the rotational speed difference between the pair of engagement members of the specific engagement device. Preferably it is reduced.
- the driving force of the driving force source can be used in preference to the decrease in the rotational speed difference of the engagement side engagement device over the decrease in the rotational speed difference of the specific engagement device.
- the period during which the rotational speed difference of the engagement side engagement device is reduced can be shortened.
- the shift control unit reduces the rotational speed difference of the specific engagement device to zero after reducing the rotational speed difference of the engagement side engagement device to zero.
- the driving force of the driving force source can be used with the highest priority in reducing the rotational speed difference of the engagement side engaging device.
- the shift control unit reduces the rotational speed difference of the specific engagement device to zero after reducing the rotational speed difference of the engagement-side engagement device to a value larger than zero to a predetermined target rotational speed difference. It is preferable that the rotational speed difference of the engagement side engagement device is reduced to zero after that.
- the engagement-side engagement device since the engagement-side engagement device is maintained in the sliding engagement state while the rotation speed difference of the specific engagement device is decreasing, the torque generated with the decrease in the rotation speed difference of the specific engagement device It can suppress that a fluctuation
- the rotational speed difference of the engagement side engagement device is reduced to the target rotation speed difference, when the engagement side engagement device is controlled to be in the sliding engagement state, the engagement side engagement device generates heat. Can be reduced to zero, but can be greatly reduced by the reduction in the rotational speed difference, and the durability of the engagement-side engagement device can be improved.
- the shift control unit reduces the rotational speed difference of the engagement side engaging device to the target rotational speed difference, and then the rotational speed difference of the engagement side engaging device becomes the target rotational speed difference. It is preferable to execute the rotational speed control for changing the output torque of the rotating electrical machine so as to be maintained at.
- the rotational speed control based on the output torque of the rotating electrical machine with good controllability maintains the rotational speed difference of the engagement side engagement device more reliably at the target rotational speed difference, and the slip engagement state is achieved. Can be maintained.
- the shift control unit changes the rotation speed of the internal combustion engine to the rotation speed of the internal combustion engine before the start of the on-upshift control while increasing the rotation speed difference of the specific engagement device. While maintaining the corresponding rotational speed and reducing the rotational speed difference of the specific engagement device, the rotational speed of the internal combustion engine corresponds to the rotational speed of the internal combustion engine before the start of the on-upshift control. It is preferable that the rotation speed is reduced.
- the shift control unit decreases the rotational speed difference of the specific engagement device by increasing the transmission torque capacity of the specific engagement device, and responds to an increase in the transmission torque capacity of the specific engagement device. Thus, it is preferable to reduce the output torque of the rotating electrical machine.
- the rotational speed of the internal combustion engine can be reduced. Further, due to the increase in the transmission torque capacity of the specific engagement device, the transmission torque of the specific engagement device transmitted from the internal combustion engine side to the wheel side increases. Since the output torque of the rotating electrical machine is reduced according to the increase in the transmission torque capacity of the specific engagement device, the increase in the transmission torque of the specific engagement device is offset by the decrease in the output torque of the rotating electrical machine. Therefore, it can suppress that the torque transmitted to the wheel side via the engagement side engaging device which became the direct connection engagement state fluctuates.
- FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle drive device 1 and a control device 30 according to the present embodiment.
- the solid line indicates the driving force transmission path
- the broken line indicates the hydraulic oil supply path
- the alternate long and short dash line indicates the signal transmission path.
- the vehicle drive device 1 is provided with a specific engagement device SSC, a rotating electrical machine MG, and a transmission device TM in order from the internal combustion engine ENG side in a power transmission path 2 that connects the internal combustion engine ENG and the wheels W. .
- the specific engagement device SSC is in a state where the internal combustion engine ENG and the rotating electrical machine MG are selectively connected or separated depending on the engagement state.
- the transmission TM includes a plurality of engagement devices C1, B1,..., And a plurality of shift stages having different gear ratios are selected according to the engagement state of the plurality of engagement devices C1, B1,. Formed.
- the hybrid vehicle includes a control device 30 that controls the vehicle drive device 1.
- the control device 30 according to the present embodiment includes a rotating electrical machine control unit 32 that controls the rotating electrical machine MG, a power transmission control unit 33 that controls the transmission TM and the specific engagement device SSC, and these control devices. And a vehicle control unit 34 that integrally controls the vehicle drive device 1.
- the hybrid vehicle is also provided with an internal combustion engine control device 31 that controls the internal combustion engine ENG.
- the control device 30 includes functional units such as a shift control unit 43.
- the shift control unit 43 controls the engagement and disengagement of the plurality of engagement devices C1, B1,..., And performs shift control for switching the shift speed formed in the transmission device TM.
- the shift control unit 43 according to the present embodiment has a plurality of engagement devices C1, B1,... From the state in which the specific engagement device SSC transmits torque in the forward acceleration direction to the wheels W in the direct connection engagement state. On-up shift control for controlling engagement and disengagement to switch to a gear position having a small gear ratio is executed. In such a configuration, the shift control unit 43 is between the pair of engagement members of the engagement-side engagement device that is an engagement device that is engaged for shifting the gear position during the on-up shift control.
- Specific engagement slip control for controlling the specific engagement device SSC to the slip engagement state and reducing the rotation speed of the rotating electrical machine MG relative to the rotation speed of the internal combustion engine ENG when the rotation speed difference ⁇ W1 is reduced. It is characterized in that it is performed.
- the vehicle drive device 1 and the control device 30 according to the present embodiment will be described in detail.
- the hybrid vehicle includes an internal combustion engine ENG and a rotating electrical machine MG as drive power sources of the vehicle, and a parallel hybrid vehicle in which the internal combustion engine ENG and the rotating electrical machine MG are connected in series. It has become.
- the hybrid vehicle includes a transmission TM, and the transmission TM shifts the rotational speed of the internal combustion engine ENG and the rotating electrical machine MG transmitted to the input shaft I and converts the torque to transmit to the output shaft O. .
- the internal combustion engine ENG is a heat engine that is driven by the combustion of fuel.
- various known internal combustion engines such as a gasoline engine and a diesel engine can be used.
- an internal combustion engine output shaft Eo such as a crankshaft of the internal combustion engine ENG is selectively drive-coupled to an input shaft I that is drive-coupled to the rotating electrical machine MG via a specific engagement device SSC. That is, the internal combustion engine ENG is selectively connected to the rotating electrical machine MG via the specific engagement device SSC that is a friction engagement device.
- the internal combustion engine output shaft Eo is provided with a damper (not shown), which is configured to attenuate output torque and rotational speed fluctuations caused by intermittent combustion of the internal combustion engine ENG and transmit them to the wheel W side. Yes.
- the rotating electrical machine MG includes a stator St fixed to a case CS that accommodates the vehicle drive device 1, and a rotor Ro that is rotatably supported radially inward at a position corresponding to the stator ( (See FIG. 3).
- the rotor Ro of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the input shaft I.
- the rotating electrical machine MG is electrically connected to a battery as a power storage device via an inverter that performs direct current to alternating current conversion.
- the rotating electrical machine MG can perform a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is possible.
- the rotating electrical machine MG is powered by receiving power supply from the battery via the inverter, or generates power by the rotational driving force transmitted from the internal combustion engine ENG or the wheel W, and the generated power is transmitted via the inverter. It is stored in the battery.
- the transmission TM is drivingly connected to the input shaft I to which the driving force source is drivingly connected.
- the transmission apparatus TM is a stepped automatic transmission apparatus having a plurality of shift stages having different speed ratios.
- the transmission device TM includes a gear mechanism such as a planetary gear mechanism and a plurality of engagement devices C1, B1,.
- the transmission TM shifts the rotational speed of the input shaft I at the gear ratio of each gear, converts the torque, and transmits the torque to the output shaft O.
- Torque transmitted from the transmission TM to the output shaft O is distributed and transmitted to the left and right axles AX via the output differential gear unit DF, and is transmitted to the wheels W that are drivingly connected to the respective axles AX. .
- the gear ratio is the ratio of the rotational speed of the input shaft I to the rotational speed of the output shaft O when each gear stage is formed in the transmission apparatus TM.
- the rotational speed of the input shaft I is defined as the output shaft.
- the value divided by the rotation speed of O That is, the rotational speed obtained by dividing the rotational speed of the input shaft I by the gear ratio becomes the rotational speed of the output shaft O.
- torque obtained by multiplying the torque transmitted from the input shaft I to the transmission device TM by the transmission ratio becomes the torque transmitted from the transmission device TM to the output shaft O.
- the transmission apparatus TM has six speeds (first speed 1st, second speed 2nd, third speed 3rd, and fourth speed) having different speed ratios (reduction ratios). 4th, 5th stage 5th, and 6th stage 6th) as forward stages.
- the transmission TM includes a gear mechanism including a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2, and six engagement devices C1, C2, C3, B1, B2, OWC.
- the rotation state of each rotation element of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 is switched.
- the transmission device TM includes a reverse gear Rev in addition to the above six gears.
- “ ⁇ ” indicates that each engaging device is in an engaged state
- “no mark” indicates that each engaging device is in a released state
- “( ⁇ )” indicates that the engagement device is brought into an engaged state, for example, when engine braking is performed.
- “ ⁇ ” indicates that when it rotates in one direction, it is in a released state, and when it rotates in the other direction, it is in an engaged state.
- the first stage (1st) is formed by engaging the first clutch C1 and the one-way clutch OWC.
- the first stage is formed by engaging the first clutch C1 and the second brake B2.
- the second stage (2nd) is formed by engaging the first clutch C1 and the first brake B1.
- the third stage (3rd) is formed by engaging the first clutch C1 and the third clutch C3.
- the fourth stage (4th) is formed by engaging the first clutch C1 and the second clutch C2.
- the fifth stage (5th) is formed by engaging the second clutch C2 and the third clutch C3.
- the sixth stage (6th) is formed by engaging the second clutch C2 and the first brake B1.
- the reverse speed (Rev) is formed by engaging the third clutch C3 and the second brake B2.
- Each of these shift speeds is in the descending order of the gear ratio (reduction ratio) between the input shaft I (internal combustion engine E) and the output shaft O. 5th and 6th stages.
- the first planetary gear mechanism PG1 is a single pinion type having three rotating elements: a carrier CA1 that supports a plurality of pinion gears P1, and a sun gear S1 and a ring gear R1 that respectively mesh with the pinion gears P1. It is a planetary gear mechanism.
- the second planetary gear mechanism PG2 includes a first sun gear S2 and a second sun gear S3, a ring gear R2, a long pinion gear P2 that meshes with both the first sun gear S2 and the ring gear R2, and the long pinion gear P2 and the second sun gear.
- It is a Ravigneaux type planetary gear mechanism having four rotating elements, that is, a common carrier CA2 that supports a short pinion gear P3 meshing with S3.
- the sun gear S1 of the first planetary gear mechanism PG1 is fixed to a case CS as a non-rotating member.
- the carrier CA1 is drivingly connected so as to selectively rotate integrally with the second sun gear S3 of the second planetary gear mechanism PG2 by the third clutch C3, and the first sun gear of the second planetary gear mechanism PG2 by the first clutch C1. It is drive-coupled so as to selectively rotate integrally with S2, and is selectively fixed to the case CS by the first brake B1.
- the ring gear R1 is drivingly connected so as to rotate integrally with the input shaft I.
- the first sun gear S2 of the second planetary gear mechanism PG2 is drivingly connected to the carrier CA1 of the first planetary gear mechanism PG1 so as to selectively rotate integrally with the first clutch C1.
- the carrier CA2 is drivingly connected so as to selectively rotate integrally with the input shaft I by the second clutch C2, and is selectively fixed to the case CS as a non-rotating member by the second brake B2 or the one-way clutch OWC. .
- the one-way clutch OWC selectively fixes the carrier CA2 to the case CS by preventing only rotation in one direction.
- the ring gear R2 is drivingly connected so as to rotate integrally with the output shaft O.
- the second sun gear S3 is drivingly connected so as to selectively rotate integrally with the carrier CA1 of the first planetary gear mechanism PG1 by the third clutch C3, and is selectively fixed to the case CS by the first brake B1.
- the plurality of engagement devices C1, C2, C3, B1, and B2 other than the one-way clutch OWC included in the transmission device TM are all friction engagement devices. Specifically, these are constituted by a multi-plate clutch or a multi-plate brake operated by hydraulic pressure. These engagement devices C1, C2, C3, B1, and B2 are controlled in their engagement states by the hydraulic pressure supplied from the hydraulic control device PC.
- the specific engagement device SSC is also a friction engagement device.
- the friction engagement device transmits torque between the engagement members by friction between the pair of engagement members.
- torque slip torque
- torque slip torque
- the friction engagement device acts between the engagement members of the friction engagement device by static friction up to the size of the transmission torque capacity. Torque is transmitted.
- the transmission torque capacity is the maximum torque that the friction engagement device can transmit by friction. The magnitude of the transmission torque capacity changes in proportion to the engagement pressure of the friction engagement device.
- the engagement pressure is a pressure that presses the input side engagement member (friction plate) and the output side engagement member (friction plate) against each other.
- the engagement pressure changes in proportion to the magnitude of the supplied hydraulic pressure. That is, in this embodiment, the magnitude of the transmission torque capacity changes in proportion to the magnitude of the hydraulic pressure supplied to the friction engagement device.
- Each friction engagement device is provided with a return spring and is urged to the release side by the reaction force of the spring.
- a transmission torque capacity starts to be generated in each friction engagement device, and each friction engagement device is released from the released state. Change to engaged state.
- the hydraulic pressure at which this transmission torque capacity begins to occur is called the stroke end pressure.
- Each friction engagement device is configured such that, after the supplied hydraulic pressure exceeds the stroke end pressure, the transmission torque capacity increases in proportion to the increase in the hydraulic pressure.
- the friction engagement device may not be provided with a return spring, and may be configured to be controlled by a differential pressure of the hydraulic pressure applied to both sides of the piston of the hydraulic cylinder.
- the engagement state is a state in which a transmission torque capacity is generated in the engagement device, and includes a slip engagement state and a direct engagement state.
- the released state is a state where no transmission torque capacity is generated in the engagement device.
- the slip engagement state is an engagement state in which there is a difference in rotational speed (slip) between the engagement members of the engagement device, and the direct engagement state is the rotation speed between the engagement members of the engagement device.
- the engaged state has no difference (slip).
- the non-directly coupled state is an engaged state other than the directly coupled state, and includes a released state and a sliding engaged state.
- the transmission torque capacity is generated by dragging the engagement members (friction members) even when the command for generating the transmission torque capacity is not issued by the control device 30.
- the friction members may be in contact with each other, and the transmission torque capacity may be generated by dragging the friction members. Therefore, the “released state” includes a state in which the transmission torque capacity is generated by dragging between the friction members when the control device 30 does not issue a command to generate the transmission torque capacity to the friction engagement device.
- the hydraulic control system of the vehicle drive device 1 is a hydraulic control device for adjusting the hydraulic pressure of hydraulic fluid supplied from a hydraulic pump driven by a vehicle driving force source or a dedicated motor to a predetermined pressure.
- a PC is provided.
- the hydraulic control device PC includes hydraulic control valves such as a plurality of linear solenoid valves for adjusting the hydraulic pressure supplied to the engagement devices C1, B1,.
- the hydraulic control valve adjusts the opening degree of the valve according to the signal value of the hydraulic pressure command supplied from the control device 30, thereby supplying the hydraulic fluid corresponding to the signal value to each of the engagement devices C 1, B 1. ⁇ Supply to SSC.
- the signal value supplied from the control device 30 to each linear solenoid valve is a current value.
- the hydraulic pressure output from each linear solenoid valve is basically proportional to the current value supplied from the control device 30.
- the hydraulic control device PC adjusts the opening degree of one or two or more regulating valves based on the hydraulic pressure (signal pressure) output from the linear solenoid valve for regulating hydraulic pressure, and thereby the amount of hydraulic oil drained from the regulating valve To adjust the hydraulic oil pressure to one or more predetermined pressures.
- the hydraulic oil adjusted to a predetermined pressure is supplied to a plurality of engagement devices C1, B1,.
- the control units 32 to 34 and the internal combustion engine control device 31 of the control device 30 include an arithmetic processing unit such as a CPU as a core member, and a RAM (random / random configuration) configured to be able to read and write data from the arithmetic processing unit. (Access memory) and a storage device such as a ROM (Read Only Memory) configured to be able to read data from the arithmetic processing unit.
- Each functional unit 41 to 45 of the control device 30 is configured by software (program) stored in the ROM or the like of the control device, hardware such as a separately provided arithmetic circuit, or both.
- the control units 32 to 34 and the internal combustion engine control device 31 of the control device 30 are configured to communicate with each other, share various information such as sensor detection information and control parameters, and perform cooperative control.
- the functions of the function units 41 to 45 are realized.
- the vehicle drive device 1 includes sensors such as sensors Se1 to Se3, and electrical signals output from the sensors are input to the control device 30 and the internal combustion engine control device 31.
- the control device 30 and the internal combustion engine control device 31 calculate detection information of each sensor based on the input electric signal.
- the input rotation speed sensor Se1 is a sensor for detecting the rotation speed of the input shaft I. Since the rotor Ro of the rotating electrical machine MG is integrally connected to the input shaft I, the rotating electrical machine control unit 32 determines the rotational speed (angular speed) of the rotating electrical machine MG based on the input signal of the input rotational speed sensor Se1. In addition, the rotational speed of the input shaft I is detected.
- the output rotation speed sensor Se2 is a sensor for detecting the rotation speed of the output shaft O.
- the power transmission control unit 33 detects the rotational speed (angular speed) of the output shaft O based on the input signal of the output rotational speed sensor Se2. Further, since the rotational speed of the output shaft O is proportional to the vehicle speed, the power transmission control unit 33 calculates the vehicle speed based on the input signal of the output rotational speed sensor Se2.
- the engine rotation speed sensor Se3 is a sensor for detecting the rotation speed of the internal combustion engine output shaft Eo (internal combustion engine ENG).
- the internal combustion engine control device 31 detects the rotational speed (angular speed) of the internal combustion engine ENG based on the input signal of the engine rotational speed sensor Se3.
- Vehicle control unit 34 The vehicle control unit 34 includes an integrated control unit 45.
- the integrated control unit 45 integrates various torque controls performed on the internal combustion engine ENG, the rotating electrical machine MG, the transmission TM, the specific engagement device SSC, etc., and the engagement control of each engagement device as a whole vehicle. Take control.
- the integrated control unit 45 is a torque required for driving the wheel W according to the accelerator opening, the vehicle speed, the battery charge amount, and the like, and is transmitted from the input shaft I side to the output shaft O side.
- the vehicle request torque Trq which is a target driving force, is calculated, and the operation modes of the internal combustion engine ENG and the rotating electrical machine MG are determined.
- the operation mode includes an electric mode in which only the rotating electrical machine MG is used as a driving force source and a parallel mode in which at least the internal combustion engine ENG is used as a driving force source.
- the electric mode is determined as the operation mode, and in other cases, that is, when the accelerator opening is large or the battery charge is small, the operation mode is determined.
- the parallel mode is determined as follows. Then, the integrated control unit 45 requests the internal combustion engine required torque, which is the output torque required for the internal combustion engine ENG, based on the vehicle required torque Trq, the operation mode, the battery charge amount, etc., and the rotating electrical machine MG.
- the internal combustion engine control device 31 includes an internal combustion engine control unit 41 that controls the operation of the internal combustion engine ENG.
- the internal combustion engine control unit 41 controls the internal combustion engine ENG to output the internal combustion engine required torque when the internal control engine required torque is commanded from the integrated control unit 45 or the shift control unit 43. Take control.
- Rotating electrical machine control unit 32 The rotating electrical machine control unit 32 includes a rotating electrical machine control unit 42 that controls the operation of the rotating electrical machine MG.
- the rotating electrical machine control unit 42 controls the rotating electrical machine MG to output the rotating electrical machine required torque when the rotating electrical machine required torque is commanded from the integrated control unit 45 or the shift control unit 43.
- the rotating electrical machine control unit 42 controls the output torque of the rotating electrical machine MG by performing on / off control of a plurality of switching elements included in the inverter.
- the power transmission control unit 33 includes a shift control unit 43 that controls the transmission device TM and a specific engagement control unit 44 that controls the specific engagement device SSC.
- Specific engagement control unit 44 The specific engagement control unit 44 controls the engagement state of the specific engagement device SSC.
- the specific engagement control unit 44 causes the hydraulic pressure supplied to the specific engagement device SSC to match the hydraulic command of the specific engagement device SSC commanded from the integrated control unit 45 or the shift control unit 43.
- the signal value supplied to each linear solenoid valve provided in the hydraulic control device PC is controlled.
- Shift control unit 43 The shift control unit 43 controls the engagement and disengagement of the plurality of engagement devices C1, B1,..., And performs shift control for switching the shift speed formed in the transmission device TM.
- the shift control unit 43 determines a target shift stage to be formed in the transmission apparatus TM based on sensor detection information such as the vehicle speed, the accelerator opening, and the shift position. Then, the shift control unit 43 controls the hydraulic pressure supplied to the plurality of engagement devices C1, B1,... Provided in the transmission device TM via the hydraulic control device PC, whereby each engagement device C1, B1... Is engaged or released, and the target gear stage is formed in the transmission apparatus TM.
- the shift control unit 43 instructs the target hydraulic pressure (hydraulic pressure command) of each engagement device to the hydraulic pressure control device PC, and the hydraulic pressure control device PC determines the hydraulic pressure according to the commanded target hydraulic pressure (hydraulic pressure command). Is supplied to each engaging device.
- the shift control unit 43 is configured to control the hydraulic pressure supplied to each engagement device by controlling the signal value supplied to each linear solenoid valve provided in the hydraulic control device PC. ing.
- the shift control unit 43 refers to a shift map stored in a memory (not shown) and determines a target shift stage.
- the shift map is a map that defines the relationship between the accelerator opening and the vehicle speed and the target shift stage in the transmission apparatus TM.
- a plurality of upshift lines and a plurality of downshift lines are set in the shift map.
- the shift control unit 43 Determines to change the gear position by determining a new target gear position in the transmission apparatus TM.
- the shift control unit 43 may change the target shift stage when there is an upshift request or a downshift request due to a change in the shift lever selection position (shift position) by the driver.
- downshift means a change from a gear stage having a small gear ratio to a gear stage having a large gear ratio
- upshift means a change from a gear stage having a high gear ratio to a gear stage having a small gear ratio.
- the shift control unit 43 controls the hydraulic command of each engagement device C1, B1,... To engage or release each engagement device C1, B1,. To change the gear stage to be formed in the transmission apparatus TM to the target gear stage. At this time, the shift control unit 43 includes a disengagement-side engagement device that is an engagement device that is released for shifting the gear position, and an engagement side that is an engagement device that is engaged for switching the gear position. Set the engagement device. Then, the shift control unit 43 performs a so-called transition shift in which the disengagement-side engagement device is released and the engagement-side engagement device is engaged according to a previously planned shift control sequence.
- the shift control unit 43 is an engagement that is not common among the plurality of engagement devices that form the gear stage before the shift and the plurality of engagement devices that form the gear stage after the shift.
- the shift control unit 43 engages an engagement device that is not common among the plurality of engagement devices that form the gear stage after the shift among the plurality of engagement devices that form the gear stage before the gear shift.
- Set to engagement device For example, when the shift stage before the shift is the second stage 2nd and the shift stage after the shift is the third stage 3rd, as shown in FIG. 4, the first brake B1 is set to the disengagement side engagement device, The third clutch C3 is set as the engagement side engagement device.
- the engagement-side engagement device is an engagement device that is released before the start of the shift control and is engaged by the shift control.
- the disengagement side engagement device is an engagement device that is engaged before the start of the shift control and released by the shift control.
- On-up shift control The speed change control unit 43 is engaged with a plurality of engagement devices C1, B1,... From the state where the specific engagement device SSC is transmitting the torque in the forward acceleration direction to the wheels W in the direct engagement state.
- On-up shift control is performed in which up-shifting is performed by controlling engagement and disengagement and switching to a gear stage having a small gear ratio.
- the engagement side engagement device In the on-up shift control performed from the state in which the torque in the forward acceleration direction is transmitted to the wheel W, the engagement side engagement device is controlled to the slip engagement state in the inertia phase of the engagement side engagement device, It is desirable that the driving force of the driving force source be transmitted to the wheel W side.
- the inertia phase period of the engagement-side engagement device becomes long, the amount of heat generated by the engagement-side engagement device increases, and the durability of the engagement-side engagement device may deteriorate. Therefore, in order to improve the durability of the engagement side engagement device, it is desired to shorten the period of the inertia phase (hereinafter, also simply referred to as inertia phase) of the engagement side engagement device as much as possible.
- the specific engagement device SSC is maintained in the direct engagement state during the execution of the on-up shift control. Therefore, in the inertia phase, the internal combustion engine ENG rotates integrally with the input shaft I, and the moment of inertia of the rotating member that rotates integrally with the input shaft I increases. In the inertia phase, there is a limit to the magnitude of torque that can be used to reduce the rotation of the input shaft I. Therefore, when the specific engagement device SSC is controlled to be in the direct engagement state as in the comparative example, there is a limit to shorten the period of the inertia phase, and the durability of the engagement side engagement device is improved. There were limits.
- the inertia phase is controlled during the period from time T03 to time T04.
- the rotational speed of the input shaft I is decreased from the synchronous rotational speed Wbf before the shift to the synchronous rotational speed Waf after the shift, and the rotational speed difference ⁇ W1 of the engagement side engaging device is decreased to zero.
- the output torque Tmg of the rotating electrical machine MG is reduced to the minimum torque Tmg_min that can be output by the rotating electrical machine MG.
- the internal combustion engine ENG rotates integrally with the input shaft I and rotates with the input shaft I as described above. The moment of inertia is increasing. Therefore, in the comparative example, there is a limit to shorten the period of the inertia phase, and there is a limit to improve the durability of the engagement side engagement device.
- the shift control unit 43 engages for shifting the gear position during the on-up shift control.
- the specific engagement device SSC is controlled to be in a sliding engagement state, and the rotation speed of the internal combustion engine ENG is controlled.
- the specific engagement slip control for reducing the rotation speed of the rotating electrical machine MG is performed.
- the specific engagement device SSC is controlled to be in the sliding engagement state in the inertia phase in which the rotational speed difference ⁇ W1 of the engagement side engagement device is reduced, so that the internal combustion engine ENG and the input shaft I are integrated.
- the inertial system of the internal combustion engine ENG can be disconnected from the inertial system of the input shaft I. Therefore, the inertia moment of the rotating member that rotates integrally with the input shaft I can be significantly reduced by the amount of inertia moment of the internal combustion engine ENG, and the inertia phase period can be shortened.
- the specific engagement device SSC is controlled to be in the slip engagement state, and the rotation of the rotating electrical machine MG with respect to the rotation speed of the internal combustion engine ENG. Since the speed is reduced, a reduction in the rotational speed of the internal combustion engine ENG in the inertia phase is suppressed. Therefore, it is possible to suppress the driving force used for decreasing the rotational speed of the internal combustion engine ENG, and it is possible to suppress the driving force used for decreasing the rotational speed of the input shaft I from decreasing. Also from this point, the inertia phase period can be shortened. Accordingly, it is possible to improve the durability of the engagement side engagement device.
- the shift control unit 43 controls both the engagement side engagement device and the specific engagement device SSC to be in the slip engagement state when reducing the rotational speed difference ⁇ W1 of the engagement side engagement device. It is configured as follows. According to this configuration, in the inertia phase in which the rotational speed difference ⁇ W1 of the engagement side engagement device is reduced, the output torque Ten of the internal combustion engine is applied to the wheel W via the specific engagement device SSC and the engagement side engagement device. Therefore, it is possible to suppress a decrease in driving force during gear shifting.
- the shift control unit 43 reduces the rotational speed difference ⁇ W1 of the engagement side engagement device to a predetermined rotational speed difference, and then the pair of specific engagement devices SSC.
- the rotational speed difference ⁇ W2 between the engaging members is reduced.
- each configuration example will be described.
- the shift control unit 43 decreases the rotational speed difference ⁇ W1 of the engagement device on the engagement side to zero and then decreases the rotational speed difference ⁇ W2 of the specific engagement device SSC to zero. Configured to decrease. This will be described with reference to the time chart of FIG.
- the operation mode is determined to be the parallel mode
- the specific engagement device SSC is controlled to be in the direct engagement state
- the vehicle required torque Trq is set to be greater than zero
- the forward acceleration direction is applied to the wheels W.
- the target gear position is changed, for example, when the vehicle shifts over the upshift line due to an increase in the vehicle speed or when the shift position is changed.
- the shift control unit 43 performs pre-phase control during the period from time T11 to time T12, and changes the engagement pressures of the disengagement side engagement device and the engagement side engagement device in advance.
- the speed change control unit 43 decreases the engagement pressure (hydraulic pressure command) of the disengagement side engagement device from the complete engagement pressure to the disengagement side preliminary pressure larger than the direct coupling limit engagement pressure during the period from time T11 to time T12,
- the engagement pressure (hydraulic pressure command) of the engagement side engagement device is increased from zero to an engagement side preliminary pressure that is smaller than the stroke end pressure by a predetermined pressure.
- the complete engagement pressure is the maximum engagement pressure (supply oil pressure, set to maintain an engagement state without slipping even if the torque transmitted from the driving force source to each engagement device fluctuates.
- the direct coupling limit engagement pressure is an engagement pressure (supply hydraulic pressure, hydraulic pressure command) at which the engagement device starts to slide.
- the shift control unit 43 reduces the engagement pressure (hydraulic pressure command) of the specific engagement device SSC from the complete engagement pressure to the direct coupling limit engagement pressure in order to place the specific engagement device SSC in the sliding engagement state. (Time T11).
- the shift control unit 43 maintains the engagement pressure (hydraulic pressure command) of the specific engagement device SSC at the direct coupling limit engagement pressure until the inertia phase ends (until time T14).
- the shift control unit 43 sets the required torque of the internal combustion engine corresponding to the output torque Ten of the internal combustion engine ENG to the transmission torque capacity of the specific engagement device SSC, and realizes the set transmission torque capacity. Is calculated. Note that when the transmission torque capacity of the specific engagement device SSC falls below the output torque Ten of the internal combustion engine ENG, the specific engagement device SSC starts to slip.
- the shift control unit 43 transmits the calculated hydraulic command of the specific engagement device SSC to the specific engagement control unit 44.
- the integrated control unit 45 sets the internal combustion engine required torque to a torque corresponding to the vehicle required torque Trq (equal in this example) even during the shift control from time T11 to time T15. Yes.
- the speed change control unit 43 reduces the rotation speed of the input shaft I with respect to the rotation speed of the internal combustion engine ENG until the rotation speed difference of the specific engagement device SSC becomes equal to or greater than a predetermined determination speed difference.
- the engagement pressure (hydraulic pressure command) of the combined device SSC may be reduced.
- the shift control unit 43 controls the torque phase in the period from time T12 to time T13 after the pre-phase. Specifically, the shift control unit 43 gradually increases the engagement pressure (hydraulic pressure command) of the engagement-side engagement device to the engagement pressure corresponding to the vehicle required torque Trq during the period from time T12 to time T13. Then, the engagement side engagement device is brought into the sliding engagement state, and the engagement pressure (hydraulic pressure command) of the release side engagement device is gradually decreased to less than the stroke end pressure to cause the release side engagement device to be in the release state. ing.
- the torque Ttm transmitted from the input shaft I side to the output shaft O side by the transmission device TM via the engagement-side engagement device in the slip engagement state becomes a torque corresponding to the vehicle request torque Trq.
- the increased engagement pressure (hydraulic pressure command) of the engagement side engagement device is determined.
- the shift control unit 43 calculates the transmission torque capacity of the engagement side engagement device by multiplying the vehicle request torque Trq by the gear ratio of the gear acting on the engagement side engagement device.
- the hydraulic pressure command for realizing the transmitted torque capacity is calculated. Note that the shift control unit 43 calculates a hydraulic pressure command for the engagement-side engagement device so that the engagement-side engagement device transmits torque corresponding to the vehicle request torque Trq continuously during the inertia phase. .
- the speed change control unit 43 controls the inertia phase in the period from time T13 to time T14 after the torque phase. Specifically, the shift control unit 43 reduces the rotational speed of the input shaft I from the pre-shift synchronous rotational speed Wbf to the post-shift synchronous rotational speed Waf during the period from time T13 to time T14, and engages the engagement side engagement. The rotational speed difference ⁇ W1 of the device is reduced to zero.
- the post-shift synchronous rotation speed Waf is the rotation speed of the input shaft I in the state where the rotation speed difference (slip) of the engagement side engagement device is eliminated, and the shift control unit 43 rotates the output shaft O.
- the post-shift synchronous rotation speed Waf is calculated by multiplying the speed by the gear ratio of the post-shift gear stage. Since the rotational speed difference between the rotational speed of the input shaft I (the rotating electrical machine MG) and the post-shift synchronous rotational speed Waf is proportional to the rotational speed difference ⁇ W1 between the pair of engagement members of the engagement side engagement device, the shift control is performed.
- the unit 43 is configured to determine the rotational speed difference ⁇ W1 of the engagement side engagement device based on the rotational speed difference between the rotational speed of the input shaft I and the post-shift synchronous rotational speed Waf.
- the rotational speed of the input shaft I corresponds to the rotational speed of the input-side engagement member of the engagement-side engagement device
- the post-shift synchronous rotation speed Waf is the engagement-side engagement device. This corresponds to the rotational speed of the engagement member on the output side.
- the synchronous rotation speed Wbf before the shift is a rotation speed of the input shaft I in a state where there is no difference in the rotation speed of the disengagement side engagement device. By multiplying the gear ratio of the gear, the pre-shift synchronous rotation speed Wbf is calculated.
- the shift control unit 43 reduces the rotational speed of the input shaft I (the rotating electrical machine MG) by reducing the output torque Tmg of the rotating electrical machine MG, so that the rotational speed difference of the engagement side engaging device is reduced. It is comprised so that (DELTA) W1 may be decreased.
- the shift control unit 43 reduces the rotational speed of the rotating electrical machine MG as fast as possible, so that the rotating electrical machine required torque is the minimum torque that the rotating electrical machine MG can output from the torque determined by the integrated control unit 45. It is lowered by ⁇ T1 to Tmg_min.
- the shift control unit 43 transmits the reduced rotating electrical machine required torque to the rotating electrical machine control unit 42. In the example shown in FIG.
- the integrated control unit 45 has determined that the required rotating electrical machine torque is zero, and the amount of decrease ⁇ T1 in the output torque Tmg of the rotating electrical machine MG during the inertia phase is equal to the torque of the minimum torque Tmg_min. It has become.
- the decrease speed (rotational acceleration) at which the rotation speed of the input shaft I decreases is a value obtained by dividing the moment of inertia of the rotating member that rotates integrally with the input shaft I by the decrease amount ⁇ T1 of the output torque Tmg of the rotating electrical machine MG. become. Since the specific engagement device SSC is controlled to be in a sliding engagement state and the inertial system of the internal combustion engine ENG is disconnected from the inertial system of the input shaft I, the inertia moment of the input shaft I is the comparative example of FIG. Compared to the case, it is significantly lower. Therefore, the magnitude of the decrease speed of the rotation speed of the input shaft I is significantly larger than that in the comparative example of FIG. Therefore, the period required for reducing the rotational speed of the input shaft I from the pre-shift synchronous rotational speed Wbf to the post-shift synchronous rotational speed Waf can be significantly reduced as compared with the comparative example of FIG. .
- the shift control unit 43 controls the specific engagement device SSC to be in the slip engagement state while reducing the rotational speed difference ⁇ W1 of the engagement side engagement device (from time T13 to time T14), and also at the internal combustion engine ENG.
- the rotational speed of the rotating electrical machine MG is reduced with respect to the rotational speed of the motor.
- the rotation speed of the rotating electrical machine MG is reduced with respect to the rotation speed of the internal combustion engine ENG, and therefore the rotation speed difference ⁇ W2 of the specific engagement device SSC is reduced. It has increased. Both the engagement side engagement device and the specific engagement device SSC are controlled to the sliding engagement state.
- the rotational speed difference ⁇ W2 between the pair of engaging members of the specific engagement device SSC corresponds to the rotational speed difference between the rotational speed of the internal combustion engine ENG and the rotational speed of the input shaft I (the rotating electrical machine MG).
- the rotational speed of the internal combustion engine ENG corresponds to the rotational speed of the engagement member on the input side of the specific engagement device SSC
- the rotational speed of the input shaft I is the output of the specific engagement device SSC. This corresponds to the rotational speed of the engaging member on the side.
- the shift control unit 43 increases the rotational speed of the internal combustion engine ENG while starting the on-upshift control while increasing the rotational speed difference ⁇ W2 of the specific engagement device SSC (from time T13 to time T14). It is configured to maintain a rotational speed corresponding to the rotational speed of the previous internal combustion engine ENG. Specifically, the shift control unit 43 determines that the rotation speed of the internal combustion engine ENG is near the pre-shift synchronous rotation speed Wbf at the start of the inertia phase (time T13) (eg, the pre-shift synchronous rotation speed at the start of the inertia phase).
- the output torque Ten of the internal combustion engine ENG and the torque Tssc that transmits the specific engagement device SSC are controlled so as to be maintained at 80% to 120% of Wbf. As a result, a change in the rotational speed of the internal combustion engine ENG is suppressed, and is maintained near the pre-shift synchronous rotational speed Wbf.
- the internal combustion engine required torque is determined to be a torque corresponding to the vehicle required torque Trq (equal in this example) by the integrated control unit 45 as described above.
- the shift control unit 43 calculates the hydraulic pressure command for the specific engagement device SSC so that the transmission torque capacity of the specific engagement device SSC matches the output torque Ten of the internal combustion engine ENG. Yes.
- the shift control unit 43 determines that the rotation speed difference ⁇ W1 of the engagement side engagement device (in this embodiment, the rotation speed difference between the rotation speed of the input shaft I and the synchronized rotation speed Waf after shifting) is a predetermined determination speed difference.
- the engagement pressure (hydraulic pressure command) of the engagement side engagement device is increased from the engagement pressure corresponding to the vehicle required torque Trq to the full engagement pressure, The mating side engagement device is shifted to the direct engagement state.
- the shift control unit 43 is configured to reduce the rotation speed difference ⁇ W2 of the specific engagement device SSC to zero after reducing the rotation speed difference ⁇ W1 of the engagement side engagement device to zero. (From time T14 to time T15).
- the shift control unit 43 sets the rotational speed of the internal combustion engine ENG to the rotational speed of the internal combustion engine ENG before the start of the on-upshift control while reducing the rotational speed difference ⁇ W2 of the specific engagement device SSC.
- the rotational speed is reduced from the rotational speed corresponding to the speed (in this example, the rotational speed in the vicinity of the synchronous rotational speed Wbf before shifting at the start of the inertia phase).
- the shift control unit 43 increases the transmission torque capacity (engagement pressure) of the specific engagement device SSC, thereby reducing the rotational speed difference ⁇ W2 of the specific engagement device SSC and the transmission torque capacity ( The output torque Tmg of the rotating electrical machine MG is reduced as the engagement pressure increases.
- the rotational speed of the internal combustion engine ENG decreases.
- the transmission torque (slip torque) of the specific engagement device SSC transmitted from the internal combustion engine ENG side to the input shaft I side increases.
- the shift control unit 43 reduces the required rotating electrical machine torque from the torque determined by the integrated control unit 45 (zero in this example) to the minimum torque Tmg_min that can be output by the rotating electrical machine MG.
- the reduction amount ⁇ T2 of the output torque Tmg of the rotating electrical machine MG is set to the maximum settable amount, and the transmission torque capacity of the specific engagement device SSC is determined from the torque capacity corresponding to the internal combustion engine required torque,
- the engagement pressure (hydraulic pressure command) of the specific engagement device SSC is increased so as to increase by the magnitude of the decrease amount ⁇ T2.
- the rotational speed of the internal combustion engine ENG can be reduced as fast as possible while suppressing fluctuations in the torque transmitted to the output shaft O side.
- the shift control unit 43 determines that the rotation speed difference ⁇ W2 of the specific engagement device SSC (in this embodiment, the rotation speed difference between the rotation speed of the internal combustion engine ENG and the rotation speed of the input shaft I) is equal to or less than a predetermined determination speed difference.
- the engagement pressure (hydraulic pressure command) of the specific engagement device SSC is increased to the full engagement pressure, and the specific engagement device SSC is shifted to the direct engagement state. Yes.
- the specific engagement device SSC enters the direct engagement state, the output torque Ten of the internal combustion engine ENG is transmitted to the specific engagement device SSC.
- the shift control unit 43 determines that the rotational speed difference ⁇ W2 of the specific engagement device SSC is equal to or less than a predetermined determination speed difference (time T15), the shift control unit 43 increases the engagement pressure of the specific engagement device SSC. Accordingly, the control to decrease the output torque Tmg of the rotating electrical machine MG is terminated, and the rotating electrical machine required torque is set to the torque (zero in this example) determined by the integrated control unit 45.
- shift control unit 43 determines whether or not a condition for starting on-up shift control is satisfied (step # 01).
- step # 01: Yes the shift control unit 43 sets the specific engagement device SSC to the slip engagement state so that the engagement pressure ( Control for decreasing the hydraulic pressure command is executed (step # 02).
- step # 02 the shift control unit 43 executes the above-described pre-phase control (step # 03).
- step # 04 The shift control unit 43 executes the torque phase control described above after the pre-phase control is completed (step # 04).
- the shift control unit 43 executes the inertia phase control described above after the torque phase control is completed (step # 05). Specifically, the shift control unit 43 controls the specific engagement device SSC to the slip engagement state and reduces the rotation speed of the internal combustion engine ENG when the rotation speed difference ⁇ W1 of the engagement side engagement device is decreased. On the other hand, the rotational speed of the rotating electrical machine MG is reduced.
- the transmission control unit 43 determines whether or not the rotational speed difference ⁇ W1 of the engagement side engagement device has been reduced to zero (step # 06). When it is determined that the rotational speed difference ⁇ W1 of the engagement side engaging device has decreased to zero (step # 06: Yes), the shift control unit 43 decreases the rotational speed difference ⁇ W2 of the specific engagement device SSC to zero. Control is executed (step # 07). When it is determined that the rotational speed difference ⁇ W2 of the specific engagement device SSC has decreased to zero (step # 08: Yes), the shift control unit 43 ends the on-upshift control process.
- Second Configuration Example In the second configuration example, the shift control unit 43 reduces the rotation speed difference ⁇ W1 of the engagement side engagement device to a value larger than zero to a predetermined target rotation speed difference ⁇ Wo, and then The rotation speed difference ⁇ W2 of the specific engagement device SSC is reduced to zero, and then the rotation speed difference ⁇ W1 of the engagement side engagement device is reduced to zero. This will be described with reference to the time chart of FIG. The process up to immediately before time T24 in FIG. 8 is the same as that immediately before time T14 in FIG.
- the shift control unit 43 determines that the rotation speed difference ⁇ W1 of the engagement-side engagement device is equal to or less than the target rotation speed difference ⁇ Wo (time T24), and the rotation speed of the specific engagement device SSC.
- the decrease of the difference ⁇ W2 has started.
- the shift control unit 43 decreases the rotational speed difference ⁇ W2 of the specific engagement device SSC to zero (after time T25), and then decreases the rotational speed difference ⁇ W1 of the engagement side engagement device to zero (time T26). ). While the rotation speed difference ⁇ W2 of the specific engagement device SSC is decreasing (from time T24 to time T25), the engagement-side engagement device is maintained in the sliding engagement state, so the rotation speed difference ⁇ W2 of the specific engagement device SSC is decreased.
- the rotation speed difference ⁇ W1 of the engagement side engagement device is reduced to the target rotation speed difference ⁇ Wo, the heat generation amount per unit time of the engagement side engagement device is reduced to zero as in the first configuration example.
- the amount of heat generated per unit time of the engagement device is proportional to a value obtained by multiplying the transmission torque of the engagement device and the rotational speed difference of the engagement device.
- the speed change control unit 43 reduces the rotational speed difference ⁇ W2 of the specific engagement device SSC (from time T24 to time T25).
- the rotational speed of ENG is the rotational speed corresponding to the rotational speed of internal combustion engine ENG before the start of on-upshift control (in this example, the rotational speed near the synchronous rotational speed Wbf before the shift at the start of the inertia phase (time T23). ).
- the shift control unit 43 increases the engagement pressure of the specific engagement device SSC, thereby causing the rotational speed difference ⁇ W2 of the specific engagement device SSC.
- the output torque Tmg of the rotating electrical machine MG is reduced by ⁇ T2 in accordance with the increase in the engagement pressure of the specific engagement device SSC (from time T24 to time T25).
- the shift control unit 43 reduces the rotation speed difference ⁇ W1 of the engagement side engagement device to the target rotation speed difference ⁇ Wo, and then the rotation speed difference ⁇ W1 of the engagement side engagement device becomes the target rotation speed.
- Rotational speed control is performed to change the output torque Tmg of the rotating electrical machine MG so as to be maintained at the difference ⁇ Wo (from time T24 to time T25).
- the shift control unit 43 sets the rotation speed obtained by adding the target rotation speed difference ⁇ Wo to the post-shift synchronous rotation speed Waf as the target rotation speed so that the rotation speed of the rotating electrical machine MG approaches the target rotation speed.
- the rotation speed control for changing the required torque of the rotating electrical machine is performed.
- the output torque Tmg of the rotating electrical machine MG is automatically reduced according to the increase in the engagement pressure of the specific engagement device SSC.
- the rotation speed difference ⁇ W1 of the engagement side engagement device can be more reliably maintained at the target rotation speed difference ⁇ Wo and maintained in the slip engagement state.
- the shift control unit 43 engages the engagement pressure (hydraulic command) of the specific engagement device SSC. Is increased to the full engagement pressure, and the specific engagement device SSC is shifted to the direct engagement state.
- the output torque Ten of the internal combustion engine ENG is transmitted to the specific engagement device SSC (after time T25).
- the shift control unit 43 increases the engagement pressure of the specific engagement device SSC when it is determined that the rotational speed difference ⁇ W2 of the specific engagement device SSC is equal to or smaller than a predetermined determination speed difference (time T25). Accordingly, the control to reduce the output torque Tmg of the rotating electrical machine MG is finished, and the rotating electrical machine required torque is set to the torque determined by the integrated control unit 45 (zero in this example).
- the shift control unit 43 sets the rotation speed difference ⁇ W1 of the engagement side engagement device to zero. It is configured to execute control to decrease to (time T25 to time T26).
- the shift control unit 43 is configured to reduce the output torque Tmg of the rotating electrical machine MG by ⁇ T1 and reduce the rotational speed difference ⁇ W1 of the engagement side engaging device to zero, similarly to the time T23 to time T24. ing.
- the rotational speed control of the rotating electrical machine MG may be continued, and the target rotational speed difference ⁇ Wo may be gradually reduced to zero, thereby reducing the rotational speed difference ⁇ W1 of the engagement side engaging device to zero. .
- the shift control unit 43 engages the engagement pressure (hydraulic pressure) of the engagement side engagement device.
- Command is increased from the engagement pressure corresponding to the vehicle required torque Trq to the complete engagement pressure, and the engagement side engagement device is shifted to the direct engagement state.
- shift control unit 43 determines whether or not a condition for starting on-up shift control is satisfied (step # 11).
- step # 11: Yes the shift control unit 43 places the specific engagement device SSC in the slip engagement state so that the engagement pressure ( Control for reducing the hydraulic pressure command is executed (step # 12).
- step # 13 the shift control unit 43 executes the above-described pre-phase control (step # 13).
- step # 14 The shift control unit 43 executes the torque phase control described above after the pre-phase control is completed (step # 14).
- the shift control unit 43 executes the inertia phase control described above after the torque phase control is completed (step # 15). Specifically, the shift control unit 43 controls the specific engagement device SSC to the slip engagement state and reduces the rotation speed of the internal combustion engine ENG when the rotation speed difference ⁇ W1 of the engagement side engagement device is decreased. On the other hand, the rotational speed of the rotating electrical machine MG is reduced.
- the shift control unit 43 determines whether or not the rotational speed difference ⁇ W1 of the engagement side engaging device has been reduced to the target rotational speed difference ⁇ Wo (step # 16). If it is determined that the rotational speed difference ⁇ W1 of the engagement side engaging device has decreased to the target rotational speed difference ⁇ Wo (step # 16: Yes), the shift control unit 43 sets the rotational speed difference ⁇ W2 of the specific engagement device SSC. Control to decrease to zero is executed (step # 17). When it is determined that the rotational speed difference ⁇ W2 of the specific engagement device SSC has decreased to zero (step # 18: Yes), the shift control unit 43 decreases the rotational speed difference ⁇ W1 of the engagement side engagement device to zero. Control is executed (step # 19). When it is determined that the rotational speed difference ⁇ W1 of the engagement side engaging device has decreased to zero (step # 20: Yes), the shift control unit 43 ends the on-upshift control process.
- the control device 30 includes a plurality of control units 32 to 34, and a case where the plurality of control units 32 to 34 share a plurality of function units 41 to 45 will be described as an example. did.
- the embodiment of the present invention is not limited to this. That is, the control device 30 may be provided as a control device in which the above-described plurality of control units 32 to 34 are integrated or separated in any combination, and the sharing of the plurality of functional units 41 to 45 is also arbitrarily set. Can do.
- the transmission TM has two planetary gear mechanisms, has six engagement devices, has six forward gears, and each gear has two engagements.
- the case where the device is formed by being engaged has been described as an example.
- the embodiment of the present invention is not limited to this. That is, the transmission apparatus TM may have any configuration as long as it has two or more shift stages formed by engagement of at least one engagement device.
- the transmission TM may have two or more or one planetary gear mechanism, may have two or more engagement devices, and may have two or more forward gears.
- Each shift stage may be formed by engaging one engaging device or by engaging three or more engaging devices.
- the shift control unit 43 slips both the engagement side engagement device and the specific engagement device SSC when reducing the rotational speed difference ⁇ W1 of the engagement side engagement device.
- the case where it was comprised so that it might control to a common state was demonstrated as an example.
- the embodiment of the present invention is not limited to this. That is, the shift control unit 43 may control at least the specific engagement device SSC to the sliding engagement state when reducing the rotational speed difference ⁇ W1 of the engagement side engagement device, and the engagement side engagement device is released. It may be configured to be controlled by the state.
- the shift control unit 43 reduces the rotational speed of the rotating electrical machine MG by reducing the output torque Tmg of the rotating electrical machine MG, so that the rotational speed difference of the engagement side engaging device is reduced.
- Tmg the output torque
- the specific engagement device SSC is controlled to be in a sliding engagement state, and the rotation speed of the rotating electrical machine MG is reduced with respect to the rotation speed of the internal combustion engine ENG has been described as an example.
- the embodiment of the present invention is not limited to this. That is, the shift control unit 43 reduces the engagement pressure of the specific engagement device SSC below the direct coupling limit engagement pressure, or engages the engagement pressure of the engagement side engagement device according to the vehicle request torque Trq.
- the rotational speed of the rotating electrical machine MG is decreased, the rotational speed difference ⁇ W1 of the engagement side engagement device is decreased, and the specific engagement device SSC is controlled to be in the sliding engagement state.
- the rotational speed of the rotating electrical machine MG may be reduced with respect to the rotational speed of the internal combustion engine ENG.
- the shift control unit 43 reduces the rotational speed difference ⁇ W1 of the engagement-side engagement device to zero and then the rotational speed difference of the specific engagement device SSC.
- ⁇ W2 is configured to decrease to zero
- the embodiment of the present invention is not limited to this. That is, the shift control unit 43 may be configured to start the decrease in the rotation speed difference ⁇ W2 of the specific engagement device SSC before the rotation speed difference ⁇ W1 of the engagement side engagement device decreases to zero.
- the decrease period of the rotation speed difference ⁇ W1 of the engagement side engagement device may be configured to overlap with the decrease period of the rotation speed difference ⁇ W2 of the specific engagement device SSC.
- the shift control unit 43 reduces the rotation speed difference ⁇ W1 of the engagement side engagement device to the target rotation speed difference ⁇ Wo, and then the specific engagement device SSC.
- the case where the rotational speed difference ⁇ W2 is configured to be reduced to zero has been described as an example.
- the embodiment of the present invention is not limited to this. That is, the speed change control unit 43 is configured to start reducing the rotational speed difference ⁇ W2 of the specific engagement device SSC before the rotational speed difference ⁇ W1 of the engagement side engaging device decreases to the target rotational speed difference ⁇ Wo. May be.
- the decrease period of the rotation speed difference ⁇ W1 of the engagement side engagement device may be configured to overlap with the decrease period of the rotation speed difference ⁇ W2 of the specific engagement device SSC.
- the shift control unit 43 controls the rotating electrical machine MG so that the rotational speed difference ⁇ W1 of the engagement-side engagement device is maintained at the target rotational speed difference ⁇ Wo.
- the case where it was comprised so that rotational speed control which changes output torque Tmg was performed was demonstrated as an example.
- the embodiment of the present invention is not limited to this.
- the shift control unit 43 is configured so that the engagement pressure of the specific engagement device SSC or the engagement-side engagement device is adjusted so that the rotation speed difference ⁇ W1 of the engagement-side engagement device is maintained at the target rotation speed difference ⁇ Wo. You may comprise so that rotational speed control which changes an engagement pressure may be performed.
- the shift control unit 43 controls the specific engagement device SSC to be in a slipping engagement state, and reduces the rotation speed of the rotating electrical machine MG with respect to the rotation speed of the internal combustion engine ENG.
- the engine is configured to maintain the rotational speed of the internal combustion engine ENG at a rotational speed corresponding to the rotational speed of the internal combustion engine ENG before the start of the on-upshift control, the example has been described.
- the embodiment of the present invention is not limited to this. That is, the speed change control unit 43 controls the specific engagement device SSC to be in a slipping engagement state and rotates the internal combustion engine ENG while reducing the rotation speed of the rotating electrical machine MG with respect to the rotation speed of the internal combustion engine ENG.
- the speed may be configured to increase or decrease from a rotation speed corresponding to the rotation speed of the internal combustion engine ENG before the start of the on-upshift control.
- the shift control unit 43 increases the engagement pressure of the specific engagement device SSC, thereby reducing the rotational speed difference ⁇ W2 of the specific engagement device SSC, and the specific engagement device SSC.
- a case has been described as an example in which the output torque Tmg of the rotating electrical machine MG is reduced in accordance with an increase in the engagement pressure.
- the embodiment of the present invention is not limited to this. That is, the shift control unit 43 may be configured to reduce the rotational speed difference ⁇ W2 of the specific engagement device SSC by reducing the output torque Ten (internal combustion engine required torque) of the internal combustion engine ENG.
- the specific engagement device SSC has been described as an example in which the transmission torque capacity (engagement pressure) is reduced by reducing the supply hydraulic pressure (hydraulic pressure command).
- the embodiment of the present invention is not limited to this. That is, the specific engagement device SSC may be configured such that the transmission torque capacity (engagement pressure) decreases by increasing the supply oil pressure (hydraulic pressure command).
- the return spring is biased toward the engagement side, and the supply hydraulic pressure to the specific engagement device SSC is pressed toward the release side.
- the present invention provides a control device that controls a vehicle drive device in which a specific engagement device, a rotating electrical machine, and a transmission device are provided in order from the side of the internal combustion engine on a power transmission path that connects the internal combustion engine and wheels. Can be suitably used.
Abstract
Description
また、上記の特徴構成によれば、係合側係合装置の回転速度差が減少される場合に、特定係合装置が滑り係合状態に制御されると共に、内燃機関の回転速度に対して回転電機の回転速度が低下されるので、内燃機関の回転速度の低下が抑制される。よって、内燃機関の回転速度の低下のために用いられる駆動力を少なく抑えることができ、回転電機の回転速度の低下のために用いられる駆動力が減少することを抑制できる。この点からも、係合側係合装置の回転速度差を減少させる期間を短縮することができる。
また、オンアップシフト制御中に係合側係合装置が滑り係合状態に制御されるので、係合側係合装置が摩擦により発熱する。しかし、係合側係合装置の回転速度差を減少させる期間が短縮され、係合側係合装置が滑り係合状態にされる期間が短縮されるため、係合側係合装置の発熱を抑制し、耐久性を向上することできる。
また、係合側係合装置の回転速度差が、目標回転速度差まで減少されるので、係合側係合装置が滑り係合状態に制御された場合において、係合側係合装置の発熱をゼロまで減少できないものの、回転速度差の減少分だけ大幅に減少させることができ、係合側係合装置の耐久性を向上させることができる。
車両用駆動装置1には、内燃機関ENGと車輪Wとを結ぶ動力伝達経路2に、内燃機関ENGの側から順に、特定係合装置SSC、回転電機MG、及び変速装置TMが設けられている。特定係合装置SSCは、その係合状態に応じて、内燃機関ENGと回転電機MGとの間を選択的に連結した状態又は分離した状態とする。変速装置TMは、複数の係合装置C1、B1、・・を備えると共に、当該複数の係合装置C1、B1、・・の係合の状態に応じて変速比の異なる複数の変速段が選択的に形成される。
変速制御部43は、複数の係合装置C1、B1、・・の係合及び解放を制御して、変速装置TMに形成する変速段を切り替える変速制御を行う。本実施形態に係る変速制御部43は、特定係合装置SSCが直結係合状態で車輪Wに前進加速方向のトルクを伝達している状態から、複数の係合装置C1、B1、・・の係合及び解放を制御して変速比が小さい変速段に切り替えるオンアップシフト制御を実行するように構成されている。
このような構成において、変速制御部43は、オンアップシフト制御の実行中において、変速段の切り替えのために係合される係合装置である係合側係合装置の一対の係合部材間の回転速度差ΔW1を減少させる場合に、特定係合装置SSCを滑り係合状態に制御すると共に、内燃機関ENGの回転速度に対して回転電機MGの回転速度を低下させる特定係合スリップ制御を行う点に特徴を有している。
以下、本実施形態に係る車両用駆動装置1及び制御装置30について、詳細に説明する。
まず、本実施形態に係るハイブリッド車両の車両用駆動装置1の構成について説明する。図1に示すように、ハイブリッド車両は、車両の駆動力源として内燃機関ENG及び回転電機MGを備え、これらの内燃機関ENGと回転電機MGとが直列に駆動連結されるパラレル方式のハイブリッド車両となっている。ハイブリッド車両は、変速装置TMを備えており、当該変速装置TMにより、入力軸Iに伝達された内燃機関ENG及び回転電機MGの回転速度を変速すると共にトルクを変換して出力軸Oに伝達する。
後進段(Rev)は、第三クラッチC3及び第二ブレーキB2が係合されて形成される。
これらの各変速段は、入力軸I(内燃機関E)と出力軸Oとの間の変速比(減速比)が大きい順に、第一段、第二段、第三段、第四段、第五段、及び第六段となっている。
第二遊星歯車機構PG2の第一サンギヤS2は、第一クラッチC1により第一遊星歯車機構PG1のキャリアCA1と選択的に一体回転するように駆動連結される。キャリアCA2は、第二クラッチC2により入力軸Iと選択的に一体回転するように駆動連結されるとともに、第二ブレーキB2又はワンウェイクラッチOWCにより非回転部材としてのケースCSに選択的に固定される。ワンウェイクラッチOWCは、一方向の回転のみを阻止することによりキャリアCA2を選択的にケースCSに固定する。リングギヤR2は、出力軸Oと一体回転するように駆動連結されている。第二サンギヤS3は、第三クラッチC3により第一遊星歯車機構PG1のキャリアCA1と選択的に一体回転するように駆動連結されるとともに、第一ブレーキB1によりケースCSに選択的に固定される。
車両用駆動装置1の油圧制御系は、車両の駆動力源や専用のモータによって駆動される油圧ポンプから供給される作動油の油圧を所定圧に調整するための油圧制御装置PCを備えている。油圧制御装置PCは、各係合装置C1、B1・・・、SSCなどに対して供給される油圧を調整するための複数のリニアソレノイド弁などの油圧制御弁を備えている。油圧制御弁は、制御装置30から供給される油圧指令の信号値に応じて弁の開度を調整することにより、当該信号値に応じた油圧の作動油を各係合装置C1、B1・・・、SSCなどに供給する。制御装置30から各リニアソレノイド弁に供給される信号値は電流値とされている。そして、各リニアソレノイド弁から出力される油圧は、基本的に制御装置30から供給される電流値に比例する。
油圧制御装置PCは、油圧調整用のリニアソレノイド弁から出力される油圧(信号圧)に基づき一又は二以上の調整弁の開度を調整することにより、当該調整弁からドレインする作動油の量を調整して作動油の油圧を一又は二以上の所定圧に調整する。所定圧に調整された作動油は、それぞれ必要とされるレベルの油圧で、変速装置TMが有する複数の係合装置C1、B1・・・及び特定係合装置SSC等に供給される。
次に、車両用駆動装置1の制御を行う制御装置30及び内燃機関制御装置31の構成について、図2を参照して説明する。
制御装置30の制御ユニット32~34及び内燃機関制御装置31は、CPU等の演算処理装置を中核部材として備えるとともに、当該演算処理装置からデータを読み出し及び書き込みが可能に構成されたRAM(ランダム・アクセス・メモリ)や、演算処理装置からデータを読み出し可能に構成されたROM(リード・オンリ・メモリ)等の記憶装置等を有して構成されている。そして、制御装置のROM等に記憶されたソフトウェア(プログラム)又は別途設けられた演算回路等のハードウェア、或いはそれらの両方により、制御装置30の各機能部41~45などが構成されている。また、制御装置30の制御ユニット32~34及び内燃機関制御装置31は、互いに通信を行うように構成されており、センサの検出情報及び制御パラメータ等の各種情報を共有するとともに協調制御を行い、各機能部41~45の機能が実現される。
入力回転速度センサSe1は、入力軸Iの回転速度を検出するためのセンサである。入力軸Iには回転電機MGのロータRoが一体的に駆動連結されているので、回転電機制御ユニット32は、入力回転速度センサSe1の入力信号に基づいて回転電機MGの回転速度(角速度)、並びに入力軸Iの回転速度を検出する。出力回転速度センサSe2は、出力軸Oの回転速度を検出するためのセンサである。動力伝達制御ユニット33は、出力回転速度センサSe2の入力信号に基づいて出力軸Oの回転速度(角速度)を検出する。また、出力軸Oの回転速度は車速に比例するため、動力伝達制御ユニット33は、出力回転速度センサSe2の入力信号に基づいて車速を算出する。機関回転速度センサSe3は、内燃機関出力軸Eo(内燃機関ENG)の回転速度を検出するためのセンサである。内燃機関制御装置31は、機関回転速度センサSe3の入力信号に基づいて内燃機関ENGの回転速度(角速度)を検出する。
車両制御ユニット34は、統合制御部45を備えている。統合制御部45は、内燃機関ENG、回転電機MG、変速装置TM、及び特定係合装置SSC等に対して行われる各種トルク制御、及び各係合装置の係合制御等を車両全体として統合する制御を行う。
統合制御部45は、アクセル開度、車速、及びバッテリの充電量等に応じて、車輪Wの駆動のために要求されているトルクであって、入力軸I側から出力軸O側に伝達される目標駆動力である車両要求トルクTrqを算出するとともに、内燃機関ENG及び回転電機MGの運転モードを決定する。運転モードとして、回転電機MGのみを駆動力源として走行する電動モードと、少なくとも内燃機関ENGを駆動力源として走行するパラレルモードと、を有する。例えば、アクセル開度が小さく、バッテリの充電量が大きい場合に、運転モードとして電動モードが決定され、それ以外の場合、すなわちアクセル開度が大きい、もしくはバッテリの充電量が小さい場合に、運転モードとしてパラレルモードが決定される。
そして、統合制御部45は、車両要求トルクTrq、運転モード、及びバッテリの充電量等に基づいて、内燃機関ENGに対して要求する出力トルクである内燃機関要求トルク、回転電機MGに対して要求する出力トルクである回転電機要求トルク、特定係合装置SSCに供給する油圧の目標である油圧指令、及び変速装置TMの各係合装置C1、B1・・・に供給する油圧の目標である油圧指令を算出し、それらを他の制御ユニット32、33及び内燃機関制御装置31に指令して統合制御を行う。なお、基本的に、内燃機関要求トルクと回転電機要求トルクの合計が、車両要求トルクTrqに一致するように設定される。
内燃機関制御装置31は、内燃機関ENGの動作制御を行う内燃機関制御部41を備えている。本実施形態では、内燃機関制御部41は、統合制御部45又は変速制御部43から内燃機関要求トルクが指令されている場合は、内燃機関ENGが内燃機関要求トルクを出力するように制御するトルク制御を行う。
回転電機制御ユニット32は、回転電機MGの動作制御を行う回転電機制御部42を備えている。本実施形態では、回転電機制御部42は、統合制御部45又は変速制御部43から回転電機要求トルクが指令されている場合は、回転電機MGが回転電機要求トルクを出力するように制御する。具体的には、回転電機制御部42は、インバータが備える複数のスイッチング素子をオンオフ制御することにより、回転電機MGの出力トルクを制御する。
動力伝達制御ユニット33は、変速装置TMの制御を行う変速制御部43と、特定係合装置SSCの制御を行う特定係合制御部44と、を備えている。
特定係合制御部44は、特定係合装置SSCの係合状態を制御する。本実施形態では、特定係合制御部44は、特定係合装置SSCに供給される油圧が、統合制御部45又は変速制御部43から指令された特定係合装置SSCの油圧指令に一致するように、油圧制御装置PCに備えられた各リニアソレノイド弁に供給される信号値を制御する。
変速制御部43は、複数の係合装置C1、B1、・・の係合及び解放を制御して、変速装置TMに形成する変速段を切り替える変速制御を行う。
本実施形態では、変速制御部43は、車速、アクセル開度、及びシフト位置などのセンサ検出情報に基づいて変速装置TMに形成させる目標変速段を決定する。そして、変速制御部43は、油圧制御装置PCを介して変速装置TMに備えられた複数の係合装置C1、B1・・・に供給される油圧を制御することにより、各係合装置C1、B1・・・を係合又は解放して目標とされた変速段を変速装置TMに形成させる。具体的には、変速制御部43は、油圧制御装置PCに各係合装置の目標油圧(油圧指令)を指令し、油圧制御装置PCは、指令された目標油圧(油圧指令)に応じた油圧を各係合装置に供給する。本実施形態では、変速制御部43は、油圧制御装置PCが備えた各リニアソレノイド弁に供給される信号値を制御することにより、各係合装置に供給される油圧を制御するように構成されている。
例えば、変速前の変速段が第二段2ndで、変速後の変速段が第三段3rdである場合は、図4に示すように、第一ブレーキB1が解放側係合装置に設定され、第三クラッチC3が係合側係合装置に設定される。
また、係合側係合装置は、変速制御の開始前は解放され、変速制御により係合される係合装置である。解放側係合装置は、変速制御の開始前は係合され、変速制御により解放される係合装置である。
変速制御部43は、特定係合装置SSCが直結係合状態で車輪Wに前進加速方向のトルクを伝達している状態から、複数の係合装置C1、B1、・・の係合及び解放を制御して変速比が小さい変速段に切り替えるアップシフトを行うオンアップシフト制御を実行するように構成されている。
まず、図5に示す、比較例のタイムチャートを参照して、オンアップシフト制御の課題を説明する。
オンアップシフト制御では、入力軸I(回転電機MG)の回転速度を、変速前同期回転速度Wbfから変速後同期回転速度Wafまで低下させて、係合側係合装置の回転速度差ΔW1を減少させる係合側係合装置のイナーシャ相の期間(図5では時刻T03から時刻T04)を、できるだけ短縮することが求められる。車輪Wに前進加速方向のトルクを伝達している状態から行われるオンアップシフト制御では、係合側係合装置のイナーシャ相において、係合側係合装置を滑り係合状態に制御して、駆動力源の駆動力を車輪W側に伝達させるように構成することが望ましい。しかし、係合側係合装置のイナーシャ相の期間が長くなると、係合側係合装置の発熱量が大きくなるため、係合側係合装置の耐久性が悪化するおそれがあった。そこで、係合側係合装置の耐久性を向上するため、係合側係合装置のイナーシャ相(以下、単にイナーシャ相とも称する)の期間をできるだけ短くすることが望まれる。
イナーシャ相の期間を短縮するために、本実施形態に係る変速制御部43は、オンアップシフト制御の実行中において、変速段の切り替えのために係合される係合装置である係合側係合装置の一対の係合部材間の回転速度差ΔW1を減少させる場合に、特定係合装置SSCを滑り係合状態に制御すると共に、内燃機関ENGの回転速度に対して回転電機MGの回転速度を低下させる特定係合スリップ制御を行うように構成されている。
また、係合側係合装置の回転速度差ΔW1が減少される場合に、特定係合装置SSCが滑り係合状態に制御されると共に、内燃機関ENGの回転速度に対して回転電機MGの回転速度が低下されるので、イナーシャ相における内燃機関ENGの回転速度の低下が抑制される。よって、内燃機関ENGの回転速度の低下のために用いられる駆動力を少なく抑えることができ、入力軸Iの回転速度の低下のために用いられる駆動力が減少することを抑制できる。この点からも、イナーシャ相の期間を短縮することができる。
従って、係合側係合装置の耐久性を向上することが可能になる。
この構成によれば、係合側係合装置の回転速度差ΔW1を減少させるイナーシャ相において、内燃機関の出力トルクTenを、特定係合装置SSC及び係合側係合装置を介して車輪Wに伝達させることができ、変速中に駆動力の低下が生じることを抑制できる。
変速制御部43は、係合側係合装置の回転速度差ΔW1を予め定めた回転速度差まで減少させた後、特定係合装置SSCの一対の係合部材間の回転速度差ΔW2を減少させるように構成されている。
本実施形態では、この特定係合装置SSCの回転速度差ΔW2の減少には、第1の構成例と、第2の構成例とがある。以下で、各構成例について説明する。
第1の構成例では、変速制御部43は、係合側係合装置の回転速度差ΔW1をゼロまで減少させた後、特定係合装置SSCの回転速度差ΔW2をゼロまで減少させるように構成される。これについては、図6のタイムチャートを参照して説明する。
変速制御部43は、運転モードがパラレルモードに決定されており、特定係合装置SSCが直結係合状態に制御され、車両要求トルクTrqがゼロより大きく設定されており、車輪Wに前進加速方向のトルクを伝達している状態において、時刻T11で、目標変速段を変速比のより小さい変速段に変更したため、オンアップシフト制御を開始すると判定している。目標変速段は、例えば、車速の増加によりアップシフト線を跨いだ場合や、シフト位置が変更された場合等に変更される。
変速制御部43は、時刻T11から時刻T12の期間で、プレ相の制御を行い、解放側係合装置及び係合側係合装置の係合圧を予め変化させている。
変速制御部43は、時刻T11から時刻T12の期間で、解放側係合装置の係合圧(油圧指令)を、完全係合圧から直結限界係合圧より大きい解放側予備圧まで減少させ、係合側係合装置の係合圧(油圧指令)を、ゼロからストロークエンド圧より所定圧だけ小さい係合側予備圧まで増加させている。なお、完全係合圧は、駆動力源から各係合装置に伝達されるトルクが変動しても滑りのない係合状態を維持するために設定される最大限の係合圧(供給油圧、油圧指令)である。直結限界係合圧は、係合装置が滑り始める係合圧(供給油圧、油圧指令)である。
変速制御部43は、特定係合装置SSCを滑り係合状態にするため、特定係合装置SSCの係合圧(油圧指令)を、完全係合圧から直結限界係合圧まで減少させている(時刻T11)。変速制御部43は、イナーシャ相が終了するまで(時刻T14まで)、特定係合装置SSCの係合圧(油圧指令)を、直結限界係合圧に維持している。具体的には、変速制御部43は、内燃機関ENGの出力トルクTenに対応する内燃機関要求トルクを、特定係合装置SSCの伝達トルク容量に設定し、設定した伝達トルク容量を実現する油圧指令を算出する。なお、特定係合装置SSCの伝達トルク容量が、内燃機関ENGの出力トルクTenを下回ると特定係合装置SSCが滑り始める。変速制御部43は、算出した特定係合装置SSCの油圧指令を特定係合制御部44に伝達する。図6に示す例では、統合制御部45は、時刻T11から時刻T15の変速制御中においても、内燃機関要求トルクを、車両要求トルクTrqに応じた(本例では、等しい)トルクに設定している。
或いは、変速制御部43は、入力軸Iの回転速度が内燃機関ENGの回転速度に対し低下して、特定係合装置SSCの回転速度差が予め定めた判定速度差以上になるまで、特定係合装置SSCの係合圧(油圧指令)を低下させるように構成されてもよい。
変速制御部43は、プレ相の後、時刻T12から時刻T13の期間で、トルク相の制御を行っている。具体的には、変速制御部43は、時刻T12から時刻T13の期間で、係合側係合装置の係合圧(油圧指令)を、車両要求トルクTrqに応じた係合圧まで次第に増加させて、係合側係合装置を滑り係合状態にさせ、解放側係合装置の係合圧(油圧指令)を、ストロークエンド圧未満まで次第に減少させて解放側係合装置を解放状態にさせている。このトルク相の制御により、トルクの関係は、変速後の状態に移行されるが、回転速度の関係は、変速前の状態に維持され、係合側係合装置は滑り係合状態にされ、解放側係合装置は解放状態にされる。この状態になると、入力軸Iと出力軸Oとが一体的に回転しなくなり、入力軸I側の慣性系が、出力軸O側の慣性系から切り離された状態となる。
変速制御部43は、トルク相の後、時刻T13から時刻T14の期間で、イナーシャ相の制御を行っている。具体的には、変速制御部43は、時刻T13から時刻T14の期間で、入力軸Iの回転速度を、変速前同期回転速度Wbfから変速後同期回転速度Wafまで低下させ、係合側係合装置の回転速度差ΔW1をゼロまで減少させている。
また、変速前同期回転速度Wbfは、解放側係合装置の回転速度差がない状態での入力軸Iの回転速度であり、変速制御部43は、出力軸Oの回転速度に変速前の変速段の変速比を乗算して、変速前同期回転速度Wbfを算出する。
第1の構成例では、変速制御部43は、係合側係合装置の回転速度差ΔW1をゼロまで減少させた後、特定係合装置SSCの回転速度差ΔW2をゼロまで減少させるように構成されている(時刻T14から時刻T15)。
この構成によれば、特定係合装置SSCの伝達トルク容量(係合圧)の増加により、内燃機関ENGの慣性系に作用する合計トルクが負になるため、内燃機関ENGの回転速度が低下する。また、特定係合装置SSCの伝達トルク容量(係合圧)の増加により、内燃機関ENG側から入力軸I側に伝達される特定係合装置SSCの伝達トルク(スリップトルク)が増加する。特定係合装置SSCの伝達トルク容量(係合圧)の増加に応じて、回転電機MGの出力トルクTmgが低下されるので、特定係合装置SSCの伝達トルクの増加が、回転電機MGの出力トルクTmgの低下により相殺される。よって、直結係合状態になった係合側係合装置を介して出力軸O側に伝達されるトルクTtmが変動することを抑制できる。
また、変速制御部43は、特定係合装置SSCの回転速度差ΔW2が、予め定めた判定速度差以下になったと判定した場合(時刻T15)に、特定係合装置SSCの係合圧の増加に応じて回転電機MGの出力トルクTmgを低下させる制御を終了し、回転電機要求トルクを、統合制御部45が決定しているトルク(本例ではゼロ)に設定させる。
次に、第1の構成例の場合のオンアップシフト制御の処理について、図7のフローチャートを参照して説明する。
まず、変速制御部43は、オンアップシフト制御を開始する条件が成立したか否か判定する(ステップ♯01)。変速制御部43は、オンアップシフト制御の開始条件が成立した場合(ステップ♯01:Yes)に、特定係合装置SSCを滑り係合状態にするため、特定係合装置SSCの係合圧(油圧指令)を減少させる制御を実行する(ステップ♯02)。また、変速制御部43は、オンアップシフト制御の開始条件が成立した場合(ステップ♯01:Yes)に、上記したプレ相の制御を実行する(ステップ♯03)。変速制御部43は、プレ相の制御の終了後、上記したトルク相の制御を実行する(ステップ♯04)。
第2の構成例では、変速制御部43は、係合側係合装置の回転速度差ΔW1を、ゼロより大きい値に予め定めた目標回転速度差ΔWoまで減少させた後、特定係合装置SSCの回転速度差ΔW2をゼロまで減少させ、その後、係合側係合装置の回転速度差ΔW1をゼロまで減少させるように構成されている。これについて、図8のタイムチャートを参照して説明する。図8における時刻T24の直前までは、図6における時刻T14の直前までと同様であるので説明を省略する。
変速制御部43は、特定係合装置SSCの回転速度差ΔW2をゼロまで減少させた後(時刻T25後)、係合側係合装置の回転速度差ΔW1をゼロまで減少させている(時刻T26)。特定係合装置SSCの回転速度差ΔW2の減少中(時刻T24から時刻T25)、係合側係合装置が滑り係合状態に維持されるので、特定係合装置SSCの回転速度差ΔW2の減少に伴って生じるトルク変動が、出力軸O側に伝達されることを抑制できる。
また、係合側係合装置の回転速度差ΔW1が、目標回転速度差ΔWoまで減少されるので、係合側係合装置の単位時間当たりの発熱量を、第1の構成例のようにゼロまで減少できないものの、回転速度差ΔW1の減少分だけ大幅に減少させることができ、係合側係合装置の耐久性を向上させることが可能になる。なお、係合装置の単位時間当たりの発熱量は、係合装置の伝達トルクと係合装置の回転速度差とを乗算した値に比例する。
また、変速制御部43は、第1の構成例(時刻T14から時刻T15まで)と同様に、特定係合装置SSCの係合圧を増加させることで、特定係合装置SSCの回転速度差ΔW2を減少させ、特定係合装置SSCの係合圧の増加に応じて、回転電機MGの出力トルクTmgをΔT2だけ低下させるように構成されている(時刻T24から時刻T25)。
具体的には、変速制御部43は、変速後同期回転速度Wafに目標回転速度差ΔWoを加算した回転速度を目標回転速度に設定し、回転電機MGの回転速度が目標回転速度に近づくように、回転電機要求トルクを変化させる回転速度制御を行うように構成されている。この回転速度制御により、回転電機MGの出力トルクTmgが、特定係合装置SSCの係合圧の増加に応じて自動的に低下される。
この回転速度制御により、係合側係合装置の回転速度差ΔW1を、より確実に目標回転速度差ΔWoに維持して、滑り係合状態に維持することができる。
また、変速制御部43は、特定係合装置SSCの回転速度差ΔW2が、予め定めた判定速度差以下になったと判定した場合(時刻T25)に、特定係合装置SSCの係合圧の増加に応じて回転電機MGの出力トルクTmgを低下させる制御を終了し、回転電機要求トルクを、統合制御部45が決定しているトルク(本例ではゼロ)に設定させている。
変速制御部43は、時刻T23から時刻T24までと同様に、回転電機MGの出力トルクTmgをΔT1だけ低下させて、係合側係合装置の回転速度差ΔW1をゼロまで減少させるように構成されている。
なお、回転電機MGの回転速度制御を継続し、目標回転速度差ΔWoをゼロまで次第に減少させることにより、係合側係合装置の回転速度差ΔW1をゼロまで減少させるように構成されてもよい。
次に、第2の構成例の場合のオンアップシフト制御の処理について、図9のフローチャートを参照して説明する。
まず、変速制御部43は、オンアップシフト制御を開始する条件が成立したか否か判定する(ステップ♯11)。変速制御部43は、オンアップシフト制御の開始条件が成立した場合(ステップ♯11:Yes)に、特定係合装置SSCを滑り係合状態にするため、特定係合装置SSCの係合圧(油圧指令)を減少させる制御を実行する(ステップ♯12)。また、変速制御部43は、オンアップシフト制御の開始条件が成立した場合(ステップ♯11:Yes)に、上記したプレ相の制御を実行する(ステップ♯13)。変速制御部43は、プレ相の制御の終了後、上記したトルク相の制御を実行する(ステップ♯14)。
最後に、本発明のその他の実施形態について説明する。なお、以下に説明する各実施形態の構成は、それぞれ単独で適用されるものに限られず、矛盾が生じない限り、他の実施形態の構成と組み合わせて適用することも可能である。
2 :動力伝達経路
30 :制御装置
41 :内燃機関制御部
42 :回転電機制御部
43 :変速制御部
44 :特定係合制御部
45 :統合制御部
I :入力軸
MG :回転電機
O :出力軸
SSC :特定係合装置
TM :変速装置
Ten :内燃機関の出力トルク(内燃機関要求トルク)
Tmg :回転電機の出力トルク(回転電機要求トルク)
Tmg_min:回転電機の最小トルク
Trq :車両要求トルク
Tssc :特定係合装置の伝達トルク
Ttm :変速装置の伝達トルク
Waf :変速後同期回転速度
Wbf :変速前同期回転速度
ΔT1 :ΔW1を低下させるための回転電機の出力トルクの低下量
ΔT2 :ΔW2を低下させるための回転電機の出力トルクの低下量
ΔW1 :係合側係合装置の一対の係合部材間の回転速度差
ΔW2 :特定係合装置の一対の係合部材間の回転速度差
ΔWo :目標回転速度差
Claims (9)
- 内燃機関と車輪とを結ぶ動力伝達経路に、前記内燃機関の側から順に、特定係合装置、回転電機、及び変速装置が設けられた車両用駆動装置を制御対象とする制御装置であって、
前記変速装置は、複数の係合装置を備えると共に、当該複数の係合装置の係合の状態に応じて変速比の異なる複数の変速段が選択的に形成され、
前記特定係合装置が直結係合状態で前記車輪に前進加速方向のトルクを伝達している状態から、前記複数の係合装置の係合及び解放を制御して変速比が小さい変速段に切り替えるオンアップシフト制御を実行する変速制御部を備え、
前記変速制御部は、前記オンアップシフト制御の実行中において、変速段の切り替えのために係合される前記係合装置である係合側係合装置の一対の係合部材間の回転速度差を減少させる場合に、前記特定係合装置を滑り係合状態に制御すると共に、前記内燃機関の回転速度に対して前記回転電機の回転速度を低下させる車両用駆動装置の制御装置。 - 前記変速制御部は、前記係合側係合装置の回転速度差を減少させる際に、前記係合側係合装置及び前記特定係合装置の双方を滑り係合状態に制御する請求項1に記載の車両用駆動装置の制御装置。
- 前記変速制御部は、前記回転電機の出力トルクを低下させることで、前記回転電機の回転速度を低下させて、前記係合側係合装置の回転速度差を減少させる請求項1又は2に記載の車両用駆動装置の制御装置。
- 前記変速制御部は、前記係合側係合装置の回転速度差を予め定めた回転速度差まで減少させた後、前記特定係合装置の一対の係合部材間の回転速度差を減少させる請求項1から3のいずれか一項に記載の車両用駆動装置の制御装置。
- 前記変速制御部は、前記係合側係合装置の回転速度差をゼロまで減少させた後、前記特定係合装置の回転速度差をゼロまで減少させる請求項4に記載の車両用駆動装置の制御装置。
- 前記変速制御部は、前記係合側係合装置の回転速度差をゼロより大きい値に予め定めた目標回転速度差まで減少させた後、前記特定係合装置の回転速度差をゼロまで減少させ、その後、前記係合側係合装置の回転速度差をゼロまで減少させる請求項4に記載の車両用駆動装置の制御装置。
- 前記変速制御部は、前記係合側係合装置の回転速度差を前記目標回転速度差まで減少させた後、前記係合側係合装置の回転速度差が、前記目標回転速度差に維持されるように前記回転電機の出力トルクを変化させる回転速度制御を実行する請求項6に記載の車両用駆動装置の制御装置。
- 前記変速制御部は、前記特定係合装置の回転速度差を増加させている間は、前記内燃機関の回転速度を、前記オンアップシフト制御の開始前の前記内燃機関の回転速度に対応した回転速度に維持し、前記特定係合装置の回転速度差を減少させている間は、前記内燃機関の回転速度を、前記オンアップシフト制御の開始前の前記内燃機関の回転速度に対応した回転速度から低下させる請求項4から7のいずれか一項に記載の車両用駆動装置の制御装置。
- 前記変速制御部は、前記特定係合装置の伝達トルク容量を増加させることで、前記特定係合装置の回転速度差を減少させ、前記特定係合装置の伝達トルク容量の増加に応じて、前記回転電機の出力トルクを低下させる請求項4から8のいずれか一項に記載の車両用駆動装置の制御装置。
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DE102017212676A1 (de) | 2017-07-24 | 2019-01-24 | Zf Friedrichshafen Ag | Verfahren und Steuergerät zum Betreiben eines Kraftfahrzeugs |
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