CN105246752A

CN105246752A - Shift control device for hybrid vehicle drive device

Info

Publication number: CN105246752A
Application number: CN201480028829.0A
Authority: CN
Inventors: 原田新也; 新井贵尚; 安东文哉
Original assignee: Aisin Seiki Co Ltd
Current assignee: Aisin Corp
Priority date: 2013-06-18
Filing date: 2014-05-30
Publication date: 2016-01-13
Anticipated expiration: 2034-05-30
Also published as: CN105246752B; JP6052073B2; JP2015000699A; WO2014203709A1

Abstract

In order to achieve completion of a shifting operation in a short time while ensuring good drivability, a shift control device for a hybrid vehicle drive device is provided with: a shift time computing unit that computes a shift line arrival predicted time from the current time; a clutch-disconnection preliminary control transition determination unit; an engine torque decrease control unit that decreases engine torque to an engine torque threshold value; a clutch torque decrease control unit that decreases clutch torque to a clutch torque threshold value; a demand torque control unit; a clutch-disconnection control unit that, when the rotational speed of an output shaft exceeds a shift line, performs fuel-cut control to decrease the engine torque down to zero or below, and activates a clutch drive mechanism at a maximum drive speed so as to place the clutch in disconnected state; and a shift stage switch unit.

Description

The speed-change control device of drive device for hybrid vehicle

Technical field

The present invention relates to a kind of speed-change control device had as travelling the combustion engine of drive source and the drive device for hybrid vehicle of motor.

Background technology

Structure shown in patent documentation 1 is an example with the mode of the actuating device of the motor vehicle driven by mixed power of combustion engine and motor in the past.In the structure disclosed by patent documentation 1, via power-transfer clutch, the input shaft of automatic transmission with hydraulic torque converter is linked to the output shaft of combustion engine, motor is linked to output shaft and the drive wheel of automatic transmission with hydraulic torque converter.The automatic transmission with hydraulic torque converter of such structure, can use such as AMT (auto-manual transmission), this AMT (auto-manual transmission) is attached with actr (actuator) and realizes automation on the hand-operated transmission optionally making 1 couple in multiple gear mesh engage.This automatic transmission with hydraulic torque converter, when the speed of a motor vehicle exceedes the shift cable of the regulation preset, sends gear-shift command from control setup.Like this, first carry out the control making disengaging of clutch, and throttle opening reduces, suppress the output of combustion engine.Now, with the velocity of separation of the reduction speeds match of the driving torque of combustion engine ground control clutch.Then, when power-transfer clutch is in the state be separated completely, during input shaft input queued switches torque not from from combustion engine to automatic transmission with hydraulic torque converter, AMT controls, remove the engagement that gears in mesh is before this right, and make next should speed change shift gear gear mesh engagement.In addition, feel that in order to avoid making chaufeur in such speed change (deterioration of driving performance) is felt in uncomfortable deceleration, the driving torque of carrying out utilizing the driving of secondary propulsive effort (such as motor) to cover the shortage is to meet the control of the driver requested torque obtained according to the throttle tread-on quantity of chaufeur.

Prior art document

Patent documentation

Patent documentation 1:JP Unexamined Patent 11-69509 publication

Summary of the invention

The problem that invention will solve

But, as mentioned above, when coordinating the reduction speed of the driving torque of combustion engine successively to control speed change, make the velocity of separation of disengaging of clutch.Therefore, there is following problem, after have sent gear-shift command from control setup, to next should time of terminating of the gear mesh engagement of shift gear of speed change and a series of variable speed control elongated, the control load of disengaging of clutch becomes large.In addition, in order to reduce the driving torque of combustion engine with the fastest speed, consider the fuel supply cutting off internal combustion engine while the separation of power-transfer clutch controls.But now, when the reduction speed of the driving torque of the combustion engine reduced because of fuel shutoff supply exceedes the responsiveness of power-transfer clutch, the driving torque that there is combustion engine in power-transfer clutch engages becomes 0, is about to the danger becoming negative torque.In this case, the negative torque that there is combustion engine is passed to drive wheel via the power-transfer clutch in joint, causes the danger of driveability deterioration.

The present invention proposes in view of the above-mentioned problems, its object is to, and provides a kind of can realization in drive device for hybrid vehicle to guarantee good driving performance, completes the speed-change control device of gear shifting operation on one side at short notice.

For the means of dealing with problems

The speed-change control device of the drive device for hybrid vehicle of the technical scheme 1 solved the problem has: combustion engine, is installed on vehicle, and the motor torque exported from the output shaft of this combustion engine is subject to the control exporting control mechanism; Automatic transmission with hydraulic torque converter, there is the input shaft that to rotate with the output shaft of described combustion engine and link and rotate with drive wheel the output shaft linked, in multiple shift gear, optionally realize a shift gear by gearshift, described multiple shift gear can make the output shaft of described input shaft and described automatic transmission with hydraulic torque converter rotate with different converter speed ratios to link; Power-transfer clutch, can switching between engagement state and the released state removing this link of making the output shaft of described combustion engine and described input shaft rotate to link; Clutch drive, carries out blocked operation between described engagement state and described released state, adjusts the clutch torque that described power-transfer clutch transmits in the engaged condition; Torque instruction unit, decides the operational ton of the accelerator device according to driver's operation and driving torque required by described drive wheel sends instruction as driver requested torque; Motor, rotates with the output shaft of described automatic transmission with hydraulic torque converter and described drive wheel and links, and produces motor torque and makes this motor torque be added the total torque obtained with described motor torque to be described driver requested torque, to drive described drive wheel; Also have: shifting time calculating part, based on the variable quantity of the rotating speed of the current time of the operational ton of the current time of described accelerator device and the output shaft of described automatic transmission with hydraulic torque converter, the shift cable calculated from described current time to the shift cable that the rotating speed of the output shaft of described automatic transmission with hydraulic torque converter exceedes a shift gear described multiple shift gear arrives predicted time; Disengaging of clutch preparation controls transfer judging part, and the shift cable calculated described in judgement arrives predicted time and whether become the fiducial time preset; Motor torque reduces control part, when described shift cable arrive predicted time become described fiducial time time, make the action of output control mechanism described in making, the motor torque threshold value described motor torque being dropped to preset according to described driver requested torque; Clutch torque reduces control part, along with described motor torque reduces the action of control part, make described clutch drive action, make described clutch torque drop to clutch torque threshold value, this clutch torque threshold value is set as the specified amount that according to the maximum drive speed of described clutch drive preset higher than described motor torque threshold value; Require torque control division, make described motor produce motor torque, make this motor torque be added with described motor torque threshold value the total torque obtained and become described driver requested torque; Disengaging of clutch control part, when the rotating speed of the output shaft of described automatic transmission with hydraulic torque converter exceedes a described shift cable, make the action of described output control mechanism carry out fuel shutoff supply to control, the described motor torque of described combustion engine is made to be reduced to less than 0, and while the action of described output control mechanism, make described clutch drive carry out action with described maximum drive speed, described power-transfer clutch is arranged and becomes released state; Shift gear switching part, after described power-transfer clutch forms described released state, described in make gearshift action, described shift gear is set up, and described in making, makes clutch drive action, described power-transfer clutch is formed as described engagement state.

Like this, during the disengaging of clutch performed after the rotating speed of output shaft reaches a shift cable controls, from motor torque (driving torque of combustion engine) set than do not carry out variable speed control stable travel time the low state of motor torque, namely be set as that the state of motor torque threshold value starts, carry out fuel shutoff supply and control.In addition, also the state of specified amount larger than motor torque threshold value is also set as from clutch torque, namely, from the state of the low clutch torque threshold value of clutch torque during the complete engagement state of power-transfer clutch setting than the setting when stable traveling, the disengaging of clutch carrying out power-transfer clutch with the maximum drive speed of clutch drive controls.Like this, the time till making motor torque be reduced to below 0 and the time to clutch torque is set to released state can be shortened to relative to prior art, the switching time of final shift gear can be shortened.In addition, now, even if also can disengaging of clutch be made, so can alleviate the control load of power-transfer clutch owing to not carrying out controlled reset to clutch torque matchingly with the reduction of motor torque.

Fill at the automatic speed changing of technical scheme 2 vehicle automatic transmission, in technical scheme 1, reduced control part by described clutch torque and be set as that the size of the described specified amount of the described clutch torque threshold value than described motor torque threshold value height specified amount is: in described disengaging of clutch control part, during described output control mechanism starts to carry out reducing to become below 0 to described motor torque after the supply of described fuel shutoff controls, to be carried out during action makes described power-transfer clutch become described released state with described maximum drive speed by described clutch drive, described clutch torque and described motor torque close to and be not less than the size of described motor torque.

Like this, in the separation of power-transfer clutch controls, clutch torque can not be less than motor torque, and can close to motor torque.Owing to controlling as making clutch torque be not less than motor torque, so can suppress to cause the rotation of combustion engine to be skidded because of power-transfer clutch (sharply rising) because clutch torque is less than motor torque, the deterioration of driving performance can be suppressed.In addition, owing to controlling as making motor torque and clutch torque close, so after motor torque becomes less than 0 (bearing torque), clutch torque can become 0 at short notice and become released state.Like this, because the negative torque can shortening motor torque to be passed to the time of drive wheel, so can suppress the deterioration of driving performance via the power-transfer clutch engaged.

The automatic shift device of the vehicle automatic transmission of technical scheme 3, in technical scheme 1, reduced control part by described clutch torque and be set as that the size of the described specified amount of the described clutch torque threshold value than described motor torque threshold value height specified amount is: in described disengaging of clutch control part, make the size that the first specified time is consistent with the second specified time, described first specified time is, after described output control mechanism starts to carry out described fuel shutoff supply control, the described motor torque of described combustion engine reduces the time becoming less than 0, described second specified time is, described power-transfer clutch is made towards described released state with described maximum drive speed action by described clutch drive, until become the time of described released state.

Like this, because the motor torque of combustion engine becomes less than 0 while clutch torque becomes released state, so can reliably prevent the negative torque because of combustion engine be passed to drive wheel via the power-transfer clutch engaged and cause the situation of driveability deterioration.

The automatic shift device of the vehicle automatic transmission of technical scheme 4, in technical scheme 1 ~ 3 in any one, the value of the low amount preset of value of the described motor torque controlled by described output control mechanism when described motor torque threshold value is set as only travelling by the described motor torque of described combustion engine according to described driver requested torque than described vehicle.

Like this, due to motor torque threshold value be based on by means of only be output during internal combustion engine drive vehicle control mechanism control motor torque setting, be convenient to prior setting, alleviate the load of control.

The automatic shift device of the vehicle automatic transmission of technical scheme 5, in technical scheme 1 ~ 4 in any one, control in transfer judging part in described disengaging of clutch preparation, when the described shift cable arrival predicted time being judged as calculating reaches described fiducial time, judge that the described shift cable calculated arrives predicted time whether more than fiducial time threshold value, this, threshold value was the time setting based on being reduced control part by described motor torque and making described motor torque be reduced to time required for described motor torque threshold value and reduced the length in the time that control part makes described clutch torque be reduced to required for described clutch torque threshold value by described clutch torque fiducial time, when the described shift cable being judged as calculating arrive predicted time more than described fiducial time threshold value time, described motor torque reduces control part and carries out action.

Like this, after motor torque and clutch torque be reliably reduced to motor torque threshold value or clutch torque threshold value respectively, the rotating speed of output shaft more than a shift cable, so can high precision and reliably implement later control.

Accompanying drawing explanation

Fig. 1 is the figure of the apparatus structure of the drive device for hybrid vehicle of the control object of the speed-change control device schematically illustrated as embodiment.

Fig. 2 is the figure of the schematic configuration of driving engine, automatic transmission with hydraulic torque converter and power-transfer clutch in instruction diagram 1.

Fig. 3 is the skeleton diagram of the automatic transmission with hydraulic torque converter that embodiment is described.

Fig. 4 is the figure that citing illustrates the torque transfering characteristic that power-transfer clutch is described.

Fig. 5 is the diagram of curves that shift cable is described.

Fig. 6 is the sequential chart of the variable speed control action of the speed-change control device that embodiment is described.

Fig. 7 is the sequential chart of the variable speed control action of the speed-change control device that prior art is described.

Fig. 8 is the diagram of circuit of the action that speed-change control device is described.

Fig. 9 is the partial enlarged drawing of the sequential chart of Fig. 6.

Figure 10 is the skeleton diagram of the automatic transmission with hydraulic torque converter of the embodiment that other are described.

Detailed description of the invention

With reference to Fig. 1 ~ Fig. 9, the embodiment for the speed-change control device of drive device for hybrid vehicle of the present invention is described.Fig. 1 is the figure of the apparatus structure of the drive device for hybrid vehicle 1 of the control object of the speed-change control device schematically illustrated as present embodiment.The position being on the front arranged on chassis 90 as the driving engine 2 (being equivalent to combustion engine of the present invention) and dynamotor (Motorgenerator) 5 (being equivalent to motor of the present invention) arrangement that travel drive source of drive device for hybrid vehicle 1, can drive front-wheel 91,91 by driving engine 2 and/or dynamotor 5.Drive device for hybrid vehicle 1 also has automatic transmission with hydraulic torque converter 3 and power-transfer clutch 4 etc.Fig. 2 is the figure of the schematic configuration of driving engine 2, automatic transmission with hydraulic torque converter 3 and power-transfer clutch 4 in instruction diagram 1.In Fig. 1 and Fig. 2, the dotted arrow linked between component devices represents the direction of control.In addition, Fig. 3 is the skeleton diagram that automatic transmission with hydraulic torque converter 3 is described.

As shown in Figure 1, driving engine 2 is configured at the front side of the axle drive shaft 92 of the driving front-wheel 91,91 on chassis 90 in horizontal mode.Driving engine 2, power-transfer clutch 4 and this three of automatic transmission with hydraulic torque converter 3 are arranged along vehicle-width direction according to the order of this record.Total rotation axis input shaft 31 from the output shaft 21 of driving engine 2 to automatic transmission with hydraulic torque converter 3.The contactless engine speed sensor 22 of the rotating speed detecting output shaft 21 is provided with near the output shaft 21 of driving engine 2.In addition, as shown in Figure 2 schematically, driving engine 2 be provided with throttle gate 23 and omit graphic fuel injector.Throttle gate 23 adjusts the air imbibed quantity to driving engine 2.Fuel injector and air imbibed quantity adjust fuel feed explicitly.In addition, the throttle gate actr 24 of the throttle opening Slt of adjustment throttle gate 23 is provided with.Further, the throttle sensor 25 detecting throttle opening Slt is provided with.Throttle gate 23 and fuel injector are equivalent to the output control mechanism controlled the motor torque Te of the driving engine 2 exported from output shaft 21.

Power-transfer clutch 4 is dry type single plate formula and the friction clutch of hydraulic operation type.As shown in Figure 2, power-transfer clutch 4 is made up of flywheel 41, clutch segment 42, platen 44, diaphragm spring 45, clutch cover back plate 46 and hydraulic pressure cylinder (including concentric slave cylinders) 47 in upright arrangement etc.Flywheel 41 is formed by cast iron etc., and in thick discoideus, have the quality maintaining inertia, be fixed on coaxially on output shaft 21 with the output shaft 21 of driving engine 2.The clutch cover back plate 46 being provided with roughly tubular is erected from the part of the close periphery of the end face of the opposition side of the driving engine 2 of flywheel 41 to axis direction.Be adjacent to be configured with roughly discoideus clutch segment 42 in the inner side of clutch cover back plate 46 and flywheel 41.Clutch segment 42 to be combined with input shaft 31 spline of automatic transmission with hydraulic torque converter 3 at central part and to rotate integratedly.Two surfaces of the close periphery of clutch segment 42 are fixed with clutch-lining (clutchfacing) 43,43.

Roughly the platen 44 of ring-type is disposed adjacent with clutch segment 42, and this platen 44 can move along axis direction.Be provided with diaphragm spring 45 and hydraulic pressure cylinder 47 in upright arrangement as the component driving platen 44.Further, the clutch actuator 48 of operation hydraulic pressure cylinder 47 in upright arrangement is provided with as clutch drive.Clutch actuator 48 is made up of Direct Current Motor 481, the speed reduction gearing 482 be made up of worm gear, output wheel 483, take-off lever 484, master cylinder 485, assist spring 486 and stroke sensor 487 etc.

When the Direct Current Motor 481 of clutch actuator 48 is by rotating drive, by speed reduction gearing 482, output wheel 483 is rotated.Like this, take-off lever 484 forwards (left in Fig. 2) or rear (right in Fig. 2) movement.So, produce hydraulic pressure at master cylinder 485, transmit the hydraulic pressure produced and drive hydraulic pressure cylinder 47 in upright arrangement, drive platen 44 via diaphragm spring 45 along axis direction.Clutch segment 42 sandwiches between platen 44 and flywheel 41 and presses clutch segment 42 by platen 44 by platen 44.Like this, the crimping load of the clutch-lining 43 of the clutch segment 42 rotated relative to flywheel 41 slip can be changed.In addition, assist spring 486 assists take-off lever 484 action forwards, and stroke sensor 487 detects the operational ton Ma of take-off lever 484.

Thus, power-transfer clutch 4 can switch between the engagement state of being rotaryed connection with the input shaft 31 of automatic transmission with hydraulic torque converter 3 by the output shaft 21 of driving engine 2 and the released state removing this joint.Like this, clutch actuator 48 can carry out the engagement state of power-transfer clutch 4 and the blocked operation of released state, the size of the clutch torque Tc that adjustment power-transfer clutch 4 transmits in the engaged condition.Fig. 4 is that citing illustrates and the figure of the torque transfering characteristic of power-transfer clutch 4 is described.In the diagram, transverse axis represents the operational ton Ma of the take-off lever 484 of clutch actuator 48, and the longitudinal axis represents the clutch torque Tc that can transmit.According to the operational ton Ma of the take-off lever 484 of clutch actuator 48, along the axis direction operation hydraulic pressure cylinder 47 in upright arrangement of input shaft 31.Like this, the pressing force of diaphragm spring 45 to platen 44 side pressing clutch segment 42 is adjusted.Clutch torque Tc produces according to this pressing force.Therefore, it is possible to calculate the clutch torque Tc that can transmit according to the operational ton Ma of take-off lever 484.Power-transfer clutch 4 is in the power-transfer clutch of the normal connection type of clutch torque Tc maximum complete engagement state when being operational ton Ma=0.Therefore, power-transfer clutch 4 has: along with operational ton Ma increases, and is in half engagement state and the clutch torque Tc that can transmit reduces, and is in the characteristic of released state during operational ton Ma=Mmax.

Automatic transmission with hydraulic torque converter 3 is AMT (auto-manual transmission) that additional actuators 34a ~ 34c, 35 makes variable speed operation automation on hand-operated transmission, this hand-operated transmission, by the gear shift operation of chaufeur, optionally makes the pair of meshing in the gear mesh of the multiple shift gear of formation combine.In addition, the detailed description for the structure of automatic transmission with hydraulic torque converter 3 describes later.As shown in the dotted line of Fig. 1 and Fig. 3, automatic transmission with hydraulic torque converter 3 has and can realize advance 5 and keep off, retreat the engagement type structure of the parallel-axes gears of the shift gear of 1 gear between the input shaft 31 and output shaft 32 of configured in parallel.The motor torque Te exported from driving engine 2 drives input shaft 31 to rotate via power-transfer clutch 4.The tachogen 37 of the input shaft rotating speed Ni detecting input shaft 31 is provided with near input shaft 31.Output shaft 32 is combined with the input side phase gear of differential attachment 93 of the central authorities being configured at vehicle-width direction, via differential attachment 93, axle drive shaft 92 and drive front-wheel 91,91 to realize rotating to link.

In addition, as shown in Figure 2, automatic transmission with hydraulic torque converter 3 has the gearshift of optionally realization or a releasing shift gear in multiple shift gear.Gearshift has the first gearshift 34a ~ the 3rd gearshift 34c and selecting arrangement 35.In addition, although in fig. 2, the first gearshift 34a ~ the 3rd gearshift 34c conveniently represents with a rectangle, is actually devices different separately.First gearshift 34a ~ the 3rd gearshift 34c and selecting arrangement 35 are by the actuator driven had separately.Because the driving method for the first ~ three gearshift 34a ~ 34c and selecting arrangement 35 is known, so omit detailed description (such as with reference to TOHKEMY 2004-176894).

Dynamotor 5 can be the motor of the function only with electrical motor, but also has the function of electrical generator in the present embodiment concurrently.As shown in Figure 1, dynamotor 5 is configured at the rear side of the axle drive shaft 92 of the driving front-wheel 91,91 on chassis 90.Dynamotor 5 is normally used three-phase alternating current rotating machines in motor vehicle driven by mixed power.The output shaft 80 of the dynamotor 5 shown in Fig. 3 rotates through speed reduction gearing described later as shown in Figure 3 the input side being linked to differential attachment 93.Therefore, the output shaft 80 of dynamotor 5 and the output shaft 32 of automatic transmission with hydraulic torque converter 3 and drive both front-wheels 91,91 to rotate to link.

In order to drive dynamotor 5, at the rear side on chassis 90, conv 55 and storage battery 56 are installed.Conv 55 has ac terminal 55A as input and output terminal and DC terminal 55D.Ac terminal 55A is connected with the terminals for power supplies 5A of dynamotor 5, and DC terminal 55D is connected with the terminal 56D of storage battery 56.Conv 55 has the alternating electromotive force the DC-AC translation function being supplied to dynamotor 5 that the direct current power exported from storage battery 56 are converted to changeable frequency.In addition, conv 55 has and the alternating electromotive force produced by dynamotor 5 is converted to direct current power and the accumulators 56 AC/DC translation function of charging.In addition, storage battery 56 can be set to traveling and drive special, also can double as other purposes.

When supplying alternating electromotive force to dynamotor 5, dynamotor 5 realizes the function of electrical motor.Now, dynamotor 5 can produce the motor torque Tm that can be added with motor torque Te and drive front-wheel 91,91.Sample ground, motor torque Te is added the value obtained with motor torque Tm be drive the driver requested torque Td required by front-wheel 91,91.Driver requested torque Td determines according to accelerator open degree W, and this accelerator open degree W is the tread-on quantity (operational ton) of the Das Gaspedal Ap (being equivalent to accelerator device of the present invention) of driver's operation.In addition, driver requested torque Td calculates instruction by torque instruction unit.In addition, when the generating torque actuated of dynamotor 5 by a part of motor torque Te, dynamotor 5 can realize the function of electrical generator, can charge by accumulators 56.

Below, be described in detail for automatic transmission with hydraulic torque converter 3.As shown in Figure 3 automatic transmission with hydraulic torque converter 3 there is input shaft 31, output shaft 32, first tween drive shaft 33 that configures abreast with input shaft 31 and the second tween drive shaft 36.

Input shaft 31 is fixed with the first driven wheel 61 of formation first shift gear and is formed the second driven wheel 62 of the second shift gear from power-transfer clutch 4 side in the mode that can not rotate relative to input shaft 31 successively.Be fixed with in the mode that can not rotate relative to input shaft 31 between the first driven wheel 61 and the second driven wheel 62 and retreat driven wheel 60.In addition, in the opposition side of the driving engine 2 of the second driven wheel 62 of input shaft 31, so that the 3rd driven wheel 63 of formation the 3rd, the 4th and the 5th shift gear, four-wheel drive gear 64 and the 5th driven wheel 65 can be supported with via omitting graphic bearing relative to the mode that input shaft 31 dallies.

Be fixed with the 3rd of formation second gearshift 34b the respectively the 3rd, on each side in opposite directions of four-wheel drive gear 63,64, four clutches ring 63a, 64a, the 3rd, four clutches ring 63a, 64a respectively with the 3rd, four-wheel drive gear 63,64 coaxial and be fixed as one.The 3rd, the outer peripheral face of four clutches ring 63a, 64a is provided with the spline that the axis direction along input shaft 31 extends.In addition, the side of the opposition side of the driving engine 2 of the 5th driven wheel 65 is fixed with the 5th clutch ring 65a of formation the 3rd gearshift 34c, the 5th clutch ring 65a is coaxial and be fixed as one with the 5th driven wheel 65.Also the spline that the axis direction along input shaft 31 extends is provided with at the outer peripheral face of the 5th clutch ring 65a.

In addition, the 3rd, between four-wheel drive gear 63,64 and the 5th clutch ring 65a side of the 5th driven wheel 65 be fixed with clutch hub 66,67 respectively, and clutch hub 66,67 can not rotate relative to input shaft 31.And, be also respectively equipped with the spline same with the spline of the outer peripheral face being located at the three ~ five clutch ring 63a, 64a, 65a at the outer peripheral face of clutch hub 66,67.

First tween drive shaft 33 of the housings support of automatic transmission with hydraulic torque converter 3 is being fixed with by bearing the first retrogressing driven gear 70a retreating gear in the mode that can not relatively rotate.First retreats driven gear 70a always engages with the retrogressing driven wheel 60 being fixed on input shaft 31.

Output shaft 32 is supported with the first driven gear 71 of formation first shift gear in the mode that can dally via the graphic bearing of omission and is formed the second driven gear 72 of the second shift gear.First driven gear 71 always engages with the first driven wheel 61, and the second driven gear 72 always engages with the second driven wheel 62.In addition, form the 3rd driven gear 73 of the three ~ five shift gear, the 4th driven gear 74 and the 5th driven gear 75 to be fixed on output shaft 32 in the mode that can not rotate relative to output shaft 32.Three ~ five driven gear 73 ~ 75 always engages with the three ~ five driven wheel 63 ~ 65 respectively.

Near output shaft 32, configure OSS 52, detect the output shaft rotating speed No of output shaft 32.OSS 52 is connected with change-speed box ECU12, sends and detects data, calculate the speed of a motor vehicle according to these detection data to change-speed box ECU12.In addition, which kind of structure no matter OSS 52 be.

In addition, first clutch ring 71a and the second clutch ring 72a of formation first gearshift 34a is fixed with respectively in each side in opposite directions of first, second driven gear 71,72, this first clutch ring 71a and second clutch ring 72a and first, second driven gear 71,72 coaxial and be integrally constituted.The spline that the axis direction along output shaft 32 extends is provided with at the outer peripheral face of first, second clutch ring 71a, 72a.In addition, between first, second driven gear 71,72, clutch hub 68 is fixed with in the mode that can not rotate relative to output shaft 32.Also the spline same with the spline of the outer peripheral face being located at first, second clutch ring 71a, 72a is provided with at the outer peripheral face of clutch hub 68.

The first final driven wheel 76 is fixed with in the mode that can not rotate relative to output shaft 32 in the end of driving engine 2 side of output shaft 32.First final driven wheel 76 engages with the gear ring 93a of the differential attachment (diff) 93 being located at axle drive shaft 92 and rotates link.Differential attachment (diff) 93 has both gear ring 93a and differential gear 93b, and forms one with automatic transmission with hydraulic torque converter 3.

Further, the sleeve 101 of the first gearshift 34a described later is provided with the second retrogressing driven gear 70b integratedly.And, when under the state engaged with the periphery spline of clutch hub 68 at the spline of inner peripheral surface being located at sleeve 101, when sleeve 101 moves to driving engine 2 direction, be located at second of sleeve 101 integratedly and retreat driven gear 70b and first and retreat driven gear 70a and engage to be formed to retreat and keep off.In addition, now, the first shift gear is false.

Motor driven gear 77 is being fixed with by the second tween drive shaft 36 of the housings support of automatic transmission with hydraulic torque converter 3 in the mode that can not relatively rotate by bearing.In addition, the second tween drive shaft 36 is fixed with the second final driven wheel 78 in the mode that can not relatively rotate.Second final driven wheel 78 always engages with the gear ring 93a of the differential attachment (diff) 93 being located at axle drive shaft 92 and rotates and links.In addition, the output shaft 80 (output shaft) of dynamotor 5 is fixed with motor driven gear wheel 79 in the mode that can not relatively rotate.Motor driven gear wheel 79 always engages with motor driven gear 77.Be fixed with the large diameter gear 81 of parking in the mode that can not relatively rotate in the end of driving engine 2 side of the second tween drive shaft 36.Thus, the output shaft 80 of dynamotor 5 and the output shaft 32 of automatic transmission with hydraulic torque converter 3 and drive (front) to take turns 91,91 to rotate and link.And when the output shaft 80 of dynamotor 5 is driven to rotate, rotary driving force is passed to axle drive shaft 92 via motor driven gear wheel 79, motor driven gear 77 and the second final driven wheel 78 and drives front-wheel 91,91.

Below, be described for the first gearshift 34a ~ the 3rd gearshift 34c with jaw shaped clutch mechanism.But the first gearshift 34a ~ the 3rd gearshift 34c has substantially same structure.Therefore, only the second gearshift 34b is described.As shown in Figure 3, the second gearshift 34b has above-mentioned clutch hub 66, the 3rd clutch ring 63a and four clutches ring 64a, sleeve 101, declutch shift shaft 103, actr 104 and the change-speed box ECU12 etc. that are linked by shift fork 102 and sleeve 101.

Be formed with at the inner peripheral surface of sleeve 101 spline that the axis direction along input shaft 31 extends, engage with the spline of outer peripheral face and each spline of the outer peripheral face that is formed at the 3rd clutch ring 63a and four clutches ring 64a being formed at clutch hub 66 in the mode can slided along axis direction.Sleeve 101 always engages with clutch hub 66 and rotates integrally.Like this, as mentioned above, the second gearshift 34b is made up of jaw shaped clutch mechanism.

Actr 104 makes sleeve 101 move back and forth along axis direction with the load of regulation via declutch shift shaft 103 and shift fork 102.The top ends of shift fork 102 is formed matchingly with the peripheral shape of the circumferential groove of sleeve 101 (omit and illustrate).The base end part of shift fork 102 is fixed on declutch shift shaft 103.

Stroke sensor 105 is configured near declutch shift shaft 103, detects the amount of movement of declutch shift shaft 103, namely detects sleeve 101 amount of movement in the axial direction.Stroke sensor 105 is connected with change-speed box ECU12, sends detect data (dotted line with reference to Fig. 3) to change-speed box ECU12.In addition, no matter the structure of stroke sensor 105 is which kind of.

In such a configuration, the second gearshift 34b, via neutral position state, carries out gear switching between the 3rd shift gear and the 4th shift gear.Similarly, the first gearshift 34a, via neutral position state, carries out gear switching between the first shift gear, the second shift gear and retrogressing gear.In addition, the 3rd gearshift 34c carries out gear switching between neutral position state and the 5th shift gear.

In order to administer each several part controlling to form drive device for hybrid vehicle 1 respectively, be respectively equipped with electronic control package (hereinafter referred to as ECU).That is, as shown in Figure 1, Engine ECU 11, change-speed box ECU12, motor ECU13 and storage battery ECU14 is provided with.Further, the HV-ECU15 of the entirety of overall accessory drive 1 is provided with.ECU11 ~ 14 administering each several part are respectively connected by CAN communication etc. the information mutually exchanging needs with HV-ECU15, and are managed by HV-ECU15 and control.In addition, each ECU11 ~ 15 have respectively carry out computing CPU portion, the storage part such as ROM, RAM of save routine or various charts etc., the input and output portion for exchange message.

Engine ECU 11 drives actuator 26 (with reference to Fig. 1) according to the operation of ignition lock 27 (with reference to Fig. 1), start the engine 2.In addition, Engine ECU 11 obtains the signal of the engine speed Ne of output shaft 21 from engine speed sensor 22, obtain the signal of throttle opening Slt from throttle sensor 25.Then, Engine ECU 11 is while the engine speed Ne of monitoring output shaft 21, carry out throttle valve 23 open or close while send instruction to throttle gate actr 24, control fuel injector, thus motor torque Te and engine speed Ne is controlled the value for the time limit.In addition, in the present embodiment, the stampede operation amount of the Das Gaspedal Ap that engine speed Ne does not trample by means of only chaufeur controls, by the instruction priority acccess control from hybrid power ECU15 (after, be designated as HV-ECU15 in some cases).

Change-speed box ECU12 controls by associating with power-transfer clutch 4 and automatic transmission with hydraulic torque converter 3, performs variable speed control.The Direct Current Motor 481 of change-speed box ECU12 driving clutch actr 48 controls the clutch torque Tc that can transmit.Further, change-speed box ECU12 obtains the signal of the operational ton Ma of take-off lever 484 from stroke sensor 487, grasp the clutch torque Tc in this moment.In addition, change-speed box ECU12 obtains input shaft rotating speed Ni from the tachogen 37 of automatic transmission with hydraulic torque converter 3.Further, change-speed box ECU12 drives each gearshift 34a ~ 34c and selecting arrangement 35, optionally removes and of realizing in shift gear carrys out switching controls shift gear.Change-speed box ECU12 has the Variable Velocity Condition set respectively according to each shift gear, starts to carry out variable speed control when Variable Velocity Condition is set up.The content of the variable speed control of change-speed box ECU12 is described in detail by the action specification of speed-change control device below.

The charge condition SOC of storage battery ECU14 management of battery 56.The information of charge condition SOC is sent to HV-ECU15, the reference when carrying out various control.In addition, when charge condition SOC low or superfluous, promptly recover the control of good order and condition.

The information needed is shared, the entirety of accessory drive 1 between HV-ECU15 and ECU11 ~ 14 administering each several part respectively.HV-ECU15 obtains the information of accelerator open degree W from accelerator open degree sensor 51, obtains the information (with reference to Fig. 1, Fig. 2) of the speed of a motor vehicle from OSS 52.Accelerator open degree sensor 51 is the stampede operation amount of Das Gaspedal Ap (being equivalent to accelerator device) and the sensor of accelerator open degree W that detect driver's operation.According to the size of accelerator open degree W, determine the driving torque (driver requested torque Td) required by driving front-wheel 91,91 being used for propelled vehicles.When the torque phase that reality produces is not enough for the driving torque required, the chaufeur oneself not carrying out variable speed operation will feel that sky walks sense.Driver requested torque Td is reached by the aggregate value of the motor torque Tm being driven the motor torque Te of generation and motor 5 to produce by driving engine 2 in the present embodiment as described above.

In addition, HV-ECU15 has shifting time calculating part 111, disengaging of clutch preparation controls transfer judging part 112, motor torque reduces control part 113, clutch torque reduces control part 114, requires torque control division 115, disengaging of clutch control part 116 and shift gear switching part 117.

The variable quantity of shifting time calculating part 111 to the current time of the output shaft 32 that the output shaft rotating speed No of the output shaft 32 according to automatic transmission with hydraulic torque converter 3 calculates calculates.Then, based on accelerator open degree W (operational ton) and the variable quantity of current time that calculates of the current time of accelerator device, the shift cable that the output shaft rotating speed No calculating output shaft 32 exceedes till the shift cable of a shift gear in multiple shift gear arrives predicted time Tes.Shift cable is that each shift gear has respectively, is stored in omits graphic storage part as mapping (enum) data.

Herein, the Fig. 5 based on the example that shift cable is shown is described.Transverse axis in Fig. 5 is the output shaft rotating speed No of the output shaft 32 of automatic transmission with hydraulic torque converter 3, and the longitudinal axis is accelerator open degree W.The upshift shift cable L12 of upshift speed change pattern (from 1 gear to 2 gear speed changes, below equally), L23, L34 are indicated by the solid line, and the downshift shift cable L43 of downshift speed change pattern, L32, L21 are represented by dashed line.In addition, L45, L54 as 5 gear speed change line charts omit diagram.

Such as, vehicle under steam can with the value of the output shaft rotating speed No1 of output shaft 32 and accelerator open degree W accordingly, Fig. 5 draws the traveling operating point P1 (No1, W1) of current time.At this, such as, assuming that the vehicle in just travelling with 3 gears, the constant and output shaft rotating speed the No (=speed of a motor vehicle) of output shaft 32 of accelerator open degree W rises with the variable quantity specified.Like this, as shown in arrow to the right in Fig. 5, travel operating point P1 and move to the right in figure, arrive on the line of (or exceeding) upshift shift cable L34.Thus, set up from 3 gears to the Variable Velocity Condition of 4 gear speed changes.Shifting time calculating part 111 calculates according to the variable quantity of the output shaft rotating speed No calculating the time till setting up from current time to Variable Velocity Condition (shift cable arrives predicted time Tes) and predicts.

Now, as the concrete method calculating shift cable arrival predicted time Tes, can illustrate to utilize the method for the computing formula (formula 1) hereinafter enumerated as an example.(formula 1)

Shift cable arrives the predicted time Tes=output shaft rotating speed No of the shift cable that the accelerator open degree W of current time is corresponding ((in mapping (enum) data (mapdata))-(the output shaft rotating speed No of current time))/(Xrpm/64msec), herein, X is the variable quantity of the output shaft rotating speed No that every 64msec (millisecond) measures.

Like this, such as, the variable quantity of the output shaft rotating speed No measured according to every 64msec solves shift cable and arrives predicted time Tes.Like this, owing to the variable quantity of output shaft rotating speed No can be calculated as aviation value, so positive value can be taken as by likely becoming instantaneously negative variable quantity, stably can obtains shift cable and arriving predicted time Tes.In addition, the 64msec as Measuring Time is an example, and any value can be utilized to measure.In addition, the method for solving of shift cable arrival predicted time Tes is not limited to said method.

Disengaging of clutch preparation control transfer judging part 112 be the above-mentioned shift cable judging to calculate arrive predicted time Tes be whether preset fiducial time TB handling part.Disengaging of clutch preparation control refers to: in order to a shift gear speed change of carrying out to prediction on the horizon controls, and motor torque threshold X e motor torque Te and clutch torque Tc being reduced to preset and clutch torque threshold X c carrys out standby control.

Motor torque threshold X e is, the value preset that motor torque Te when only utilizing driving engine 2 to travel not use dynamotor 5 than vehicle is slightly low.As long as what motor torque threshold X e in advance by experiment etc. obtained optimal value and set arbitrarily can (with reference to Fig. 6).

As shown in Figure 6, clutch torque threshold X c is the value of specified amount S larger than motor torque threshold X e.Specified amount S presets according to the maximum drive speed Vmax of clutch drive.Namely, the size of specified amount S is, to carry out control mechanism during motor torque Te that fuel shutoff supply controls to play driving engine 2 is reduced to below 0 from exporting, making as shown in the R portion of Fig. 9, to be not less than the size of motor torque Te close to motor torque Te to the clutch torque Tc of the power-transfer clutch 4 of released state with maximum drive speed Vmax action.Now, the close distance between clutch torque Tc and motor torque Te is preferably 0, and in the present embodiment, clutch torque Tc and motor torque Te is tangent in R portion.

In addition, disengaging of clutch preparation controls transfer judging part 112 after the shift cable arrival predicted time Tes being judged as calculating reaches TB fiducial time, judges that whether shift cable arrives predicted time Tes at more than threshold value TC fiducial time further.Fiducial time, threshold value TC referred to: the threshold value that the time based on the larger one in time Ti and time Tii sets, this time Ti reduces control part 113 by motor torque to make motor torque Te be reduced to time required for motor torque threshold X e (with reference to Fig. 6), and this time Tii reduces control part 114 by clutch torque to make clutch torque Tc be reduced to time (with reference to Fig. 6) required for clutch torque threshold X c.Detailed content is aftermentioned.And if be judged as, shift cable arrives predicted time Tes at more than threshold value TC fiducial time, be then transferred to motor torque and reduce control part 113.

When motor torque reduce control part 113 be judged as shift cable arrive predicted time Tes in fiducial time TB time, output control mechanism is made to carry out action, the control of the motor torque threshold X e carrying out that motor torque Te is reduced to and preset according to driver requested torque Td.

Clutch torque reduces the control of control part 114 along with motor torque reduction control part 113, clutch drive is made to carry out action, make clutch torque drop to clutch torque threshold X c, this clutch torque threshold X c sets to obtain high specified amount S than motor torque threshold X e.

During when the output shaft rotating speed No arrival of output shaft 32 or more than a shift cable (such as 4 gear shift cable), disengaging of clutch control part 116 makes output control mechanism carry out action, carries out fuel shutoff supply and controls.Like this, the motor torque Te of driving engine 2 is made to be reduced to less than 0.In addition, meanwhile make clutch drive, with maximum drive speed Vmax action, power-transfer clutch 4 is set to released state.

After power-transfer clutch 4 is set to released state by disengaging of clutch control part 116, shift gear switching part 117 makes gearshift carry out action, and such as the 4th shift gear as a shift gear is set up.And, then, make clutch drive carry out action, power-transfer clutch 4 is set to engagement state.

Herein, the action for variable speed control is described.First based on Fig. 7, the speed change of prior art is described.In the figure 7, transverse axis represents elapsed time T.In addition, the longitudinal axis is from the upper state (requiring gear and actual gear) representing axle rotating speed rpm (motor rotary speed Nmo, input shaft rotating speed Ni, engine speed Ne, output shaft rotating speed No), torque Nm (clutch torque Tc, motor torque Te, driver requested torque Td, motor torque Tm) and gear successively.In addition, under the state (before T1) in the figure 7 before variable speed control, motor torque Te is equal with driver requested torque Td, and clutch torque Tc is the complete engagement state shown in Fig. 4.

In the prior art, such as, in the traveling of vehicle more than the shift cable L34 (position of time T1 with reference to Fig. 7) of the 4th shift gear shown in Fig. 5.So while exceeding shift cable L34, Engine ECU 11 sends the instruction of fuel shutoff supply to exporting control mechanism.Thus, output control mechanism carries out control throttle valve 23 and closes completely, and the conveying of the fuel supplied to driving engine 2 is stopped (fuel shutoff supply controls).Thus, motor torque Te reduces from the torque of the size equal with driver requested torque Td to torque 0.

Like this, in the prior art, carry out controlling motor torque Te is reduced from the larger torque equal with driver requested torque Td.Therefore, control even if make output control mechanism action executing fuel shutoff supply, the impacts such as residual torque are still comparatively large, still longer to the time being reduced to below 0 torque.In addition, in the figure 7, the characteristic of the motor torque Te that T1 is later becomes folding line, and this is because performing the impact generations such as delay time fuel shutoff supply and residual torque to actual after sending instruction that fuel shutoff supply controls.

While starting to carry out fuel shutoff supply control, change-speed box ECU12 makes clutch drive action, starts to carry out separation to the power-transfer clutch 4 being in complete engagement state and controls.Now, carry out controlled reset, make the clutch torque Tc of power-transfer clutch 4 become the value slightly larger than motor torque Te.The problem that such existence is following: need spended time according to the motor torque Te that must make as the torque of higher value reduces and the reduction of carrying out the clutch torque Tc controlled according to the reduction of motor torque Te, make disengaging of clutch complete delay, namely shifting time is elongated.In addition, owing to carrying out controlled reset to the reduction speed of clutch torque Tc, so also there is the higher problem making cost uprise of control load.

In addition, even if carrying out in the said method of controlled reset according to motor torque Te to clutch torque Tc, be also difficult to make clutch torque Tc follow the reduction of motor torque Te completely and reduce.Therefore, at time T2, motor torque Te becomes little negative torque conditions.Namely, before clutch torque Tc becomes 0 (released state) completely, the negative torque conditions of motor torque Te just creates, the existence negative motor torque (-Te) that oblique line represents is passed to driving front-wheel 91,91 via power-transfer clutch 4 thus, causes the danger of driveability deterioration.

In addition, if the reduction speed of motor torque Te is less than the reduction speed of clutch torque Tc, then the situation that motor torque Te is greater than clutch torque Tc can be produced.Under these circumstances, there is power-transfer clutch 4 and all connect (joint), the danger of driving engine 2 fast idle.

Motor ECU13 controls, and makes dynamotor 5 and the reduction action matchingly of motor torque Te, makes driving front-wheel 91,91 produce motor torque Tm.Now, control as motor torque Tm=driver requested torque Td-motor torque Te.Like this, uncomfortable deceleration is felt to prevent chaufeur from feeling.And time T2 in the figure 7, clutch torque Tc become 0 (released state) completely.

T2 ~ T7 interval of the sequential chart shown in Fig. 7 represents the variable speed control of known AMT.Therefore, omit detailed description, only simply illustrate.At the T2 of Fig. 7, by the action of the gearshift 34b of above-mentioned explanation, first make sleeve 101 mobile along axis direction (reversing sense to driving engine 2).Like this, the spline being formed at the inner peripheral surface of sleeve 101 is untied with the engaging of the spline of the outer peripheral face of the 3rd clutch ring 63a forming the 3rd shift gear, and the 3rd shift gear is removed.In T3 ~ T4 interval, gearshift 34b is in neutral position state, is changing with being in the input shaft rotating speed Ni constant of the input shaft 31 of free state during this period.

Then at T5, by the action of gearshift 34b, make sleeve 101 mobile along axis direction (reversing sense to driving engine 2).Like this, be formed at the spline of the inner peripheral surface of sleeve 101 and the spline of the outer peripheral face of four clutches ring 64a rotate synchronous after engage, the 4th shift gear establishment.Therefore, input shaft rotating speed Ni declines according to the gear ratio of the 4th shift gear.Then, interval at T5 ~ T6, motor torque Te controls by exporting control mechanism, and at the T6 that the engine speed Ne of driving engine 2 is synchronous with the input shaft rotating speed Ni of input shaft 31, clutch drive starts to carry out making power-transfer clutch 4 become the control of engagement state.Then, power-transfer clutch 4 connects at leisure, completes connection at T7, and power-transfer clutch 4 becomes engagement state.

Below, based on the diagram of circuit of Fig. 8 and the sequential chart of Fig. 6, the action of speed-change control device of the present invention is described.The sequential chart of Fig. 6, relative to the sequential chart of Fig. 7, the longitudinal axis increases the project having speed change to predict switch.

The step S10 (handling part of shifting time calculating part 111) of diagram of circuit 1 is the handling part in the interval before the T0 of the sequential chart of Fig. 6, always calculates.In step slo, as mentioned above, to the variable quantity of the output shaft rotating speed No of the current time that the output shaft rotating speed No of the output shaft 32 according to automatic transmission with hydraulic torque converter 3 calculates, (such as rotary acceleration a).Then, based on accelerator open degree W (operational ton) and the variable quantity of the output shaft rotating speed No of current time that calculates of current time, calculate the shift cable that output shaft rotating speed No exceedes till the shift cable L34 of the shift gear (such as the 4th shift gear) in multiple shift gear and arrive predicted time Tes.

In step S12 (disengaging of clutch preparation controls the handling part of transfer judging part 112), judge that the shift cable calculated arrives predicted time Tes and whether arrives TB fiducial time preset.If shift cable arrives predicted time Tes reached TB fiducial time, then enter step S14.But, if shift cable arrives predicted time Tes do not reach TB fiducial time, then until reach fiducial time TB repeatedly carry out the process of step S12.In step s 12, when shift cable arrival predicted time Tes is greater than TB fiducial time, later control is retained.Like this, clutch actuator 48 suppresses the power consumption for making clutch torque Tc be reduced to clutch torque threshold X c.

In step S14 (disengaging of clutch preparation controls the handling part of transfer judging part 112), judge more than threshold value TC fiducial time whether the shift cable arrival predicted time Tes calculated is presetting.As described above, fiducial time, threshold value TC was the value of the larger one in time Ti and time Tii, this time Ti makes the motor torque Te of driving engine 2 be reduced to time required for motor torque threshold X e (with reference to Fig. 6), and this time Tii is the time (with reference to Fig. 6) required for clutch torque threshold X c clutch torque Tc being reduced to preset.Time Ti and time Tii is the value based on the measured data measured in advance.If shift cable arrives predicted time Tes at more than threshold value TC fiducial time, then owing to carrying out later control, so enter step S16.In addition, if shift cable arrives predicted time Tes be less than threshold value TC fiducial time, then step S10 is back to.That is, if be less than threshold value TC fiducial time, then clutch torque Tc and motor torque Te is made to be reduced to an arrival shift cable in the way of clutch torque threshold X c and motor torque threshold X e respectively.Therefore, do not control, be back to step S10, until next shift cable calculated arrives predicted time Tes become more than threshold value TC fiducial time, repeatedly carry out the process of step S10, step S12 and step S14.In addition, step S14 can omit, and so also can obtain corresponding effect.

In step S16 (disengaging of clutch preparation controls the handling part of transfer judging part 112), open (ON) speed change advance notice switch.Like this, start to carry out for making the control of disengaging of clutch of the present invention (being equivalent to the T0 position in Fig. 6).

In step S18 (motor torque reduces the handling part of control part 113), make the action of output control mechanism, throttle valve 23 is closed, and controls fuel injector.Like this, motor torque Te is made to drop to according to driver requested torque Td the motor torque threshold X e that presets and keep.The action of T0 ~ T1 device in figure 6.

In step S20 (clutch torque reduces the handling part of control part 114), along with motor torque reduces the control of control part 113, make clutch drive action.Like this, make clutch torque Tc drop to set than motor torque threshold X e height specified amount S clutch torque threshold X c and keep.The action between T0 ~ T1 in figure 6.

In step S22 (requiring the handling part of torque control division 115), control, make motor 5 produce motor torque Tm, this motor torque Tm is the torque that the driver requested torque Td calculated deducts motor torque threshold X e and obtains.The action between T0 ~ T1 in figure 6.

In step S24 (handling part of disengaging of clutch control part 116), judge that whether the output shaft rotating speed No of output shaft 32 is more than a shift cable (such as the shift cable of 4 gears).When being judged as more than a shift cable, enter step S26 (the T1 position of Fig. 6).In addition, in the situation (the T1 position of Fig. 6 before) of output shaft rotating speed No more than a shift cable, step S18 is entered.Then, repeatedly carry out the process of step S18 ~ step S24, until be judged as that output shaft rotating speed No is more than a shift cable in step s 24 which.

In the step S26 handling part of control part 116 (power-transfer clutch break), close (OFF) speed change advance notice switch (the T1 position of Fig. 6).

In step S28 (handling part of disengaging of clutch control part 116), make the action of output control mechanism, control fuel injector and carry out fuel shutoff supply.Like this, the motor torque Te of driving engine 2 is made to be reduced to less than 0.Particularly, be the action shown in scope of T1 ~ T2 of Fig. 6.Further in detail, be the action shown in scope that amplification represents the t1 ~ t4 in Fig. 9 of T1 ~ T2.In Fig. 9, show the instruction from being sent fuel shutoff supply by Engine ECU 11, become the situation of less than 0 in fact motor torque Te.In fig .9, t1 is the moment sending fuel shutoff supply instruction.T1-t2 is the time (scope) of the operating lag of motor torque Te.And, in the supply of t2 actual beginning fuel shutoff, complete the reduction of motor torque Te to less than 0 at t4 and control.

In step S30 (handling part of disengaging of clutch control part 116), because power-transfer clutch 4 becomes released state, so make clutch drive with maximum drive speed Vmax action with step S28 simultaneously.Particularly, be the action shown in scope of T1 ~ T2 of Fig. 6.Further in detail, be the action shown in scope that amplification represents the t1 ~ t5 in Fig. 9 of T1 ~ T2.

In fig .9, when the reduction curve of the reduction curve and clutch torque Tc of observing motor torque Te, close to each other in the position of t4, torque value is roughly equal.Then, motor torque Te becomes after 0 at short notice, becomes negative torque (-Te).In addition, clutch torque Tc becomes 0 (released state) (with reference to t5 position) slightly later on than motor torque Te.Now, power-transfer clutch 4 keeps engagement state constant, and motor torque Te becomes the region shown in oblique line portion that the region of negative torque (-Te) is Fig. 9.Because Fig. 9 is not only enlarged drawing 6, the also figure of enlarged drawing 7, so the negative torque (-Te) shown in the oblique line portion of known Fig. 9 is less than the negative torque (-Te) of the prior art shown in Fig. 7.Like this, effectively suppress the negative torque of motor torque Te to be passed to via the power-transfer clutch 4 engaged and drive front-wheel 91,91, cause driveability deterioration.

Then, in step S32 (handling part of shift gear switching part 117), in the same manner as the action of above-mentioned prior art, in the T2 ~ T7 of Fig. 6, the variable speed control of known AMT is implemented.Like this, form the 4th shift gear, drive front-wheel 91,91 to rotate by motor torque Te via input shaft 31, four-wheel drive gear 64, the 4th driven gear 74, the final driven wheel 76 of output shaft 32, first, gear ring 93a, differential attachment 93 and axle drive shaft 92.

According to above-mentioned explanation, in the present embodiment, the disengaging of clutch that disengaging of clutch control part 116 carries out controls, from motor torque Te relative to do not carry out variable speed control stable travel time motor torque Te set low state, be namely set as that the state of motor torque threshold X e starts to carry out fuel shutoff supply and controls.In addition, clutch torque Tc is also from the state being set as specified amount S larger than motor torque threshold X e, namely, than the state of the clutch torque threshold X c that clutch torque Tc during the complete engagement state set during stable traveling sets low, carry out disengaging of clutch control with the maximum drive speed Vmax of clutch drive.Thus, the time making motor torque Te be reduced to less than 0 can be shortened relative to prior art, and clutch torque Tc is set to the time of released state, and then the switching time of shift gear can be shortened.In addition, now, even if power-transfer clutch 4 also can be made to be separated, so the control load of power-transfer clutch can be alleviated owing to not carrying out controlled reset to clutch torque Tc matchingly with the reduction of motor torque Te.

In addition, according to the present embodiment, at state (Fig. 6 that disengaging of clutch preparation controls, between T0 ~ T1) under, clutch torque threshold X c is set as specified amount S larger than motor torque threshold X e, make in disengaging of clutch controls, clutch torque Tc can not be less than motor torque Te, and can close to motor torque Te.Like this, can suppress when disengaging of clutch controls, clutch torque Tc is less than motor torque Te, skids in power-transfer clutch 4 place that is rotated in of the output shaft 21 be connected with driving engine 2.In addition, owing to controlling when disengaging of clutch controls to make motor torque Te and clutch torque Tc close, so can after motor torque Te becomes less than 0 (negative torque), clutch torque Tc becomes 0 at short notice and becomes released state.Like this, because the negative torque can shortening motor torque Te to be passed to the time of drive wheel, so can suppress the deterioration of driving performance well via the power-transfer clutch 4 engaged.

In addition, according to the present embodiment, due to can based on when travelling by means of only driving engine 2 by the motor torque Te that throttle gate 23 controls, set by motor torque reduce control part 113 reduce motor torque threshold X e, institute so that set in advance, the load reduction of control.

In addition, according to the present embodiment, when disengaging of clutch preparation control transfer judging part 112 is judged as that the shift cable arrival predicted time Tes calculated reaches TB fiducial time, then more than threshold value TC fiducial time whether shift cable arrival predicted time Tes sets in the time based on the larger one in the first specified time and the second specified time is judged, first specified time makes motor torque Te be reduced to time required for motor torque threshold X e, and the second specified time is the time that clutch torque Tc is reduced to required for clutch torque threshold X c.Then, if be judged as, shift cable arrives predicted time Tes is more than threshold value TC fiducial time, then enter motor torque and reduce control part 113.Like this, after motor torque Te and clutch torque Tc is reliably reduced to motor torque threshold X e or clutch torque threshold X c respectively, the rotating speed of output shaft 32 more than a shift cable, so can high precision and reliably implement later control.

In addition, be not limited only to the form of above-mentioned embodiment, as other embodiment, also the size of specified amount S can be set as, in the such as t4 position of Fig. 9, the reduction curve of motor torque Te becomes 0 with the reduction curve of clutch torque Tc is simultaneously consistent.Thus, motor torque Te and clutch torque Tc becomes in the reduction process before 0, and motor torque Te also likely exceedes clutch torque Tc.But this amount exceeded is very small.Therefore, motor torque Te exceedes clutch torque Tc, and the possibility that the size of driving engine 2 fast idle is in scope that driving performance is allowed to is very high.Under these circumstances, can as described above, be also be decided to be to make the reduction curve of motor torque Te become 0 with the reduction curve of clutch torque Tc is simultaneously consistent by the size of specified amount S.By controlling like this, the negative torque of motor torque Te reliably can be prevented to be passed to via the power-transfer clutch 4 engaged and to drive front-wheel 91,91 and the situation of driveability deterioration that produces.

In addition, the automatic transmission with hydraulic torque converter 3 in the above-described embodiment shown in application drawing 3.But, be not limited only to this embodiment.Such as, also automatic transmission with hydraulic torque converter can be changed to the automatic transmission with hydraulic torque converter 123 shown in Figure 10.Automatic transmission with hydraulic torque converter 123 except output shaft 80 and the output shaft 32 of dynamotor 5 rotates link except, there is the structure same with automatic transmission with hydraulic torque converter 3.But, now, the speed-changing mechanism of regulation is set between output shaft 80 and output shaft 32, or the speed-changing mechanism of regulation is not set between output shaft 80 and output shaft 32.According to such structure, the effect same with above-mentioned embodiment can be expected.

In addition, as other embodiment, as long as dynamotor 5 is rotatably connected with output shaft 32, drive front-wheel 91,91 can be carried out the automatic transmission with hydraulic torque converter (AMT) of the structure rotated by dynamotor 5 Direct driver, automatic transmission with hydraulic torque converter can be any structure.In addition, why being rotatably connected as necessary condition with output shaft 32 by dynamotor 5, is because make two following conditions set up in variable speed control simultaneously, these two conditions respectively: do not make input shaft 31 produce torque; Produce for the driver requested torque Td driven required by front-wheel 91,91 by dynamotor 5 in shortage.

In addition, in the above-described embodiment, the gearshift 34a ~ 34c of automatic transmission with hydraulic torque converter 3,123 is the jaw shaped clutch mechanisms not having synchro converter ring.But be not limited to this embodiment, gearshift also can be the speed changing structure with synchronizer gear.

And in the above-described embodiment, the situation for upshift speed change (such as from three gears to four-speed gear shift) is illustrated.But be not limited to this form, the present invention also can be applied in downshift speed change.

The explanation of Reference numeral

1 drive device for hybrid vehicle, 2 driving engines (combustion engine), 3 automatic transmission with hydraulic torque converters, 4 power-transfer clutchs, 5 dynamotors (motor), 11 Engine ECU, 12 change-speed box ECU, 13 motor ECU, 14 storage battery ECU, 15HV-ECU, 21 output shafts, 22 engine speed sensors, 23 throttle gates (output control mechanism), 24 throttle gate actrs, 25 throttle sensores, 31 input shafts, 32 output shafts, 33 first tween drive shafts, 34a ~ 34c gearshift (gearshift), 35 select actr (gearshift), 36 second tween drive shafts, 37 tachogens, 48 clutch actuators (clutch drive), 51 accelerator open degree sensors, 111 shifting time calculating parts, 112 disengaging of clutch preparations control transfer judging part, 113 motor torques reduce control part, 114 clutch torques reduce control part, 115 require torque control division, 116 disengaging of clutch control parts, 117 shift gear switching parts, Tc clutch torque, TB fiducial time, TC threshold value fiducial time, Td driver requested torque, Te motor torque, Tes shift cable arrives predicted time, Tm motor torque, the operational ton of Ma power-transfer clutch, Xc clutch torque threshold value, Xe motor torque threshold value.

Claims

1. a speed-change control device for drive device for hybrid vehicle,

Have:

Combustion engine, is installed on vehicle, and the motor torque exported from the output shaft of this combustion engine is subject to the control exporting control mechanism,

Automatic transmission with hydraulic torque converter, there is the input shaft that to rotate with the output shaft of described combustion engine and link and rotate with drive wheel the output shaft linked, in multiple shift gear, a shift gear is optionally realized by gearshift, described multiple shift gear can make the output shaft of described input shaft and described automatic transmission with hydraulic torque converter rotate with different converter speed ratios to link

Power-transfer clutch, can switching between engagement state and the released state removing this link of making the output shaft of described combustion engine and described input shaft rotate to link,

Clutch drive, carries out blocked operation between described engagement state and described released state, adjusts the clutch torque that described power-transfer clutch transmits in the engaged condition,

Torque instruction unit, decides the operational ton of the accelerator device according to driver's operation and driving torque required by described drive wheel sends instruction as driver requested torque,

Motor, rotates with the output shaft of described automatic transmission with hydraulic torque converter and described drive wheel and links, and produces motor torque and makes this motor torque be added the total torque obtained with described motor torque to be described driver requested torque, to drive described drive wheel;

The feature of the speed-change control device of this drive device for hybrid vehicle is,

Have:

Shifting time calculating part, based on the variable quantity of the rotating speed of the current time of the operational ton of the current time of described accelerator device and the output shaft of described automatic transmission with hydraulic torque converter, the shift cable calculated from described current time to the shift cable that the rotating speed of the output shaft of described automatic transmission with hydraulic torque converter exceedes a shift gear described multiple shift gear arrives predicted time

Disengaging of clutch preparation controls transfer judging part, and the shift cable calculated described in judgement arrives predicted time and whether become the fiducial time preset,

Motor torque reduces control part, when described shift cable arrive predicted time become described fiducial time time, make the action of output control mechanism described in making, the motor torque threshold value described motor torque being dropped to preset according to described driver requested torque,

Clutch torque reduces control part, along with described motor torque reduces the action of control part, make described clutch drive action, described clutch torque is made to drop to clutch torque threshold value, this clutch torque threshold value is set as the specified amount that according to the maximum drive speed of described clutch drive preset higher than described motor torque threshold value

Require torque control division, make described motor produce motor torque, make this motor torque be added with described motor torque threshold value the total torque obtained and become described driver requested torque,

Disengaging of clutch control part, when the rotating speed of the output shaft of described automatic transmission with hydraulic torque converter exceedes a described shift cable, make the action of described output control mechanism carry out fuel shutoff supply to control, the described motor torque of described combustion engine is made to be reduced to less than 0, and while the action of described output control mechanism, make described clutch drive carry out action with described maximum drive speed, described power-transfer clutch is arranged and becomes released state

Shift gear switching part, after described power-transfer clutch forms described released state, described in make gearshift action, described shift gear is set up, and described in making, makes clutch drive action, described power-transfer clutch is formed as described engagement state.

2. the speed-change control device of drive device for hybrid vehicle as claimed in claim 1, is characterized in that,

Reduced control part by described clutch torque and be set as that the size of the described specified amount of the described clutch torque threshold value than described motor torque threshold value height specified amount is:

In described disengaging of clutch control part, during described output control mechanism starts to carry out reducing to become below 0 to described motor torque after the supply of described fuel shutoff controls, to be carried out during action makes described power-transfer clutch become described released state with described maximum drive speed by described clutch drive, described clutch torque and described motor torque close to and be not less than the size of described motor torque.

3. the speed-change control device of drive device for hybrid vehicle as claimed in claim 1, is characterized in that,

In described disengaging of clutch control part, make the size that the first specified time is consistent with the second specified time,

Described first specified time is, after described output control mechanism starts to carry out described fuel shutoff supply control, the described motor torque of described combustion engine reduces the time becoming less than 0,

Described second specified time is, makes described power-transfer clutch towards described released state with described maximum drive speed action, until become the time of described released state by described clutch drive.

4. the speed-change control device of the drive device for hybrid vehicle according to any one of claims 1 to 3, is characterized in that,

The value of the low amount preset of value of the described motor torque controlled by described output control mechanism when described motor torque threshold value is set as only travelling by the described motor torque of described combustion engine according to described driver requested torque than described vehicle.

5. the speed-change control device of the drive device for hybrid vehicle according to any one of Claims 1 to 4, is characterized in that,

Control in transfer judging part in described disengaging of clutch preparation, when the described shift cable arrival predicted time being judged as calculating reaches described fiducial time, judge that the described shift cable calculated arrives predicted time whether more than fiducial time threshold value, this, threshold value was the time setting based on being reduced control part by described motor torque and making described motor torque be reduced to time required for described motor torque threshold value and reduced the length in the time that control part makes described clutch torque be reduced to required for described clutch torque threshold value by described clutch torque fiducial time,

When the described shift cable being judged as calculating arrive predicted time more than described fiducial time threshold value time, described motor torque reduces control part and carries out action.